MEM Issue 283 April 2017MEM

MARINE ENGINEERS MESSENGER

NEW ROYAL YACHT REQUIREDKHI TO CEASE SHIPBUILDING IN JAPANAUTONOMOUS SHIP COMMITMENT STRENGTHENEDFUEL SAVINGS FROM ALFA LAVAL AFEMASSESS DECK MACHINERY FOR POLAR COMPATIBILITYHHI DEMONSTRATES REGAS SYSTEM USING GLYCOL

Telegraph

MEMMARINE ENGINEERS MESSENGER

MEM Issue 283 April 2017

It is interesting that just as the UK offically began its acrimonious divorce proceedings from theEuropean Union, the UK’s Department for International Trade announced it has used Cunard’s flag

ship Queen Mary 2 as a lure to fish for business during the vessel’s stay in Shanghai, China.The DIT and Maritime UK hosted a UK Maritime Showcase onboard RMS Queen Mary 2 to

highlight the UK’s capability across shipping, ports, marine and business service sectors. Indeed, theUK’s martime industry is enjoying something of a renaissance, led by Cammell Laird which won thecontract, in spite of stiff international competition, to build the state-of-the art polar research vesselSir David Attenborough. So it is logical that such a vessel be used to attract big business.

Use of a UK-flagged floating gin palace to drum up trade for UK business is nothing new, of course,and for many years, Her Majesty’s Yacht Britannia was used extensively to promote British interestsabroad. This glorious vessel was delivered in 1953 from the John Brown & Co shipyard in Clydebank,and in addition to its Royal use, was designed to be converted into a hospital ship in time of war.While that function was never put into practice, thankfully, the Royal Yacht spent more daysdrumming up business for the UK than it did provding a leisurely escape for the Royal Family.

Indeed, it was estimated by the Overseas Trade Board that events held onboard the yacht helpedraise £3 billion for the treasury between 1991 and 1995 alone. And as Lord Hague said in a 2016article for The Telegraph it was “the sort of drawing power that money cannot buy, which is preciselywhy peple in control of a great deal of money cannot resist it. It helped me and many other ministersto get a message across about the UK to those who otherwise might never have heard it. It was asmall but special floating piece of Britain that they all wanted to visit and never forgot.”

While HYM Britannia was decomissioned in 1997 and sadly, rather visonlessly, not replaced, itwould make complete sense to build Her Majesty a new vessel now that the UK will depart from theEuropean Union and, potentially, the single market. If the UK is to plough its own free trade furrow infar flung places like China, then a new Royal Yacht could prove an invaluable deal maker.

As nice as it is, QM2 just doesn’t have the panache and will not provide the same drawing powerthat a Royal Yacht could. And who better to build such a vessel? Well, Cammell Laird, of course.

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SHIPBUILDINGKHI TO STOP SHIPBUILDING IN JAPAN AND WITHDRAW FROM OFFSHORE SECTOR

Kawasaki Heavy Industries is to shift merchant ship construction from Japan to China.In a statement on the shipbuilding group’s website, KHI said: “[As] there is still no resolution of the

excessive construction capacity in sight, we have judged that the growth in the demand for LNG and LPG andthe strengthening of environmental regulations is a good opportunity for KHI. Based on this recognition of thesituation, we considered all options and judged that the most rational and feasible option to increase enterprisevalue is to shift merchant ship construction from Japan to China at the current time. We will reduce investedcapital through the reduction of inventories and fixed assets as the scale of the domestic business is reduced byapproximately 30%, in addition to concentrating domestic merchant ship construction in Sakaide Works.”

KHI will reduce the number of orders accepted at its Sakaide Works and utilise gas and environmental loadreduction technologies to focus on gas related ships.

The company hopes to maximise EBIT through the increase in equity in income of unconsolidatedsubsidiaries and affiliates with the completion of two new docks at DACKS (Dalian COSCO KHI Ship EngineeringCo) and through measures such as fixed expense reduction and productivity improvements, in addition todeepening the integrated operation with DACKS and NACKS (Nantong COSCO KHI Ship Engineering Co), suchas joint procurement and sharing construction.

KHI also announced it will also cease offshore vessel building activities once current newbuildingobligations have been completed.

“We will withdraw from the offshore structure sector with the construction of the offshore service vesselcurrently in progress as the final construction,” said KHI in the statement. The Japanese shipbuilding group hasset a target of 2020 for the restructuring of its Ship & Offshore construction to China.

“We will use the full capacity of the entire Company to complete the ships already ordered. Furthermore,with the purpose of increasing enterprise value, a project risk management committee will be established tocover the entire Company and in addition to providing continuing follow-up support for projects, it willstrengthen the checking function for orders before they are accepted. “Through these initiatives, we willactively take on the challenges of the projects whilst also eliminating the risks as much as possible and will alsomake an effort to reinforce risk management with a focus on prevention of the occurrence of losses, the earlydetection of any change in the situation and the prompt action.”

MITSUI TO SPLIT IS SHIPBUILDING AND ENGINEERING DIVISIONMitsui Engineering & Shipbuilding Co is to transfer its business to a holding company system effective fromApril 1, 2018. The transition to a holding company system, subject to the approval, is intended to establishfully-owned subsidiary companies for its Ship & Ocean, Machinery and Engineering divisions. The Companyplans to maintain its listing on the Stock Exchange.

AUTONOMOUS SHIPSMOUS UNDERPIN ROLLS-ROYCECOMMITMENT TO AN AUTONOMOUS FUTURERolls-Royce signed three separate Memorandum of Understanding (MOU) agreements last month,in a development that suggests the engineering company is firmly committed to the autonomous commercialship concept it first mooted in 2014. The UK-headquartered firm believes the first remote-controlled ship willbe in commercial use by the end of the decade and a common sight on the high seas by 2030.

The strategic partnerships with the Technology Centre for Offshore and Marine, Singapore (TCOMS),Finland’s Tampere University, and cargo systems specialist MacGregor are all geared to further understand thetechnical and operational impact of autonomy in ships and develop new technology demonstrators.

Kevin Daffey, Rolls-Royce, Director Engineering & Technology – Marine, said: “Our partnership with TCOMSwill greatly benefit future marine technology by allowing us to leverage the great research capabilities inSingapore which we can apply to smart ship solutions. By developing demonstrator technology around sensors,data analytics and the ‘Marine Internet of Things’ we will see ships become more reliable, more efficient andmore closely integrated into global supply chains generating cost savings and improving revenue generation.”

TCOMS is a joint venture between Singapore’s Agency for Science, Technology and Research, and theNational University of Singapore. The Centre is also supported by the Singapore Economic Development Boardand the Maritime and Port Authority of Singapore.

Through strategic global partnerships with industry, research institutions and academia, TCOMS aims tosustain Singapore’s leadership position in the sector by enabling the local Professor Chan Eng Soon, CEO ofTCOMS, said: “TCOMS is in a unique position to enable synergy between industry, research institutions andacademia for the advancement of the marine and offshore engineering (M&OE) industry. We look forward to afruitful collaboration with Rolls-Royce, where we will co-create innovative solutions in smart ship technologies,and play a pivotal role in elevating Singapore’s position as a key hub for M&OE research globally.”

The MOU with the Tampere University of Technology, Finland, meanwhile, will develop and test technologyto support systems necessary for autonomous navigation, enabling the first generation of autonomous ships,expected to be in operation by the end of the decade.

The partners will work towards developing and validating technologies using the University’s purpose builtautonomous ship simulator.

The University’s research into autonomous systems looks at how huge quantities of data can be analysed,processed, and transferred, signal processing and human machine interaction. The University already hasextensive experience of researching autonomous control systems in other industries most notably the miningand automotive sectors.

Karno Tenovuo, Rolls-Royce, Senior Vice President Ship Intelligence, said: “Rolls-Royce is pioneeringremotely controlled and autonomous ships and believes such a remote-controlled ship will be in commercialuse by the end of the decade. Tampere University of Technology is an innovative and experienced partner who

can help us develop autonomoussystems that will redefine shipping.”

The experience and data gatheredfrom the partnership with MacGregorwill also feed into simulator.MacGregor and Rolls-Royce haveteamed up to investigate the impact ofautonomy of navigation and cargosystems onboard containerships, inparticular. The MOU will harness bothcompanies' unique experience and laythe groundwork for the developmentof autonomous vessels in this sector.

"Rolls-Royce is pioneeringremotely controlled and autonomousships and believes such a remote-

controlled ship will be in commercial use by the end of the decade and a common sight on the high seas by2030,” said Rolls-Royce director Digital and Systems, Asbjørn Skaro.

“For the full benefits of such a change to be realised many activities currently done today manually will needto be done autonomously. This research will help us explore how that might be achieved.

Pasi Lehtonen, Senior Vice President, Strategy, Business Development and Marketing, MacGregor said:"MacGregor wants to reshape and transform the industry to make it much more efficient, safer and moresustainable. In the segments where we operate, we see a lot of unnecessary waste in the forms of inefficiency,damage to cargo, and continuously dangerous working conditions. Our aim is to minimise this waste from thevalue network and this collaboration on autonomy for container ships is a good example of where industryleaders work together to transform the industry.”

REGULATION AND CLASSGUIDELINES FOR LIQUEFIED HYDROGEN CARRIERSClassNK has released its Guidelines for the safe construction an operation of Liquefied Hydrogen (LH2)Carriers. The guidance is based on provisions set out in IMO Interim Recommendations.

The realisation of a low-carbon society is an impending global issue driven by the rapidly growingawareness of environmental consideration in the public and tightening international anti-global warmingregime, says the classification society.

As a low carbon energy source, the use of hydrogen as a fuel is seen as a major possible solution toenvironmental problems caused by fuel emissions. As only water is discharged at the time of power generation,and can be manufactured from many different feed materials such as fossil fuel, water, and others, hydrogen isa prime candidate for the fuel of the future.

However, to realise the best and practical use of hydrogen, its production in economically viable andenvironmentally friendly method and the secure supply chain to transport hydrogen to the place ofconsumption is essential. As the most efficient way for long distance and large volume transportation, carriageof LH2 by a ship is anticipated to expand and the relative technologies are developed.

Currently, the International Code for the Construction and Equipment of Ships Carrying Liquefied Gases inBulk (IGC Code) outlines safety requirements for gas carriers like LNG. There are currently no specificrequirements defined in the code applicable for LH2 carriers that consider the hazards associated with thehandling and transport of LH2.

Hydrogen must be kept at temperatures below −253°C in order to maintain its liquid state underatmospheric pressure, presenting an even tougher challenge than LNG. In response to growing interest in LH2transportation, IMO developed Interim Recommendations for Carriage of Liquefied Hydrogen in Bulk whichwere adopted at MSC 97.

Utilising its wealth of technical expertise and extensive experience in gas carrier R&D and ship classification,ClassNK has developed its Guidelines for Liquid Hydrogen Carriers which provide safety requirements for thedesign and construction of LH2 carriers. The guidelines consist of safety requirements applicable to LH2carriers based on the IMO Interim Recommendations, various international standards as well as additionalrequirements taking specific hazards arising from the handling of LH2 into consideration.

Hayato Suga, General Manager of ClassNK’s Natural Resources and Energy Department, said: “The advent ofliquefied hydrogen carrier technology opens the door to new and exciting possibilities, but as with all newtechnologies, proper guidance must be in place to ensure its safe application. ClassNK developed theseguidelines to help ensure the safe design and construction of LH2 carriers and support this sector of theindustry.”

EX-HAUST TREATMENT

ALFA LAVAL CONTINUES TO DEVELOP PURESOXAlfa Laval’s is working closely with customers to optimise its PureSOx exhaust scrubber, which is alreadyavailable in two designs witha range of compliance profilesfor meeting the 2020 globalsulphur cap.

“Compliance is always infocus, but customers have abroad spectrum of otherrequirements,” said ErikHaveman, Sales Director,Exhaust Gas Cleaning. “Thosecan go well beyond open-loop, closed-loop and hybridarrangements, or the choicebetween U- and I-designs.Today we can match avessel’s sailing profile byoptimizing PureSOx fordifferent compliance needs,and we offer many options tosuit a vessel’s individualcircumstances.”

PureSOx has played a central role in much of the work at the newly developed Alfa Laval Test & TrainingCentre (pictured), in Aalborg, Denmark. The scrubber at the centre has been used in developing the PureSOxplatform, but also for solving individual customer challenges in exhaust gas cleaning. Designed for 1.5MW, itcan be pushed to its physical limits by the centre’s 2MW engine, which would be unsafe and impracticalonboard ship.

“In the controlled environment of the Alfa Laval Test & Training Centre, we can really work with extremes,”Haveman explained. “This lets us innovate and meet design targets more quickly, but it also allows us toexplore customer-specific challenges and inquiries. For example, we can look for the best way to cool a hotscrubber for start-up, or find ways to adapt the system for a particular engine type.”

Work at the Alfa Laval Test & Training Centre and elsewhere has meant continuous improvement of thePureSOx platform, especially regarding size and resource use. A significant size reduction for the U-designscrubber was announced only last year, and tests have been performed with many different filling elementsand sprayer arrangements to find the lower possible water consumption. Minimising pressure drop across thesystem, which reduces fuel consumption by the engine, is a further area of focus.

Likewise, new options are being introduced at a steady pace. “Recently we introduced an option for open-loop scrubbing that complies with the strict pH requirements of the US Vessel General Permit,” said Haveman.“For cruiseships and other high-profile vessels, we have also released an Exhaust Gas Reheater option, whichwarms the exhaust gas plume to reduce the chance of it being visible.”

Combined with multiple operating arrangements, a choice of scrubber designs and the new Global, ECA andFlex compliance profiles, options like these allow the platform to address the specific needs of most vessels onthe market.

“As the 2020 global cap approaches, more ship owners and operators will be looking at scrubber solutionsthan ever before,” said Haveman. “Whatever their sailing profile or vessel constraints, the PureSOx platformwill give them the flexibility and peace of mind they seek.”

CLASSNK ISSUES FIRST SCRUBBER-READY NOTATIONClassNK has issued EGCSR-F (Exhaust Gas Cleaning System Ready Full) notations to nine ships operated byMitsui O.S.K. Lines, signifying they fulfil requirements for SOx scrubber retrofitting.

Following discussions on the implementation schedule of MARPOL Annex VI SOx and Particulate Matter(PM) regulations at MEPC70 in October last year, all ships operating outside Emission Control Areas (ECA) willbe required to limit sulphur emission levels to under 0.5% from 1 January 2020.

To enable the safe and secure retrofitting of SOx scrubbers as part of efforts to meet the incoming SOxemission limits, ClassNK joined a project to examine SOx scrubber retrofits on ships in service with industryleading companies Mitsui O.S.K. Lines (MOL), Minaminippon Shipbuilding Co., Sanwa Dock Co., and WärtsiläJapan.

The aim of the project is to examine the engineering of SOx scrubber retrofits applied to a Pure Car Carrier(PCC) that is already in-service. The vessel was chosen due to the technical challenges caused by limited space

in the engine room compared to different ship types. ClassNK used the results obtained during the project andcompiled them into safety requirements for retrofitting.

ClassNK confirmed that the retrofit plan developed during the project fully complied with projectrequirements along with corresponding class and statutory requirement, and subsequently issued the EGCS-Fnotation. Further, ClassNK is now preparing to include the requirement for the issuance of EGCSR-F to itsGuideline for Exhaust Gas Cleaning Systems scheduled to be released in July this year.

PRIME MOVERSMAN ENGINES CHOSEN FOR US NAVY OILERSThe US Navy has chosen the Fairbanks Morse MAN 12V48/60CR engine as main propulsion for a new series of17 ships as it begins plans to phase out its existing tanker fleet.

Lex Nijsen, head of Four-StrokeMarine, MAN Diesel & Turbo, said:“The U.S. Navy knows our 48/60engine very well, especially ourL48/60A variant, and this played akey role in Fairbanks Morse winningthis contract. The 48/60CR is thenext generation of this proven enginewith a further optimisedperformance featuring improved fuel-efficiency, reduced emissions and increasedreliability.”

In studying the replacement of the existing‘oilers’, the U.S. Defense Department carried outdetailed design studies with specific shipyardscapable of building the new tanker class. The FM-MAN 48/60CR engine was chosen on the basis of the set programme goals ofenergy efficiency, equipment reliability and cargo-handling efficiency.

Nijsen said: “This new order comes just two months after the US Coast Guard [USGC] selected multiple FM-MAN 28/33D STC engines for its Offshore Patrol Cutter Programme. The Navy and Governmental segment isvery important to us, and none more so than that of the United States.”

Ulrich Vögtle, Head of Four-Stroke Licensing, MAN Diesel & Turbo, further highlighted the strong andsuccessful collaboration between MAN Diesel & Turbo and its longstanding American partner and licensee,Fairbanks Morse which will manufacture the engines. Delivery of the first tanker is set for 2020.

Each of the current vessels has two Fairbanks Morse Colt-Pielstick (MAN Diesel & Turbo) 10-cylinder PC4.2engines as main propulsion. Built by FME, the engines have performed well but the oldest ship will reach itsdesign lifetime of 35 years in 2021 and is accordingly scheduled for replacement. The ships will be phased outat the rate of one per year.

MAN Diesel & Turbo engines built by Fairbanks Morse, and the FM-MAN L48/60A in particular, have a verysolid history in the U.S. naval segment, mainly aboard cargo ships. Over many years of cooperation MAN Diesel& Turbo’s license partner, Fairbanks Morse, has delivered 72 units to the Navy with the engine’s reliability andafter-sales support key to the successful relationship.

…AND AGAIN FOR ROYAL AUSTRALIAN NAVYSpanish shipbuilder Navantia has chosen MAN main and auxiliary engines to power two fleet-support-tankernewbuildings under construction for the Royal Australian Navy (RAN).

Each vessel will feature two MAN 18V 32/40 main engines and four MAN 7L21/31 gensets with shipsetdeliveries scheduled for December 2017 and June 2018, respectively.

Lex Nijsen, head of Four-Stroke Marine, MAN Diesel & Turbo, said: “We are currently receiving a lot ofenquiries within the naval segment for MAN engines and, indeed, experiencing solid interest in the form oforders as evidenced here. As with the engines they replace, these Royal Australian Navy newbuildings are alsopowered by MAN units. We welcome the repeat business and feel it stands testament to the quality of ourportfolio.”

The order was made under the RAN’s SEA 1654 programme, Phase 3 of which includes the replacement ofexisting supply ship HMAS Sirius, which is powered by MAN Diesel & Turbo two-stroke engines. Navantiaoffered the RAN a design proposal based on the Spanish Navy's proven, auxiliary-oiler replenishment ship ‘SPSCantabria’.

SHIP POWER

ABB TO POWER AND REMOTELY MONITOR NEW BW GROUP LNG FSRU VESSELABB will supply the power and electric propulsion system to a new Floating Storage and Regasification Unit

(FSRU) for BW Group, which will also be remotely connected to ABB’s Collaborative Operations Centres. Theequipment onboard will provide data to the shore-side centres allowing ABB and the vessel owner to take aproactive approach to maintenance throughout the lifetime of the vessel.

“The modern power system must be both efficient and connected,” said Juha Koskela, Managing Director ofABB’s marine and ports business. “Our hardware will optimize fuel efficiency onboard whilst the CollaborativeOperations Centres will monitor the vessel allowing a more informed approach to maintenance.”

ABB’s power generation and distribution system, along with the electric propulsion system, will work inconjunction with the duel-fuel diesel engine plant to maximize uptime. Much of ABB’s scope of supply ofgenerators, switchboards, transformers, main propulsion drives and motors will transmit performance datavia sensors. This information is automatically monitored from shore at the Collaborative Operations Centresand ABB will work with the customer during routine and urgent maintenance cases.

The 174,000m3 capacity FSRU has been ordered from Daewoo Shipbuilding & Marine Engineering Co(DSME). The membrane-type vessel is expected to be delivered by DSME’s Okpo yard in 2019.

Erik Bolstad, Vessel Segment Responsible at ABB said, “ABB’s track record in commissioning and servicingLNG installations at South Korean shipyards, coupled with end-user recommendations and the reputation ofthe ABB brand all played a key role in securing this substantial order.”

TRANSMISSIONSBAKKER SLIEDRECHT OPTIMISES GEARBOX TEST PROCESSESBakker Sliedrecht has introduced a new sustainable solution for reducing energy consumption and costsduring gear box testing processes.

Previously, gearboxes were subjected to unloaded tests but Gearbox Service, a maintenance company thatspecialises in the overhaul of gearboxes, wanted to increase the quality of the testing process by conductingloaded tests, making the tests more realistic.

Bakker Sliedrecht came up with a solution that allows Gearbox Services to test gearboxes in maximumconditions. The user-situation can be simulated more realistically in this way, improving the quality control.Before delivery, the refurbished gearboxes are subjected to a strict quality control. The new configuration ispart of a completely new production facility.

As Bakker Sliedrecht electric motors are configuredin a Hopkinson formation they can act as an engine-motor and motor-generator. This implies that there isa tool (motor as a generator) connected to the gearwhich allows the energy to flow back into the system.The setup consists a driving motor of 500kW, abraking motor of 500kW, and a frequency regulator of500 kW. Thanks to the sustainable arrangement, theloss of friction, and electrical supplementary feeding iskept to a minimum, says the company.

ELECTRICAL SYSTEMSVALMET AUTOMATION FOR ROPAXValmet has secured a contract to supply automationsystems for Mols-Linien's RoPax vessel being built byRauma Marine Constructions (RMC).

The order was placed by Telesilta, a Finnish marineelectrical contracting company, which will integrateValmet's automation system into the other systems onthe vessel. In the past, Telesilta and Valmet havecooperated closely on many marine projects, forexample, the automation of the harbour icebreakerAhto, the commuter vessel Otava and the oil recoveryvessel Hylje.

"We are pleased to be the main contractor of theelectrical systems and their installation on the Mols-Linien RoPax vessel. As the first new-build project forRMC, it is extremely important for both of us to carryout the project well, from the project start all the wayuntil the end of the warranty period. Since we havesuccessfully cooperated with Valmet in the past andhave good experience with the Valmet DNA system inearlier projects, Valmet was a natural choice for us asan integrated automation system supplier," said NikoKarlsson, Project Engineer, Telesilta.

The 158m RoPax vessel will be built at the RaumaMarine Constructions (RMC) shipyard in Rauma,Finland. Designed and optimised for use on Mols-Linien's Danish route between Rønne on the Balticisland of Bornholm to Køge, southwest of Copenhagen,the vessel is scheduled to start operation inSeptember 2018.

The vessel will have capacity for up to 600passengers. It has two car decks, totalling 1,500 lanemetres, able to take a mix of trucks, trailers, passengercars, vans and buses.

MARINE BOILERSTOUCH CONTROL FOR MARINE BOILERSAlfa Laval Touch Control is being rolled outsuccessively for new and existing Alfa Laval Aalborgboilers. First out are the Alfa Laval Aalborg OL and OC-TCi boilers, which will now feature advanced controlwith a simple touch.

With its graphical touchscreen display and intuitivetwo-touch navigation, Alfa Laval Touch Control is amajor leap forward in boiler control technology. Asthe new common control platform for all Alfa LavalAalborg boilers, the system will feature a common

Type Approvedto IMO MEPC227 (64)

Mark Beavis - Managing DirectorNadrazni 72, CZ -15000 Praha 5,Czech RepublicTel: +420 724 011 775Email: mbeavis@acomarine.comWeb: www.acomarine.com

ACO Marine's new MARIPUR NF and CLARIMAR MF advancedwastewater management systems are the merchant, naval andmegayacht sectors most effective solutions for meetingstringent IMO MEPC 227(64)rules.Compact and economicalwith the lowest operatingcosts of any sewagetreatment plant, CLARIMARMF and MARIPUR NF areproven to reducecoliform bacteria, TSS,COD, nitrogen andphosphorous content tolevels significantly belowthe mandated requirements.

MARIPUR NFCLARIMAR MF

interface for crews regardless of which boilerthey work with. The system has already beeninstalled on a number of newbuilds, and hasalready been proven in the engine room onother marine systems from Alfa Laval.

“The system is intuitive and incredibly easyto learn, even for less skilled crewmembers,”said John Pedersen, Manager Boilers & Heaters.“Two touches of the screen provide access toany setting or function, yet there are userlevels and password protection to keepinexperienced operators from makingmistakes.”

Intuitive control means easier and betterboiler operation. With a complete view of theplant and easy access to all functions, crews

can make faster, smarter decisions that optimise boiler use. Supporting those decisions are features such asintegrated manuals and user-defined trend pages.

“Alfa Laval Touch Control gives operators an easy-to-use interface with a full graphical overview of theplant,” Pedersen said. “With everything literally at their fingertips, they can pinpoint issues more quickly andeasily than ever before.”

Alfa Laval Touch Control is PLC-based, which gives it plug-and-play simplicity and high durability in theengineroom. With coverage for all major bus interfaces, it is easily connected to onboard communicationsystems. The technology can be simply retrofitted to existing Alfa Laval Aalborg OL, OS-TCi or OC-TCi boilersand has already been retrofitted to several tankers.

“This is boiler control for today’s operational requirements, but also for the future,” Pedersen said. “As boilertechnology changes and legislation creates new demands, Alfa Laval Touch Control will let vessels and theircrews adjust with ease.”

CARGO HANDLING60 NEW LIEBHERR SHIP CRANES FOR DAEWOO IN SOUTH KOREALiebherr´s ship crane department has won a contract to equip 15 Daewoo Shipbuilding & Marine EngineeringCo. (DSME)-built LNG carriers with four CBW 2100 cranes each, delivering 60 units in total.

The units will be installed to 15 identical 172.600m3 capacity gas carriers, specially designed and adaptedfor the extreme environmental conditions around Russia’s Yamal peninsula. Each of the Liebherr CBW 2100cranes has been customised with an integrated arctic package for the challenging requirements of the HighNorth, enabling effective and reliable operation in temperatures as low as -52°C and gale-force wind speeds upto 22m/s.

With a reach of 26m and a maximum capacity of 15t, two units per ship-set will be used as provision cranes,while the other duo willhandle onboard hoses.

The first set of fourwas delivered to theSouth Korea’s DSME inlate autumn 2016.Shortly after thedelivery, the first vessel,Christophe De Margerie,was completed andentered into Sovcomflot(SCF) service, joiningSCF´s 146 vessel fleet.

A further 14Yamalmax class vesselswill be built by DSMEwith the final vessel inthe series penciled fordelivery in 2019.

DECK MACHINERYMACHINERY MUST BE ASSESSED FOR POLAR COMPATIBILITYWith the Polar Code now in force, Thordon Bearings has urged shipowners and managers to verify that theirvessels’ deck machinery and systems can operate safely in the extreme temperatures encountered in Arctic andAntarctic seas.

Scott Groves, Thordon Bearings Regional Manager – Americas, said: “Conventional bronze bearingscommonly found in everything from fairleads and lifeboat davits to winches and hoists require frequentmaintenance and grease lubrication to ensure machinery is operationally effective. Yet while most lubricatinggreases can tolerate temperatures down to -10°C, ship operators must be aware that temperatures below thiscan severely affect viscosity and performance, potentially resulting in the failure of critical equipment.”

He added: “The length of time crew members will be able to spend on deck to carry out regular maintenanceand greasing will inevitably be limited, due to cold temperatures and the potential for frostbite. Anotherproblem is the grease itself, which could pose a threat to the surrounding environment.

“Conventional oils and greases, even so-called environmentally acceptable lubricants, are not biodegradablein extreme temperatures where there may be little sunlight and could irrevocably damage the sensitive ecologyof these areas,” he said. The high cost of biodegradable lubricants is also an issue for shipowners.

Craig Carter, Thordon Bearings’ Head of Marketing and Customer Service, said: “The Polar Code prohibitsthe discharge into Arctic waters of any oil, oily mixture and noxious substance, so any system that can negatetheir use completely without detriment to the performance of machinery has to be considered if shipowners

are to comply."Our ThorPlas-Blue range of polymer bearings is capable of

operating in temperatures down to -50°C in dry conditions and -10°Cin water. There is no need for grease as they are completely self-lubricating so there is zero risk of grease polluting these ecologicallysensitive areas.

“Aside from the environmental benefits, costs associated with thepurchase, storage, application and disposal of this potential pollutantare reduced, as is any non-budgeted expenditure resulting frombearing seizure, such as replacing expensive rope or cables,”continued Carter.

Capable of operating pressures to 45MPa (6,527 psi), ThorPlas-Blue can be easily back-fitted into virtually all applications wheregreased bronze is currently installed.

The International Code for Ships Operating in Polar Waters,entered into force on 1 January 2017 for ships built after that date and covers all safety and structural aspectsrelevant to navigation in waters surrounding the two poles – including pollution prevention. It will apply to allships from January 2018.

FUEL EFFICIENCYFUEL SAVINGS FROM ALFA LAVAL AFEMAlfa Laval’s Automatic Fuel Efficiency Module (AFEM) has been modified to reduce the fuel consumption of AlfaLaval Smit Combustion inert gas systems. It does so by ensuring the inert gas that keeps cargo safe duringoffloading is only generated in the exact amounts required.

In a two-year pilot project, says Alfa Laval, the AFEM allowed Italian shipping companyNavigazione Montanari to achieve an average fuel savings of 30%.

Based in Fano on the Adriatic Sea, NavigazioneMontanari owns and manages a fleet of 21 tankers. Theyoperate worldwide, with a particular concentrationthroughout the Mediterranean region. In recent years,Navigazione Montanari has been focused onimproving environmental standards, especiallywith regard to minimizing CO2 production and fuelwaste. Taking part in a pilot project toevaluate the AFEM thus seemed like anatural fit.

Valle di Navarra, a 40,000dwtproduct carrier built in 2002, wasselected as the test vessel for theproject. The ship primarily sails in theMediterranean, with gasoil and gasoline

cargo. Compared to similar vessels with Smit Combustion systems, the Valle di Navarra discharges frequently –up to three times per week – which provided Alfa Laval with ample statistical information on the AFEM’sperformance and reliability.

“The AFEM modification is part of the inert gas generator’s combustion control circuitry,” said MartBlankert, Manager Customer Support, Inert Gas Systems at Alfa Laval. “A failed module could prevent cargofrom being discharged, meaning expensive delays in port. Working with potentially volatile cargo, we took ourtime with the pilot to ensure that everything functioned as intended.”

“The AFEM was designed with capabilities for full override in case of any such problems,” added AlessandroFederico, Technical Director at Navigazione Montanari. “And although you expect some issues with any pilotproject, we’re glad to say that we never lost a minute of commercial operation with the AFEM.”

Federico pointed out the close cooperation Navigazione Montanari had with Alfa Laval during the pilot. AlfaLaval’s engineers provided responsive assistance and support to ensure the AFEM performed properly and thatthe inert gas system only produced the necessary amount of inert gas during offloading. This made it possibleto greatly reduce the operational expenses related to inert gas production aboard the Valle di Navarra.

“With the AFEM installed, the inert gas generator capacity is constantly adjusted,” explains Federico.“Purging can never be fully eliminated or avoided in practice, but an optimum setting is maintained. We can seemost of the fuel savings at lower discharge rates, where they can be up to 30%.”

“The AFEM project was part of a broader goal of continuous product development here at Alfa Laval,”Blankert said. “When a customer chooses one of our systems, we see it as the start of a partnership that lasts forthe lifetime of the vessel. We’re constantly innovating new improvements that help keep total lifecycle costs toa minimum, and we strive to make them available for existing installations as well.”

For vessels with Smit Combustion systems already installed, the AFEM will soon be available as a retrofitinstalled and commissioned by a trained Alfa Laval service engineer. For new inert gas systems, the AFEM willbe available as an added option at the time of the original installation.

BALLAST WATERDAMEN INVASAVE EXTERNAL BWMS RECEIVES IMO TYPE APPROVALDamen’s award-winning mobile ballast water treatment system has received IMOtype approval. An external ballast water treatment unit designedprimarily for use in ports and harbours, the DamenInvaSave treats ballast water to the IMO D-2 standard,for ballast water received from inbound ships. It can alsodeliver water treated to the same standard to outboundvessels. Its mobile, containerised format means that itcan be operated from the dockside or from onboard avessel alongside, receiving or delivering water to a ship.

The InvaSave has been developed with the knowledgethat, after the 8th of September this year, unmanagedballast water cannot be discharged. Any vessel that cannottake in or discharge its ballast water after that date will berestricted in its operations and there may be financial implications due to demurrage costs.The Damen InvaSave is, therefore, a valuable asset to all ports seeking to minimise vessel delays caused by theneed to treat unmanaged ballast water, allowing them to offer a robust, IMO-certified contingency service.

Damen has dedicated years of research on the development of the InvaSave, including collaboration withsome of the leading research institutes in the Netherlands - Groningen Seaports, Wagenborg, MariFlex andWaddenfonds.

Marcel Karsijns, Managing Director of Damen Green Solutions, said: “InvaSave solves the ballast waterchallenge in ports. We are very proud to receive IMO type approval – it proves the capabilities of this product,something that we have believed in for a long time now. We are looking forward to providing this solution tothe market.”

Philip Rabe, responsible for InvaSave sales at Damen, says: “The InvaSave is a unique product – this is a trulyinnovative solution developed with the needs of the future in mind. Its application goes well beyond therelevance it has for ports too. In many cases, it offers vessel owners a viable and cost-effective alternative toretrofit. And, in the event of failure in an on board system, it ensures that owners have a means by which toaccess water treatment quickly, equalling no downtime.”

InvaSave produces no filter backwash and requires no holding time to achieve biological efficacy. Land-based tests were conducted as if the InvaSave was a regular in-line treatment system and, in addition, the waterwas tested directly after treatment to verify that the system achieves D-2 compliance in its capacity as anexternal treatment unit. The InvaSave has demonstrated that it can treat ‘raw’ ballast water from ships withoutany pre-treatment or settling time in the ballast tank. The latter was a requirement of the authorities prior toapproval as an IMO-certified contingency measure in a port.

WATER TREATMENTWATER TREATMENT SPECIALISTS ADVISE ON NEW SEWAGE REQUIREMENTSWater treatment specialists ACO Marine and Corodex/Eflochem, in conjunction with the UAE Branch of theInstitute of Marine Engineering, Science & Technology (IMarEST), have hosted a knowledge sharing session toinform a wide section of the shipping industry on the impact of IMO MEPC 227(64) sewage treatmentrequirements.

The water treatment experts offered comprehensive guidance on how best to comply with the newinternational standards and regulations for wastewater management and presented the latest testingtechnologies for sewage effluent discharge, along with potable and ballast waters.

In his opening address, IMarEST UAE Branch Honorary Secretary Nikeel Idnani provided an overview of theMARPOL Convention relating to ship pollution by way of sewage, besides other contaminants. He explainedthat “ship technology must be compliant with high standards of safety and quality to minimise dangers forcrew, cargo and the environment”. Appropriate systems need to be certified and function properly to mitigatethe risk of ships’ detentions by PSC, Flag and class surveyors, he said.

Idnani’s opener was followed by a keynote address from ACO Group Management’s Lukas Kaisler, whoupdated the 124 delegates on the revised IMO guidelines. The new resolution which supersedes MEPC159(55)is applicable to all sewage treatment plants on new ships and those installed on existing ships after 1 January2016. What’s more, Section 4.2 of the revised guidelines introduces additional requirements for phosphorousand nitrogen removal on passenger ships operating in IMO Special Areas.

In addition to providing a technical overview of ACO Marine’s membrane and biological type sewagetreatment plants, ACO Maripur and ACO Clarimar, both of which are fully type approved to meet MEPC 227(64)requirements, Kaisler highlighted the challenges marine engineers face when treating galley waters with highgrease content.

“This does need to be separated before entering the sewage treatment plant. To allow effective separation ina grease trap or more efficient grease separator, ACO Marine Galley lifting stations are fitted with eccentricscrew pumps to prevent emulsification of the grease during pumping,” he said.

In his presentation A Step Ahead in Testing, Jason Georgiou, Marine Manager Corodex/Eflochem, discussedsewage parameters and potable/ballast water testing with the Primelab multi-tester. He also explored howineffective water treatment could result in non-compliance with the ILO Maritime Labour Convention 2006.

CORROSION PROTECTIONFIGS WINS FORCE CORROSION AWARDFORCE Technology has been awarded the 2017 MP Corrosion Innovation of the Year Award for its new andinnovative sensor, FiGS. The award was presented during CORROSION 2017 in New Orleans, Louisiana.

FiGS is a state-of-the-art, non-contact cathodic protection (CP) survey tool that provides a unique approachto integrity management and life extension of offshore structures and pipelines with cathodic protection. Onboth exposed and buried pipelines and structures, it provides an accurate condition assessment. It measurescurrent output from anodes, current density of steels, current drain, even minor coating damages, as well asproviding a potential profile of buried pipelines.

“We are proud to be this year’s recipient of the MP Corrosion Innovation Award”, said Henning Arnøy,Managing Director of FORCE Technology Norway. “Being awarded by our peers in the global corrosioncommunity is an extraordinary honour, and a blue-chip credential to the technical work behind FiGS”.

The award is presented by NACE, The Worldwide Corrosion Authority, in collaboration with the magazineMaterials Performance (MP). FORCE Technology was selected from a field of 44 accepted nominees fromaround the world.

FiGS is the latest addition to the unique spectre of tools and services within asset integrity managementoffered by FORCE Technology. “Performing a FiGS survey provides you with an accurate image of the assetscondition, allowing for qualified decisions and substantial cost savings when considering life extension andanode replacement. This approach heavily increases the return on your investment”, Henning Arnøy said.

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LNG TRANSFERWÄRTSILÄ PARTNERS TOPUSH NEW LNG TRANSFERCONCEPTWärtsilä has partnered with marinedesign consultancy Houlder and hosesupplier Trelleborg in the developmentof an innovative system for transferringLNG from the carrier vessel toshoreline terminals where no jettyexists.

The transporting and bunkering ofLNG is becoming increasinglyimportant to the energy strategies of island and other coastal communities across the world. However, becauseof environmental considerations and high investment costs, such communities typically have a limited appetitefor the major civil works required for building new harbours, quays and jetties. Recognising this Wärtsilä, anexperienced LNG infrastructure provider and power generation expert, has combined its in-house talents forinnovation with those of Houlder and Trelleborg to develop an alternative viable solution.

“Wärtsilä, as an EPC contractor, sees this collaborative concept as being an enabler for new and smarter LNGterminal solutions serving various small-scale LNG consumers in situations wherebuilding a jetty is not feasible or cost-effective,” said Kenneth Engblom,Director, Sales and Marketing, LNGSolutions at Wärtsilä.

The jettyless concept has beendeveloped to enable the transfer of LNGfrom small to mid-scale carriers toonshore or floating storage andregasification terminals where it is notfeasible to construct a jetty for mooringthe vessel. The floating transfer terminalby Houlder comprises a self-propelledbarge that shuttles to and from LNGvessels moored up to 800m offshore andincludes an integrated transfer armdeveloped by Houlder and KLAW LNG.

Trelleborg CRYOLINE LNG FloatingHoses are then used to transfer the LNGand boil-off gas between the barge andany shore facility. The hoses combinehigh flexibility, reliability, and longservice life to meet the safety, flow rate,and operational availabilityrequirements of LNG operators andcontractors.

Gianpaolo Benedetti, Houlder’s LNGBusiness Development Manager,described the floating transfer terminalas “taking the jetty to the LNG vessel,rather than have the LNG vessel come tothe jetty.”

The jettyless concept represents a lowinvestment and quick installationsolution in situations where the cost ofbuilding a jetty is prohibitive. Becauseeach location has its own characteristics,Wärtsilä develops different concepts tosuit the particular situation.

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LNG CONTAINMENTGTT TO EQUIP NEW HYUNDAI HEAVY INDUSTRIES’ LNGCGTT has received an order from Hyundai Heavy Industries to equip anew LNG carrier with its Mark III Flex containment system. Hyundai'sshipyard based in Ulsan, South Korea, will build the vessel of180,000m3 on behalf of the Norwegian shipping company NORSPANLNG XI AS (Knutsen). Delivery is scheduled in 2019.

Knutsen is a long-standing owner of LNG carriers equipped withmembrane technology. With ten vessels of this type, Knutsen isrenewing its confidence in GTT technology by choosing Mark III Flex forthis new vessel. "We are very pleased with the excellent cooperation wehave with Knutsen and Hyundai Heavy Industries. We are proud to beassociated with this new project”, declared Philippe Berterottière,Chairman and CEO of GTT.

GTT records the first LNG carrier order of the year. With its Mark IIIFlex containment system, GTT provides efficient insulation solutionable to reduce the daily guaranteed boil-off gas rate to 0.085 % of tankvolume. The Mark and NO ranges have been designed to meet all thetransport and storage requirements of liquefied gases. Bothtechnologies are continuously improved based on unparalleledfeedback from actual use at sea.

LNG REGASIFICATIONHHI DEMONSTRATES REGAS SYSTEM USING GLYCOLHyundai Heavy Industries (HHI) has demonstrated the installation ofan LNG regasification system using glycol aboard a 170,000m3 LNG atits Ulsan shipyard.

Since the glycol regasification process is free from saltiness unlike asystem that uses seawater, it is claimed to minimise corrosion in majorequipment including heat exchangers, and it can also lower the risk ofexplosion that a system using propane may be exposed to.

Regasification is a process of converting cooled natural gas back tonatural gas at atmospheric temperature. Regasification system is a keyfacility for an LNG FSRU (floating storage regasification unit) thatreceives liquefied natural gas from offloading LNG carriers andprovides gas send-out through pipelines to shore. LNG FSRU takes ayear less and costs half as much as an onshore LNG terminal tocomplete. The facility, better known as ‘the LNG plant on the ocean’,can also move from place to place where the energy demand is ingrowth as it has its own propulsion system, a feature making it aneconomical and reliable option for operators.

After being granted Approval in Principle from Lloyd's Register lastmonth, HHI is in the process of receiving recognition for the systemfrom other major classification societies.

HHI completed the world’s first newbuilding LNG FSRU in 2014. It isalso the only Korean shipbuilder that can both build membrane andmoss-type LNG carriers.

NEWBUILDS & DELIVERIESB.A.P. CARRASCO DELIVEREDFreire Shipyard has recently delivered the DNV GL classed B.A.P.Carrasco (right), one of the world’s most advanced polar oceanographicresearch vessels. The vessel is packed with state-of-the-art technology,including a meteorological office, six laboratories for different researchpurposes, a helicopter pad and a bathymetry transducer system fittedon the flat bottom of the hull.

“This delivery is a testament to the skill of our great team at Freireand the excellent cooperation we have enjoyed with all of our projectpartners, but especially the Peruvian Navy and DNV GL,” saysGuillermo Freire, Director General at Freire Shipyard.

B.A.P. Carrasco will be operated by the Peruvian Navy. “Her operating profile will range from hydrographic,biological, geological as well as physiochemical surveys to providing support with humanitarian operations,”said Walter Flores Servat, Head of the Department for Special Projects and Antarctic Matters at the PeruvianNavy.

“B.A.P. Carrasco represents the highest standards in research vessels. We are very pleased to be classingsuch an impressive newbuild and look forward to continuing this close cooperation with Freire and thePeruvian Navy in the future,” said Christian von Oldershausen, DNV GL – Maritime, Segment Director, Navy.

CROWLEY LAUNCHES LNG-POWERED CONRO SHIPCrowley Maritime Corp and VT Halter Marine have launched Crowley’s new Commitment-class El Coquí, one ofthe world’s first combination container/Roll on-Roll off (ConRo) ships powered by liquefied natural gas.

El Coquí, named after a frog native to Puerto Rico, is the first in a series of milestones as part of Crowley’sUS$550m project to expand and modernise its shipping and logistics services between Jacksonville, FLA, andSan Juan. El Coquí is expected to begin service in the U.S. Jones Act trade during the second half of 2017.

Tom Crowley, company Chairman and CEO, said. “We are extremely appreciative of all the work that hasbeen accomplished so far and look forward to the successful delivery of El Coquí later this year and her sistership, Taíno, in the first half of next year.”

El Coquí, like her sister, will be able to transport up to 2,400TEUs container units and nearly 400 cars andlarger vehicles in the enclosed Ro/Ro decks. A wide range of container sizes and types can be accommodated,as well as up to 300 refrigerated containers. The ships will replace tugs and triple-deck Roll-on/Roll-off bargescurrently sailing between Jacksonville and Puerto Rico.

DAMIA DESGAGNÉS DELIVEREDCanada-based Groupe Desgagnés has taken delivery of Damia Desgagnés, a next generation and state-of-the-artasphalt-bitumen-chemical tanker, from Turkey’s Besiktas shipyard. It is the first of a series of four oil carrierscustom-built according to an original concept developed by the Canadian ship owning group."The addition of the Damia Desgagnés to the Desgagnés fleet is the result of tremendous work, innovations andconstant collaboration with the shipyard, and is the source of great pride," said. Louis-Marie Beaulieu,Chairman of the Board and Chief Executive Officer of Desgagnés, who adds: “The Damia Desgagnés tangiblydemonstrates all of Desgagnés' vision and leadership with regards to sustainable development as well as itscommitment to its clientele in order to offer a first-class, safe and environmentally-friendly marinetransportation service for petroleum products.”Double-hulled, the 15,000dwt vessel is powered by a Wärtsila 5RT-flex 50DF engine, rated at 5,450kW, drivinga 557mm diameter variable pitch propeller in a water-lubricated propeller shaft configuration with bearingssupplied by Thordon. The COMPAC water lubricated bearing was specified to mitigate the risk of any

operational oil leaking from stern tube seals and bearings during vessel operations in the Great Lakes andArctic regions.

Built according to Polar 7 certification, enhanced manoeuvrability is by way of a 750kW bow thruster, a550kW stern thruster and a dynamic positioning system.As the first dual-fuel powered Canadian-flagged tanker and the first-ever asphalt carrier of this type, DamiaDesgagnés is one of the most sophisticated, environmentally-sustainable vessels in the company’s fleet.

The vessel has capacity for 13,500t of asphalt at a draught of 7.8m. It is scheduled to weigh anchor later thismonth and most likely make a first delivery in Europe before heading to North America.

HYUNDAI SAMHO TO BUILD WORLD’S FIRST LNG-FUELLED AFRAMAXESHyundai Samho Heavy Industries (HSHI), Hyundai Heavy Industries’ shipbuilding affiliate, has won an order tobuild four 114,000dwt Ice-Class IA aframax tankers for Russia’s state-owned shipping company Sovcomflot.

At 250m in length and 44m wide, they will be the world’s first LNG-fuelled aframax tankers, when deliveredin the third quarter of 2018. The Ice-Class IA tankers can emit 90% less SOx, 80% less NOx, 15% less CO2 alongwith 50% reduced engine noise by running on LNG.

“We believe the winning of the world’s first LNG-fuelled aframax tankers is the proof of our world’s leadingeco-friendly shipbuilding technology,” an HSHI official said. “As the demand for eco-ships increases withtightening environmental regulations, we will further accelerate our efforts to win eco-ship orders.”

Since its first order of six 41,000dwt bulk carriers in 1989, Sovcomflot has been maintaining a close businesspartnership with HHI Group, ordering 65 ships in total to date.

BIBBY WAVEMASTER 1 LAUNCHED AT DAMEN SHIPYARDS GALATIThe pioneering Bibby WaveMaster 1, the first of Damen’s purpose-built offshore wind Service OperationsVessels (SOV) with Walk-to-Work (W2W) capability, was launched at Damen Shipyards Galati in Romania lastweek.

When completed, Bibby Marine Services, part of Bibby Line Group, will deploy the vessel to supportforthcoming offshore wind construction and O&M projects in the North Sea. “This is an important keymilestone in the delivery of the vessel,” said Stephen Blaikie, CEO of Bibby Marine Services. “Sea trials will startsoon and we will take delivery in August. We are very impressed with the quality of the build and the wholeprocess has gone smoothly.”

Peter Robert, Director Business Development & Market Intelligence at Damen said: “I am honestly convincedthat Damen has designed and built the best vessel for the tasks envisaged and which is going to be available onthe market as of end of August this year. The combination of Damen and Bibby brings together a significantamount of knowledge, which has resulted in some impressive innovation. Carrying out the integrated HILsimulator analyses of the vessel +DP system + gangway system, in a time domain simulation with the actualcontrollers connected to it proves, in real life conditions, safe operations in the 2.5m Hs required by the tenders– the only vessel currently able to achieve this, in fact. Based on this, the shipowner can guarantee site specificvessel performance and safe operations.”

Bibby WaveMaster 1 is built specifically for the transfer and accommodation of offshore personnel and aimsto maximise working time, technician comfort and safety. The design incorporates the philosophies of Damen’sE3 principle – Efficiency in operation, Environmentally friendly and Economically viable.

Equipped with DYNPOS (AUTR) DP2, the 90m LOA vessel has a motion compensated access system (Walk-to-Work). During the construction process, Damen has continued to work closely with the client in customisingthe vessel in order to give it multi-sector versatility. This has included, for example, adjusting the design of theelevator to the W2W gangway. This now has six landings, meaning that technicians can directly access thegangway from the warehouse areas with a ‘stepless approach’. A helideck, daughter craft and CTV landings(with refuelling) complement the vessel’s versatility.

During a two-year design and build period, Damen and Bibby worked very closely together payingconsiderable attention to crew comfort on board the vessel.

For example, the 90m hull is longer than that of a conventional Platform Supply Vessel, this combined withthe 20m beam and 4.6m draught, offers substantially reduced motions in every direction – resulting insignificantly improved comfort onboard.

The aft ship has been adapted specifically to the tasks that the vessel is designed for, including stern towaves operations. The strong V-shape and the slender aft ship make these operations much more comfortablethan on a standard PSV design.

There are two large storage area for containers and this has been adapted so the SOV can also hold highcube containers.

Fuel efficiency is another key feature. The design includes a diesel-electric main propulsion system, whichpowers twin azimuth thrusters. Thanks to careful development, the vessel requires less installed power than aconventional PSV. This results from two factors – a symmetrical wind profile and use of a four split mainswitchboard.

Although primarily designed with offshore wind in mind in the case of the Bibby WaveMaster 1, the carefullyconsidered design means that the vessel is capable of a much wider scope of work in a variety of offshoreindustries.

A range of options are available including an additional deck crane with up to a 24-tonne capacity, tanksarrangements suited to liquids such as glycols and low flashpoint liquids with separate delivery intakes, andfacilities for dive support and ROV operations.

MULTI-ROLE DAMEN SHOALBUSTER FOR BRISTOL PORTThe Bristol Port Company has taken delivery of a Damen Shoalbuster 2308S. Modified with several customisedoptions, the vessel will be able to take on a multifunctional role that includes plough dredging, towing, pilotageand survey duties. This isthe first contract betweenDamen and the Bristol PortCompany.

Construction of the new23m long Shoalbuster tookplace at Damen ShipyardsHardinxveld, in theNetherlands. During thehandover ceremony on 17March, the vessel wasofficially named GrahamRobertson.

The Bristol PortCompany will mobilise the Graham Robertson in a variety of functions. To this end, the adaptable design of theShoalbuster 2308S allowed the yard to install numerous extra equipment.

Addressing the primary role of plough dredging activities, the Graham Robertson has an aft-mounted A-frame. “Being able to plough dredge will also ensure the maximum available depth of water can be maintainedwithin the dock,” says Bristol Port Company Deputy Haven Master Christopher Jones.

The vessel will also undertake buoy maintenance and installation and repair works, he continues: “For thisher hydraulic deck crane will prove invaluable.”

To further enhance the versatile nature of the Graham Robertson, the contract also called for a dismountablepilotage platform to allow for occasional piloting tasks, firefighting equipment and a towing hook.

“A truly multipurpose port craft was a strict requirement when finalising the vessel’s specification,” adds MrJones. “Introducing such a multipurpose vessel will allow the port to greatly increase the level of work it canundertake in-house, leading to financial savings.”

Damen Shipyards Hardinxveld delivered the vessel just 15 weeks after contract signing. “It is an honour towork with the Bristol Port Company for the first time – delivering this compact, multifunctional vessel within atight time frame,” states Arjen van Elk, Damen UK Sales Manager. “We look forward to seeing the GrahamRobertson prove itself as a valuable asset in the Bristol Port Company’s ambitions for growth anddevelopment.”

COMPANY NEWSMAERSK LINE PARTNERS WITH AKZONOBEL TO DRIVE SUSTAINABILITYAkzoNobel and leading global container shipping company Maersk Line have signed a strategic sustainabilitypartnership to reduce carbon emissions per container shipped by 10%. The aim of the partnership – whichreflects the mutual ambition of both companies to jointly elevate sustainability in the maritime industry – is todrive positive change in a number of areas, including:

● Creating transparency on sustainable best practices in the supply chain● Identifying ways to integrate sustainability into the customer-supplier relationship as a decision-

making factor● Reducing carbon emissions per container shipped by 10%

Both companies serve as customer and supplier for each other, which means the two parties enter into thepartnership on equal terms. "This sustainability partnership with AkzoNobel is an important step towards acommon framework to jointly elevate and promote supply chain transparency and sustainability in ourindustries,” said Annette Stube, Head of Sustainability Maersk Transport and Logistics. “Successful resolution of

sustainability issues will rarely occur through the power of one individual company. The fact that we arecustomers and suppliers to each other and are joining forces to drive change, can have significant positiveimpact to the customer-supplier relationship."

Added André Veneman, AkzoNobel’s Corporate Director of Sustainability: “We are proud to partner withMaersk Line. This is a pioneering collaboration where two industry leaders have come together to make theworld a more sustainable place, in line with our own Planet Possible approach. We live in a world wheresustainability is important for the long-term existence of our company, our society and our planet. By workingtogether with customers, partners and suppliers, we can make life more liveable, healthy and inspiring."

As a part of the agreement, signed in The Hague, the Netherlands, the two companies will continue tocooperate and explore innovations and new ideas to help improve their own sustainability and businessperformance, as well as within the overall marine and logistics industry.

Both parties are also part of the Sustainable Shipping Initiative (SSI), an ambitious global coalition takingpractical steps to tackle some of the sector’s greatest opportunities and challenges. Connecting the shippingindustry’s key stakeholders, the SSI works towards sustainable shipping practices.

VIKING SLOWDOWNViking Life-Saving Equipment reports a moderate slowdown following several years of continuous growth.

“The downturn has been deeper and longer than what could have been predicted a few years ago. Thecontours of a weakened market emerged in the years 2013-2014, combined with an absence of positive trendsin the market economy to cushion the fall. You would have to go back decades to find a similar situation wherethe cargo newbuild market had fallen by more than half, as is the case now. Meanwhile, the operational market– the vessels in operation – are under pressure due to low demand and low freight rates,” said CEO Henrik UhdChristensen.

Viking has launched a number of successful concepts in recent years for shipowners and offshore rigowners, which are adapted to the difficult market conditions. Customers are seeking multi-year agreementswith transparent pricing on safety equipment and service, combined with reduced administrative burdens. Theefforts to meet these needs will continue in the coming years.

“Even well-established shipowners see their liquidity dwindling these days; and some may go under, whileconsolidation in the form of mergers and acquisitions will also continue. I believe in a recovery in 2018. We arenow seeing that parts of the market, most recently dry cargo vessels, are on the road to recovery,” saidChristensen.

On a positive note, the holiday-driven cruise industry has remained successful for decades and proven lessdependent on the global economy. The part of the passenger ship market that transports both passengers andcargo has also benefited from growth and lower oil prices. This has had a positive impact on both newbuildsand the existing tonnage.

“We expect profit in 2017 to be on par with what we achieved last year. Despite the slightly declining topand bottom lines in 2016, we saw growth in important key figures, such as gross profit, EBITDA and cash flows.The good development in equity has also continued as a result of sustained solid earnings and the high level ofinvestment. Viking is therefore in a good position to withstand the difficult market conditions of recent yearsand to achieve accelerated growth when conditions hopefully improve within the next couple of years,”Christensen said.

MEM Marine Engineers MessengerEditor Patrik WheaterContributions: Charlie BartlettSales: mskinner@onlymedia.co.ukPublisher: Seaborne Communications LtdEmail: mem@seabornecomms.comWeb: www.seabornecomms.com

The information published in MEM does notnecessarily represent the views of SeaborneCommunications Ltd. The publisher makes norepresentation or warranty as to the accuracy orcorrectness of the information or acceptsresponsibility for any loss, damage or other liabilitypertaining to the information published in thisnewsletter.©2017 Seaborne Communications Ltd