The light-weight electric driven propulsion system for low-noise ships: RENK AED Advanced Electric Drive - Schiff & Hafen
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№ 3 | 2016 Market overview:
03|16
March | April LNG as fuel 10
www.shipandoffshore.net
Retrofitting: Current activities
and orders 20
Maritime 4.0: Navigating the
digital world 36
THE INTERNATIONAL PUBLICATION FOR OFFSHORE & MARINE TECHNOLOGY
The light-weight electric driven propulsion system for low-noise ships:
RENK AED© Advanced Electric Drive
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COMMENT
Dr.-Ing. Silke Sadowski
Editor in Chief
silke.sadowski@dvvmedia.com
Sustainable investments
Shipyards worldwide are still suffering from overcapacities and this year, the stage will most likely be set for the convention to
going through tough times. Those specialising in retrofitting and finally take effect in 2017.
conversion might see a silver lining, though. To help our readers keep abreast of these complex develop-
Retrofitting existing vessels remains a valuable option despite ments, this issue of Ship&Offshore details current retrofitting
the current low oil prices. Needless to say, today’s payback pe- activities by shipyards and suppliers (starting on page 20) along
riods for refitting sustainable technologies are a lot longer than with the growing importance of LNG propulsion systems (page
those just two years ago. But projects such as retrofitting bulbous 10) – both for newbuildings and retrofits.
bows, optimising rudders and propellers, and raising deckhouses There’s more in our Shipbuilding & Equipment section, of
have proven to bring solid fuel savings. A German shipowner re- course. Against the background of the advances outlined above
cently even reported savings of up to 25% by implementing the – especially in green ship technology – we’ve spoken with Claus
aforementioned measures (see page 24). Ulrich Selbach, business unit director of SMM and WindEnergy
What’s more, reducing fuel consumption decreases a vessel’s at Hamburg Messe und Congress GmbH, about the new Hall A5
environmental footprint. In light of the results of December’s being erected to showcase innovative green propulsion technolo-
UN conference on climate change in Paris (COP 21), it’s only a gies at this year’s SMM trade fair (page 31).
matter of time before the shipping industry will face even stricter Another article in the section deals with the much-discussed
rules on greenhouse gas emissions. Retrofitting ships with new topic of future container ship size. The study presented here
technologies to lower their overall environmental footprint could found that the main particulars of next-generation ultra-large
help combat climate change by improving the efficiency of wa- container ships (ULCSs) will be seriously affected by size limita-
terborne transportation. It’s expected that the meeting in April of tions imposed by the Suez Canal. See page 26.
the International Maritime Organization’s (IMO) Marine Envi- Starting on page 36, a special section dubbed Maritime 4.0
ronment Protection Committee (MEPC69) will address specific delves into the rapidly increasing digitalisation of the shipping
steps to demonstrate the shipping industry’s commitment to help industry. Among the topics covered are “big data” analytics, the
curb global warming. Internet of Things, the hyperconnectivity of mobile devices, digi-
Besides efficiency-enhancing measures, the IMO’s roadmap tal twin technology, 3D printing, remote container management
for reducing emissions of sulphur and nitrogen oxides (SOx and and cyber security.
NOx) is spurring retrofits of other kinds as well. To meet the We also look at digitalisation in our Ship Operation section
limits in Emission Control Areas (ECAs), for example, shipping with a piece on an ongoing European research project aimed at
companies are increasingly looking at LNG propulsion technol- harmonising sea traffic and maritime data interchange. Turn to
ogy, scrubbers and even NOx catalysts. page 62.
Further environmental regulations are also forcing shipyards Our Offshore & Marine Technology section may be small in
to demonstrate their skills – above all the IMO’s Ballast Water this issue, but an excellent article starting on page 54 describes
Management Convention. Belgium has just ratified it, leaving the a marine design approach to bridge layout and crew transfer in
treaty just 0.18% short of the 35% of world tonnage required for regard to wind farm support vessels (WFSVs), taking the needs
entry into force. Since Panama has signalled its intention to ratify of end users as well as stakeholders into account.
Ship&Offshore | 2016 | Nº 3 3
CONTENT MARCH | APRIL 2016
10 54
Shipbuilding & Shipbuilding & Offshore &
Equipment Equipment Marine Technology
LNG as Fuel Retrofitting Offshore Wind
10 Gas engines for the shipping 24 Multi-technology ship retrofit 54 A marine design approach to
industry: a market overview expected to slash fuel use by 25% bridge layout development and
25 Refit project for DFDS Seaways crew transfer
LNG | Green Ship Technology 59 Last cable installed
16 Government funding goes to Classification & Consulting 59 World’s largest wind farm
cleaner power for berthing 26 Possible growth limited by jack-up mobilised
container ships Suez Canal
17 Expansion of test centre for LNG Industry News
and alternative fuels Interview with 60 Experts team up to
Claus Ulrich Selbach launch fibre-rope crane
Green Ship Technology 31 New hall for innovative green 60 Emphasis on OSV fuel
18 Finland’s first battery-powered propulsion technologies management performance
ferry is milestone in clean 60 Liftboat ready for delivery
shipping Piping Systems | HVAC 61 Site investigations at wind farm
32 Caution advised amid R-22 zone have started
Retrofitting phase-out 61 Substantial savings on DP trials
20 Fuel-saving potential and
tightening regulations boost Industry News
business 34 Innovative tank skimming
24 Upgrade of largest private equipment launched
residential ship
Professional Publications for Shipping, Marine and Offshore Technology
NO 30
20 JULY
2015
date +++ worldwide +++ exclusive +++ up-to-date +++ worldwide +++ exclusive +++ up-to-date +++worldwide +++ exclusive +++ up-to-date +++ worl
PROSPECTS AND ORDERS
exclusive +++ up-to-date +++ worldwide +++ exclusive +++ up-to-date +++ worldwide +++ exclusive +++ up-to-date +++worldwide +++ exclusive +++
EUROPE
NETHERLANDS Dutch yard Bodewes has a contract for a water injection vessel/boat plough. | The vessel
will be completed in 2016. Contact: Royal Bodewes, Werfkade 22, 9601 LG Hoogezand, The Netherlands.
Tel. ++31 598 39 31 31. Email info@royalbodewes.com Web www.royalbodewes.com
German towage company Bugsier-, Reederei- & Bergungs-Gesellschaft said it has ordered
two tug newbuildings, one from Dutch yard Damen and one from Turkish yard Bogazici.
They will be delivered in spring and summer 2016. The tug from Bogazici is designed by Cintranaval of
Spain. It will be 32m long and will have an open stern for anchor handling duties. The propulsion system
of two Schottel SRP 4000 units will be powered by two ABC 12 DZC-1000-168A engines, providing two
times 2,500 kW with a bollard pull of at least 80 tonnes. The new tug will be equipped with a FIFI 1 fire
fighting system and two Kraaijeveld double drum winches, fitted forward and aft, for offshore, salvage and
fire fighting services. Damen has an order for a pure harbour tug of type ASD 2411. The tug will be 24.5 m
long and will have an approximate bollard pull of 65 to 70 tonnes. Two Caterpillar 3516C main engines
have an output each of 2,100 kW which will bring the power to two Azimuth propulsion units of type
RRUS255. Contact: Bogazici Denizcilik Sanayi Ve Ticaret A.S, Rihtim cad. Nemlizade sok. NO:1/10 Kadiköy
34716 Istanbul, Turkey. Tel. ++90 216 414 37 84. Fax ++90 216 337 92 56. Email info@bogazicishipping.
com Web http://bogazicishipping.com Contact: Damen Shipyards Group, Head Office, Industrieterrein,
Avelingen West 20 4202 MS Gorinchem, The Netherlands. Tel. ++31 183 63 99 11. Fax ++31 183 63 21 89.
Email info@damen.com. Web www.damen.nl
Dutch offshore yard Heerema Zwijndrecht, one of the yards of Heerema Fabrication Group
(HFG), has a contract from Dutch energy company Oranje-Nassau Energie for the procure-
ment and construction of a topside and jacket for an offshore production platform. | The
contract is for an unmanned and sustainable satellite platform for the P11-E field, located near the Dutch
coast. The topside will measure 31 m by 25m, have a height of 13m and will weigh 500 tonnes. The jacket
will have a height of 49m with a footprint of 20m by 20m and a weight of approximately 1,000 tonnes.
The project has a challenging schedule. The first cut of steel is scheduled for September 1, 2015, and the
unit must be ready for sail away by end April 2016. The unmanned platform and will be operated from a
central station on the Dutch coast. There is a helicopter landing deck for maintenance or when the platform
must be reached quickly in an emergency. In addition, the topside is self-sufficient in electricity generation
thanks to solar panels and wind turbines. It is expected that in the near future more unmanned stations will
be installed in the North Sea. Oranje-Nassau Energie was founded in 2008 and is one of the largest private
Dutch exploration and production companies in oil and gas sector. Contact: Heerema Fabrication Group SE,
Noordweg 8, 3336 LH Zwijndrecht, The Netherlands. Tel. ++31 78 625 04 25. Fax ++31 78 619 40 69. Email
info@hfg-heerema.com Web http://hfg.heerema.com
NORWAY Norwegian yard Kleven has signed a contract to build two stern trawlers for customer
DFFU, a subsidiary of Icelandic seafood company Samherji. | The vessels of Rolls-Royce’ NVC
374 WP design will be delivered from Kleven’s Myklebust Verft in Gursken, Norway, in February and June
2017. The vessels will be 80m long with hulls of ICE 1A class, and will be equipped with a wide range of
Rolls-Royce equipment, including B33:45 main engines, thrusters, automation, winches and a fuel effi-
cient wave piercing design. In June this year, Kleven announced a contract for a live fish carrier for Nor-
wegian shipowner Solvtrans. Contact: Kleven Maritime AS, Mr Tore Roppen, The Director Supply Chain,
N-6065 Ulsteinvik, Norway. Tel.: +47 91 59 99 25. Email tore.roppen@kleven.no Web www.
klevenmaritime.no
www.shipandoffshore.net
62
Ship
In Focus: Operation
Navigation & Communication
Maritime 4.0 62 Validation phase for sea traffic
management concept
64 Mobile communication for
36 Navigating the digital world commercial vessels
64 API enables exchange of data
41 Automation and the need for cyber security 66 Position reference system
integrates all available GNSS
42 Top ten cyber security vulnerabilities in the services
oil and gas industry 66 ICS publishes new bridge
procedures guide
43 Best practice in additive manufacturing
44 Digital transformation for marine and
offshore companies
44 Steps to future-proof the shipping industry Regulars
3 Comment
6 News & Facts
45 Buyer‘s Guide
67 Imprint
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INDUSTRY NEWS & FACTS
Tor E. Svensen
retires
DNV GL | Tor E.
Svensen, group
executive vice
president at
DNV GL, has
decided to re-
tire from his Tor E. Svensen
position with leaves DNV GL
The new deepwater dive support vessel for Shanghai Salvage Bureau Impression: Wärtsilä Ship Design effect from Au-
gust 1st 2016. He will continue
New type of deepwater dive support ves- to work in the maritime indus-
try and, among other things,
sel to be designed take up a role as professor at
the University of Strathclyde in
Glasgow, focusing on education
SSB | Wärtsilä says it has signed a contract with erations for 24 divers using two diving bells. All of and research related to safety at
Shanghai Bestway Marine Engineering Design the design features are based on a single platform sea. Svensen’s career at DNV GL
Co, Ltd to design a new type of deepwater dive operating with DP3, the highest class of dynamic spanned more than 20 years and
support vessel. The ship is to be built for the positioning. When built, it will be the world’s first saw him lead the maritime busi-
state-owned Shanghai Salvage Bureau (SSB), one SAT diving support vessel with multi-lay and ul- ness for more than a decade.
of the largest professional salvage companies in tra-deepwater construction capabilities, accord- “Tor has made an outstanding
China. ing to Wärtsilä. contribution to the company
The Wärtsilä design features what the Finnish The contract with SSB covers initial and basic over these past 23 years, through
company describes as a unique combination of design of the ship, meaning that class- and flag- a transformative period for both
capabilities, including deepwater (6,000m) sal- authority-related drawings for the purpose of our industry and DNV GL,” said
vage operations, deepwater pipe-laying and con- finalising the necessary approvals and certifica- Remi Eriksen, group president
struction work, and saturation (SAT) diving op- tions will be supplied. and CEO of the DNV GL Group.
Order for VLECs
UEC | China’s JHW Engineer- constructed to date. Each ves-
ing & Contracting has ordered sel will be powered by a single
five very large ethane carriers MAN B&W 6G60ME-GI main
(VLECs) for a joint venture engine.
called UEC (United Ethane Dalian Shipbuilding Indus-
Carriers) between Jaccar try Offshore Co, Ltd (DSIC)
Holdings of Luxembourg and will build the vessels in China,
Magne Viking complies with the Polar Code Photo: Viking Supply Ships Germany’s Hartmann Group. while the engines will be built
At 85,000m3, the vessels, for in South Korea by Hyundai
First vessel to comply with Polar Code which long-term charters have Heavy Industries (HHI). Deliv-
already been secured, will ery of the first carrier is sched-
Magne Viking | DNV GL and ice-classed AHTS vessel capable be the largest ethane carriers uled for the middle of 2017.
the Danish Maritime Authority of operations in harsh-environ-
have confirmed that the anchor ment offshore regions, as well as
handling tug supply (AHTS) Arctic/sub-Arctic operations.
vessel Magne Viking, owned by “As this vessel was already winter-
Viking Supply Ships, is the first ised and built for operation in cold
vessel to be in compliance with climates, most of the additional
the new IMO Polar Code. The requirements in the Polar Code
Polar Code is mandatory for all were already fulfilled before we
SOLAS vessels entering Arctic started the implementation pro-
and Antarctic waters from Janu- cess,” said Andreas Kjøl, project
ary 1st 2017. Magne Viking is an director at Viking Supply Ships. Sketch of the new VLEC
6 Ship&Offshore | 2016 | Nº 3
Genting Group acquires Nordic Yards > IN BRIEF
Online magazine | Bremerhav-
New focus | Malaysia’s Gent- en-based German Dry Docks
ing Group has acquired Nordic has launched an online maga-
Yards, which the Germany- zine. Divided into the sections
“People & Pacemakers”, “Ships
based shipbuilder said ensured
& Projects”, “Technology & Ser-
the future of its shipyards in vices” and “Tradition & Innova-
Wismar, Rostock-Warnemünde tion”, the repair yard’s magazine
and Stralsund. The takeover presents current projects and
contract was signed earlier this the people behind the scenes.
month in Hamburg. After the www.germandrydocks-magazine.com
applicable checks by authori- Ratification | As the 48th flag
ties in the coming weeks, Nor- state, Belgium has ratified the
dic Yards said, the takeover will Ballast Water Management
become final and business op- Convention. The required 35%
erations transferred to the Gen- Nordic Yards will now focus on cruise ships Photo: Nordic Yards of world tonnage for entry into
ting Group. force has not yet been reached,
though.
Genting, a conglomerate that technology vessels for Arctic de- Star Cruises, the world’s third-
operates worldwide, acquired ployment and logistics, Nordic largest cruise operator, as well as Rebranding | The commercial
all the shares in Bremerhaven’s Yards said its new focus would Dream Cruises, Crystal Cruises satellite communication division
Lloyd Werft at the start of the be on cruise ships in response to and Norwegian Cruise Line are of Airbus Defence and Space has
year, so it will now own four stagnating or even declining de- all part of the Genting Group. been rebranded as Marlink. All
maritime and enterprise satcom
shipyards in northern Germany. velopments in the fields of off- According to Nordic Yards,
activities will be grouped under
Traditionally a specialist in the shore wind, offshore oil and gas, none of its workers face redun- this brand. The look and feel of
design and construction of high- as well as in the Russian market. dancy. the new Marlink brand identity
has been completely overhauled
to mark a fresh start. The new
visual identity will help Marlink
to differentiate itself in the mar-
Steel-cutting for RINA expands marine ket and to further strengthen
and unite as one global team
World Dream offering in Germany around a single identity to serve
its global customers even better.
Anniversary | Sanmar Denizci-
Dream Cruises | The first piece New office | The classification ple ambition: to make RINA a
lik, Turkey’s renowned tugboat
of steel has been cut at the society RINA has opened a new reference partner for the Ger- builder and operator, is celebrat-
Meyer Werft shipyard in Pap- office in Hamburg’s Hafen City. man market,” said Volta on the ing its 40th anniversary this year.
enburg, Germany, for Dream Led by Massimo Volta, general occasion of the recent official
Cruises’ second ship, World manager for Europe at RINA opening of the office. Acquisition | V.Group has acquired
Dream. Meyer Werft held the Services, the new office will con- In Germany, RINA has recently Bibby Ship Management, part of
the Bibby Line Group. The combi-
steel-cutting ceremony for the tinue to service foreign clients, strengthened its plan approval nation of Bibby Ship Management
first, Genting Dream, in Febru- and the classification society will centre and launched a new busi- and V.Group is said to strengthen
ary 2015. Dream Cruises, the use the expansion to support its ness assurance office that has V.Group’s overall position in ship
first-ever Asia-based premium growing portfolio of German hired four local team members management and maritime servic-
cruise line brand, was recently and North European clients. in the last two months. This es as well as the offshore market.
launched by cruise and resort “RINA has grown its Ger- has allowed RINA to support
Transaction | Kito Europe GmbH
operator Genting Hong Kong. man-classed fleet to 75 its German clients with new has announced the establish-
Delivery of World Dream is ships, accounting for nearly specialist expertise, including ment of Kito Chain Italia Srl by
planned for fall 2017, a year af- 2,000,000gt, and has an order asset integrity management and its parent company, Tokyo-based
ter that of its sister ship. Both book of ten ships account- technology qualification. Kito Corporation, and the acqui-
of the vessels, 325m in length ing for a further 1,500,000gt. sition of the assets of the former
Weissenfels Tech Chains Srl, lo-
and 39.7m in breadth, will Among them are the first-ever cated in Fusine, Italy.
have a gross tonnage of about LNG-powered cruise ships for
151,000, a cruising speed of Carnival built by Meyer Werft. Partnership | Falck Safety Ser-
about 23 knots and capacity We plan to increase our Ger- vices and VIKING Saatsea have
for more than 3,300 passen- man-classed fleet by a further signed a preferred partnership
agreement to offer unique blend-
gers. 25% in 2016 and expand our
ed-learning STCW refresher train-
They are designed for the fast- manufacturer portfolio well be- ing that combines onboard online
growing Chinese cruise mar- yond the 500 clients served so Massimo Volta (right) will lead theoretical and practical exercises
ket. far in Germany. We have a sim- the new Hamburg office with practical onshore training.
Ship&Offshore | 2016 | Nº 3 7
INDUSTRY NEWS & FACTS
Disney expands its fleet of cruise ships Portfolio
expansion
and each is currently planned
to include about 1,250 guest Specialised vessels | Norwegian
staterooms. Design plans, ship shipbuilder Vard Holding said it
names and itineraries are still in aimed to expand into construc-
development. tion of specialised vessels in the
Disney Cruise Line was estab- offshore wind and aquaculture
lished in 1998 to provide a set- markets and could also expand
ting, in the words of the Walt into passenger vessel construc-
Disney Company, “where fami- tion. This is part of a strategy to
lies can reconnect, adults can reduce the yard’s dependency
recharge and kids can immerse on the offshore oil and gas sec-
themselves in worlds of fantasy”. tor during the downturn in the
With the launch of the Disney oil industry after Vard reported
Dream and Disney Fantasy in heavy losses. “The group’s ef-
The Walt Disney Company will add two cruise vessels to its fleet 2011 and 2012, the company forts to diversify are well under
introduced what it said were way, and we believe that we are
Meyer Werft | The Walt Dis- The schedule calls for the ships several firsts for the industry, on the right track to recovery,”
ney Company has announced to be completed in 2021 and including a water coaster at sea said Vard’s CEO Roy Reite.
plans to build two additional 2023. (AquaDuck) and virtual port- Geographically, Vard will also
cruise ships showcasing fam- Each new ship will be approxi- holes in interior staterooms increase its focus on the Mid-
ily entertainment, saying it has mately 135,000gt – slightly (Magical Portholes) that pro- dle East region, where it expects
entered into a memorandum larger than the newest Disney vide real-time views of the sea comparatively strong demand
of agreement with the Meyer Cruise Line ships, the Disney as well as sightings of animated for offshore support vessels and
Werft shipyard in Germany. Dream and Disney Fantasy – Disney characters. other specialised craft.
Float-out of Design contract for research vessel
luxury cruise ship TORI | Netherlands-based Off-
shore Ship Designers (OSD-
Seabourn Encore | The Seattle- IMT) says it has been con-
based luxury cruise line Sea- tracted to design an IMT2001
bourn has celebrated the float- scientific research vessel for
out of its new Seabourn Encore the Taiwanese Ocean Research
from its dry dock to its outfit- Institute (TORI). The vessel
ting dock at Fincantieri’s Mar- will be used to support long-
ghera shipyard in Italy, where it term oceanographic observa-
will undergo final construction tion programmes, including
until delivery at the end of 2016. the operation of unmanned
The ship will expand the line’s ROVs, terrain survey and map-
Odyssey-class ships, which ping, seismic pattern detec-
were introduced between 2009 tion, long-core sampling, com-
and 2011. Seabourn said the piling diagrams of topology Sketch of the research vessel
Seabourn Encore would main- and stratum, and performing
tain the line’s high ratio of space real-time data processing and ing down to 200m below the equipped with diesel-electric
per guest, enabling highly per- sampling within its onboard seafloor and be fitted with a power generation, two main az-
sonalised service by close to laboratory facilities. range of different deck equip- imuth propulsion thrusters and
one staff member for each guest The IMT2001 will be fit- ment spreads. two bow tunnel thrusters with
on board. ted with two A-frames, two With a length of 76m and the dynamic position notation
The 40,350gt ship will be con- deck cranes, an ROV launch breadth of 16m, the vessel will DP-1.
figured with one additional and a recovery A-frame with have accommodation for 43 The vessel will be built by
deck and new expanded public umbilical winch, streamer persons (crew and scientists) Triyards Shipyard in Ho Chi
areas, and is expected to carry winch and gun array and an and be classed by the Taiwanese Minh City, Vietnam, and is
just 600 guests, based on dou- MEBO200 seabed drilling rig Classification Society (CR) for scheduled for delivery in Au-
ble occupancy. that can conduct core drill- worldwide operation. It will be gust 2017.
8 Ship&Offshore | 2016 | Nº 3
Just add water
GEA BallastMaster
Sketch of the new cargo carrier Source: NSK Ship Design
LNG propulsion for fish food carrier
NSK Shipping | Rolls-Royce which was the world’s first
says it has signed a USD 6.5 LNG-powered cargo vessel
million contract with Tersan and which was delivered from
Shipyard in Turkey to supply Tersan Shipyard in 2012. Both
an LNG propulsion package ships are designed by NSK
for a cargo carrier designed by Ship Design.
NSK Ship Design for Norwe- The LNG propulsion system
gian shipowner NSK Shipping. comprises one eight-cylinder
The vessel will deliver fish food Bergen C26:33 natural gas en-
on behalf of Denmark’s BioMar gine rated at 2160 kW, Promas
Group. combined rudder and propeller
The new cargo carrier, expect- system, one tunnel thruster in
ed to be delivered in 2017, will the bow and one in the aft, and
be a slightly larger sister ship a Rolls-Royce automation and
to NSK Shipping’s Høydal, DP system.
Launch of mega-yacht
Kleven | Norwegian shipbuild- ship design company Marin
er Kleven says it has launched a Teknikk in cooperation with
116m-long expedition support naval architect Kyle Dick of
vessel (ESV), the second me- New Zealand-based Oscar
ga-yacht from Kleven to New Mike Naval Architects. Spe-
Zealand businessman Graeme cially designed for long ex-
Hart. The first, the 107m-long peditions in rough waters, it With the BallastMaster, it is very simple to ensure
Ulysses, was delivered in 2015 blends a robust, hard-working that there is only water in your ballast tanks – with
and is now on its first cruise in character with luxurious added no harmful organisms such as plankton, bacteria or
the Mediterranean. extras, Kleven says. The vessel viruses. Everything beneath the waves is under
The high-specification ves- will accommodate 66 people
control, so you don’t have to worry about it.
sel is of type MT 5006 MKII and is to be delivered in July
ESV, designed by Norwegian this year.
GEA Westfalia Separator Group GmbH
Werner-Habig-Straße 1, 59302 Oelde, Germany
Phone: +49 2522 77-0, ws.info@gea.com
www.gea.com
Image of the expedition support vessel
MA-01-017
Photo: Berge Myrene
engineering for a better world
SHIPBUILDING & EQUIPMENT LNG AS FUEL
The world’s first LNG-powered container ship:
Isla Bella from TOTE Maritime
Photo: TOTE Maritime
Gas engines for the shipping
industry: a market overview
ALTERNATIVE FUELS In light of the International Maritime Organization’s (IMO) roadmap for reducing
emissions of sulphur and nitrogen oxide caused by maritime shipping, as well as the additional environmental
regulations expected to be introduced in the coming years, use of LNG as a fuel for ships is – alongside exhaust
gas cleaning systems – gaining significance
E
xhaust gas emissions can be reduced considerably using nated coastal areas off the United States and Canada) and the
engines that run on natural gas. When compared with United States Caribbean Sea area (around Puerto Rico and the
engines that use diesel as their fuel, such engines have United States Virgin Islands). Engines operated with gas have
shown a 20-25% reduction in CO2 emissions, negligible levels been developed, constructed and deployed in large numbers
of particle and sulphur emissions (SOx), and about 92% less for stationary plants for many years. Based on this, the industry
nitrogen oxide (NOx). This is currently particularly relevant has been developing engines that can be run on gas stored on
for existing Emission Control Areas (ECAs) such as the Baltic board in its liquefied form, as LNG, for the last few years. These
Sea, the North Sea, the North American area (covering desig- include both “pure gas” engines and what are known as “dual
10 Ship&Offshore | 2016 | Nº 3fuel” (DF) engines, which can be operated using either lique- tion air before reaching the combustion chamber. The air and
fied (heavy oil or marine diesel oil) or gaseous fuel. gas mixture (Otto principle) is fed into the engine and com-
Initial applications date back to 2010, when the first LNG pressed. Because the natural gas does not ignite independently,
tankers to use the boil-off gas created in the storage tanks as a fuel even under the high compression of a diesel engine, standard
for running modified diesel engines were put into operation. To- diesel (1% - 20% of the volume of natural gas) is injected, and
day, use of gas engines as propulsion systems in LNG tankers is ignites (diesel principle). These engines have largely been mod-
well established. ified from series-produced diesel engines with the addition of a
Due to stricter emission limits, engine manufacturers have natural gas supply.
been driving forward the further and new development of gas en-
gines through research and heavy investment. Similarly, retrofit- Two-stroke engines
ting packages have been developed for upgrading diesel engines Low-speed two-stroke engines are available when greater power
that are already in use to allow these to also run on gas. is required. Engine makers have developed two different types,
There is now virtually no limitation in regard to the use of the which operate according to either the mixed Otto diesel princi-
engines – as is evidenced by the contracts received by all well- ple (low-pressure introduction of gas) or the purely diesel-based
known engine manufacturers. The newbuildings include special principle (high-pressure injection of gas).
offshore vessels, ferries, bulk carriers, container ships, gas tankers, In both cases the engines are essentially diesel engines that are
and even cruise liners. Many shipowners have also been making run on heavy fuel oil or gas.
use of the retrofitting option. The difference between the two methods is the way in which
Of the some 30 engine manufacturers around the world that the fuel “gas” is fed in. In DF engines that use a mixture of the
develop ship propulsion systems, a third are currently able to Otto and diesel principles, a lean gas and air mixture is introduced
offer gas engines that are suitable for use as the vessel’s main or into the working cylinder, where it is compressed and ignited
auxiliary system. The range on offer spans from relatively small upon the injection of a small quantity of diesel. In gas operation,
high-speed four-stroke engines with outputs of a few hundred a lean-burn Otto combustion method is used.
kilowatts to the largest low-speed two-stroke engines. Regard- The two-stroke DF diesel engines developed by Wärtsilä are
less of the combustion methods that the engines use, when run based on this principle.
on gas, all are capable of complying with IMO Tier III emission With the second method, the combustion process is based
requirements. on the diesel principle, even in gas operation. This is a low-
speed DF diesel engine with gas injection through a high-
Working principle of gas engines pressure gas supply system. The highly compressed natural
High- and medium-speed four-stroke engines and low-speed gas (approximately 250 bar) is fed directly into the engine’s
two-stroke engines that are suitable as ships’ propulsion systems combustion chamber by a second injection nozzle. Pilot fuel
have been taken to series maturity from existing ship engine con- (marine gas oil or heavy oil) is also injected into the chamber,
cepts and developments in gas engine construction. initialising combustion. In LNG operation, injection of the
Engine concepts for LNG-based marine propulsion can be igniting fuel (pilot fuel) and the gas into the engine’s combus-
split into two groups: pure gas engines (mono-fuel engines), tion chamber must be ensured through the various valves >
which are run exclusively on gas, and DF engines, which can al-
ternate between running on diesel and gas.
Engine manufacturers are taking different routes in the (fur-
ther) development of gas engines for use in ships. The engines
are essentially based on three different (or complementary) func-
tional principles:
> gas engines based on the Otto principle,
> gas engines based on a mixture of the Otto and diesel
principles,
> gas engines based on the diesel principle.
Four-stroke engines
The majority of gas engines on ships today are medium-speed
four-stroke engines, which operate according to either the Otto
principle (pure gas engines) or a mixture of principles (dual-fuel
engines). The output of these engines can be between approxi-
mately 500 kW and 8,000 kW, depending on the type of engine.
In the case of gas engines that work according to the Otto
principle, a compressed gas and combustion air mixture is spark-
ignited.
In larger gas engines, the gas is generally ignited with the help
of pilot fuel (approximately 1% - 5% diesel injection). These en-
gines exclusively use natural gas as their fuel.
In the case of dual-fuel engines based on a mixture of Otto Caterpillar’s dual-fuel engine MaK 12 M46D is based on the
and diesel principles, the natural gas is mixed with the combus- MAK-M-43-C engine
Ship&Offshore | 2016 | Nº 3 11SHIPBUILDING & EQUIPMENT LNG AS FUEL
in the cylinder head. The principle of a DF two-stroke diesel not yet complete. The range that is currently available encom-
engine has been developed by MAN Diesel & Turbo. passes the DF engines of the DZD series, with outputs from
720 to 2,670 kW. These are medium-speed inline engines with
The market situation six and eight cylinders and V engines with twelve and 16 cyl-
Not all gas engines introduced in recent years are currently se- inders.
ries-ready and fully classified. Engine manufacturers often keep
their options open in terms of the direction in which they will Caterpillar Corporation
develop their engines for this segment, in order to be able to Having taken over MWM GmbH in Mannheim, Germany,
react flexibly to the requirements of the market, i.e., the needs Caterpillar had access to a range of gas Otto engines from three
of shipowners. If fuel flexibility is required due to alternating series, with the basic engines all fully classified in the diesel
routes, the engines have to be switchable and able to change version.
from liquefied to gaseous fuel – and vice versa – during ongoing In the version for the maritime sector, the engines bear the
operation. series designation CG 132. The 16-cylinder engine is currently
If ships are constructed exclusively for operation in ECAs, available as a power system for onboard units, with an output
pure gas (Otto) engines offer an economic advantage in that the of 800 kW at a speed of 1,500 or 1,800 min-1. The series also in-
total costs of investment and running of the vessel are consider- cludes eight- and twelve-cylinder engines, all in the V-type design
ably lower than for DF engines that alternate between fuels. with a cylinder output of 50 kW. Classification is currently being
Below is a description of what the international manufactur- prepared. Market launch is planned for 2017.
ers are offering, in alphabetical order. The power generation units of a ferry are already being run
by twelve-cylinder engines from the 3500 C series, which have
Anglo Belgian Corporation been converted to the pilot fuel injection method. These engines
When it presented its brand new engine series D 36 at SMM are currently undergoing a series of tests in preparation for clas-
2012 in Hamburg, Belgian engine manufacturer Anglo Belgian sification.
Corporation (ABC) also announced that it would be develop- The stationary gas Otto engines from the same basic series
ing the engines for gas operation; however, this development is are considerably more advanced. Adapted for the maritime sec-
tor and equipped with case-by-case approval from Bureau Veri-
tas, these are used as generator drives on Becker Marine Systems’
LNG hybrid barge Hummel. Full certification is expected to be
received in the course of further projects. Caterpillar offers gas
Otto engines with a power range of 143 to 4,300 kW produced in
the United States.
Two series have become available in the course of the further
development of medium-speed diesel engines from the brand
MaK (series M 20 to 43) for alternating operation using liquefied
or gaseous fuels: the M 34 DF series, developed based on the M
32 series, and the M 46 DF series, which was developed from the
M 43 series. This covers the power range of 3,000 to 15,400 kW.
It is expected that the M 25 series will also be modified, which
will lead to creation of the M 27 DF series through the increase in
stroke. Market launch is expected to take place in 2017, rounding
the power range down to 1,800 kW.
Caterpillar states that the MaK gas engines are – and the fu-
ture pilot fuel injection engines based on the 3500 C series will
be – optimised for direct use as a main propulsion system, while
the gas Otto engines from Germany and the USA will be used
primarily for powering onboard units.
Daihatsu Diesel Mfg Co
Daihatsu presented two new series for the power range of 1,800
to 5,620 kW in 2014. The DE 28 DF series covers a power range
of 1,800 to 4,800 kW with six- and eight-cylinder inline engines
and twelve- and 16-cylinder V engines, while the MD 36 DF se-
ries starts at 2,935 kW with a six-cylinder engine and goes up to
5,629 kW with the twelve-cylinder engine. As is the case for most
diesel engines modified for DF operation, these are medium-
speed engines with speeds of between 600 and 750 min–1.
MAN’s ME-GI dual-fuel engine 8S70ME-C8.2-GI for Crowley Kawasaki Heavy Industries
Maritime’s first LNG-powered container ship recently passed its
factory acceptance test at the Tamano Works of Mitsui Kawasaki announced at SMM 2012 that it planned to also apply
Engineering & Shipbuilding Co Ltd in Japan its extensive experience in stationary gas Otto engines to the >
12 Ship&Offshore | 2016 | Nº 3Service with passion. Marine Engines & Systems Power Plants Turbomachinery After Sales 9GRTQXKFGCINQDCNPGVYQTMQHOQTGVJCPUGTXKEGJWDUYQTNFYKFGVCKNQTOCFGUQNWVKQPUCPF EWVVKPIGFIGVGEJPQNQIKECNRTQǣEKGPE[&GFKECVKQPVQKNCPFVJGOQUVTGURQPUKXGUWRRQTVCXCKNCDNGCNN HQTOVJGHQWPFCVKQPQHQWTUGTXKEGOKUUKQP+PUJQTVYGUC[ 5GTXKEGYKVJRCUUKQP2WVWUVQVJGVGUV )GVKPVQWEJHQTURCTGRCTVUVGEJPKECNGZRGTVKUGCPFSWCNKǣGFUWRRQTVYJKEJECPJGNR[QWVQVCMG[QWT DWUKPGUUVQVJGPGZVNGXGN9GCTGCV[QWTFKURQUCNYQTNFYKFGCTQWPFVJGENQEMFC[UC[GCT (KPFQWVOQTGCV RTKOGUGTXOCPGW
SHIPBUILDING & EQUIPMENT LNG AS FUEL
The 35/44 DF series underwent important testing by all well-
known classification societies in Augsburg, Germany, and Fred-
erikshavn, Denmark, last year, as a prerequisite for the powering
of onboard units and ships with controllable pitch propellers.
Mitsubishi Heavy Industries
Mitsubishi’s range includes a series of high-speed Otto engines
with a six-cylinder inline engine, twelve- and 16-cylinder V en-
gines and a long-stroke six-cylinder engine, with outputs of be-
tween approximately 300 and just under 1,600 kW. However,
these outputs can only be used for a limited period.
Mitsubishi supplied four gas Otto engines, each with an
output of 675 kW, for the first RoRo ship using gas engines, the
Norwegian ferry Glutra. The ferry was put into operation back
in 2000.
The ferry Ostfriesland is equipped with two Mitsubishi
onboard units (six-cylinder engines), each with an output of
370 kW, for which individual approval has been issued according
to DNV GL.
Demonstration of the W6X72DF, the first two-stroke Niigata Power Systems
engine of the Wärtsilä-X-DF-series, at its Japanese licensee
Diesel United When it unveiled its new diesel engine series 28 AHX in 2014,
Niigata also presented the DF engines developed on the basis of
the new medium-speed diesel engines.
maritime sector. The range comprises inline engines with five to While the diesel engine series includes V engines as well as inline
nine cylinders and V engines with twelve and 18 cylinders for a engines, currently only inline engines with six, eight and nine cyl-
total power range of 2,225 to 7,800 kW. inders are intended for DF operation. Due to the identical stroke,
the outputs are about 7% lower than for purely diesel-based op-
MAN Diesel & Turbo eration, at 1,920 to 2,880 kW.
MAN caused quite a stir when it presented its high-pressure The engines in the 28 AHX-DF series are suitable as a main
method for gas operation of engines on the test bench with propulsion system with fixed pitch propellers.
a low-speed two-stroke test engine in Copenhagen in 2011.
The reason for this was not just the technical solution, which Rolls-Royce
is based on the aforementioned technique of high-pressure gas Medium-speed Rolls-Royce engines for marine applications, sup-
injection, but also the statement that all two-stroke engines in plied by Bergen Engines AS, are approved for all kinds of marine
the range would be immediately available with this technology propulsion systems. They are not only suitable for running power
under the ME-GI series designation. This range comprises 19 generation units at a fixed rotational speed, but are also suitable as
series with piston diameters of 350 to 950mm and outputs of a direct mechanical main propulsion system.
2,650 to 82,440 kW. There is no limitation to the performance There are two series available for the power range of 1,460
of the engines in gas operation using primarily methane-based to 5,700 kW continuous output. The C 26:33 L series offers
natural gas. The ME-GI engine represents an efficient, flexible six-, eight- and nine-cylinder inline engines, the capacity of
solution for propulsion systems, which can also be retrofitted in which ranges from about 1,460 kW to 2,430 kW with a cylinder
all existing ME engines. output of 243 to 270 kW. They are at the upper end of medium-
American shipping company TOTE awarded the world’s first speed engines in terms of their speeds of 900 and 1,000 min-1,
contract for container ships with LNG propulsion systems to the respectively.
NASSCO shipyard in San Diego back in December 2012. The The second series, B 35:40, encompasses both inline engines
ships, the first two of which have already been put into operation, with eight and nine cylinders and a V engine with twelve cylin-
each have an 8L70ME-GI dual-fuel engine. ders. This provides continuous outputs of 3,500 to 5,700 kW.
In addition, MAN Diesel & Turbo has expanded the range The nominal speed is 750 min-1.
so that all two-stroke engines are being, or have already been, At SMM 2014, the company also announced that it was devel-
developed to run on ethane (designation ME-GIE), methanol oping corresponding gas engines based on the MTU 4000 engine
(ME-LGIM) and LPG (ME-LGIP). The injection concept was series. These are fast-speed engines that work according to the
successfully demonstrated in Japan in mid-2015 by licensee Otto method. Reverse stern drive (RSD) tugs to run on natural
Mitsui Engineering & Shipbuilding, with the first engine to gas, developed by Damen for Danish towage company Svitzer, are
be run on methanol destined for a customer. A seven-cylinder the first vessels that are equipped with two 16-cylinder engines
engine from the basic series S 50 B 9.3 was used in this dem- with an output of 2,000 kW each at a speed of 1,800 min-1 .
onstration.
With its four-stroke engine range, MAN is able to offer me- Wärtsilä
dium-speed DF engines from four series, with drive outputs of Wärtsilä said very early on that gas was the fuel of the future for
625 to 18,000 kW. The speeds are between 500 and 900 min-1. shipping, and has aligned its four-stroke cylinder engine range
14 Ship&Offshore | 2016 | Nº 3to take account of this. Today Wärtsilä is able to offer outputs of Wärtsilä was able to announce its first contract for the propulsion
1,110 to 63,840 kW with its four- and two-stroke engines that are of two large LNG tankers (each 180,000m3) using these engines
suitable for gas operation. (each tanker with two six-cylinder engines from the X 62 DF se-
The Wärtsilä 34DF engine comes in a six-, eight-, nine-, ries) in autumn 2014.
twelve- and 16-cylinder configuration. It can be run on LNG,
marine diesel fuel (MDF), biofuel and heavy fuel oil. After intro- Conclusion
ducing two versions under the 46 DF series for four-stroke en- It is clear that suitable engine technology for the use of LNG is
gines in 2014, the company added the 31 DF series in 2015. This available on the market. Both versions – exclusively gas-based
provides closely stepped medium-speed engines for outputs of operation and DF engines – are tried and tested and have been
1,110 to 17,550 kW. in operation for years. When it comes to engine technology, the
Two versions were developed under the 46 DF series; they major manufacturers are each focusing on a single approach and
were optimised in terms of either output (1,145 kW per cylinder) driving its technological progress. A transitionary period is ex-
or efficiency (100 kW lower cylinder output). With inline and V pected for the next few years, with experts predicting greater use
engines with six to 16 cylinders, this series offers outputs of 6,270 of DF systems due to their key advantage of flexibility. A ship
to 18,320 kW. The new 31 DF series exclusively covers V engines operator’s decision to use diesel or gas as a fuel may depend on
with eight to 16 cylinders, for outputs of 4,400 to 9,760 kW. the volatile development of demand and prices, available bun-
Wärtsilä reported successful gas operation tests with a two- kering capacity (on board) and the area in which the ship is to
cylinder DF engine at the end of 2013, simultaneously announc- be used.
ing that the first series-ready engine would be dispatched just a The option of retrofitting also speaks in favour of DF systems.
year later. The first engine was a model from the RT-flex 50 DF Meanwhile, proponents of pure gas systems highlight that these
series. The subsequent further developments in gas operation ex- should always be considered in terms of efficiency and perfor-
clusively concerned engines from the new X series. mance, as they are designed to use a single fuel and are therefore
At the end of 2015, the range comprised six series: the afore- optimised for that fuel. In comparison, they state, DF engines are
mentioned RT-flex 50 DF series and the new X 52, 62, 72, 82 and a technical compromise with corresponding losses. Further, they
92 DF series. In gas operation, they all run as Otto engines with add, the flexibility of the dual-fuel engine is no longer relevant if
low quantities of pilot fuel. The outputs of these six series range it is clear which routes the ship will take and if bunkering oppor-
from 4,775 to 63,840 kW, at speeds of between 65 and 124 min-1. tunities can be planned accordingly.
Ship&Offshore | 2016 | Nº 3 15SHIPBUILDING & EQUIPMENT LNG | GREEN SHIP TECHNOLOGY Government funding goes to cleaner power for berthing container ships LNG POWERPACS® | The Ger- environmentally friendly, safe “The energy requirements of man government is funding and economical option for sup- container ships depend on the LNG-fuelled electricity for plying power based on LNG to size of the vessel and the length berthing container ships. In container ships during layovers of time they spend at port,” mid-February, the German at port.” noted Max Kommorowski, co- Federal Ministry of Trans- The company describes the director of Becker Marine Sys- port and Digital Infrastructure LNG PowerPac® as a compact tems’ LNG hybrid project. (BMVI) presented Hamburg- unit the size of two 40ft con- Fellow co-director Ralf-Thom- based Becker Marine Systems tainers, intelligently combining as Rapp added: “An LNG Pow- GmbH & Co KG with a seven- a gas-powered generator with erPac® is equipped with a 20ft The LNG PowerPac® container figure grant for the supply of an output of 1.5 MW and an LNG ISO tank. The quantity alternative energy to container LNG tank in a limited amount of 8.2 tonnes of LNG provided ships at ports. Becker Marine of space. Once a container ship in this way enables an efficient ment is promoting the use of Systems said the energy would is moored, the LNG Power- supply of energy on board for LNG as an alternative fuel at sea- come from LNG PowerPacs®, Pac® is placed on board via the up to 30 hours.” ports. We are thus implement- “the world’s first special con- port terminal’s locally available, For ships spending a longer ing the recommendations of tainers of their kind”, installed standardised loading equip- time at port in Hamburg there the federal government’s mobil- on the vessels. ment (such as gantry cranes, is a cascading option, i.e., two ity and fuel strategy,” remarked “During layovers at port, the ship-to-shore cranes, van car- tank containers arranged on Enak Ferlemann, parliamentary power for container ships is riers) to provide energy to the top of each other for each LNG secretary at the BMVI. “The currently being supplied by on- onboard power supply during PowerPac®. This ensures a con- idea is to make apparent the ad- board auxiliary diesel engines the vessel’s layover at port. This tinuous supply of power for vantages of the fuel of the future, using fuel oil (marine gas oil). brings a “decisive” reduction in up to 60 hours. However, two liquefied natural gas – or LNG As a result, ships account for energy consumption compared LNG PowerPacs® can also be – across systems in selected re- the majority of harmful emis- with operation of the ship’s aux- operated in tandem on board a gional demonstration and pilot sions at ports,” said Henning iliary engines, Becker Marine ship. Tandem operation means projects. By using LNG, the Kuhlmann, managing director Systems said. that two LNG PowerPacs® ar- emission of nitrogen oxide can of Becker Marine Systems, a As part of the planned pilot ranged side by side are able to be almost completely eliminated specialist in high-performance project and for the first time supply up to 3 MW of electric- when compared with conven- rudders and energy-saving ever, container ships will be ity to ships with a greater de- tional diesel engines. With re- maritime manoeuvring tech- supplied with power from LNG mand for power. spect to greenhouse gases, LNG nology. “With LNG Power- PowerPacs® during layovers at “By funding the LNG Power- also has a significantly smaller Pacs® we are creating a modern, the port of Hamburg. Pac® project, the federal govern- footprint.” 16 Ship&Offshore | 2016 | Nº 3
Expansion of test centre for Leading in development and manufacturing of oil mist
separators for combustion engines and turbines.
LNG and alternative fuels
Emission reduction &
ALFA LAVAL | The Alfa Laval cut greenhouse gas emissions increased efficiency
Test & Training Centre in Aal- by 20% overall. However, as
borg, Denmark, will soon be Nielsen pointed out, “advanced by the use of highly efficient oil mist separators
expanded to five times its cur- technology is a prerequisite for at crankcase and lube oil tank ventilation.
rent size and focus on LNG making the switch.”
and other alternative fuels, The challenges involved with
the Swedish developer of heat gas are nearly as great as the
transfer, separation and fluid benefits, Alfa Laval said. LNG
handling technologies an- poses additional environ-
nounced. It said the expansion, mental difficulties due to the
supported by the Danish Mari- methane and other greenhouse
time Fund, would create the gases that evaporate from it, no
world’s most advanced test cen- matter how it is stored or trans-
tre for environmental and com- ported. Moreover, all gas fuels
bustion technology – regardless are a serious explosion hazard,
of fuel type – and address new requiring sophisticated equip-
challenges and possibilities for ment for safe handling and
marine customers as they strive treatment. At the Alfa Laval
to meet environmental and en- Test & Training Centre, exist-
ergy targets. ing solutions to these challeng-
Opened nearly two years ago, the es will be refined – and new
Alfa Laval Test & Training Cen- ones developed.
y
tre currently has 250m2 of test- “There are key processes that
´ s onl ith
ld w
wor arator al
ing space, where a 2-MW diesel become significantly more
engine and equipment from all complex when LNG is in- e
Th sep prov
of Alfa Laval’s marine product volved, which means the tech- t
groups create the closest pos- nologies on board must be even i l mis ype ap
o t
sible simulation of a full-sized more advanced,” remarked Lars GL t 9 9.ch
commercial vessel. It will be ex- Skytte Jørgensen, vice president w.u
panded by 1,100m2 dedicated of Alfa Laval’s Product Centre ww
to environmental and combus- Boilers. “The Alfa Laval Test
tion technology in burners and & Training Centre ensures that
heating systems for vessels using our diesel-related equipment is Benefits of UT99 oil mist separators
LNG and other alternative ma- the most proven on the market,
• Emission reduction, even to obtain EPA Tier 4 final
rine fuels. The enlarged centre is and with the new expansion, it
expected to begin operations at will do the same for our gas-re- • Reliable increase of efficiency at gas / dual-fuel engines
the turn of the year 2016-2017. lated solutions.” Alfa Laval said • No deposits on turbocharger
As Peter Leifland, head of Alfa the expanded facility would be
• No leakage of oil and oil mist
Laval’s Marine & Diesel divi- the only one of its kind where
sion, noted, an estimated 7,000 environmental technologies for • Long-lasting operational reliability
vessels will be sailing with LNG all types of fuels could be test-
in just 15 years, compared with ed. Moreover, it will promote
development from a range of
Key features of UT99 oil mist separators
500 today.
“This is a remarkable change, perspectives. As in the existing • For engines from 50 kW to 100 MW
driven in part by the succes- diesel testing space, interactions and turbines up to 2000 MW
sive tightening of NOx and and synergies between process
• For closed (CCV) / open (OCV) crankcase
SOx regulations by IMO,” said lines will be explored in the gas
Bodil Nielsen, manager of the testing area. “While the gases and lube oil tank (OTV) ventilation
Test & Training Centre. “LNG have to be burned to minimise • Residual oil amount < 1 mg / m³ guaranteed
is an attractive solution because environmental impact, we will • ATEX (ex-proof) approved design available
it reduces NOx by 85-90% and develop the best technology for
virtually eliminates SOx.” doing it safely – and for using
Long-term supplier for many well-known
By moving from petroleum- the energy to provide heat and
engine, turbine and power plants
based fuels to LNG, vessels can propulsion,” he said.
manufacturer.SHIPBUILDING & EQUIPMENT GREEN SHIP TECHNOLOGY
Finland’s first battery-powered ferry
is milestone in clean shipping
FINFERRIES | Siemens has been commis- Archipelago. It will be approximately 90m the propellers and an integrated alarm and
sioned to provide the complete elec- long and 16m wide with a capacity for a monitoring system. FinFerries will benefit
tro-technical solution for Finland’s first maximum of 90 cars. Operation on the from lower operational costs, maintenance
battery-powered car ferry. The Finnish 1.6km-long route will begin in summer and repair cost savings as well as improved
shipping company FinFerries has ordered 2017. control and safety through its energy man-
the newbuilding from the Polish shipyard The ferry will be equipped with the Sie- agement and thruster control systems, Sie-
CRIST SA. The environmentally friendly mens electric propulsion system BlueDrive mens said. The complete electro-technical
ferry will improve the transport options PlusC. It includes an energy storage sys- solution includes the remote access moni-
between Nauvo and Parainen in the Turku tem, variable speed drive technology for toring system EcoMain. Siemens will also
be supplying a WiFi solution to connect
with the shore-based charging stations con-
trolled by the ferry’s energy management
system to secure automated fast charging.
The ship’s energy storage system is charged
at each side of the crossing, with a shore
connection to the local grid. Due to the
harsh winter conditions in Finland, the fer-
ry will be capable of utilising a diesel engine
to support the onboard batteries, which
will serve as an extra boost when breaking
and travelling through ice. The ferry is then
operated as a plug-in hybrid vehicle.
Based on positive experience gained with
the world’s first battery-powered car ferry
Ampere, Siemens has tailor-made a suitable
technical solution for Finland’s first emis-
sion-free ferry. Ampere was put into opera-
tion in Norway in May 2015. It uses only
150 kWh per route, and with the change
The Finnish shipping company FinFerries has opted for environmentally friendly technology
from diesel propulsion to battery, ship-
by ordering the country’s first battery-powered car ferry. Pictured above is a part of the owner Norled says it has reduced the cost
1.6km-long Parainen–Nauvo route, where operation will begin in the summer of 2017 of fuel by 60%.
New electrochemical wastewater treatment plant
ORCA IV | Evac has unveiled its new elec- new ships, according to Evac. It operates
trochemical wastewater treatment plant on a continuous basis, is fully automatic in
designed to treat black- and greywater normal operation and requires low main-
aboard multiple vessel types, such as tenance only once every three months.
yachts and navy vessels, as well as on off- The hydraulic load for black and grey
shore platforms and other marine-type vacuum wastewater treatment ranges from
applications. Called Orca IV, it’s a purely 1,500 to 70,000 litres per day, depending
electrolytic wastewater treatment plant on the model. Evac said the system didn’t
that fulfils the requirements of IMO require chemicals and that there was no
MEPC 227 (64), the Finnish company need for a separate sludge tank.
said. The Orca IV has a low installation cost,
The compact and modular design of the offers high efficiency and is suitable for
Orca IV makes it ideal for retrofitting to ex- small and narrow spaces, the company
isting vessels, as well as for installation on added. The Orca IV wastewater treatment plant
18 Ship&Offshore | 2016 | Nº 3You can also read
