Special GreenTech - Ship and · PDF fileSpecial GreenTech SUSTAINABLE GLOBAL SHIPPING ... project, which is being funded under ... turn to page 32

www.shipandoffshore.net Edition 2015

Spec

ial G

reen

Tech

Special GreenTech

SUSTAINABLE GLOBAL SHIPPING

OPERATIONAL OPTIMISATION

PROPULSION & ENGINE TECHNOLOGY

EMISSION CONTROL

CO2NOx

SOx

SURFACE TECHNOLOGY &

DRAG REDUCTION

SHIP DESIGN

WASTE & WATER TREATMENT

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The majority of maritime activities are now affected by environ-mental concerns more than anything else. Over the past few dec-ades, the shipping industry’s regulatory regime and public attitudes towards the environment have consistently pushed the industry to reduce its ecological footprint. The pressure on shipowners to in-vest in appropriate equipment along with their willingness to con-sider greener alternatives for their fleets are steadily growing.

This special publication, GreenTech 2015, provides compre-hensive, in-depth coverage of the shipping industry’s responses to today’s environmental issues, ranging from green-technology retrofits to forward-looking ship designs, alternative fuels and wastewater treatment.

We’re especially honoured that the Secretary-General of the International Maritime Organization (IMO), Koji Sekimizu, has once again contributed a foreword to GreenTech. Sekimizu, who will be succeeded on January 1st 2016 by South Korea’s Ki-tack Lim, underscores the industry’s need to continuously ensure that shipping become greener and cleaner.

This magazine’s seven sections – Sustainable Global Shipping, Operational Optimisation, Propulsion & Engine Technology, Emission Control, Ship Design, Waste & Water Treatment and Surface Technology & Drag Reduction – reflect the variety of en-vironmentally friendly solutions at hand in maritime markets.

The first article in the Sustainable Global Shipping section, starting on page 8, details the LeanShips (Low-Energy and Near-to-Zero-Emissions Ships) project, which is being funded under the new European Union research and innovation framework programme HORIZON 2020. One of the project’s focal points is construction of environmentally friendly tugs.

This is followed on page 12 by a piece on optimising asset per-formance via a holistic life-cycle approach.

To comply with SOx and NOx emission limits, shipowners have various options, one of them being the use of liquefied natu-ral gas (LNG) as fuel. While the availability of LNG bunkering remains a prime concern, Scandinavian countries have been van-guards in implementing sufficient infrastructure. According to a

recently published white paper, the Mediterranean region holds huge potential, too. See page 14.

Our Operational Optimisation section revolves around retro-fits to enhance ship efficiency. Some recent and current projects are presented in a broad overview starting on page 16. One effi-ciency measure is propeller optimisation. A German manufacturer has developed a propulsion concept, applicable to both newbuild-ings and retrofits, that combines five different methods to design, construct and produce ship propellers. See page 22.

Our Propulsion & Engine Technology section starts on page 26 with innovative propulsion solutions designed to meet IMO Tier III emission regulations, due to enter into force in 2016.

We also take a look at alternative propulsion devices and fuels, one of which is methanol, a ship’s fuel that has been long underes-timated, says the author of our article on page 30. A different ap-proach has been taken by two Finnish companies that have tested a new rotor sail system on board a RoRo carrier. For details and results of their tests, turn to page 32.

Emission Control takes the spotlight next. The lead article, on page 34, describes the various systems available to shipo wners who choose the scrubber option to comply with current and up-coming sulphur emission thresholds.

Our Ship Design section introduces the first container vessel inspired by the DNV Quantum concept, developed in 2010 with an eye to transporting more cargo while consuming less fuel. See page 38.

As for Waste & Water Treatment, here we take a look at limits on the discharge of phosphorus and nitrogen in the Baltic Sea Special Area (page 47), sustainable solutions for wastewater treatment and reuse on cruise ships (page 48) and decisive selling points for the various ballast water treatment systems on the market (page 51).

Our final section, Surface Technology & Drag Reduction, ex-amines how greater environmental friendliness can be achieved by optimising hull form and reducing friction between hull and wa-ter. With regard to the latter, air bubble technology for cruise ships is outlined in articles beginning on pages 54 and 56.

Marine environment takes centre stage

Ship & Offshore | GreenTech | 2015 3

SPECIAL GREENTECH COMMENT

SPI_GreenTech_15_003-003_CM-.indd 3 06.08.2015 09:36:53

Sustainable Global Shipping

8 Greener tugs part of EU project

12 Optimising asset performance

13 Research project aims at low-emission, autonomous ships

14 Huge potential for Mediterranean

Operational Optimisation

16 Raising energy efficiency to stay in the game

21 Bulbous bows for lower emissions

22 Evolution of high-efficiency propeller design and manufacturing

24 Benefits of green technology retrofits explored

Propulsion & Engine Technology

26 Innovative propulsion solutions ready for IMO Tier III

27 ME-LGI concept expands dual-fuel portfolio

28 Wärtsilä launches new engine

30 The underestimated fuel

32 Norsepower and Bore test wind power technology for ships

4 Ship & Offshore | GreenTech | 2015

Regulars3,7 Comment41 Buyer‘s Guide60 Imprint

Waste & Water Treatment

47 Baltic Sea Special Area – new effective dates established

48 Sustainable solutions for wastewater treatment and reuse on cruise ships

51 Type approvals and functionality may tip scales

Surface Technology & Drag Reduction

54 Hull optimisation for real operating conditions

56 Reducing friction for greener operation

58 New standard in advanced antifoulings

Emission Control

34 Operational profile determines suitable design

36 Smarter ship-emission measurements

37 PureNOx approved for EGR system

37 New onboard scrubber water treatment

Ship Design

38 Proving efficiency


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CO2NOx

SOx

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SPECIAL GREENTECH COMMENT

Ensuring that shipping becomes greener and cleaner

The world’s oceans sustain global society in so many different ways. They provide raw materi-als, energy, food, employment,

a place to live, a place to relax and the means to transport about 90% of global trade.

The seas and oceans are among the great uniting factors of our planet. The very identity of hundreds of countries and regions around the world is histori-cally and geographically entwined with the sea and the oceans. More than 70% of our planet is covered by water.

And the vital role of the oceans in meeting the sustainable economic, envi-ronmental and social goals of the global community has also, at last, begun to be widely recognised and understood.

However, it has been widely docu-mented that the global marine environ-ment and its resources are being degraded and overexploited. Species, critical habitats and the health of the marine ecosystem are all becoming endangered, to the extent where this is adversely affecting people who live in coastal regions and communities, worldwide, that depend on marine areas for food and livelihood.

It is undeniable that shipping has had an impact on the marine environment. But the industry can also point to a history of genu-ine environmental concern and a steadily improving performance in pollution prevention and environmental protection.

Of course, the environmental agenda has been driven in no small part by a strong regulatory imperative. And, as the United Nations international regulatory body for the industry, IMO has been, and continues to be, the focal point for, and the driving force behind, efforts to ensure that shipping becomes greener and cleaner.

Today, IMO has expanded its envi-ronmental portfolio from a concern to reduce oil pollution to embrace a wide range of other topics, such as the carriage of chemicals, the disposal of sewage and garbage, the dumping of waste, combat-ing the transfer of invasive alien species, the prohibition of harmful anti-fouling paints, air pollution, greenhouse gas emissions, and ship recycling.

IMO has produced an extensive set of measures in all of these areas, and more, to regulate and mitigate the environmen-tal impact of shipping.

The industry will grow in volume to serve the needs of a growing global popu-lation and in particular the needs of the rapidly emerging middle class. But tech-nical innovation and the regulatory im-perative will continue to ensure that ship-ping becomes cleaner, greener and even

more efficient, especially as newer, more eco-friendly vessels con-stitute a greater percentage of the fleet. This is a continuing trajec-tory that is unlikely to be interrupted in the foreseeable future.

The maritime industries represent a very sizeable industrial sector. But the success and growth of these industries should not be achieved by threatening the very element that sustains them, supports them and gives them life – the sea. The search for growth in the maritime industry must be a balancing act. The technologies and the innovation showcased in this GreenTech publication will help to ensure that the balance can be achieved, and maintained.

«The industry can point to a history of genuine

environmental concern»

Koji Sekimizu, Secretary-General, International Maritime Organization


Greener tugs part of EU projectLEANSHIPS The European innovation project LeanShips, short for Low-Energy and Near-to-Zero-Emissions Ships, aims to demonstrate the effectiveness and reliability of energy-saving and emission-reduction technologies at real scale. LeanShips is one of the first projects funded under the new European Union research and innovation framework programme HORIZON 2020. Two of the demonstrators in the project are gas-fuelled tugboats.

The LeanShips project is coordinated by the Netherlands-based Damen Shipyards Group and jointly managed

by the Netherlands Maritime Technology Foundation (NMT), the German Centre of Maritime Technologies (CMT) and Cetena, the Italian Ship Research Centre.

LeanShips officially started on May 1st 2015 with a grant of EUR 17 million. The large project partnership comprises ship-owners, shipyards, equipment suppliers and research institutes. In total, 46 part-ners (81% from industry) from twelve EU member states and one associated country are part of the project.

LeanShips aims to put innovations into practice by carrying out eight demonstrator showcases that combine technologies for efficient and less-polluting vessels with end users’ needs and requirements. Dedicated teams of equipment manufacturers (technol-ogy providers), shipyards (technology inte-grators) and shipowners (technology users) as well as regulatory authorities will ensure that the innovations developed in the project are matured to market uptake capability.The following eight demonstrators are part of the project:

> a CNG (compressed natural gas)-pow-ered RSD (reverse stern drive) tug,

> an LNG tug, > marine diesel oil (MDO) or methanol

dual-fuel propulsion for an offshore service vessel,

> an efficient LNG carrier, > a retrofit of a short-sea cargo ship

for operations in Emission Control Areas (ECAs) with LNG propul-sion,

> an inland cargo ship with a large oscil-lating propulsor,

> a large propeller for a general cargo vessel,

> energy-efficient passenger and cruise ships.

The Damen-built ART 80-32 Hybrid Rotortug RT Emotion is part of the E-Kotug series


SPECIAL GREENTECH SUSTAINABLE GLOBAL SHIPPING

Target markets The project’s target markets are small- to mid-sized ships for intra-European water-borne transport, vessels for offshore opera-tions, and the leisure and cruise markets. First impact estimates show fuel savings of up to 25%, CO2 reduction of at least 25% and an expected decrease of SOx/NOx/particulate matter air pollutants by up to 100%. Through their participation in the project, the LeanShips partners intend to set an example and encourage more ship-owners to invest in green technologies.

Green tugs in focusProject coordinator Damen Shipyards has a long track record of designing and building environmentally friendly tugs. Just recently, the third Kotug hybrid Rotortug, RT Emo-tion, was handed over by Damen Shipyards Group to Maltese owner Elisabeth Ltd and has since started operation for Rotterdam-based Kotug’s European harbour towage division in Bremerhaven, Germany.

Designated ART (Advanced Rotortug) 80-32, the 32m-long, 12.6m-wide vessel has a bollard pull of 80 tonnes. Its sister tug, RT Evolution, commenced operations in the port of Rotterdam in December 2014. Both vessels are newbuildings designed by an alliance of the Netherlands’ Rotortug BV and Canada’s Robert Allan Ltd. Their propulsion configuration draws on the de-sign of Kotug’s RT Adriaan, which resumed service in March 2012 after being fitted with the required equipment for hybrid propulsion. All three vessels belong to the E-Kotug series. Their hybrid capacity is generated by three electric motors, comple-mented by a battery pack and managed by an intelligent XeroPoint hybrid propulsion system.

According to Kotug, this means emis-sions are cut by 50%, noise is significantly reduced, combustion is cleaner and im-proved fuel economy results in mainte-nance savings.

German tugboat operator going greenMeanwhile, the German tug owner Unter-weser Reederei GmbH (URAG) has de-cided to initiate a three-step approach for a greener fleet.

Step 1 focuses on continuous improve-ment of the existing fleet’s performance.

URAG has named multiple initiatives that have already started:

> Building awareness among the tugs’ captains and engineers: Meetings and

simulator training emphasise the im-portance of fuel economy and emis-sion control;

> Improvement of operational pre-planning: Instead of racing to the job at the last minute at full speed, transit times are allowed to lengthen slightly by use of lower revolutions per minute (RPM) and higher pitch. Improved communication with other stakehold-ers at ports such as pilots, traffic man-agement and clients is of particular importance.

> Installation of fuel measurement sys-tems: The introduction of fuel me-ters and increased awareness has re-sulted in a relative reduction of fuel

consumption of 15% to 25%, with a consequent cut in noxious emissions, since the programme started in March 2013.

Step 2 re-evaluates future tug requirements. In the past, URAG built multi-purpose tugs able to operate both in ports and in offshore environments. But the company decided that a clear focus was needed.

For pure harbour operations, such as in Hamburg, replacement tugs would have to be lighter and equipped with high-speed engines and azimuth drives. The choice was Damen 2411 ASD tugs, replacing heavier seagoing Voith Water Tractors (VWT) and high-fuel-consuming Rotortugs, which >

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are equipped with medium-speed engines, URAG said. Fuel consumption and emis-sions of the new tugs are said to be up to 40% lower. URAG subsidiary Lütgens & Reimers took delivery of the first of the new tugs, Prompt, in early 2014; Perfect and Brake followed in March 2015.

Step 3 involves the construction and operation of the first newbuilding of the

hybrid tug project EDDY tug. Built by Holland Shipyards and completed in June 2014, the double-ended EDDY 1 has been operated by URAG since December 2014 in the port of Bremerhaven.

Tugboat operations in Bremerhaven demand superior agility and manoeuvrabil-ity in the confines of the locks. At the same time, work at the Stromkaje container port

is heavily exposed to North Sea winds com-pounded by currents running at speeds of up to 5 knots, and tugs have to cover long distances to reach jobs, URAG noted.

The design of EDDY 1 is said to be ideal ly suited to such an environment. In the locks, particularly when working with large car carriers, EDDY 1 has full manoeu-vrability and can apply power in all direc-tions. Compared with other designs, this can be achieved with just two instead of three propulsion units, however.

Niels Roggemann, managing director of URAG, said: “The challenge remains to introduce ‘greener’ technology with-out ignoring economic realities – in these times, we cannot afford to finance any pipe dreams.”

Asia’s first LNG-powered tug On the other side of the globe, China National Offshore Oil Corporation (CNOOC) has taken delivery of Hai Yang Shi You 525, Asia’s first tugboat designed to operate solely on liquefied natural gas.

Hai Yang Shi You 525, the first of two tugs built by the Zhenjiang shipyard for CNOOC, features a propulsion pack-age based on twin Rolls-Royce Bergen C26:33L9PG engines and a pair of Rolls-Royce US 205 CP azimuth thrusters to en-sure that the tugs have rapid manoeuvring and strong bollard pull capabilities.

Richard Wang, senior vice president of Commercial Marine at Rolls-Royce, said: “We are proud to be powering Asia’s first gas-powered tug shortly after delivering Borgøy, the world’s first LNG-powered tug, to Norwegian owner Buksèr og Berging.” Borgøy and its sister vessel Bokn were built by the Turkish shipbuilder Sanmar and de-livered at the end of 2013 and beginning of 2014, respectively. Designed by their owner in cooperation with Norway’s Marine De-sign AS, the 35m-long, 15m-wide Borgøy and Bokn are the first tugs fuelled solely by LNG.

“This order marks a new era for tug-boat propulsion technology in China. As its shipbuilding industry shifts focus from standard designs to more sophisticated ton-nage, more owners and operators will see the benefit of using cleaner, more efficient fuelling solutions for their vessels,” Wang said.

The decision to operate on LNG fol-lows the Chinese government’s 2011 plan to strengthen its maritime base with the manufacture of high-end, ecologically effi-cient ships and technology.

Eddy 1 operates in the port of Bremerhaven

Hai Yang Shi You 525 is powered by C26:33 gas engines



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Optimising asset performanceLIFE-CYCLE APPROACH | The challenge of optimising asset performance is a choice between seeking simple, short-term cost savings or taking an integral life-cycle ap-proach, writes Jan de Kat, director of en-ergy efficiency and vessel performance, op-erational and environmental performance at the classification society ABS.

Complex regulations for sustainable shippingCost reduction and control, optimising ef-ficiency, improving environmental perfor-mance, safety and operational reliability of hull and machinery as well as asset decom-missioning are among the most pressing concerns for owners and operators of ships and offshore units today. Some but not all of these issues are also subject to regula-tion that is having a profound effect on the industry. The regulatory landscape is com-plex in view of the number of increasingly demanding regulations, compounded by the introduction of regional requirements, for example monitoring, reporting and verification (MRV) in the EU and ballast water management in the US.Some rules have uncertainty around entry-into-force and compliance dates – most no-tably the global sulphur cap that will follow the review of fuel availability in 2018, either in 2020 or 2025, while the EU has decided to make a global cap mandatory in its wa-ters as of 2020.Further down the pipeline are likely to be new rules addressing underwater noise, bio fouling, and CO2 and black carbon emissions.They require significant investments to comply, hampered in certain cases by im-mature technology solutions. In the case of the Ballast Water Management Con-vention, the delay in ratification has not stopped some owners from proceeding with installations; but many others have not, meaning they have not yet begun to address the costs of compliance.

Integral approach to achieving complianceOne thing that can be predicted with some certainty is that both existing and future regulations call for more complex technolo-gies to achieve compliance – and hence the need for more and better data and a further increase of the demands to be made on crew and ship managers.Addressing these challenges will inevitably require new approaches. Typically, the ele-ments of efficiency, performance, safety, compliance and maintenance are consid-ered in isolation, but ABS believes the in-dustry has entered an era in which theory, practical experience and technology allow us to take a more holistic approach to best manage the performance of ships and off-shore unit assets. Granted, moving beyond the typically frag-mented marine industry is a challenge to ways of working that have been in place for decades. It will be necessary to address the traditional silos of information, not to men-tion a culture of commercial confidentiality that discourages transparency.The challenges extend from owners to their crews, their suppliers and customers, char-terers and financiers. In terms of newbuild-ing strategies, it can mean working more closely with shipyards to increase the focus on overall efficiency and performance rath-er than simply price or schedule. Integrat-ing equipment and software systems would be part of this process.The enablers of the holistic approach com-prise data collection and analysis tech-niques, IT systems, sensor technologies, simulation methods and system diagnostics that address factors such as fuel efficiency, emissions control, hull performance and machinery condition. While some of these are new, others have been available in one form or another for some years. The difference now is that they can be brought together by better connec-tivity. With the advent of “big data”, there

is a clear need for the ability to compress the results into actionable information for decision-support purposes.In addition to a new approach to technolo-gy, equally important is a shift away from the mindset that views this process as primarily about driving down operating costs to the lowest possible level. Instead, owners might take a broader view and consider how, with the application of these technologies, their assets and fleet operations could be config-ured to generate the highest potential earn-ings over a life cycle and best retain their value, while at the same time promoting safety and preservation of the environment. ABS believes that addressing operational performance holistically in terms of effi-ciency, safety, hull and machinery condi-tion and environmental requirements will award owners with a competitive advan-tage from a compliance perspective and will support operational and long-term business planning strategies.ABS provides integrated tools and services to shipowners and operators through its dedicated Asset Performance Management Group. This specialist resource includes three teams: Operational and Environmen-tal Performance, Asset Integrity Manage-ment and Nautical Systems fleet manage-ment solutions. The group enables the key elements of regulatory compliance and asset optimisa-tion to be tied closely together, from daily operational considerations to life-cycle de-cisions and software capable of generating data that feed back into vessel design and onboard operations.From the perspective of the asset owner, compliance is a fact of life, but it is one that should be seen in a broader perspective. The challenge of optimising asset perfor-mance is a choice between seeking simple, short-term cost savings or taking a life-cy-cle approach that maximises operating po-tential, reduces maintenance costs and may have a positive bearing on asset value.

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Research project aims at low-emission, autonomous shipsTEKES | A new research project called the Advanced Autonomous Waterborne Ap-plications Initiative could help pave the way for autonomous ships more efficient than crewed ones. Funded by Tekes (Finnish Funding Agency for Technology and Innovation) with EUR 6.6 million, it aims to produce specifica-tions and preliminary designs for the next generation of advanced ship solutions. The project, to run until the end of 2017, will bring together universities, ship design-ers, equipment manufacturers and classi-fication societies to explore the economic,

social, legal, regulatory and technological factors that need to be addressed to make autonomous ships a reality. It will combine the expertise of some of Finland’s top aca-demic researchers from Tampere Universi-ty of Technology, VTT Technical Research Centre of Finland Ltd, Åbo Akademi Uni-versity, Aalto University, the University of Turku, and leading members of the mari-time cluster including Rolls-Royce, NAPA, Deltamarin, DNV GL and Inmarsat. The technological work stream, to be led by Rolls-Royce’s Blue Ocean team, will encompass the implications of remote

control and autonomy of ships for propul-sion, deck machinery and automation and control. Where possible, established tech-nology will be used for rapid commerciali-sation. The Blue Ocean team is responsible for re-search and development of future maritime technologies and focuses on disruptive, game-changing innovations. By combining new technologies with new approaches to ship design and system integration, it aims to reduce operational costs, minimise emis-sions and enhance the earning capability of vessels.

Rendering of remote-controlled ships

Imag

e: R

olls

-Ro

yce


Huge potential for Mediterranean LNG BUNKERING | Shipowners have vari-ous options for compliance with SOx and NOx thresholds, one of them being the use of liquefied natural gas (LNG) as fuel. Al-though technologies such as dual-fuel en-gines are on the market, the availability of sufficient infrastructure remains a concern. FC Gas Intelligence, a UK-based analyst for the downstream gas community, recently published an industry white paper pointing to huge potential for the expansion of LNG bunkering to the Mediterranean region from northern Europe, where the practice is already a reality in Scandinavia and the Baltics. The tourism and passenger ferry sectors would be of particular interest. Titled “LNG Bunkering in the Mediter-ranean”, the white paper says the region’s reaching its LNG bunkering potential will depend on the cost of building LNG-fuelled ships, whether the fuel is price-com-petitive with traditional ones and whether the same environmental regulations are applied to both northern Europe and the Mediterranean.

The paper names three bunkering projects under development in the Mediterranean:

> Poseidon Med is the first LNG bun-kering project in the Mediterranean and Adriatic seas that aims at LNG as the main fuel for the global shipping industry and developing a sufficient infrastructure network for a bunker-ing value chain.

> The Greek passenger ferry company Anek Lines, based in the port of Pi-raeus, is developing LNG bunkering in the Greek archipelago through its participation in the EC-funded “Ar-chipelago-LNG” project. The project aims to provide sustainable maritime transport between the Greek main-land and its islands. Qatar Petroleum plans to build LNG bunkering facili-ties at the port.

> Spain’s port of Huelva announced in February 2015 that it is considering development of LNG bunkering facil-ities as well as other infrastructure im-provements. The bunkering facilities

would be part of a proposed gas ex-port terminal. The port said it planned to carry out the project in conjunction with other ports as well as the Spanish company Enagas.

Huge potential is also seen in Barcelona, Valencia and the Canary Islands for local ferries to run on LNG, and for other LNG bunkering infrastructure to be developed. This observation, according to the white paper, was made by Francesco Campanale, financial planning and control manager at Offshore LNG Toscana, a floating off-shore regasification terminal near Italy. Campanale added that Valencia, Sardinia and possibly France could be potential hotspots for Mediterranean bunkering by 2020.The classification society DNV GL fore-casts that the number of LNG-fuelled ships operating in 2020 will depend heav-ily on fuel prices. With the LNG price about 10% higher than that for HFO, some 7% to 8% of all newbuildings be-tween 2012 and 2020 will be able to run on LNG, it said. If LNG prices fall to about 30% below those for HFO, the uptake of LNG on vessels could rise to 13% – the equivalent of about 1,000 ships.

Denmark’s first LNG terminal Meanwhile, Denmark’s first LNG terminal has officially begun operations. The ship-ping company Fjord Line has invested in a 500m3 tank and terminal facilities that can facilitate ships bunkering LNG in Hirtshals.With the new LNG terminal, Fjord Line says it can optimise operation of its cruise ferries Bergensfjord and Stavangerfjord, which sail routes between Bergen, Stavan-ger and Hirtshals as well as between Lange-sund and Hirtshals. Now Fjord Line can bunker LNG in Hirtshals , which optimises bunkering as the ferries do not carry more fuel than needed. Morton Larsen, CEO at Fjord Line, said: “According to plans, this LNG terminal is the first step in future development. We wish to expand the terminal so that – in addition to bunkering our own two cruise ferries, Bergensfjord and Stavangerfjord – we can also offer bunkering to other ships run-ning on LNG. With this, we are expanding the commercial foundation for the devel-opment of LNG supply for ships on one of the world’s most trafficked sailing routes.”Fjord Line can now bunker LNG in Hirtshals, Denmark Photo: Fjord Line



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Raising energy efficiency to stay in the game

RETROFITTING Following decades in which merchant ship design changed little – except for size – sky-high bunker prices sparked a wave of marine design innovation. A new era dawned as owners and operators began a quest to raise ship efficiency and cut fuel consumption. The outcome is that most ships built in the last five years are significantly more efficient than their predecessors. But at the same time, a buoyant retrofit market has developed to raise the energy efficiency of vessels built before the new age dawned. With design lives of at least 20 years, even relatively young ships built to old designs can be adapted and upgraded to compete effectively in today’s tough markets, writes freelance journalist Paul Bartlett.

The quest to raise energy efficiency and compete with today’s “eco” de-signs is not the only driver in ship-

ping’s increasingly regulated market. Tough new rules on fuel emissions, with more to come, are forcing ship operators active in Emission Control Areas (ECAs) on both sides of the Atlantic to make sig-nificant capital investment in exhaust cleaning technology, or switch to low-sul-phur fuels.

Many thousands of ships are already affected by ECA regulations, but the estab-

lishment of new ECAs in other parts of the world – a subject currently under discus-sion – could soon affect thousands more. Experts believe it is only a matter of time before new ECAs are established in parts of Asia, Australia and possibly southern Europe.

Then there is the IMO’s Ballast Water Convention, which has major implications for most ship operators. It is just one ma-jor signature away from entry into force; then owners will have just twelve months to choose a suitable ballast water treatment

system before installation at the next sched-uled docking.

Costs relating to exhaust gas scrubbers and ballast water treatment systems are for ship operators’ account. There is virtually no chance that investment in these installa-tions can be passed on in the form of higher charter rates. The regulations are, effective-ly, licences to continue trading.

Some owners have already taken a pro-active approach. Pointing out that the con-vention is within a whisker of ratification, they claim there is no time to lose. Hard-

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ware, engineering and installation expertise could be in very short supply when opera-tors have to install complex systems at the next dockings.

Retrofitting pays offIn terms of ship efficiency, some operators have taken their foot off the pedal since oil prices halved and bunker prices followed. However, even at today’s prices, many thou-sands of ships could still benefit from retro-fits and efficiency gains, which pay back in months. Ships delivered shortly before the crisis in bunker prices are ideal candidates because they still have many years of opera-tion ahead.

German owners have been among the most active in the retrofit market. Making up the world’s largest nation of independ-ent container ship owners, they must make certain their ships appeal as much as pos-sible to liner company charterers. DNV GL, and Germanischer Lloyd (GL) before the merger, have been involved in more con-tainer ship retrofit projects than any other class societies.

GL provided guidance and oversaw many retrofits during the days when bunker prices peaked, but DNV GL’s Dr Jan-Hen-rik Hübner, global head of Shipping Ad-visory – Maritime, insists that retrofitting still remains a sensible strategy that pays off even at the significantly lower bunker prices prevailing today.

To assist ship operators as they weigh up the relative benefits of varying retrofit strategies, the class society has designed a web-based “Efficiency Finder”. This quan-tifies the relative efficiency gains and likely payback period for up to 19 different retro-fits and their suitability for a range of ship types of different ages.

“Shipowners who negotiate skilfully can profit from upgrading,” said Hübner. “They … can make a case for between 25% and 30% of the bunker costs saved.”

Although an owner may have to bear the initial cost of a retrofit while the char-terer benefits from improved fuel con-sumption, owners who actively market the benefits of a retrofit have good prospects of profiting through extension of the char-ter or an increased charter rate, Hübner maintains.

To illustrate that the economics still make sense at today’s bunker prices, DNV GL takes a theoretical 6,500-TEU contain-er ship as an example. If the vessel is to be docked anyway, Hübner says, and therefore there are no additional off-hire costs, then

the cost of optimising a bulbous bow could be about USD 800,000.

This could typically give an annual fuel saving of 1,700 tonnes, or 7%, and pay back in 16 months. Optimising a propeller pays back in about 14 months while engine modifications costing USD 850,000 would be likely to cut fuel consumption by 5% and pay back over 26 months.

DNV GL estimates that it has about 25% of the market in bow retrofits and has completed about 150 projects to date. This suggests that some 600 container ves-sels out of the 4,500-ship fleet have under-gone bow modifications so far. A similar or slightly larger number are likely to have had propeller and engine modifications,

Hübner believes, but that still leaves a large potential marketplace.

Referring to today’s lower bunker pric-es, Hübner said: “The current low-price phase really changes nothing: Retrofitting remains a sensible course that pays off.”

Financing In oversupplied shipping markets where rates have sometimes covered little more than direct operating costs, the financing of retrofit projects has sometimes proved to be a constraint. However, in Germany once again, financiers appear to be taking a more proactive stance.

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adopted a CO2 evaluation tool, designed by DNV GL, allowing all of its financed ves-sels, about 800 in total, to be compared and rated against the portfolio average as well as the world fleet average.

“Assessing ship design and energy effi-ciency based on the results of the CO2 tool is today an integral element of financial project due diligence,” said Dr Carsten Wiebers re-cently. The global head of Maritime Indus-tries at Kf W IPEX revealed that the evalua-tion tool has now been adapted to compare the costs and benefits of specific retrofitting measures such as bow, propeller and trim optimisation for individual vessels.

“This helps us and our customers work jointly on the improvement of fleets and al-lows us to proactively initiate discussions with shipowners regarding retrofitting,” he commented. The bank has financed scrub-ber installations and propeller replace-ments and has been actively negotiating fleet-wide retrofit transactions with a num-ber of owners. Its financing is not limited to German equipment, but it is based on Euro pean content.

Dr Wiebers expects growing demand for LNG-fuel retrofits from liner compa-nies that operate vessels on routes where LNG bunkering facilities are available. “We expect to team up with an engineering of-fice offering LNG propulsion packages to cargo shipowners, which could be financed by the bank,” he said.

German owners adopt proactive strategiesGerman owners’ proactive approach to ret-rofitting may be spurred on in part by their need to make container vessels available on the charter market as appealing as possible.

Perhaps one of the most ambitious ret-rofit projects undertaken recently was on board eight 13,100-TEU container ships owned by E. R. Schiffahrt. In a project over-seen by DNV GL and undertaken in China, the vessels underwent modifications to their bows, had new propellers installed, received modifications to their engines and had their cargo capacity boosted.

The retrofit project is the latest in a series of efficiency-raising initiatives. The classification society has worked with the shipping company on the planning and ex-ecution of retrofits on board some 25 ves-sels over the last few years.

In this project, energy efficiency of the vessels based on computation fluid dynam-ics analysis was compared to real-life data before and after the retrofits. The ships were found to use 15% less energy, yielding savings of USD 3.8 million a year.

Meanwhile, independent container ship owner Reederei NSB has completed the widening of the 4,860-TEU container vessel MSC Geneva in a five-month project at Huarun Dadong Dockyard (HRDD) in China. In the first of a three-ship deal that the company claims is a unique widen-

ing project, its cargo capacity has been in-creased to 6,300 TEU while an optimised bulbous bow has been installed to reduce wave resistance.

The project involved removing the bow and the superstructure, cutting the Panamax vessel in half lengthways and in-serting a midship section three boxes wide – 7.56m, increasing the ship’s beam from 32.2m to 39.76m. The engine room and superstructure remain the same, although the bridge wings have been extended. More than 4,000 tonnes of steel were used to widen the 63,505dwt vessel. Similar work is now under way on the container vessels Buxhai and Buxwind.

The company says the widening pro-cess has various benefits. It makes an ex-isting vessel more competitive, it is faster and cheaper than contracting a new one, and the conversion and retrofit is more sus-tainable than scrapping an existing vessel and building a replacement. Not only does this raise revenue-generating potential on a Panamax vessel, which is not easy to charter out in today’s market, but it also aids trans-verse stability and reduces the ship’s carbon footprint, according to NSB, which has un-dertaken a range of bow retrofits on board ships in its 65-vessel fleet.

Payback on the project, resulting from improved efficiency and greater earning power, is likely within three to four years, the shipping company estimates. Several

The MSC Geneva has been widened to increase its container capacity The Becker Mewis Duct



other vessels in the NSB fleet are likely to undergo similar capacity enhancement and energy-saving retrofits, and the company has received a number of enquiries from others who are considering similar strat-egies. The most suitable candidates are ships built after 2005, according to Bozidar Petrovic, who ran the project for NSB.

“We believe that this is a solution that al-lows forward-thinking owners to keep their vessels competitive in the market longer,” said Marcus Ihms, DNV GL’s ship type ex-pert for container vessels. The class society worked closely with the ship and flag state authorities to ensure that all applicable envi-ronmental and safety rules were met.

ECA rules spur drive for alternative fuelsPartners involved in the groundbreaking conversion of the Nakilat Q-max LNG carrier Rasheeda, enabling it to burn either LNG or heavy fuel oil, were staying tight-lipped as the vessel made its first laden voy-age to Europe following the completion of sea trials in May. The conversion, which took place at the Nakilat-Keppel Offshore Marine shipyard in Ras Laffan, Qatar, around the ship’s first special survey, has in-volved rebuilding the ship’s two low-speed diesels so that they become MAN’s M-type electronically controlled gas injection en-gines (ME-GI).

The project on board the ABS-classed vessel required close cooperation among the engine builder, the shipyard, Nakilat, and Qatari gas producers Qatargas and Ras-Gas. The cost of the retrofit has not been revealed.

LNG has now replaced heavy fuel oil as the ship’s principal fuel, and the new engines will comply with all current and known future emissions regulations. De-tails of the pilot project and the results of sea trials were not available early in June, but it is believed that if the retrofit proves to be a success, it could pave the way for a string of similar engine conversions on board other LNG carriers in the Nakilat fleet. It could also make possible the con-version of other low-speed engines aboard other ship types.

Now it is likely that apart from a small volume of diesel to be used as pilot fuel, the vessel will burn LNG most of the time. However, the ME-GI engines are capable of running entirely on heavy fuel, thereby providing full fuel flexibility. A key element in the retrofit project was the supply of the fuel gas supply system. Fol-

lowing factory acceptance tests at TGE Marine Gas Engineering’s plant in Bonn last December, the 30-tonne skid-mount-ed unit was delivered to the shipyard in January.

Meanwhile, in another global first, Lloyd’s Register has overseen the world’s first dual-fuel ferry conversion in a EUR 22 million EU-funded retrofit project. The 2001-built Stena Germanica, which has capacity for 1,300 passengers and 300 cars, has had dual-fuel methanol and die-sel injection nozzles fitted to its Wärtsilä engines in a project involving close col-laboration among Stena Line, Wärtsilä, Methanex Corporation and ship designer ScandiNAOS. The project was undertaken at Remontowa in Poland.

Methanol has a range of advantages over LNG. It is liquid at room temperature and does not need either pressurised or cry-ogenic tanks. Handling is therefore much simpler, with storage possible ashore and afloat in existing oil tanks. Small tankers could be used as methanol bunker vessels. Meanwhile, some experts believe that con-version from conventional diesel engines is both possible and cheaper than LNG con-versions.

The Swedish ferry firm Stena Line, which operates about 60 vessels in Eu-ropean waters, has been hit hard by new ECA regulations. Ferry firms whose ves-sels trade on routes in ECA waters have no choice but to pay for much more expensive low-sulphur fuel or fit expensive scrubbers to clean exhaust gas. Sometimes this is not possible, however, owing to a shortage of space or the age of the vessel.

Denmark’s DFDS Seaways has adopted a strategy of scrubber installation where possible. After extensive lobbying, the company was awarded DKR 47.2 million (EUR 6.3 million) last year towards the in-stallation of scrubbers on board five of its vessels, but the ferry operator is believed to be spending close to EUR 100 million on scrubber installations aboard more than 20 ships.

Commenting on the EU funding, DFDS chief executive Niels Smedegaard said: “Scrubbers are a good solution for some of our ships. I am very pleased that our major efforts in this area have been recognised with the investment sup-port.”

Another notch in Becker’s beltGermany’s Becker Marine Systems con-tinues to pioneer a range of retrofit >

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The new standard for Propellers


technologies designed to cut ships’ fuel consumption and raise operating efficien-cy. A few weeks ago, at the Nor-Shipping trade fair in Oslo, the company presented its thousandth Becker Mewis Duct, which was to be installed on a new 22,000m3 LPG carrier.

Designed to improve flow into the pro-pellers of full-bodied ships, many of the ducts have been installed as retrofits, how-ever, with ship operators in Greece notable for their take-up of the technology. The company’s green credentials are clear: It estimates that ducts already installed and in service have lowered carbon dioxide emis-sions by 1.4m tonnes.

Becker’s business model uses compu-tational fluid dynamics analysis to predict likely fuel savings for a particular ship or class of ship. But towing tank tests are also used to validate the findings.

The company may be best known for the Mewis Duct, but it continues to devel-op an expanding range of devices designed to raise ship efficiency. The Becker Twist-ed Fin, for example, is designed for ships with finer lines, and the company recently won orders for 20 of these energy-saving devices.

Meanwhile, the Becker Intelligent Monitoring System, for which the com-pany has already notched up 50 orders, is

a rudder force measuring system designed to aid safe and fuel-saving manoeuvring. The company’s Becker Bearing Monitoring System tracks the wear on bearings auto-matically and does away with the need for annual dive inspections.

Earlier this year, the company commis-sioned the world’s first LNG-hybrid barge in the port of Hamburg. The Hummel, de-veloped jointly with Germany-based cruise line AIDA Cruises, can now supply power generated from LNG to ships within the port. The first transfer of power took place in May when 7.5 megawatts of low-emis-sion power was supplied to the cruise vessel AIDAsol.

A new methanol tank and propulsion system

The LNG-hybrid barge Hummel supplies power generated from LNG to ships within the port of Hamburg



RETROFITS | The Hamburg-based shipping company Hapag-Lloyd will retrofit 24 of its vessels with bulbous bows, some of the ves-sels getting optimised propellers as well. The retrofits are to be completed in 2016 and will reduce the vessels’ fuel consumption and air emissions.The bulbous bows displace water in a man-ner that minimises or even completely elimi-nates a bow wave, according to Hapag-Lloyd, which noted that the lower the water resist-ance on the hull, the less fuel a ship needs to travel at the same speed. “We continuously analyse how to make our ships even more efficient,” said Richard von Berlepsch, managing director of ship man-agement at Hapag-Lloyd. Bows are now being retrofitted in four of Hapag-Lloyd’s biggest ship classes. One by one, the 13,200-TEU ships in the Hamburg Express class and the 8,750-TEU vessels in the Colombo Express, Prague Express and Vienna Express classes are heading into dry docks at two shipyards in Shanghai, China. To save fuel, and thus reduce emissions, the bulbous bows must be optimised for the in-dividual performance profiles of the ships they are fitted to. Hapag-Lloyd has precisely calculated the profiles of the 24 largest ships in its fleet, considering numerous factors in-cluding area of operation, cruising speed and cargo volume. Further optimisation potential – at the stern – was identified in Hapag-Lloyd’s most mod-

ern vessels, those in the Hamburg Express class, the last of which entered into service just a year ago. Original plans had called for the vessels to be smaller. “In addition, they were optimised for an operating speed of 25 knots with a 15m draught,” von Berlepsch said. As a result of the subsequent introduc-tion of slow steaming, however, the average cruising speed was lowered to 16 to 18 knots.Besides the bow modifications, the Ham-burg Express-class vessels’ propellers will be replaced. “The new speed profile allows fur-ther optimisation of the propeller in terms

of weight and efficiency, thereby increasing the overall effect,” von Berlepsch said. With a diameter of 9.20m, the new propellers are slightly larger than the old ones (9.00m) – but about 11 tonnes lighter. Furthermore, there are now five instead of just four blades attached to the hub. Experts at Hapag-Lloyd expect the optimisation measures to lead to fuel savings of roughly 10% for the 13,200-TEU vessels alone. As a consequence, they will most likely be extended to the other ship classes in the future, according to the ship-ping company.

Bulbous bows for lower emissions

The bulbous bow of the Hapag-Lloyd training ship Chicago Express Photo: Hapag-Lloyd

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Evolution of high-efficiency pro-peller design and manufacturing5D High marine fuel costs and low freight rates are causing operators to seek ways to boost ship efficiency. Advanced ship propulsion solutions are one way to achieve considerable improvements in this regard but require highly detailed concept, design and construction processes. The German propeller manufacturer Meck-lenburger Metallguss GmbH (MMG) has tackled the issue of implementability and developed its own standard for ship propellers in accordance with design and geometry quality standards. MMG’s “5D propulsion” concept, which strictly adheres to the industry’s “built as designed” requirements, combines five different methods to design, construct and produce propellers, detailed in the following by Lars Greitsch, head of Research and Innovation/Hydrodynamic Propeller Design at MMG.

The international shipping market still faces a difficult busi-ness environment. Shipowners are suffering from overca-pacities and very low charter rates. Meanwhile, the overca-

pacities at the yards have depressed prices for new vessels. As the specifications of many existing vessels are based on operational profiles that predate the economic crisis, they don’t meet current requirements. And since these vessels went in service, shipown-ers have ordered a lot more newbuildings, many of which prac-tise slow or ultra-slow steaming. So the global fleet today is very heterogeneous. The current tendency towards new vessels about 20,000 TEU in size will put additional pressure on the fleet in service.

This is pushing energy-saving measures even though fuel prices are moderate at the moment. The focus is on high-efficien-cy propulsion arrangements in both newbuildings and retrofits, a difference perhaps being that specific propulsion-improving de-vices as retrofits are uneconomic if there is no short-term return on investment. When considering the propulsion layout, howev-er, there are no significant differences between a new vessel with contemporary specifications and a retrofit candidate. The main

task in both cases is to improve overall efficiency by identifying the optimum propeller geometry for the vessel. Modern compu-tational fluid dynamics (CFD) tools can give detailed insight into the complex flow around the propulsion device.

It is important not only to define high standards for the de-sign of propulsion systems, but also to ensure that these stand-ards are met in the finished propeller by maintaining the highest geometrical quality. This requires internal quality standards that exceed the common allowances.

5D propulsion conceptAdvanced ship propulsion solutions are one way to achieve ef-fective improvements in efficiency. They require highly detailed concept, design and construction processes. The question is how to implement the requirements in the final product.

MMG has tackled the issue of implementability and devel-oped its own standard for ship propellers in accordance with de-sign and geometry quality standards. MMG’s standard adheres more strictly to the “built as designed” requirements than do common industry standards.

The MMG 5D propulsion concept combines five methods to design, construct and produce propellers.

MDC – multi-data design concept

The multi-data design concept offers the opportunity to base all relevant calculations, starting at an early stage, on a broad data-base that represents real ship operations more accurately. Unlike the conventional method in which the propeller is fixed at one specific point only, MDC allows highly detailed designs depend-ing on the available database. Options range from optimisation matrixes as condensed descriptions of a ship’s operating profile in relation to vessel speeds and draughts all the way to high-res-olution descriptions of ship operations in the form of frequency distributions of vessel speed, floating conditions and route de-pending on weather conditions.

The resulting propeller design guarantees improved effective-ness in line with the ship’s operating profile – at least the great-est benefit based on the transportation task. MMG has already applied MDC to several propeller redesign projects in which the transportation task is mostly defined by a probabilities matrix of combinations of vessel speed and draught. MDC helps to achieve Advanced ship propulsion solutions enhance efficiency



savings with the redesigned propellers in the most important range of operation.

NPS – numerical propulsion simulation

To accurately determine the overall effectiveness of a propeller, the forces interacting between it and the hull must be determined. Effectiveness is both lost (e.g., suction of the propeller at the aft of the ship) and gained (e.g., untwisting of the propeller flow by the rudder). Typically, model tests are performed to determine the propeller-hull interaction forces. Further development of the numerical method in flow simulation now enables model tests to be simulated on state-of-the-art, high-performance computers in suitably fast calculation times.This virtual towing tank gives designers access to performance values of many different design variants quickly. It is important to support daily design work with this simulation technique. MMG has successfully introduced NPS in both newbuilding and rede-sign projects. For each design configuration, several propeller variants can be examined and compared under model test condi-tions during the design phase, allowing designers to identify the configuration with the maximum overall effectiveness. Besides this optimisation, NPS is used in the final design phase for pre-dictions and pitch settings. The short duration of several redesign projects demanded quick but reliable design work based on the virtual towing tank.

OPM – optical precision measurement

To translate the greater accuracy in propeller design into higher manufacturing quality, MMG has introduced the optical meas-urement method to monitor quality. The propeller’s surface is scanned at an accuracy of up to 1/100mm using fringe pat-tern projection, and then is available as a 3D surface model for target/actual comparison with the design geometry. The consistent use of OPM for life-sized and model-scale propel-lers ensures the overall quality of the design and manufacturing process.

NCP – numerically controlled processing

To facilitate production processes and minimise accuracy losses in the design, construction and production stages, customised CAD applications are used to generate the propeller geometries. The applications can be deployed throughout the company with-out the need for conversions. This, combined with the processing of these geometries on bespoke CAM applications, minimises accuracy losses throughout the entire development chain – from hydrodynamic analysis all the way to machining – for both life-sized final products and model-scale propellers.

VCT – virtual contact test

As a logical complement to the optical measurement of external propeller surfaces, MMG has developed a new method to meas-ure and analyse the surface fit between the shaft and hub bore of a propeller. This contact pattern has commonly been checked using a blue bedding test, whereby the proportion of the surface contact between the shaft and hub bore is quantified in per cent using a colour print. The optical measurement method used in VCT, however, directly delivers a digital surface model of both contact pattern partners, and the proportion of the surface con-tact is then quantified numerically. This method makes it possi-ble to have the final processing of the hub bore done at MMG and

CFD tools calculate the flow around a propulsion device

simplifies propeller assembly at the shipyard. VCT is therefore a prerequisite for successful propeller retrofits.

Combined, the five methods represent a new manufacturing standard that ensures compliance with the propeller design speci-fications in the final product, too. Discrepancies between the per-formance forecasts based on hydrodynamic calculations or model tests and fuel consumption in real-life operations can thus be re-duced, making forecasts more accurate.

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Benefits of green technology retrofits explored

STUDY | A wide-scale industry project called RETROFIT, aimed at determining efficient methods and tools for retrofitting ships with green technologies, has drawn to a close after three years.The RETROFIT consortium was created by 14 partners from seven countries, in-cluding ship operators, system suppliers, shipyards, engineering companies and knowledge institutes. Rotterdam-based Imtech Marine, a system integrator and full-service provider to the maritime in-dustry, was one of the initiators of the pro-ject, which was funded by the European Commission under the 7th Framework Programme.René Nuijten, Imtech Marine consultant, says the research group examined the application of green technologies such as using LNG fuel and scrubbers on an existing vessel, and reviewed and bench-marked them against existing applications via simulation models. The overall results show that fuel savings of up to 5% can be achieved.A RoRo ferry built by Navantia Astillero San Fernando-Puerto Real, and owned

and operated by Acciona Trasmediter-ranea on the Cádiz-Canary Islands route, was chosen as the test case vessel. Built in 2010, the 31,000gt ferry has a diesel-mechanical, twin-screw, controllable pitch propeller and is designed for 26 knots al-though its operational speed is 19.6 knots.

Optimal trimmingImtech Marine and Finland’s Wärtsilä worked closely together during the pro-ject. Several different configurations for the ferry were considered, including

> LNG as fuel for the two main engines and the two generators,

> electric cold ironing using an LNG generator,

> maximising power take-off on the main engines,

> scrubbers to reduce SOx emissions, > solar panels, > using batteries when in the harbour, > trim adjustment, > speed optimisation.

A decision support system prototype for energy use on board ships, including

trimming options, was installed, which is said to automatically find the optimum way of saving fuel. Imtech Marine was responsible for im-plementing the support system and new architecture for the technology. All data measured on board a ship are connected to either the navigation system or the alarm and monitoring system, both in-stalled by Imtech Marine. To integrate these systems in a smart way, the re-quired cabling was reduced by approxi-mately 80% for this retrofit, the company said.

Remote connectionAs well as installing the system, Imtech Marine equipped the vessel with a re-mote connection to collect data and extract them via the Internet to a server onshore. Monitoring fuel consumption has ena-bled the company to find potential fuel savings of 0.8% merely by optimising the ship’s trim, resulting, according to Imtech Marine, in a return on investment in one year.

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Innovative propulsion solutions ready for IMO Tier III

Beginning in spring 2015, MTU and the Hamburg-based shipping com-pany Fairplay Towage started testing

an MTU diesel genset with exhaust after-treatment technology on board a harbour tug. According to MTU, the trials were among the first in the world involving high-speed diesel engines with an SCR (selec-tive catalytic reduction) system designed to

meet nitrogen oxide limits in IMO (Inter-national Maritime Organization) Tier III regulations. The new Fairplay tug was built by the Span-ish yard Astilleros Armon and will be put-ting its 90-tonne bollard pull to the test in Rotterdam’s harbour starting in summer 2015. MTU has supplied the two 16V 4000 M63L main propulsion engines, each pro-

ducing 2,000 kW, a 16-cylinder Series 4000 M23F diesel genset that delivers 1,520 kW, and the SCR system. Linked to the diesel genset, the SCR system utilises, as in mod-ern commercial vehicle drives, an aqueous urea solution that reacts with the nitrogen oxides in the exhaust gas to neutralise them.MTU has used the 10,000-hour trials on the Fairplay tug to pave the way for a series

MTU Currently MTU is developing and testing various innovative marine propulsion systems, ranging from gas engines to custom-tailored hybrid drives. Solutions designed to meet IMO Tier III emissions regulations, due to come into force in 2016, include SCR exhaust after-treatment for diesel engines and a new gas engine. Custom-tailored E-drive systems and variable-speed gensets will mean further benefits for shipyards and vessel owners in terms of emissions, fuel consumption and propulsion performance, writes Stefan Müller, director of the Application Centre Marine at MTU in Friedrichshafen, Germany.

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solution for IMO Tier III marine engines. From 2016, newly built vessels operating in Emission Control Areas (ECAs) off the North American coast and in the Carib-bean will be required to meet NOx limits in line with the IMO’s Tier III specifications as provided under MARPOL Annex VI. The 30m-long tractor tug is powered by a combined diesel-mechanical and diesel-electric propulsion configuration. The die-sel-electric plant and SCR system are used primarily when leaving or entering the har-bour, with the two main propulsion engines being switched on for additional diesel-me-chanical propulsion during full-load opera-tion. The SCR system enables the boat to achieve environmentally friendly operation with minimal emissions during service in heavily populated areas.

Harbour tug with gas enginesFrom 2016, MTU, the Netherlands’ Da-men shipyard and Denmark’s Svitzer ship-

ping company will be introducing the world’s first harbour tug powered by high-speed gas engines. The new tug will feature high levels of performance coupled with reduced fuel consumption and lower emis-sions. Its 16-cylinder gas engine is based on MTU’s proven 16V 4000 M63 diesel en-gine for workboats and will be enhanced by multi-point gas injection, dynamic engine control and a safety concept optimised for gas operation. The new series of gas en-gines will be specifically developed to cover the tug’s extreme load profile, and accelera-tion will be comparable with that delivered by diesel units. The clean combustion con-cept makes compliance with IMO III ex-haust standards possible without the use of additional after-treatment technology. Pro-ducing 2,000 kW, the MTU gas engine will deliver high-level power density with low fuel consumption. Market introduction of the natural-gas-powered MTU marine en-gine is planned for 2018.

ME-LGI concept expands dual-fuel portfolio

MAN | Mitsui Engineering & Shipbuilding Co, Ltd (MES) – MAN Diesel & Turbo’s licensee in Japan – has demonstrated the liquid-gas-injection (LGI) concept. The ME-LGI engine 7S50ME-B9.3-LGI, on which the demonstration was performed, is bound for a vessel currently under con-struction by Minaminippon Shipbuilding Co., Ltd for Mitsui O.S.K. Lines, Ltd.

Exploitation of low-flashpoint fuels The ME-LGI concept can be applied to all MAN Diesel & Turbo low-speed engines, either ordered as an original unit or through retrofitting. Having two injection concepts, ME-GI and ME-LGI, expands the com-pany’s dual-fuel portfolio and enables the exploitation of more low-flashpoint fuels such as methanol and LPG. The engine’s ME-prefix indicates that the new engine benefits from well-proven electronic controls that also encompass the fuel being injected by a fuel booster injection valve, MAN said. This fuel booster, specially developed for the ME-LGI engine, ensures that a low-pressure, fuel-gas supply system can be employed, significantly reducing first-time costs and

increasing reliability, it added. Eventu-ally, the fuel booster injection valve will also be introduced for regular ME HFO engines. MAN says it has developed the ME-LGI engine in response to interest from the shipping industry in regard to alternatives to heavy fuel oil. Methanol and LPG carri-ers have already operated at sea for many years, and many more LPG tankers are currently being built as the global LPG infrastructure grows, the company noted. With a viable, convenient and economical fuel already on board, exploiting a fraction of the cargo to power a vessel makes sense, with another important factor being the benefit to the environment. MAN Diesel & Turbo has previously stated that it is al-ready working towards a Tier-III-compati-ble ME-LGI version.

Demonstration Mitsui’s ME-LGI demonstration in Japan involved four separate stages:

> change to methanol operation, > methanol running 50-75%, > load variation, > change to fuel-oil operation.


WÄRTSILÄ 31 | At the recent Nor-Shipping exhibition in Oslo, Wärtsilä launched the Wärtsilä 31 engine. Said to sig-nificantly reduce maintenance while raising fuel efficiency, fuel flexibility, and operational optimisation, the Wärtsilä 31 engine is designed to serve a variety of vessel types requir-ing main engine propulsion in the 4.2 to 9.8 MW power range. In the offshore sector, the Wärtsilä 31 is ideally suited for AHTSs, OSVs, drilling and semi-submersible ves-sels, which require operational flexibility, high power density, long intervals between over-hauls, and high levels of safety. Similarly, in the cruise and ferry sectors, the Wärtsilä 31 enables owners and operators to trim fuel expenses while maintaining high standards in environmental performance, the Finnish company said. Within the merchant fleet, the Wärtsilä 31 is designed for ap-plications as a main engine for small- to medium-sized tank-ers, bulk carriers and container vessels. The engine comes in three versions: diesel, dual-fuel and spark-ignited gas. The multi-fuel capabilities extend the possibilities for operators to

utilise different qualities of fuels, from very light to very heavy diesel, and a range of dif-ferent qualities of gas, Wärtsilä noted. The engine features the latest developments in fuel injec-tion systems, engine control systems, and charge air tech-nologies. It is available for ap-plications in mechanical drive installations, for producing electricity when coupled with

a generator, for hybrid instal-lations as well as heavy-duty installations or as an auxiliary engine. Prior to the official launch at Nor-Shipping, the Wärtsilä 31 engine achieved a Guinness World Records title for the most efficient four-stroke die-sel engine. The listing is based on the Wärtsilä 31 engine’s highest fuel efficiency levels, with its diesel fuel consump-

tion being as low as 165g/kWh. This is far lower than any other four-stroke diesel engine currently available on the market, the Guinness committee said. “The marine industry is fo-cusing more than ever on ef-ficiency and flexibility. The validation of the Wärtsilä 31 by Guinness World Records as being the most efficient four-stroke diesel engine in the world speaks for itself. Ship-owners and operators now have the chance to take a more efficient approach to improv-ing vessel operations and re-ducing costs. The Wärtsilä 31 clearly redefines efficiency,” said Roger Holm, senior vice president of engines at Wärt-silä Ship Power.

ABB turbochargerWärtsilä’s new engine is equipped with the second-gen-eration, two-stage turbocharg-ing solution from ABB Turbo-charging, the Power2 800-M. The latest two-stage ABB tur-bocharging technology has increased pressure ratio ca-pabilities up to 12, from 8 in the first generation, and tur-bocharger efficiency beyond 75%, compared with a single-stage turbocharger, which is typically around 65% to 70%, ABB noted. The combina-tion of higher efficiency and higher pressure ratio is said to contribute to increased engine power density and significant potential for saving fuel costs and reducing NOx emissions by up to 60%. The second generation of Pow-er2 800-M is over 20% more compact than conventional two-stage solutions, enabling space to be maximised on the engine, ABB said. It was designed with high availabil-ity and minimum downtime in mind, it added.

Wärtsilä launches new engine

The Wärtsilä 31 is available in 8V, 10V, 12V, 14V and 16V cylinder configurations

ABB’s Power2 turbocharging solution



SISHIP eSiPOD

The underestimated fuelMETHANOL As an economical and environ-mentally friendly fuel alongside liquefied natural gas (LNG), methanol is becoming an attractive alternative for the global shipping industry, writes maritime journalist Peter Pospiech

This year’s sizeable reduc-tion of allowed sulphur content in marine fuels

to a maximum of 0.1% in Emis-sion Control Areas (ECAs) will be followed in 2016 by in-troduction of the IMO Tier III emission stage. It lowers NOx limits in ECAs by 80% com-pared with IMO Tier I values. Outside ECAs, IMO Tier II limits for NOx will probably re-main in force. To comply with the regulations, shipowners are looking at alternative fuels, one of them being methanol, or CH3OH (often abbreviated MeOH).

Very little information on methanol as a ship fuel is currently available. Repre-sentatives of the classification society DNV GL recently ac-knowledged, however, that the fuel’s capabilities had so far been underestimated.

But this may change soon as more shipowners look into the alternative fuel for their fleets. At the beginning of 2015, for instance, the Swedish shipping company Stena Line converted its RoPax ferry Stena Germanica to methanol propulsion.

Another shipowner that has opted for the alternative

fuel is Waterfront Shipping, a wholly owned subsidiary of Canada’s Methanex Cor-poration. This year and next, the company plans to commission up to nine new 50,000dwt vessels to be built with MAN ME-LGI flexible-fuel engines, which run on methanol, fuel oil, marine diesel oil or gas oil.

Characteristics and availabilityBoth Wärtsilä and MAN Diesel & Turbo feature such engines along with conversion kits in their product portfolios.

Methanol is a colourless, flam-mable, highly volatile and toxic liquid that can be generated from natural gas, coal, biomass or CO2. Compared with other fuels, it emits 99% less sul-phur, 60% less NOx, 95% less particulates and 25% less CO2. Moreover, it is a biologically degradable (dissolves in water) and cost-effective fuel.

A further advantage is that methanol, in contrast to natural gas, does not need to be stored refrigerated in liquid form.

A few shipping companies have reported that the use of methanol gives them more flex-

Environmental impact from various marine fuels

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ibility, particularly in regard to the positioning of fuel tanks. Methanol can be stored in the existing double-bottom tanks (fuel and ballast water tanks, respectively). This is a crucial advantage in respect of cargo flexibility with freight vessels of all kinds.

But methanol also has some major disadvantages that must be considered. It is corrosive to some metals, such as zinc, alu-minium, magnesium and their alloys.If methanol contains water, it corrodes iron and steel; cleaned methanol (dry methanol) does not, however. Bunker tanks must therefore be protected with a special coating. Metha-nol fuel lines must be manu-factured from stainless steel. Methanol vapour forms an ex-plosive mixture with air in con-centrations ranging from 6% to 50%. As a safeguard against possible self-ignition, a special inert gas (nitrogen) is fed into the bunker tanks.

Methanol bunker tanks must be protected by coffer-dams with leakage sensors, ac-cording to a Lloyd’s Register transitional regulation.

The up to 50% higher fuel consumption due to the lower calorific value is also a drawback. An additional disad-vantage is the toxicity of the fuel, which re-quires precautionary measures while fuelling and/or work on the fuel system. Since methanol is biodegradable, environmental risks are minimal, though.

Methanol is combusted us-ing the diesel process. The fuel is injected close to TDC and ig-nited by a small amount of pilot fuel – traditional diesel fuel – because of the very low cetane number (CN=3).

In the case of modifica-tion to the engines of the Stena Germanica, the on-engine scope was limited to an exchange of cylinder heads, fuel injectors and fuel plungers in existing fuel pumps. A common rail system for methanol injection

was added on the engine. In addition to the engine-related conversion, the conversion kit included a stand-alone high-pressure methanol pump and an oil unit for supply of sealing oil and control oil to the fuel in-jectors. An engine control unit was added to ensure optimal engine performance. Methanol injection pressure is limited to approximately 500 bar.

The global infrastructure for methanol is significantly better than that for LNG, there-by reducing costs. And metha-nol can be transported in regu-lar product tankers.

ConclusionsModifying marine engines op-erating on the diesel principle for the use of methanol fuel is a highly interesting option for shipowners. In contrast to natural gas (stored, for reasons of capacity, as liquified natural gas, or LNG, in insulated tanks) it has benefits including the fol-lowing:

> existing double-bottom or ballast water tanks can be used to bunker methanol (liquid – no high pressure or cryogenic storage re-quired),

> no space loss for cargo, > no methane slip in the en-

gine or in the supply chain (in comparison with natu-ral gas),

> methanol bunkering com-parable to diesel bunker-ing,

> methanol is more cost-effective than natural gas,

> low exhaust emissions comparable to those of natural gas,

> minor modifications on existing engines (com-mon rail addition),

> no reduction in efficiency running on methanol,

> significantly lower infra-structure costs,

> rules are in place for meth-anol in the IMO IGF code and class rules (Lloyd’s Register and DNV GL).

Norsepower and Bore test wind power technology for shipsROTOR SAIL | Finland’s Norsepower Oy Ltd and the RoRo shipping company Bore Ltd have completed sea trials of Norsepower’s new rotor sail wind propulsion technology on board the 9,700dwt RoRo carrier Es-traden. The vessel operates in continuous service between the Netherlands and UK, sailing through the North Sea’s windy cor-ridors at speeds of 16 knots.The Norsepower rotor sail solution is a modernised version of the Flettner rotor – a spinning cylinder that uses the Magnus effect to harness wind power to propel a ship. When wind conditions are favourable, Norsepower rotor sails allow the main en-gines to be throttled back, saving fuel and reducing emissions while providing the power needed to maintain speed and voy-age time. Rotor sails can be used with new vessels or retrofitted on existing ships with-out off-hire costs, Norsepower noted. The installation was completed in two parts: The required foundations were installed during a normal dry-dock stay, followed by the 18m-high rotor during an ordinary seven-hour harbour stay.The sea trials, verified by maritime soft-ware house NAPA and supported by VTT Technical Research Centre of Finland, con-firmed fuel savings of 2.6% using a single small rotor sail on a route in the North Sea.

With these fuel savings, the technology has a payback period of four years. Based on the trials, Norsepower and Bore believe that a full system on the RoRo ferry Estraden with two rotors has the potential to deliver 5% efficiency savings on an ongoing basis. Norsepower forecasts savings of 20% for vessels with multiple, large rotors travelling in favourable wind routes.VTT collected data over a six-month pe-riod, during which both the rotor sail technology and automation system were operational 99% of the time. The results confirmed that Norsepower’s rotor is able to produce large amounts of thrust force, which enables considerable fuel savings.Reinforcing VTT’s findings, NAPA con-ducted a randomised trial that found clear and significant savings despite largely calm weather throughout the study. After establishing a baseline profile of the ves-sel in normal operation, the rotor sail was activated and deactivated at random inter-vals to verify that any measured effect was solely due to the sail, and that any benefit was measurable across the vessel’s operat-ing profile. The trial was conducted using ClassNK-NAPA GREEN, the vessel-per-formance monitoring and verification soft-ware developed by NAPA and the classifi-cation society ClassNK.

“We are proud to be the first shipowner to install the Norsepower rotor sail and demonstrate that wind propulsion tech-nology has verifiable 5% fuel savings on a yearly basis, can be retrofitted without any off-hire costs and is extremely easy to use in practice. It’s our goal to find ways to es-tablish sustainable shipping with minimal impact on our environment,” said Jörgen Mansnerus, vice president of Bore.“Modern wind systems are demonstrating measurable and meaningful fuel savings for ships. As wind propulsion, air bubble systems and other groundbreaking tech-nologies are increasingly adopted and be-come mainstream, the industry will reap the rewards of lower fuel costs—more sus-tainable than those from short-term price decreases – and be able to stay ahead of ex-ternal pressures,” said Jose Maria Figueres, chairman of the Carbon War Room, an in-ternational non-governmental organisation and think tank working on issues regarding market-based solutions to climate change.Norsepower is one of several technol-ogy companies participating in a joint programme of the Carbon War Room and UCL Energy Institute, a UK-based research firm, to fast-track adoption of emerging wind-propulsion technologies by the ship-ping industry.

Norsepower’s rotor sail was tested on board the RoRo carrier Estraden



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Operational profile determines suitable design

SCRUBBER TECHNOLOGY The global sulphur cap slated for 2020 as well as thresholds already in place for Emission Control Areas (ECAs) are pushing the shipping industry to review sulphur emissions and fuel use. Although cleaner fuels go some way towards addressing these requirements, fuel prices and the availability of marine gas oil (MGO) fluctuate constantly, with a clear differential between high- and low-sulphur grades. As a result, one thing the marine industry is doing is turning to scrubbers as SOx abatement devices for the main and auxiliary engines and boilers, using water as a medium for sulphur absorption. The following overview by Marco Dierico, marine business development manager for Europe at DuPont/BELCO, describes the various scrubber systems.

Scrubbers have been part of the inert gas generator systems in tanker ships since the 1960s.

But now cruise ships and ferries are driving the installation of scrubbers forward, with cargo ships following. By the end of 2015, about 50 ships will have a certified scrubber system installed, and a further 150 ships have confirmed scrubber projects there-after, many of them retrofits. These will help them to meet current limits in ECAs and the 2020 global sulphur cap, as well as ensure long-term op-erational flexibility beyond that date.

DuPont runs many different kinds of marine scrubbing solutions on several ship types, from cargo

ships to passenger ferries and bulk carriers. The company’s long experi-ence has shown that many ship oper-ators see a payback on their upfront investment in less than three years, including installation cost, depend-ing on time spent in ECAs. Even if the fuel price has dropped, the differential between heavy fuel oil (HFO) and marine gas oil (MGO) is steadily about USD 230/250 per tonne. With a scrubber, operators can save between USD 2 to 3 mil-lion of pure fuel costs per annum, without considering the operating expenses related to scrubber usage (power for the auxiliary equipment, alkali consumption, etc).Setup of a scrubber

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Types of scrubbersThere are many different types of scrub-bers. The five main design parameters that vary are the water flow rates, an in-line or bypass design, the water and gas mixing method as well as the internal design of the scrubber tower, the nozzle design and spray patterns to increase gas-to-liquid contact as well as absorption efficiency, and the diam-eter and height according to the gas volume that needs to be treated.

The choice of design will be deter-mined by the operational profile of the ship, for example how much time is spent in an ECA, how much in ports or sailing, as well as the associated propulsion and electric load. Another key factor is whether a ship needs to be retrofitted with a scrubber or is being built from scratch.

Retrofitting requires greater flexibil-ity in the scrubber design. As a result, the in-line configuration, in which the gas in-let is sited at the bottom, is more popular for retrofitting than the bypass design, which positions the gas inlet on the side. The in-line design is tall and slim, while the bypass design is fatter and shorter. So in-line scrubbers are easier to install both in a funnel or a casing. The exhaust gases can pass through the tower without water when sailing outside an ECA. Combined with no internal packing (thousands of small pieces of steel inserted to increase the surface contact between liquid and gas), that also offers high reliability and greater safety. This is the so-called open-spray configuration, which also makes it possible to keep the pressure drop of the system very low, so it is not necessary to install a fan on top of the tower.

Another advantage of the in-line de-sign configuration is that it is available for both single- and multi-stream use. If there is one exhaust source and one tower, the single-stream system suffices. However, with multiple exhaust sources, for exam-ple from the main engine and the auxiliary engines, a multi-stream system with only one tower can be used. There are differ-ent benefits. The single stream is ideal for cruise ships and ferries because it requires less ductwork modification in the case of a retrofit. Each scrubber is optimised only for one source. However, they are a high capital expense solution as two to four scrubbers are typically needed for a cruise ship.

The multi-stream configuration is a low capital expense solution that is very popu-lar for cargo ships because it only has one

funnel towards the aft of the ship. There is no need to design for 100% of the maxi-mum continuous rating (MCR) from all the sources, but isolation/damper valves in the ducts are required.

Scrubbers also offer different choices in terms of the in-built loop:

> The open loop using only seawater with no chemicals is the lowest oper-ating expense configuration.

> The closed loop using freshwater circulation in addition to an alkaline (caustic soda, magnesium oxide or magnesium hydroxide) is the lowest capital expense configuration, but us-ers will need to pay extra for the alka-

line consumption. > The hybrid configuration is the most

flexible solution, but it is also the high-est capital expense solution because it provides a combination of both open- and closed-loop technology.

Having worked with marine customers around the globe and all three types of scrubbing loop systems, DuPont has found the hybrid loop to be the most popular choice in the North Baltic ECA, followed by the open loop. The pure closed loop is mainly used in the Great Lakes region in North America because there is no water alkalinity.

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Smarter ship-emission measurementsSICK | The use of intelligent emission-measurement tech-nology, providing reliable ac-curacy under the conditions found on board ships, plays an essential part in the successful reduction of emissions in the shipping industry. A manufac-turer of continuous emission monitoring systems, Sick AG has developed the emission monitoring device Marsic, characterised by reliable meas-uring results, high flexibility of application and low mainte-nance requirements.The measuring ranges and accuracy of Marsic already exceeds the requirements of MARPOL Annex VI and MEPC.184(59). The system has been specifically developed for use on board ships, provid-ing long maintenance intervals and simple service procedures, says Sick.

Sick’s new ship-emission meas-uring devices are available in two versions, each using a dif-ferent technology: Marsic200 performs cold-extractive meas-urements, while Marsic300 uses the hot-extractive meas-urement principle. Both gas analysers are DNV GL type-approved for SOx and CO2 up-stream and downstream of the scrubber as well as for NOx up-stream and downstream of SCR (selective catalytic reduction) systems. A single gas analyser is sufficient to manage up to eight measurement points and moni-tor up to nine components at the same time, including SO2, CO2, CO, NO, NO2, NH3, CH4, H2O and O2.Both systems, Marsic200 and Marsic300, are able to optimise processes on board ships as they can measure CH4 slip from LNG and dual-fuel engines, or

CO2, O2, CO and NOx to op-timise fuel oil consumption of the main and auxiliary engines. According to the manufacturer, the results are documented quickly and the measured val-ues are consistently reliable and accurate.Current MARPOL regulations stipulate a maximum drift of ± 2% per hour. The Marsic300 system, featuring a convenient drift monitor, is guaranteed to be much more stable in the long term, says Sick, referring to the DNV GL type approval. The drift has to be checked with calibration gas only after re-placement of the system’s opti-cal parts in case of servicing. So neither manpower nor time is needed. Stockpiling expensive calibration gases and expired test gas certificates is no longer necessary thanks to the innova-tive calibration setup. And the

operator of the vessel is always in the position to show com-pliance with the regulations of the flag state, class or Port State Control.With Marsic300, drift testing is carried out automatically us-ing internal measures without any external calibration gas. The system features an innova-tive internal adjustment filter. Calibration performed at the factory is known as the mas-ter calibration, based on a se-ries of test gas concentrations and stored in the gas analyser. To check the given drift, Mar-sic300 switches into test mode and the measuring cuvette is flushed with instrument air to determine the zero. Once the zero point has been fixed, special adjustment filters pivot into the infrared light beam upstream of the detector. This fully automatic process contin-ues by measuring the specific light attenuation of the specific gas component and making a comparison with the master calibration. This procedure en-sures that the entire beam path from the light source to the detector is checked without in-terruption. The full inspection of the light beam detects the ageing effects of all the optical parts simultaneously and auto-matically reverts to the master calibration.According to Sick, minimal maintenance is needed and there is little wear because mov-ing parts have deliberately not been used. Maintenance and servicing can easily be carried out by an onboard engineer. Sick says that modules can be easily replaced, and the com-pany offers remote servicing whenever an operator needs external help. Additionally, the global Sick network ensures the availability of service and spare parts anytime all over the world.

Sick’s emission monitoring system Marsic offers reliable measuring results, high flexibility and requires minimal maintenance


New onboard scrubber water treatment

MARINEPAQ | The use of scrub-ber technologies on board larger vessels has created the problem of disposing of highly toxic scrubber water in an en-vironmentally sustainable way. Luxembourg’s Apateq has now introduced a compact version of its scrubber water treatment system for larger vessels, com-plementing its existing system MarinePaq for use in ports. The effluent of excess water produced in a closed-loop scrubber is treated to comply with IMO (International Mari-time Organization) regulations for direct discharge to the sea, Apateq noted. “The MarinePaq onboard system was developed fol-lowing direct demand from shipowners in order to handle

hazardous scrubber wastewa-ter,” said Rolf Hollmén, CEO of Björneman Water, the con-sultancy that handles imple-mentation and sales of Apateq systems in northern Europe. “The most efficient solution for a shipowner sailing in Sul-phur Emission Control Areas is a retrofit with a scrubber to continue the use of heavy fuel oil, as alternative fuels are so far still on the margin. For a sustainable process, a scrubber water treatment unit must be implemented after the scrubber. A year ago we introduced our larger systems for ports, and now our ultra-compact onboard equipment follows. Scrubber water is hazardous, contaminated with heavy metals and highly cor-

rosive, so a very special pro-cess is needed.”Dirk Martin, chief sales of-ficer at Apateq, points out the advantage of Apateq’s propri-etary process technologies for high-efficiency primary treat-ment and ultrafiltration us-ing non-clogging membranes with a long lifetime. “Our equipment removes up to 99% of suspended solids and brings the polycyclic aromatic hydrocarbons (PAHs) be-low 40 parts per billion, thus exceeding the strictest regu-lations for direct discharge into the sea, such as from the IMO,” he said. “Transporta-tion of the wastewater to a harbour as well as onshore disposal costs are avoided. My guess is that with their tight

schedules, many ships won’t have enough of a turnaround time to empty the tanks at a disposal unit.“Regardless of whether the treatment unit is for onboard use or a larger plant in a port, they are constructed for a long lifespan and continu-ous operation by meeting the most stringent standards in a highly corrosive environ-ment. To increase reliabil-ity, all vital functions can be built redundantly. As are all of Apateq’s water and waste-water treatment systems, MarinePaq is fully automated and can be monitored and controlled remotely, thus re-ducing operational costs as no permanent supervision on site is required.”

PureNOx approved for EGR systemMAN | Alfa Laval has become the first company approved by MAN Diesel & Turbo to sup-ply a water treatment system, PureNOx, for MAN’s exhaust gas recirculation (EGR) sys-tem. The approval comes less than a year before the Interna-tional Maritime Organization (IMO) Tier III NOx standards take effect on January 1st 2016.A comprehensive NOx abate-ment technology, the EGR will be used with MAN’s two-stroke marine engines to reduce NOx emissions. The EGR is an al-ternative to selective catalytic reduction (SCR) technology; both EGR and SCR are compli-ant with the IMO NOx Techni-cal Code.In 2012, Alfa Laval signed a cooperation agreement with MAN to develop the water treatment system for clean-

ing scrubber water in the EGR system. PureNOx not only prevents soot and compounds derived from exhaust gas from accumulating in the EGR scrubber and corroding the en-gine, but also enables the bleed-off of clean water overboard in compliance with IMO criteria, Alfa Laval said.“From the start, we have worked closely with MAN to develop and refine the water treatment system,” said Kristina Effler, global business manager for water treatment exhaust gas emissions at Alfa Laval. Modular in design, PureNOx is compact and easy to install, so it can be positioned anywhere in the engine room; the EGR system itself is integrated with the engine. This simplifies ship design and reduces installation time and costs.

MAN says it is now moving quickly towards EGR system commercialisation. Alfa Laval will be introducing its next-gen-eration PureNOx Prime water treatment system, which mini-

mises the amount of sludge for onshore disposal, at the end of the year. The new system is smaller, less complex and less expensive than the original, ac-cording to Alfa Laval.

Alfa Laval’s PureNOx system


SPECIAL GREENTECH SHIP DESIGN

SAVER Amid the financial crisis, Hong Kong-based Seaspan ordered an entire fleet of large, next-generation container vessels. Inspired by the DNV Quantum concept developed in 2010, its SAVER vessels carry more cargo while consuming less fuel. The first vessels are now in operation and proving their efficiency. The following article appeared in the January 2015 issue of Maritime Impact, DNV GL’s magazine for customers and business partners.

To most observers in the industry, it seemed to be rather a risky decision when in 2011 – at a time of very de-

pressed rates in the container market – the independent container ship manager and owner Seaspan placed an order for 23 10,000-TEU container vessels featuring a next-generation design that, if successfully executed, would result in dramatic cost savings. The project was to be a concerted effort combining research and develop-ment resources and manpower from sev-eral industry leaders, including Seaspan, Yangzijiang Shipyard, MARIC and former DNV.

It is always challenging to roll out a new design, but adding to the challenge was the sheer volume of the newbuilding project: To this day, the 23-ship Seaspan order has been the largest in Chinese history. An or-der of that magnitude required two separate teams working at two different shipyards.

In March 2014, Yangzijiang Shipyard launched the Hanjin Buddha – the first of Seaspan’s 23-vessel order. The owner re-fers to this ship as a SAVER vessel – short for Seaspan Action on Vessel Energy Re-duction – because, as the name suggests, it features significantly reduced fuel con-sumption.

Increased efficiency – reduced emissions The new 10,000-TEU SAVER container vessels offer major improvements in terms of energy efficiency, cargo capacity, op-erational efficiency and emission reduc-tion. Compared with current 10,000-TEU container vessels, the SAVER vessels carry more cargo while consuming less fuel. The new hull design enables these ships to mini-mise ballast water while in operation. Fur-thermore, the ships emit 20% less pollut-ants to air per TEU. The SAVER design was inspired by the DNV Quantum concept developed in 2010.

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Proving efficiency

>


SPECIAL GREENTECH SHIP DESIGN

Seaspan’s chief operating officer, Peter Curtis, says there has been much discus-sion about the realism of the cost-saving estimates. Seaspan pursued ambitious goals and applied strict validation meth-ods as the project progressed. “We asked for increased loadability and decreased fuel consumption per deadweight tonne,” he said. “The validation showed us results that were far in excess of what we had asked the designer and yard to achieve. The combined result – in terms of num-ber of loaded TEU per metric tonnes of fuel over a certain time – amounted to double digits, which was twice what we had asked for.”

Curtis notes that the final results ex-ceeded his expectations to the point that, initially, he was somewhat sceptical. “At first we couldn’t believe it. We thought it was too optimistic,” he said. “But through careful review with separate sources we concluded the results were correct.”

Myth busterAs it turns out, Curtis’s critical approach to validating all data, assumptions and ideas also busted some widely held beliefs in the industry. One of these myths was that ballast is inherently bad for fuel con-sumption. “We have tested and validated

data on this now through draught trim op-timisation, and can now bust that myth,” Curtis said. “For example, we optimised ballast for the speed and loaded draught for the first voyage, which in fact called for increased draught through adding ballast, and saved several tonnes of fuel per day. So ballast is not always bad.”

Curtis and his team also examined the disproportionate effect of small changes in speed. “We have looked at typical sce-narios of ‘dash-and-loiter’ with relatively small differences between fast and slow,” he said. “What you spend when you hurry is never offset by the gain when you slow down. This means several tonnes of fuel a day wasted or translated into some thou-sands of dollars a day, which is close to 5% to 15% of the charter rate, to no gain. You just increase the cost to the customer – and that is not a competitive advantage. Now we are measuring time, speed, dis-tances and fuel consumption of our entire fleet so that we can see the big picture and make the necessary adjustments together with our ship crews.”

A tough act to followIf the new SAVER vessels offer reduced costs, lower emissions and greater fuel efficiency, the obvious question is: Why

isn’t everyone copying the Seaspan mod-el? The reason, Curtis points out, is that there simply is not enough capital for every one to have these big ships. “We be-lieve this is where many liner majors will move in time – but for now, the cost and access to capital does eat into the efficien-cy gains,” he said. “So there will be ships of all types around. Our Panamax vessels are still needed, despite all the doom and gloom about that size of vessel. They serve a certain purpose, too.”

For now, though, Curtis says that Sea-span has decided to remain at the forefront of industry technology and innovation. In addition to its 23-vessel SAVER order, the company has also ordered 15 additional SAVER ships above 10,000 TEU. For Sea-span, this makes good economic sense – particularly when it comes to how the company finances newbuilds.

“We have never done speculative ton-nage; it’s always against a back-to-back, long-term time charter,” Curtis noted. “Those are the fundamentals of our mod-el. Additionally, our charters have been blue chips that have performed consist-ently well, even during times of financial crisis.”

Curtis says that, in general, Seaspan prefers to keep things simple. The com-pany takes a conservative approach when it comes to innovation. “We transfer what we like and trust from prior designs onto new designs and change what we don’t like – in-cluding equipment and methods of opera-tion,” he said. “If you look at our newbuild-ing programme, you will see we have a huge capital expenditure over what is basically only three series of ships. We’d rather spend some time getting the recipe right, and then build a series of ships.”

The first of an order of 23 10,000-TEU container ships is based on a DNV GL design concept

Hanjin Buddha was named in March 2014 in Shanghai

I

1 Shipyards Ship’s operation systems

2 Propulsion plants 1 110

Deck equipment

3 Engine components 12 Construction + consulting

4 Corrosion protection 13 Cargo handling technology

5 Ship’s equipment 14 Alarm + safety equipment

6 Hydraulic + pneumatic 15 Port construction

7 On-board power supplies 16 Offshore + ocean technology

89

Measurement + control devices

Navigation + communi ation

1718

Maritime services

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The Buyer’s Guide serves as market review and source of supply listing. Clearly arranged according to references, you find the offers of international shipbuilding and supporting industry in the following 17 columns.

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Buyer’s Guide

II

1 Shipyards

1.10 EQUIPMENT FOR SHIPYARDS

AVEVA Group plc

High Cross, Madingley RdCambridge CB3 0HBEnglandTel: +44 1223 [email protected] www.aveva.com

Engineering design and information management

solutions for the Plant and Marine industries

2 Propulsion plants

2.02 GEARS

Propulsion systems with power ratings from 250 up to 30,000 kW

REINTJES GmbH

Eugen-Reintjes-Str. 7D-31785 HamelnTel. +49 (0)5151 104-0 Fax +49 (0)5151 [email protected] www.reintjes-gears.de

2.06 RUDDERS + RUDDER SYSTEMS

Wendenstraße 130 • D-20537 HamburgTel.: +49-40 711 80 20 • Fax: +49-40 711 00 86

e-mail: [email protected]

Rudders and Steering Gears- High-Tech Manoeuvring Equipment -

2.07 MANOEUVRING AIDS

Jastram GmbH & CO. KG

Billwerder Billdeich 603 D-21033 HamburgTel. +49 40 725 601-0 Fax +49 40 725 601-28e-mail: [email protected]: www.jastram-group.com

Transverse Thrusters, Rudder Propellers,Azimuth Grid Thrusters, Electric Drives

3 Engine components

3.05 STARTERS

DÜSTERLOH Fluidtechnik GmbH

Abteilung Pneumatik Starter

Im Vogelsang 105D-45527 HattingenTel. +49 2324 709 - 0 Fax +49 2324 709 -110E-mail: [email protected] www.duesterloh.de

Air Starters for Diesel andGas Engines up to 9.000 kW

3.07 FILTERS

Automatic, duplex and simplex filters for lubrication oil, fuel oil and sea water

BOLL & KIRCH Filterbau GmbHSiemensstr. 10-14 D-50170 KerpenTel.: +49 2273 562-0 Fax: +49 2273 [email protected] www.bollfilter.de

3.10 INJECTION SYSTEMS

Ganser CRS AG

Industriestrasse 26CH-8404 WinterthurSwitzerlandTel. +41 (0)52 235 38 88Fax +41 (0)52 235 38 81 e-mail: [email protected] www.ganser-crs.ch

Common Rail Systems for Diesel and Dual Fuel Engines up to 10’000 kW, also as a retrofit

High pressure fuel injection systems up to 2.500 bar

for diesel engines from 1.000 to 40.000 kW

L'Orange GmbH

Porschestrasse 30D-70435 StuttgartTel. +49 711 / 8 26 09 - 0Fax +49 711 / 8 26 09 - 61e-mail: [email protected]

3.13 PREHEATERS

ELWA-ELEKTROWÄRME-MÜNCHEN

A.HILPOLTSTEINER GMBH & CO KG

Postfach 0160 | D-82213 Maisachtel +49 (0)8141 22866-0 fax +49 (0)8141 22866-10email: [email protected] | www.elwa.com

Oil and Cooling Water Preheating

Schniewindt GmbH & CO. KG

Postfach 13 60 • D-58805 NeuenradePhone +49 (0) 23 92 - 69 20Fax +49 (0) 23 92 - 69 211e-mail: [email protected] www.schniewindt.de

Electrical preheaters for diesel engines

4 Corrosionprotection

4.03 SURFACE TREATMENT

WIWA Wilhelm Wagner GmbH & Co. KGGewerbestr. 1-3 35633 Lahnau / [email protected] www.wiwa.de

Airless paint spraying units and plural component

Airless paint spraying for large area coating

4.05 ANODIC PROTECTION

ICCP & MGPS Systems / Sacrificial Anodes

PES-Propellershaft Earthing Systems/Supplier & Service

CIS Elektrotechnik GmbH

Wellseedamm 13 D-24145 Kiel-WellseeTel.: +49 431 71 97 003Fax: +49 431 71 97 [email protected]

www.cis-ship.com

5 Ships‘ equipment

5.03 REFRIGERATION HVAC

Schniewindt GmbH & CO. KG

Postfach 13 60 • D-58805 NeuenradePhone +49 (0) 23 92 - 69 20Fax +49 (0) 23 92 - 69 211e-mail: [email protected] www.schniewindt.de

Heating systems for cabins, bathrooms,

stores and engine rooms

Your representative for UK and IrelandBernard Steel

UK Transport Press Ltd.Phone +44 (0) 14 44 41 42 93

Fax +44 (0) 14 44 41 42 [email protected]

Your representative for Netherlands, Belgium and Italy

Tony Russell Stein

Tony Stein AssociatesPhone +44 (0)18 92 51 45 [email protected]

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5.05 GALLEYS + STORES

The world´s No. 1 supplier of marine foodservice

equipment, laundry systems and pantry appliances.

5.06 FURNITURE + INTERIOR FITTINGS

Lock and Hardware Concepts for Ship & Yachtbuilders

Schwepper Beschlag GmbH & Co. KG

Velberter Straße 83D-42579 Heiligenhaus Tel. +49 2056 58-55-0Fax +49 2056 58-55-41e-mail: [email protected]

www.schwepper.com

5.08 SUPPLY EQUIPMENT

DVZ-SERVICES GmbH

Boschstrasse 9D-28857 SykeTel. +49(0)4242 16938 0Fax +49(0)4242 16938 99e-mail: [email protected]: www.dvz-group.de

Oily Water Seperators, Oil-in-Water - Monitors, Sewage Treatment

Plants, Ballast Water Treatment, R/O - Systems

5.09 WASTE DISPOSAL SYSTEMS

DVZ-SERVICES GmbH




Ocean Clean GmbH

Zum Kühlhaus 5D-18069 RostockTel.: +49(0)381 8112930Fax: +49(0)381 8112939e-mail: [email protected] www.oceanclean.de

Membrane Supported Biological Sewage Treatment Plants

5.10 OIL SEPARATION

DVZ-SERVICES GmbH




Ocean Clean GmbH


Oily Water Separator

5.11 BALLAST WATER MANAGEMENT

Ballast Water Treatment

BOLL & KIRCH Filterbau GmbHSiemensstr. 10-14 D-50170 KerpenTel.: +49 2273 562-0 Fax: +49 2273 [email protected] www.bollfilter.de

DVZ-BALLAST-SYSTEMS GmbH


N.E.I. VOS Venturi Oxygen StrippingBallast Water Treatment

Ocean Clean GmbH


BIO-SEA by BIO-UVBallast Water Treatment Systems

5.15 REFUELLING SYSTEMS

On board helicopter and boat refuellingsystems for aviation fuel, petrol and diesel

Alfons Haar Maschinenbau GmbH & Co. KG

Fangdieckstraße 67D-22547 HamburgTel. +49 (40) 83391-0Fax +49 (40) [email protected]

www.alfons-haar.de

6 Hydraulic+ pneumatic

6.01 PUMPS

von-Thünen-Str. 7 D-28307 BremenTel. +49 421 486 81-0 Fax +49 421 486 81-11e-mail: [email protected]: www.behrenspumpen.de

Ship Centrifugal Pumps

ELLEHAMMER A/S

Ejby Industrivej 702600 Glostrup DenmarkTel.: +45 43455055e-mail: [email protected]

MARINE EJECTORS - A SAFE SOLUTION

Twin-Screw Pumps, Progressive CavityPumps, High Pressure Pumps

Bornemann GmbHIndustriestraße 2 D-31683 Obernkirchen

Phone: +49 (0)5724 390 0 Fax: +49 (0)5724 390 [email protected] www.bornemann.com

KRAL Screw Pumps for Low Sulfur Fuels. Magnetic Coupled Pumps.

KRAL AG, 6890 Lustenau, Austria

[email protected], www.kral.at

Körting Hannover AG Badenstedter Straße 56 30453 Hannover/Germany

Kontakt:Tel.: +49 511 2129-446 [email protected] www.koerting.de

Bilge and ballast ejectors/eductors

Screw Pumps & Systems

Markgrafenstr. 29-39 D-90459 Nuremberg · GermanyPhone: +49 (0)911/4306 - 0 Fax: +49 (0)911/4306 - 490E-Mail: [email protected] · www.leistritz.com

6.02 COMPRESSORS

Neuenhauser Kompressorenbau GmbH

Hans-Voshaar-Str. 5D-49828 Neuenhaus

Tel. +49(0)5941 604-0 Fax +49(0)5941 604-202e-mail: [email protected]

www.neuenhauser.de www.nk-air.com

Air- and water-cooled compressors, air receivers

with valve head, bulk head penetrations

Sauer Compressors

J.P. Sauer & Sohn Maschinenbau GmbH P.O. Box 92 13, 24157 Kiel/Germany

P H O N E +49 431 3940-0 F A X +49 431 3940-24 E - M A I L [email protected]

www.sauercompressors.com

Wasser- und luftgekühlte KompressorenWater- and air-cooled compressors

www.sauercompressors.com

Water- and air-cooled compressors

www.shipandoffshore.net

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IV

6.04 VALVES

Wafer Type Check Valves, Wafer Type Duo Check Valves, Special Valves

RITAG Ritterhuder Armaturen GmbH & Co.

Armaturenwerk KG

Industriepark HeilshornSachsenring 30D-27711 Osterholz-ScharmbeckTel. +49 4795 55042-0 Fax +49 4795 55042-850e-mail: [email protected] www.ritag.com

6.05 PIPING SYSTEMS

STRAUB Werke AG

Straubstrasse 13CH 7323 WangsTel. +41 81 725 41 00 Fax +41 81 725 41 01E-mail: [email protected]: www.straub.ch

STRAUB – With an overview for the right connection

6.07 REMOTE CONTROLLEDVALVE SYSTEMS

Tel.: 04 21 - 4 86 03 - 0 Fax: 04 21 - 4 86 03 - [email protected] [email protected]

www.sander-marine.com

Valves delivery ex stock 48 Std. Service

ARMATUREN ANTRIEBE STEUERUNGEN AUTOMATISATION VALVES ACTUATORS REMOTE CONTROL SYSTEMS AUTOMATION

7 On-boardpower supplies

7.03 TRANSFORMERS

Hammond Power Solutions

Via Angelo Schiatti, 12 • 36040 M eledo di Sarego (VI) ItaliaTel.: +39 0444 822 000 • F ax: +39 0444 822 065e-mail: [email protected] • I nternet: www.hpseurope.eu

Dry-type Transformers & Magnetics,Manufacturer, Global Presence

7.06 CABLE + PIPE TRANSITS

GEAQUELLO® + FLAMMADUR® Fire protection systems

AIK Flammadur Brandschutz GmbH

Otto-Hahn-Strasse 5D-34123 KasselPhone : +49(0)561-5801-0Fax : +49(0)561-5801-240e-mail : [email protected]

8 Measurement + control devices

8.01 ENGINE CONTROL SYSTEMS

LEMAG LEHMANN & MICHELS GmbH

Siemensstr. 9 D-25462 RellingenTel. (04101) 5880-0 Fax (04101) 5880-129e-mail: [email protected]

Engine Performance Systems &Emission Reduction Systems

8.04 LEVEL MEASUREMENT SYSTEMS

Barksdale GmbH

Dorn-Assenheimer Strasse 27 • D-61203 ReichelsheimTel: +49 ( 0) 6035 - 949 - 0 • Fax: +49 ( 0) 6035 - 949 - 111

e-mail: [email protected] • www.barksdale.de

Sensors & Switches to controlPressure, Temperature, Level, Flow

8.05 FLOW MEASUREMENT

KRAL AG, 6890 Lustenau, [email protected], www.kral.at

Fuel Consumption and Lube Oil Measurement for Diesel Engines.

8.09 TEST KITS

Test kits, autom. monitoring systems,sampling devices, ultrasonic cleaning

Martechnic GmbH

Adlerhorst 4D-22459 HamburgTel. +49 (0)40 85 31 28-0Fax +49 (0)40 85 31 28-16E-mail: [email protected]: www.martechnic.com

8.12 AUTOMATION EQUIPMENT

NORIS Group GmbH

Muggenhofer Str. 9590429 Nuremberg / GermanyPhone: +49 (0)911 3201 - 0Fax: +49 (0)911 3201 - 150Mail: [email protected]

Monitoring & remote control of propulsion machinery, sensors, control devices, indicators

VISATRON Oil Mist Detection Systems against Engine Crankcase Explosions

Schaller Automation GmbH & Co. KG

Industriering 14 D-66440 BlieskastelTel. +49 (0)6842 508-0 Fax +49 (0)6842 508-260

e-mail: [email protected] www.schaller.de

9 Navigation + communication

9.04 NAVIGATION SYSTEMS

Manufacturer of finest marine chronometers,clocks and electrical clock systems

Gerhard D. WEMPE KG

Geschäftsbereich Chronometerwerke Steinstraße 23 D-20095 HamburgTel.: + 49 (0)40 334 48-899Fax: + 49 (0)40 334 48-676E-mail: [email protected]

9.11 BRIDGE EQUIPMENT

Vessel Control and VSAT Communication systems

Marine Technologies, LLC

Hovlandsveien 444374 EgersundNorwayTel. +47 51 46 18 [email protected] www.marine-technologies.com

Marine seat systems for yachts and commercial ships

Pörtner Seats

Werther Str. 274 D-33619 BielefeldTel. +49 (0) 521 10 01 09 Fax +49 (0) 521 16 04 61E-Mail: [email protected] internet: www.poertner-seats.de

Your representative for Eastern Europe

Wladyslaw Jaszowski

PROMARE Sp. z o.o.Phone +48 58 6 64 98 47

Fax +48 58 6 64 90 [email protected]

Your representative for Denmark, Finland,

Norway and Sweden

ÖRN MARKETING AB

Phone +46 411 18400Fax +46 411 10531

[email protected]

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V

11Deckequipment

11.01 CRANES

d-i davit international gmbh

Sandstr. 20D-27232 SulingenTel. (04271) 9 32 70 Fax (04271) 93 27 27e-mail: [email protected]: www.davit-international.de

Cranes, davits and free-fall systems

Global Davit GmbH

Graf-Zeppelin-Ring 2 D-27211 BassumTel. +49 (0)4241 93 35 0 Fax +49 (0)4241 93 35 25e-mail: [email protected]: www.global-davit.de

Survival- and Deck Equipment

12Construction + consulting

12.01 CONSULTING ENGINEERS

KABE Ingenieurbüro GmbHBlankeneser Landstrasse 2AD-22587 Hamburg / Germany

Tel.: +49 4038 91 [email protected]

Shipbuilding - Mechanical EngineeringSteel Construction - Offshore Design Structures

Design – Construction – ConsultancyStability calculation – Project management

Naval architectsMarine engineers

[email protected] · www.shipdesign.de · Hamburg

SHIP DESIGN & CONSULT

14 Alarm + safety equipment

14.01 LIFEBOATS + DAVITS

d-i davit international gmbh

Sandstr. 20D-27232 SulingenTel. (04271) 9 32 70 Fax (04271) 93 27 27e-mail: [email protected]: www.davit-international.de

Cranes, davits and free-fall systems

Global Davit GmbH

Graf-Zeppelin-Ring 2 D-27211 BassumTel. +49 (0)4241 93 35 0 Fax +49 (0)4241 93 35 25e-mail: [email protected]: www.global-davit.de

Survival- and Deck Equipment

Please call us at: +49/40/237 14 260 or send an e-mail to: [email protected]

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VI

18 Buyer´s GuideInformation

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Антикоррозийная защита

5Ship‘s equipment

Судовое оборудование

6Hydraulic & pneumatic equipment

гидравлические + пневматический

10Ship´s operation systems

Системы управления движением судов

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Палубное оборудование

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Конструирование и консультации

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Системы навигации и связи

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Сигнальное и защитное оборудование

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Портовое строительство

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Оффшорное и морское оборудование

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Морские услуги

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Baltic Sea Special Area – new effective dates establishedMARPOL ANNEX IV | To reduce the input of harmful nutrients to the Baltic Sea, mandatory limits on the discharge of phos-phorus and nitrogen have been set. Sewage may be discharged to reception facilities in Baltic ports. The sea’s status as a Spe-cial Area will only become fully effective once all states border-ing it have reported to the In-ternational Maritime Organi-zation (IMO) that sufficient reception facilities for sewage from passenger ships are availa-ble in their ports, writes Markus Joswig from PIA, the Test-ing Institute for Wastewater Technology GmbH in Aachen, Germany.

Passenger traffic increasesThe Baltic Sea is a semi-en-closed ecosystem. For this rea-son water exchange with the North Sea is limited and can take up to 25 or 35 years [1]. Nutrient loads such as nitrogen and phosphorus from land-based sources and shipping ac-cumulate easily in the Baltic Sea and contribute to its eutrophi-cation problem. Nutrients

stimulate algae growth, and the production of organic matter increases. Degradation of or-ganic matter leads to increased oxygen depletion and results in the death of benthic organisms and fish.Passenger and cruise traffic is still increasing rapidly in the Baltic Sea. Over the last ten years the number of cruise calls has stabilised but the number of cruise passengers increased to 3.8 million in 2012 (Figure 1). In the 2014 cruise season, from April to October, there were 2,125 international cruise ship calls [2]. The growing number of passengers is generating in-creased amounts of sewage on board and contributing to the volume of nutrients discharged into the Baltic Sea.

MARPOL Annex IVThe prevention of pollution by sewage from ships is regulated in Annex IV of MARPOL and the applicable resolutions of the IMO’s Marine Environ-ment Protection Committee (MEPC). The impact of nutri-ents was not covered by these

regulations. Therefore the IMO decided to designate the Baltic Sea as an Annex IV Spe-cial Area in 2011 and issue new discharge regulations for nutri-ents. This decision was based on a proposal submitted by Bal-tic Sea coastal countries in 2010 to meet the nutrient pollution reduction goals included in the 2007 HELCOM Baltic Sea Ac-tion Plan (BSAP) [3]. The amendments to MARPOL Annex IV, including designa-tion of the Baltic Sea as a Spe-cial Area and imposition of new discharge requirements for passenger ships while op-erating in it, entered into force on January 1st 2013. The Bal-tic Sea has thus become the first Special Area in regard to the discharge of ships’ sew-age. Passenger ships intending to discharge sewage within a Special Area need to have an approved sewage treatment plant [4] in operation. When tested for type approval, the sewage treatment plants must also meet the nitrogen and phosphorous removal stand-ard according to Resolution MEPC.227(64), Section 4.2.

Effective dates for Special AreasThe Special Area requirements are to apply to new passenger ships on or after January 1st 2016 and to existing passen-ger ships on or after January 1st 2018. These effective dates were subject to the condition that sufficient reception facili-ties for sewage be available in Baltic Sea ports. During the 68th MEPC meeting in May 2015, all of the nine Baltic Sea states except Russia provided notification of the availability of port reception facilities and

suggested postponing the ef-fective dates for new passenger ships to June 1st 2019 and for existing ships to June 1st 2021. It was agreed that the effective dates should be established as originally proposed. The following Baltic Sea states have declared that adequate reception facilities for sewage are available in relevant ports in the region: Denmark, Esto-nia, Finland, Germany, Latvia, Lithuania, Poland and Sweden. The area covered by these states differs from the defined area in MARPOL Annex IV and neces-sitates an amendment to MAR-POL Annex IV.

Effective date MEPC.227(64)Resolution MEPC.227(64) on implementation of effluent standards and performance tests of sewage treatment plants was planned to enter into force on January 1st 2016. The nitro-gen and phosphorus removal standard of these guidelines will apply to sewage treatment plants installed on new passen-ger ships on or after January 1st 2016 and on existing passenger ships on or after January 1st 2018. It was agreed during the 68th MEPC meeting that provisions of Resolution MEPC.227(64) will apply in general from Janu-ary 1st 2016, and that provi-sions relating to Special Areas will only apply from the date when the Special Area takes ef-fect [5].

References[1] MEPC 60/INF.4[2] Baltic Sea Sewage Port Reception Facilities, HELCOM Overview 2014, Revised Second Edition.[3] Helcom.fi; Sewage from ships in the Baltic.[4] MEPC.200(62).[5] MEPC 68/WP.1; Draft report of the MEPC on its 68th session. Figure 1: Cruise ship passengers (millions) [2]


SPECIAL GREENTECH WASTE & WATER TREATMENT

Sustainable solutions for wastewater treatment and reuse on cruise shipsNAUTEK In view of the growth of the cruise industry, cruise operators have an increasing responsibility for protection of the marine environment. The industry has therefore become more attentive to many environ-mental issues in recent years, especially with regard to exhaust gas cleaning, ballast water treatment, solid waste disposal and also wastewater treatment. In the following article, Professor Dr Stephan Köster from Hamburg University of Technology’s Institute of Wastewater Management and Water Protection describes NAUTEK, a research project on wastewater treatment aboard cruise ships.

There are many reasons to examine wastewater treatment on cruise ships. They host lots of passengers in a limited space. Consequently, these seagoing hotels generate large

volumes of black- and graywater every day. But only blackwater is officially considered to be wastewater, notwithstanding the fact that graywater is similarly significant in terms of quantity and pollution. Generally acknowledged standards for the de-sign of onboard wastewater treatment solutions do not yet ex-ist. Type approval for onboard sewage treatment plants before market launch is regarded as sufficient evidence of performance and more or less replaces official performance monitoring dur-ing the plant’s service life. But real-life wastewater conditions on board require careful monitoring to ensure that purification goals are in fact achieved. What is more, the discharge of waste-water-borne nutrients has progressively come into the focus of maritime protection policies in recent years. This is particularly reflected in IMO Resolution MEPC.227(64) under MARPOL Annex IV. So there is a serious need to comply with the new regulations, especially on nitrogen and phosphorous removal in special sea areas in accordance with the above-mentioned resolution.

Within the overall framework, reliable wastewater manage-ment on board cruise ships is a very complex undertaking. Waste-water treatment techniques for cruise ships currently await the next step of evolution. Fortunately, the knowledge we have today allows us to take a step forward. The R&D project NAUTEK briefly described here mainly aims at paving the way for “future-proof ” onboard sewage treatment. It will hopefully help to over-come the still-evident performance gap between onshore and offshore wastewater treatment plants.

The R&D project NAUTEKThe German research project Sustainable Solutions for Waste-water Treatment and Reuse on Cruise Liners – NAUTEK is committed to optimising wastewater handling on cruise ships. A strong research alliance comprising key partners from the scien-tific community and cruise industry is developing and testing fu-ture onboard wastewater treatment systems. The project, part of the framework research programme Next-Generation Maritime Technologies, is being sponsored by the German Federal Minis-try for Economic Affairs and Energy for three years. Since mid-2013, a number of technical approaches have been pursued.

Sampling aboard a cruise ship Large volumes of wastewater are generated on board cruise vessels

>



Florian VisserAdvertising DirectorTel.: +49 – (0)40 / 237 14 –117Fax: +49 – (0)40 / 237 14 –236 E-Mail: fl [email protected]

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Concept & facts

AdvertisingdeadlineOctober,1st 2015

First of all, the R&D team is working on a modular plant concept made up of the following three core elements:

> mechanical pre-treatment, > advanced biological treatment including denitrification and

dephosphorisation, > polishing treatment embracing removal of emerging pollu-

tants.

An activated sludge system including denitrification and appli-cation of low-pressure membrane technology for downstream phase separation is under development. The polishing treat-ment particularly addresses emerging pollutants that can be found in both black- and graywater. These compounds, such as pharmaceuticals and personal care products, are considered to be crucial especially in terms of promising options for onboard wastewater/graywater reuse solutions. In technical terms, high-pressure membrane techniques as well as oxidation and ad-vanced oxidation processes for the removal of these compounds are being used.

Besides the above-mentioned technical innovations, some basic research is also being conducted. Repeated sampling and following up on analyses has expanded knowledge of the precise character of different onboard wastewater streams - before, during and after treatment. The information includes detailed determination of COD fractions, the biodegradability of the various wastewater streams and also the concentrations of selected emerging contaminants. All of these data serve as the starting point for plant modelling using specific simula-tion software. These modelling activities can be an important support for plant operators running the onboard wastewater service, especially considering that onboard wastewater treat-ment is highly dynamic due to constantly changing operating situations.

Conclusions and outlookAfter IMO Resolution MEPC.227(64), sewage treatment plant design had to be rethought. Furthermore, new environmental challenges such as emerging pollutants are being addressed. In

a marine environmental protection context, the latter issue has not yet reached the top of the agenda but is gaining in impor-tance. It is hoped that all the preliminary work described above will lead to proposals for plant design standards. Plant model-ling is an important initial step on the way towards providing additional support to establish good practices in plant design and operation. Finally, the diligent efforts of the R&D team aim at generally improving wastewater management on board cruise ships, which also includes implementation of wastewa-ter or graywater reuse solutions. In this regard, the project not only puts a figure on investment costs for new plants and plant upgrades, but also shows potential long-term benefits if these advanced solutions are applied.

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Type approvals and functionality may tip scalesBALLAST WATER TREATMENT The shipping industry is poised for the Ballast Water Management Convention’s imminent entry into force and the rush of orders for ballast water treatment systems sure to follow. Type approvals and functionality will likely be decisive selling points. Eventually, the market will determine which systems work and survive, writes Klaus Dammann, head of sales for ballast water treatment systems at Zeppelin Power Systems, a leading provider of drive, propulsion, traction and energy systems.

With India now moving towards ratification of the Inter-national Convention for the Control and Management of Ships’ Ballast Water and Sediments (BWM Conven-

tion), and Argentina, Indonesia and Italy having indicated their intent to do so too, there is no doubt that the convention will soon have sufficient ratifications to enter into force, expected as early as 2016. This was also the consensus at the 68th session of the Marine Environment Protection Committee (MEPC 68) of the International Maritime Organization (IMO) in May.

So far 44 states, representing a combined tonnage of 32.86% out of the required 35% of the world’s merchant fleet, have al-ready ratified the convention.

About 50,000 vessels in the existing global fleet will have to install a ballast water treatment system (BWTS) to meet IMO standards as soon as the BWM Convention takes effect. An esti-mated 25 to 40 retrofits will have to be done worldwide per day, a mammoth task for manufacturers, yards and also shipowners, and sure to cause serious installation bottlenecks.

Conflicting IMO and USCG regulations?Shipowners should therefore implement a ballast water manage-ment plan as soon as possible. Nevertheless, they and many man-ufacturers still have questions and concerns as the convention is not yet in force and the United States Coast Guard (USCG) has not yet given full type approval to any system even though its regulations went into effect back in December 2013.

Since the US is not a party to the BWM Convention, the USCG has its own, unilateral regulations for vessels operating in US territorial waters (extending 12 miles from shore), re-quiring installation of USCG type-approved systems. There are no USCG type-approved systems on the market yet, however. Meanwhile, ship operators can install an alternate management system (AMS) for five years of operation or ask for an exten-sion while waiting for a USCG-approved system to become available before the BWM Convention enters into force. In the current situation, many owners are afraid to invest in a BWTS that may not get full USCG type approval and therefore have to be replaced.

>

Optimarin BWTS (here a solution for 1,000m3/h) with flexible and easy-to-imple-ment system components

On the other hand, manufacturers have to deal with the differ-ing test procedures and USCG requirements that many feel to be stricter than IMO regulations. This has so far deterred most of the 54 IMO type-approved BWTS suppliers from applying for USCG type approval yet.


Despite the understandable concerns of shipowners, there is no reason to panic. At MEPC 68, a “Roadmap for the Implemen-tation of the BWM Convention” was agreed. It states that early movers who implement BWM systems on their vessels now, in accordance with present IMO guidelines (G8), should not be pe-nalised. The development of guidance on contingency measures and the expansion of the trial period are also to be considered.

There is no fundamental conflict between IMO and USCG requirements on ballast water. The most important difference is that the USCG prescribes the killing of organisms and viruses in ballast water whereas the IMO allows their deactivation (viable versus dead organisms). Another difference is the USCG testing mechanisms, which follow a very strict protocol and allow little or no room for interpretation. The USCG prohibits the partici-pation of vendors during any of the testing cycles until the test-ing process has been completed. This often appears daunting to system developers. A further issue is that laboratories have to be certified by the USCG as independent (there are currently four organisations approved as “independent laboratories”: NSF In-ternational, DNV GL AS, Korean Register of Shipping and Con-trol Union Certifications BV).

Shipowners around the world, under the auspices of the Round Table (RT) of International Shipping Organisations (BIMCO, the International Chamber of Shipping, Intercargo and Intertanko), recently urged the USCG to approve as many BWTSs as possible until the BWM Convention has been ratified. The RT is concerned about the small number of system develop-ers preparing to apply for full USCG type approval.

Holistic approaches will secure a spot in the marketEventually the market will determine which systems actually work and survive. Norway-based Optimarin believes that in the next seven to ten years, about 20 systems will survive. This is based not only on the systems’ features and the type approvals they obtain, but also on the engineering, service and consulting capacities of the suppliers as soon as the influx of orders for bal-last water treatment systems starts with the BWM Convention’s entry into force.

A pioneer in the industry, Optimarin has been developing bal-last water treatment systems since 1994 and installed the world’s first BWTS on the cruise ship Regal Princess in 2000. Since then the company has sold more than 350 Optimarin Ballast Systems (OBS), 25% of them retrofits. A total of 250 are already installed and more than 50 are in operation.

The systems are based on a mature technology approved by the IMO and USCG (AMS), with certification through DNV

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GL, BV, MLIT Japan, ABS, RMRS and CCS. OBS uses UV medium-pressure lamps, which are much more effective than systems using UV low-pressure lamps. Combining filtration and high doses of UV irradiation (triple cleaning), the OBS effectively eliminates threats to marine ecosystems in an environmen-tally friendly manner without the use of chemicals or electrolysis. It is easy to operate and maintain, having a small footprint as well as flexible and easy-to-implement components. The system can be easily upgraded and is designed to comply with even stricter requirements if needed.

Optimarin is certain that its technol-ogy already complies with all USCG re-quirements. Right now it is in the process of conducting full-scale tests that will probably be completed in October. Prior, land-based tests have been very success-ful, according to the company. The appli-cation for official type approval is sched-uled for the end of the year.

The installation is conducted with-out disrupting the ship’s operation. Opti-marin is experienced in offshore and spe-cialty vessels that have installed the OBS at sea, quayside and during dry-docking. Britain’s Royal Navy and companies such as Farstad, Technip, Evergreen and Saga Shipping have already installed the OBS or ordered it for many ships in their fleets or for the entire fleet.

For flexibility in reacting to the en-quiries and wishes of their customers, Optimarin and Zeppelin Power Sys-tems have signed an exclusive partner-ship agreement. Zeppelin Power Sys-tems is responsible for the planning, design, engineering, customisation and supply of the OBS in Germany, Poland, Russia and all CIS countries except Ukraine. Its portfolio ranges from sup-plying individual components, mount-ed skids and complete turnkey solu-tions to handling all after-sales services worldwide.

Another aspect contributing to Op-timarin’s and Zeppelin Power Systems’ flexibility is that Optimarin is the only company that has a type approval for three different filter options, so custom-ers can choose the filter they prefer.

Waiting is the wrong decisionAll things considered, it is highly recom-mended that operators contemplate in-stallation of a BWTS promptly. There are

many aspects to be evaluated to make the right decision.

First, implementation of a BWTS requires detailed and well-reasoned plan-ning, engineering and installation, which normally takes six to twelve months. This will be a problem as soon as the BWM Convention takes effect and shipowners as well as yards feel forced to act quickly.

There is also no BWTS that suits all types of vessels. The choice of a system is very vessel-specific and depends on the size of the ballast pumps, cargo, trading routes, etc. From a technical standpoint, operators will have to meet the challeng-es of retrofitting a mature ballast water

system without sacrificing too much of the ship’s cargo area.

Another aspect is the need for on-board experience. By dealing with the regulations and technology now, ship-owners, crews and shipyards will gain practical experience with the system, its specifications, operation, etc., preparing them well for the day when the conven-tion enters into force.

Shipowners would be well advised not to wait until the last minute, but to start selecting a system with a track re-cord of successful operation that will also be likely to achieve full USCG type ap-proval.

The AVITALISTM BWTS of Evonik provides a highly efficacious and environmentally benign treatment of ballast water. Evonik is the manufacturer of PERACLEAN® Ocean with decades of experience and production facilities on all continents. With that, Evonik has the necessary expertise and size to stand for security of supply.

The AVITALISTM BWTS is particularly suited for large bulkers and tankers because of its very low energy demand, simple installation and reliable efficacy in all types of water.

IMO Final Approval was granted at MEPC 66. IMO Type Approval is expected by early 2016. Preparations for AMS certification and USCG TA are in process.

Evonik Industries AGActive OxygensRodenbacher Chaussee 463457 HanauGermanyphone +49 6181 59-5326 fax +49 6181 [email protected]/peraclean-ocean

AVITALIS™ BWTSThe clean solution with PERACLEAN® Ocean


Hull optimisation for real operating conditionsCFD The Finnish design consultancy Foreship is looking at various technologies to make ship operation more environmentally friendly. Hull form optimisation for real operating conditions and an air lubrication system to reduce drag are among its focal points.

Foreship has developed a RANS-CFD-based meth-od to optimise a ship’s hull

form for real operating condi-tions, noting that the optimal form in calm seas was signifi-cantly different.

The method has been used with excellent results on an actual ship under con-struction. Typically the work scope includes RANS-CFD optimisation at one sea state and three ship speeds, the

simulations being carried out in regular head waves. The dif-ferences in bare hull resistance in waves and in calm seas can be determined and the hull form variants assessed for best performance in real operating conditions. Ship motions and wave impacts (slamming forc-es) can be determined as well.

The RANS-CFD method is especially capable of com-paring different bow configu-rations, Foreship said. Bulbous bows can be compared with bows with a vertical stem, for example. A bulbous bow is usually the optimal solu-tion in calm seas, but above a certain threshold condition (wave height and period) the vertical stem is better, accord-ing to Foreship. The threshold condition is often surprisingly close to calm seas, and the ver-tical stem is then the optimal solution for real operating con-ditions.

The required source mate-rial for the method includes only the baseline 3D hull form and any possible restric-tions. Normal operating con-ditions can be agreed based on the ship’s itineraries (wave height, wave period and speed range).

AdvantagesUsing the RANS-CFD meth-od to optimise hull form for real operating conditions re-sults in significant fuel savings, Foreship said. It can be carried out at the early design stage, when there is more freedom for modifications than after

the model tests. The optimised form can still be verified by model-testing at a later stage, but Foreship said a need for further modifications was not to be expected. In addition, re-liable predictions for ship mo-tions, wave impacts and pas-senger comfort can be made at the early design stage.

Air lubrication systemForeship is currently one of three manufacturers of air lu-brication systems (ALS) – or air bubble technology – to re-duce friction between hull and water. Its solution was devel-oped in 2011 in cooperation with Royal Caribbean Cruises Ltd (RCCL). Installed on the 2014-delivered Quantum of the Seas and its sister vessel Anthem of the Seas, the system is said to achieve net savings of 6% to 8%, Mattias Jörgensen, vice president of Business De-velopment at Foreship, told Ship&Offshore at the Nor-Shipping trade fair in Oslo in June.

Jörgensen cited three benefits of the system: There are no restrictions on where the necessary box is added to the underside of the hull, the system is suitable both for newbuildings and retrofits, and no additional drag will act on the vessel when the ALS is turned off. Foreship is also looking at equipping RoPax ferries with its unit in the future. According to Jörgensen, some companies in this segment have already expressed interest.

Foreship has developed a RANS-CFD-based method to optimise hull form for real operating conditions


SPECIAL GREENTECH SURFACE TECHNOLOGY & DRAG REDUCTION

CFD simulation result of the ALS, showing the way that air spreads below the hull bottom of a large cruise vessel

> ECOCOASTER DESIGN One of Foreship’s latest projects involves hull form optimisation and hydrodynamic design for two 4,700dwt Ice Class 1A VG Eco-CoasterTM general cargo ships ordered by Finnish owner Meriaura Group. They will be built at Royal Bodewes in the Netherlands, with the first due for delivery at the end of July 2016. Foreship worked with Meriaura and Aker Arctic Technology Inc at the concept stage of EcoCoaster, a project that envisages the ship using either MGO or the alternative biofuel “EcoFuel” to meet and even exceed maritime environmental regulations. Hull form and machinery optimisation are expected to almost halve fuel consumption compared with that of conventional dry cargo vessels of similar type and size, thereby significantly lowering emissions as well, Foreship said. “We considered 45 hull form alternatives of varying lengths and hydrostatics using in-house computational fluid dynamics (CFD) tools, with the aim of minimising resistance while achieving small wave formation and a good wake field for the propeller,” said

Markus Aarnio, senior vice president for Ship Technology at Fore-ship. “The main dimensions were optimised to achieve the best possible ratio between capacity and fuel oil consumption, and the best compromise for performance in open water and in the ice channel, with Aker Arctic advising and model-testing to enhance performance in ice.” In addition, analysis focused on optimising the smooth wave pro-file along the hull form and minimising added resistance in waves. The resulting hull form features a long and narrow bow that will achieve lower resistance in ice channels, while flare angles mini-mise additional resistance in waves. The hull’s aft shape features a narrow gondola to enhance the wake field for the propeller.The EcoCoaster’s dual-fuel propulsion will come from an ABC 8DZC medium-speed main engine, which will be suitable for bio-fuel and MGO. VG-Shipping (part of Meriaura) operates its own biofuel refinery in Uusikaupunki, Finland. The owner’s goal is for EcoCoasters to make up at least half of its fleet (currently 20 ves-sels) within five years. A larger EcoCoaster design is also under de-velopment.

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Reducing friction for greener operation

AIR LUBRICATION SYSTEM The Silverstream® System reduces frictional resistance between the water and a ship’s hull, cutting fuel consumption and associated emissions. Noah Silberschmidt, CEO of London-based Silverstream Technologies, previously known as DK Group, discusses the system’s successful progress from sea trials with Shell to its first commercial installation on a Norwegian Cruise Line vessel.

Clean technology has a significant role to play in alleviating the pressures that shipowners face in improving

operational and environmental efficiencies as well as sustainability within their fleets.

The challenge for owners and opera-tors, though, is identifying which clean technologies are viable and indeed proven to help achieve this.

This is easier said than done in an indus-try that views clean technologies with scep-ticism. In some cases scepticism is justified: when the savings that some manufacturers claim their “innovations” can deliver are not substantiated by robust statistical and analytical evidence.

If we want to see the widespread take-up of clean technologies – which we all know will be to the benefit of the industry and all stakeholders within it – manufactur-ers must take a rigorous and collaborative approach to research and development, and to bringing technologies from the concept

stage to commercial fruition. In doing so, they will build trust and confidence with the owners and operators who make the critical purchasing decisions.

Silverstream Technologies has pio-neered, and invested significantly in the development of air lubrication technology for over ten years now. As part of the pro-cess in taking the technology to commer-cial launch, the company looked to correct this imbalance of perception of clean tech-nologies and conduct meticulous sea trials of the Silverstream® System that would es-pouse rigour and credibility.

The potential of the Silverstream Sys-tem was recognised by Shell Shipping and Maritime, the oil major’s centre for maritime expertise. As a result, the com-pany agreed to fund the sea trials in 2014. In defining the process, Silverstream and Shell quickly realised that central to their success and credibility would be the estab-lishment of a consortium of experts and

partners who could collaborate to deliver the trials, ensuring transparency and inde-pendence.

Following negotiations with a number of parties, Shell contracted the Lloyd’s Reg-ister Ship Performance Group to specify the trial procedure and verify and report on the results. Other partners included the classification society RINA as well as the hydrodynamic research experts at HSVA (Hamburg Ship Model Basin), who worked closely with Silverstream prior to the trials to test the technology. With the ongoing accuracy in monitoring the environmental and operational effi-ciency of the Silverstream® System clearly critical, the BMT SMART performance-monitoring system was used to record raw data from the trials. Silverstream also secured the services of the Danish ship-owner, Dannebrog Rederi, which pro-vided the 40,000dwt products tanker MT Amalienborg on which the trials of the

The “bubble carpet”



Silverstream® System would be conducted. Finally, the Danish shipyard Fayard AS was contracted to manage the retrofit and installation of the technology, ensuring the highest possible standards of work and ex-cellence throughout the process.

During the sea trials, which were con-ducted in both ballast and laden condi-tions, mean average net power savings of 4.3% and 3.8%, respectively, were found for the vessel (“net” being the final fig-ure that includes the energy required to power the system). Importantly, the air (in the form of a rigid “carpet” of micro-bubbles) was found to pass down the whole length of the ship’s hull, main-taining its structure and rigidity, and no ship-handling issues were reported by the crew with the Silverstream® System in operation. Based on these results and continued monitoring, both Shell and Silverstream are confident that the fully optimised system will produce net effi-ciency gains in excess of 5%.

TechnologyThe Silverstream® System works on all ves-sels. In particular, it is applicable on full-bodied or flat-bottomed vessels over 150m in length. However, the system will also work very well on any vessel operating at high speeds and consuming large quantities of fuel oil, such as container ships or cruise liners

The Silverstream® System is applicable on both newbuild and existing vessels, and can be retrofitted in 14 days. When purchas-ing the technology, the owner provides a set of drawings and sea trial information show-ing the vessel’s hydrodynamics and how it performs in terms of speed range. This gives Silverstream the information necessary to determine where the cavities for the micro-bubbles need to be positioned on the vessel as well as the required power, which dictates the specific system to be installed. Silver-stream then provides a turnkey solution, in-cluding all of the necessary drawings as well as the equipment that goes on the vessel. All of the components used in the installation

have been verified and accepted by class to ensure that they are marine-compliant

The system is easy to use. It can be switched on or off and treated like any oth-er standard, non-essential piece of marine equipment from a maintenance perspec-tive, for which Silverstream Technologies can also provide a servicing contract. It also continues to work in waves and is comple-mentary to other clean technologies.

First installation on cruise vesselFollowing the sea trials, the first com-mercial installation of the system was an-nounced: on the Norwegian Cruise Line vessel Norwegian Bliss. Scheduled for deliv-ery in spring 2017 and built by Germany’s Meyer Werft in Papenburg, the vessel is part of the Breakaway Plus class. There is also an option for two more Nor-wegian Cruise Line vessels to be fitted with the Silverstream® System. A further 25 or-ders, comprising both newbuilds and retro-fits, are in the pipeline.

Sea trials were conducted on the product tanker MT Amalienborg Close-up of microbubbles

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New standard in advanced antifoulings

Advanced hull and propeller performance analytics

SIGMA SAILADVANCE | PPG Protective and Marine Coat-ings has introduced Sigma Sailadvance, a new range of high-performance antifoulings suitable for a variety of operat-ing conditions.The range currently comprises four coatings, including Sigma Sailadvance RX and GX, two new formulations based on US-headquartered PPG’s own patented technologies. These antifoulings feature self-release binder technology using con-trolled surface active polymers (CSPs), which provide the coatings with a self-lubrication and self-release mechanism.CSPs act on the coating/water interface as a lubricant, which supports laminar flow, thereby lowering hull friction when the ship is sailing and delivering fuel savings averaging 5%, PPG said. In addition, CSPs create a “slippery surface” that increases

the resistance to fouling when the ship is not sailing, extend-ing the potential for more idle days. Tom Molenda, PPG’s global marine director, said: “The Sail-advance range has been devel-oped in the knowledge that to

meet today’s market needs, a coating must cover a wide range of vessel types and operational conditions. Owners want to re-duce energy consumption and lower their total costs regard-less of how their ships are oper-ating. Sailadvance RX and GX

meet this need whether the ship is sailing, idle or slow steaming, regardless of being applied dur-ing new construction or during dry-docking.”The Sailadvance range is de-signed for all vessel types and operating speeds and is particu-larly effective for slow steaming because of the engineered CSP composition, PPG noted. The antifoulings also benefit from high-volume solids (up to 59%) for efficient application and evolve in a pattern of linear pol-ishing, with consistent biocide release for predictable perfor-mance for up to 90 months.Also joining the range are PPG’s popular Sigma Syladvance™ 700 and 800 products, which have been rebranded Sigma Sail-advance MX and DX. These coatings provide the same high performance and fuel-saving po-tential on vessels under the wid-est operating profiles, PPG said.

CFD | DNV GL has launched an advanced hull and propeller performance analytics module as part of the new fleet perfor-mance management service ECO Insight. The module is

based on computational fluid dynamics (CFD) methods to correct for changing opera-tional conditions and produces much more accurate results than existing approximate or

experimental methods. Fuel efficiency remains a key con-cern for shipping, but tracking hull and propeller degradation is a challenge that has not yet found an adequate solution, the classification society not-ed. Experts suggest that, as a result of hull fouling, the world fleet could be sailing with ap-proximately 30% added resist-ance and consequently sig-nificantly higher levels of fuel consumption. Undertaking hull and propeller cleaning on a more regular basis is already recognised as an improvement lever by many shipping compa-nies. However, the question of when and how the procedure should be carried out has not yet been addressed systemati-cally.

Hull and propeller perfor-mance computations show how much resistance is added over time due to fouling, by analysing the gap between the theoretical and measured power demand of a vessel after correcting for factors such as speed, draught, trim, weather and other operating condi-tions. “We use data that ship-ping companies are already collecting,” said Dr Torsten Büssow, DNV GL’s head of Fleet Performance Manage-ment. “Our CFD capabilities, which we also use in our lines optimisation, retrofit and trim assistant services, allow us to very accurately normalise vessel-specific power demand under each reported condi-tion.”

Sailadvance coatings are said to provide high fuel-saving potential in a variety of operating profiles

Propeller degradation is a major concern for shipowners



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ADVERTISING REPRESENTATIVESGermany, Austria, Switzerland Florian Visser +49 40 237 14 117 | [email protected] Örn Marketing AB +46 411 18400 | [email protected], Ireland Bernard Steel +44 1444 414293 | [email protected] France Janie Durand +33 1 39 43 39 98 | [email protected], Eastern Europe Wladyslaw Jaszowski +48 58 6649847 | [email protected], Malaysia Winnie Low +65 6886 1590 | [email protected] Netherlands, Belgium, Italy Tony Russell Stein +44 1892 51 45 08 | [email protected] Sherry Fang Simin, Shanghai +86 21 54256515 | simin [email protected]

ABS Ltd., UK-London 27

Alfa Laval Tumba AB, SE-Tumba 6

Becker Marine Systems GmbH & Co.KG, D-Hamburg 17

BOT Oberflächentechnik GmbH, D-Kulmbach 12

Damen Shipyards Group, NL-Gorinchem BC

DNV GL SE, D-Hamburg 25

DVV Media Group GmbH 49,55

ENWA AB, SE-Hisings Backa 57

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Furuno Danmark AS, DK-Hvidovre IFC

Hempel A/S, DK-KGS. Lyngby 9

HUG Engineering AG, CH-Elsau 26

Jets Vacuum A.S., N-Hareid 34

Klüber Lubrication München SE & Co. KG, D-München 35

Lloyd Werft Bremerhaven AG, D-Bremerhaven 21

LUKOIL Marine Lubricants Germany GmbH, D-Hamburg 30

MAN Diesel & Turbo SE, DK-Copenhagen 11

Martin Membrane System AG, D-Brüsewitz bei Schwerin 50

Mecklenburger Metallguß GmbH, D-Waren 19

Motorenfabrik Hatz GmbH & Co.KG, D-Ruhstorf 23

Ocean Clean GmbH, D-Rostock 51

Reed K. Fairs Ltd., ROK-Seoul 39

Sea to Sky Meeting Management Inc., CAN-North Vancouver 15

Siemens AG, D-Erlangen 29

Steinbach Ingenieurtechnik GmbH, D-Ratzeburg 52

UT99 AG, CH-Andelfingen 33

Volvo Penta Central Europe GmbH, D-Kiel 31

Franz Wölfer Elektromaschinenfabrik Osnabrück GmbH, D-Osnabrück 13

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PORT AND TERMINAL SOLUTIONS

Ballast Water Management – what to choose? Retrofit your vessel with a treatment system or have a third party handle your ballast water? What to do when an onboard system fails?Damen has the alternative solution, InvaSave - mobile ballast water discharge technology. Researched, built, proven.As of now, you can handle BWT at the discharge easily. Container sized, scalable, self-sufficient and ready for multi-modal transport, truck or barge.

WWW.DAMENBALLASTWATERTREATMENT.COM

GREEN SOLUTIONS

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Kommer Damen

YOUR PARTNER FOR BALLAST WATER COMPLIANCE

Documents

Special GreenTech - Ship and · PDF fileSpecial GreenTech SUSTAINABLE GLOBAL SHIPPING ... project, which is being funded under ... turn to page 32