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PROPULSION & ENGINE TECHNOLOGY

EMISSION CONTROL

CO2

NOx

SOx

OPERATIONAL OPTIMISATION

BALLAST WATER TREATMENT

SURFACE TECHNOLOGY

SUSTAINABLEGLOBAL SHIPPING

SHIP DESIGN

www.shipandoffshore.net Edition 2013

Special GreenTech

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Some of the results of the 65th ses-sion of the Marine Environment Protection Committee (MEPC), held in May at IMO headquarters in London, were rather sur-prising both technically and politically – the former with respect to the effective date of Tier III NOx limits, and the latter to the EEDI-related draft resolution on technol-ogy transfer, for example. These develop-ments, which are discussed in detail in this GreenTech edition, show how fragile that progress on sustainable shipping can be.Nonetheless, the maritime industry’s goal of zero pollution remains on the agenda and continues to act as an incentive for technical innovation.This publication covers all of the main environmental issues affecting shipping, including important technological devel-opments in the fi elds of ship design, pro-pulsion, emission control, operational optimisation, ballast water treatment and corrosion protection.Many of the articles point to integrated solutions and holistic approaches in areas such as classifi cation, training and on-board systems as the keys to a sustainable future for the maritime industry. Our fi rst article in the section “Sustainable Global Shipping”, for example, deals with the next generation of maritime regula-tion that – according to Howard Fireman, vice president of operational and environ-mental performance at the classifi cation society ABS – will require the industry to adopt a new approach to collaboration and transparency.

In our “Propulsion & Engine Technology” section, we of course look at the latest developments and prospects of liquefi ed natural gas (LNG) as ship fuel, which is still gaining in attraction despite the ques-tion mark raised at the latest MEPC ses-sion. Another article deals with the impact of subsea noise – a relatively new marine environmental topic – and describes how stakeholders are now working together on a range of technical solutions to manage it.Aspects of more energy-effi cient op-eration are presented under the heading “Operational Optimisation”. One of them is a fuel -saving onboard system based on an integrated approach to data collec-tion and analysis. In addition to compre-hensive training measures essential to a sustainable shipping industry, a fi nance model for environmentally friendly retro-fi ts is discussed in this section. After all, retrofi tting is highly important when it comes to installing ballast water treatment systems (BWTS) on board ves-sels. Even as MEPC 65 has decided to amend the timetable for retrofi tting BWTS, un-certainty remains among shipowners on which system to use. A comparison study that is summarised in this issue aims to help in the selection of the optimum one. Last but not least, surface technology / anti fouling coatings is a crucial area of marine environmental protection. We close our 2013 GreenTech edition with a study on the global effects of heavy metals and toxic chemicals in such coatings.

Keys to sustainable shipping

SPECIAL GREENTECH | COMMENT

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636

4 Ship & Offshore | GreenTech | 2013

SUSTAINABLE GLOBAL SHIPPING

6 Regulation, verifi cation and transparency: the new role of class

10 Oceanographic data boost effi ciency

14 Unexpected decisions on NOx and ballast water treatment

OPERATIONAL OPTIMISATION

26 Maritime education and training for environmentally friendly and energy-effi cient shipping

30 Energy savings in a wider perspective

33 Integrated fuel effi ciency

34 Improving operations and increasing profi tability

36 Funding sustainable shipping in today’s market

PROPULSION & ENGINE TECHNOLOGY

16 Working together to reduce subsea noise

18 Power, effi ciency and reliability

20 LNG-fuelled deep-sea shipping

24 »The time to act is now«

3316

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COMMENT ............................... 3BUYER‘S GUIDE ............. 41IMPRINT ...................................59

� Regulars

Ship & Offshore | GreenTech | 2013 5

SPECIAL GREENTECH | CONTENT

EMISSION CONTROL

38 NOx emission treatment for marine diesel engines

39 Patented EGCS technology

48 Diffi culties of BWTS selection

52 Managing costs and redundancy are key to compliance

55 First BTWS retrofi t in Singapore


SHIP DESIGN

40 Launch of energy-effi cient PSV series

40 Environmentally friendly energy supply in the Port of Hamburg

SURFACE TECHNOLOGY

56 Global sediment contamination research – impact on the shipping industry

39

48

40

56

CO2

NOx

SOx

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The maritime industry is regulated by safety, security and environmental legislation

Regulation, verifi cation and transparency: the new role of classHOLISTIC APPROACH Creating the next generation of maritime regulation will require the industry to adopt a new approach to collaboration and transparency, with class playing a central role, writes Howard Fireman, vice president of operational and environmental performance at the classifi cation society ABS (American Bureau of Shipping).

As a classifi cation society, ABS fi nds itself standing squarely at the cross-roads between regulatory policy

and day-to-day operations. It’s a position that provides us with a unique perspective from which to discuss the impact of local, regional, national and international regu-lations on the shipping industry.There can be little disagreement that our industry is more regulated today than it has been at any point in history. As we look at the agenda of the International Maritime Organization (IMO) and many national and regional administrations, it is clear that in the near term this regulation will only increase.Legislative bodies are continuing to put their imprint on the shipping industry with initiatives that add further require-ments for safety, security and environmen-

tal compliance. While these efforts have the best of intentions, recent history indi-cates that they may not always be the most practical, cost-effective or even successful way of improving safety or protecting the environment.Sometimes the regulations are incomplete and adopted in advance of the availability of proven technology solutions. This and slow ratifi cation of adopted regulations introduce uncertainty on when and how to comply with the requirements. We can hardly be surprised when many owners adopt a wait-and-see attitude. Because of the added fi nancial burden of compliance, many new regulations are no longer the sole concern of technical man-agers. In today’s world, CFOs are keenly interested in these regulations and their impact in the short and long term.

The regulations impact commercial deci-sions – the technically feasible life of the vessel is no longer simply based on its physical condition but also on the ship’s competitiveness in the world market.But regulation is a fact of life. The question we should be asking is how we as the in-dustry can provide more trusted technical assistance to those shaping the regulatory environment that governs our activities and operations.How can we be more effective in help-ing the IMO and policymakers elsewhere develop sensible, practical measures, par-ticularly in the fevered aftermath of a high-profi le casualty? When new environmental regulations are discussed, how can we sup-port lawmakers in ensuring that technical measures are achievable and sustainable in fi nancial and operational terms? �


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The answer begins with education. As an in-dustry we must collectively engage policy-makers to help them better understand our industry and the impact of their regulatory initiatives. As an industry we need to insist that the IMO remain the central point of all maritime regulatory action. The push to impose unilateral regulation on the indus-try by many national and regional bodies, as well as by individual states in the US, may be understandable but is an imprac-tical approach that creates confusion and can make compliance even more diffi cult. We must also be mindful that the ultimate responsibility for safety, security and envi-ronmental protection falls upon the indus-try. The role of regulators should be to es-tablish society’s level of risk tolerance and then establish the broad criteria needed for industry to meet those expectations.It is then up to the classifi cation sector, the traditional and effective self-regulating mechanism, to work with industry to de-velop the specifi c standards that will allow designers, builders and shipowners to meet those overarching safety requirements in a practical, sensible, technically sound and holistically integrated manner.Class has been doing this for more than 200 years. Its goal is exactly the same as that of the regulators: to promote the safety of life and property and to protect the ma-rine environment.The system works best when the regulatory and classifi cation regimes are in lock-step, and when shipbuilders and shipowners recognise the positive contribution made by both.Class has a unique position in the indus-try, acting as the bridge between regulators, shipowners and operators. Moving for-ward, regulators are in a position to take greater advantage of the knowledge, experi-ence and technical competence that resides within class when formulating new regula-

tions. This is especially so as we move into the next generation of safety and environ-mental systems that place emphasis not just on certifi cation but on performance verifi cation as well.For much of their history, classifi cation so-cieties have focused on the hardware: the engineering side of safety both in setting their own standards and in their important role as technical advisers to the IMO. More recently our responsibilities have grown to include software verifi cation, management and quality standards, design verifi cation, ship security and, most recently through the Maritime Labour Convention, onboard living and working conditions.The next step is environmental and per-formance verifi cation. Areas such as energy effi ciency are becoming increasingly im-portant, in large part due to prodding by the IMO. New, supposedly energy-effi cient designs being offered by shipyards are creating in-terest and orders from shipowners around the world – even as their merits are still being debated. Designers, naval architects, researchers, machinery manufacturers – almost every sector of our industry – are working hard on new and innovative ap-proaches to improve energy effi ciency and reduce emissions and the overall carbon footprint of ships in the future.It is becoming commonplace to hear claims of double-digit percentage improve-ments in fuel consumption for these new designs. But are these claims valid? Do they translate from the drawing board to actual in-service performance? Who will verify that the installed emissions scrubber does what it is supposed to do, not just when fi rst installed but after four, six or more years of operation and possibly im-perfect maintenance? Who will verify that the claimed EEDI of a new design is a fair indication of its subsequent performance?

No doubt many of these responsibilities will fall upon class. But verifying this level of performance will require a much greater degree of transparency than currently exists. It will require sharing data between manu-facturers, owners and class to an extent that simply does not occur at present, whether because of traditional practices, contractual obligations or merely a lack of trust.At present, such cooperation may be lim-ited by the proprietary nature of the infor-mation to which we have access, whether it be the real condition of the ship, as known to the owner, its class information, protect-ed by contract, or other information such as the CDI and SIRE databases to which ac-cess is limited even to class. The lack of ac-cess to complete information on the condi-tion of the vessel, and the fear of liability, leads the charterers and port states to per-form multiple levels of vetting and inspec-tions, which, needless to say, is a source of frustration to the industry.In the maritime industry, we have the ca-pability to capture 24/7 real-time infor-mation on a vessel’s hull and equipment performance in order to provide the data necessary to develop comparable risk pro-fi les. This kind of structured information is essential if we are to move the development and application of classifi cation standards from today’s largely empirical approach to a fully risk-based approach. If we are to perform this kind of verifi ca-tion and, in the process, move the tra-ditional class survey regime and future design development to a more scientifi c basis, we must start by sharing and ana-lysing operational data to a degree that is simply not possible within the current op-erational confi nes.Both regulators and industry need to cre-ate an environment that will allow owners and class to work together in an open and constructive way. Through the application of risk-based principles, the class survey can become more focused, less intrusive and far more effi cient than at present. In the longer term, future IMO regulations could not just be global but also risk-driv-en, technology-sensitive, practical and bal-anced. They could also be more holistic in their approach and sustainable over the life cycle of the vessel.While such an approach is a fundamental shift from where we stand today, ABS be-lieves that it is hard to argue it would not ultimately be more effective. The ultimate goal is to always raise the bar for safety and to reduce the risk of incidents. How well we respond to this challenge – as well as improve environmental perform-ance and operating effi ciency – could de-pend on how far the industry and regula-tors are prepared to adopt a new approach to collaboration and transparency.

ABS is working with shipowners, shipyards and equipment manufacturers to improve the energy effi ciency of existing ships and new vessels


SPECIAL GREENTECH | SUSTAINABLE GLOBAL SHIPPING

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Oceanographic data boost effi ciencyTIDETECH One “green” ship technology less widespread than might be expected is ocean-ographic data – tides, ocean currents, sea surface temperatures, wave forecasts – whereby vessels use the ocean’s ebb and fl ow to improve effi ciency. The Australia-based company Tidetech, made up of oceanographers, navigators and oceanographic data technicians, delivers high-resolution oceanographic data for the shipping industry.

In late 2011, Carnival Cruise Lines undertook a trial of oceanographic data for route

optimisation. Conducted on board six vessels plying routes in the Gulf Stream west, south and east of Florida, the exercise was to see whether high-reso-lution data for the Gulf Stream could help the ships reduce fuel consumption. The out-come was between 1% and 5% reductions in bunkerage per ship, according to Tidetech.

The company has also just fi nished another trial with the Finnish software house NAPA on board Star Cruises’ SuperStar Virgo in Southeast Asian waters, including the highly traffi cked and heavily tidal Singapore and Malacca straits. The successful trial has now rolled straight into op-erational use with the request of an expanded operational region. NAPA has also already applied the data to another

client’s optimisation system – the MV Bore Song, a RoRo ferry operating North Sea – English Channel routes.Tidetech’s managing direc-tor Penny Haire said the trials proved that oceanographic data constituted a genuine sustain-able shipping technology deliv-ering real effi ciency benefi ts.“The trials were to demonstrate both the bunkerage savings a ship could achieve using tidal data and the delivery process to onboard systems,” Haire said. “Our analysis shows for an 8,000-TEU container vessel burning 105 tonnes per day at 18 knots, 1 to 5% bunkerage savings would equate to around USD 14,000 to USD 75,000 per vessel, per trip.”With a broadband connection and some technical integration work, the data can be directly downloaded to onboard sys-tems. The exercise is extremely cheap compared with some solutions offering similar per-centage benefi ts, according to Haire.

Exact data supplyOcean currents and trade winds have been relied upon for hundreds of years in trade shipping. Previously, data were based on estimates and histori-cal information, providing an average ocean current estimate for a given month.The data supplied by Tidetech are created and compiled by leading oceanographers evalu-ating data from multiple sourc-es including satellites, govern-ment agencies, universities and observations. This allows them to establish the exact location

of constantly moving currents, calculate the height, length and direction of waves and analyse sea surface temperatures, an el-ement not only for pinpointing currents, but also an important factor in applications for man-aging bio-fouling.Oceanographic optimisation is often compared with weather routing, so it is important to clarify the stand-alone benefi ts to be gained from this applica-tion, Tidetech noted.Oceanographic route opti-misation involves directing a ship to gain velocity benefi ts from prevailing ocean currents across its entire passage. If ful-ly integrated, this means using ocean currents to add veloc-ity to the vessel, effectively in-creasing its speed-over-ground or allowing it to steam more slowly while maintaining an optimum rate.Route optimisation also means being able to avoid negative current against the vessel. With the wide adoption of slow steaming, it is especially valu-able for a ship to avoid hav-ing to increase revolutions and burn more fuel.This kind of routing is tradition-ally counterintuitive to ship op-erators, who generally perceive the shortest distance to be the lowest risk in terms of fuel used. This is often not the case.Oceanographic speed optimisa-tion using accurate tidal stream data is about choosing the best time to transit a passage for the least fuel consumption when a choice of route is limited or restricted (channel transits, controlled shipping lanes, ferry routes, etc.).

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Using the English Channel as an example, timing a ves-sel’s arrival at the entrance to the channel correctly means a ship can make the most ef-fi cient passage through it by going with the optimal fl ow of water.

An English Channel simu-lation by Tidetech shows a best-case transit to be 32 min-utes faster when steaming at 19 knots than the worst-case transit at 21 knots. Based on an 8,000-TEU container ves-sel, this is a difference of ap-

proximately 35.8 tonnes of fuel.Calculating carbon dioxide at 3.2 tonnes per tonne of fuel, this suggests a potential emissions reduction of 114.56 tonnes of carbon dioxide in one English Channel transit.

Haire said Tidetech was also working with ferry companies to improve timetable schedul-ing with tidal and speed opti-misation.“The major benefi t of speed optimisation is in reducing the need for sprint and loiter. In

The Singapore and Malacca straits are highly traffi cked and heavily tidal waters

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areas of strong tide it has been diffi cult, from an operational perspective, for ferries to judge the right amount of power and speed needed to minimise fuel use while maintaining sched-ules,” she said. “Using speed optimisation, any vessel oper-ating to a timetable will be able to schedule its departure more effectively to make best use of tidal fl ow and achieve the de-sired arrival time with minimal fuel consumption.”A study completed for Brittany Ferries has shown a ferry sailing from Brittany to Portsmouth could achieve a 60-minute ben-efi t in transit time by optimis-ing time and speed with tides.

Applicability and commercial uptakeAn obvious question is why oceanographic data are not in more widespread use. The real-ity is that until recently (the last fi ve to ten years) the data sim-ply have not been available to anyone other than government agencies with access to massive computing resources, Tidetech noted. With the ever improving capability of desktop comput-ing and data storage, the abil-ity to collect, manage, analyse and calculate the relevant data has increased, making it more

cost-effective to build models for commercial use.Tidetech’s science team is made up of two of the foremost oceanographers in the world. Dr Roger Proctor and Dr Roger Flather each have more than 30 years of experience in oceanog-raphy for government agencies. They were the scientists who cre-ated the storm surge model that dictates whether the Thames Barrier in London is raised.The science team’s job is to ac-quire the best available ocean data from authoritative sources and establish their strengths and limitations. They will produce in-house tidal and wind/wave/current models for in-demand locations where none exist.Access to global bathymetry (depth) data, satellite altimetry information and local observa-tions allows them to calculate hydrodynamic models in-house, using highly complex equations of motion that gov-ern fl uid dynamics.For the Singapore and Malacca straits’ models, for example, the existing tidal information for the region was limited and based on short-term, single-point observations (approxi-mately 50 of them, mostly in the Singapore Strait). Us-ing satellite altimetry and

bathymetry information al-lowed creation of an in-house model with well over 10,000 data points and a resolution of 800 metres.Haire said that because tides were inherently predictable, tidal models produced would have 85% to 95% accuracy at the fi rst pass, assuming good data input.“Further improvements can be made by assimilation of obser-vations and incorporation of atmospheric and hydrological data,” she remarked.“Physically measuring tides and currents on a widespread basis (for previously uncharted regions) is impractical and very expensive, so computer models are the most cost-effective way to create predictions for these regions.”

Worldwide tidesOceanographic data are increas-ingly available for the key ship-ping lanes and ports around the world. Critical channels such as the English Channel and the Singapore and Malacca straits, currents such as the Gulf Stream and Agulhas Current and tidal regions such as the US East Coast, San Francisco, the China Sea and North Sea are all now being used operationally.

“Aside from key areas where detailed bathymetric studies have been carried out, there has been limited accuracy in tidal movement around the world,” Haire said. “Our existing tidal catalogue is constructed using detailed bathymetric data and knowledge of local tidal har-monics, all processed through complex sets of mathematical equations.”

Oceanography for ship optimisationOceanographic data are gradu-ally making their way into ship optimisation. NAPA, SAM Elec-tronics, Bore, Star Cruises and the Interislander Ferry in New Zealand are all either actively applying oceanographic route and speed optimisation or are in the process of implementing it as an option for their cus-tomers.With options from full integra-tion to online viewing, there are few vessels that could not benefi t from using the ocean’s energy for sustainable ship-ping. Slow steaming vessels, in particular, are looking into the benefi ts, as they have to grab every bit of help they can to achieve the maximum intend-ed environmental outcomes, according to Tidetech.

A 60-minute benefi t in transit time was calculated for a ferry travelling from Brittany to Portsmouth



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MEPC 65 | The Marine Envi-ronment Protection Commit-tee (MEPC) of the Interna-tional Maritime Organization (IMO) recently met in London for its 65th session. Among other things, MEPC 65 saw the proposed postponement of the introduction of the Tier III NOx limits contained in Regu-lation 13 of MARPOL Annex VI, scheduled to come into ef-fect in 2016, to 2021.Also discussed at MEPC 65 were adjustments to the compliance timeline for the International Convention for the Control and Management of Ships’ Ballast Water and Sediments, development of the guidelines for cleaner ship recycling con-tained in the Hong Kong Con-vention, an expansion of the Energy Effi ciency Design Index (EEDI) to cover additional ship types, new measures to pro-mote greenhouse gas (GHG)reduction in shipping includ-ing a proposed update to the IMO’s greenhouse gas study, and re-establishment of the correspondence group on ship recycling to fi nalise thresholds and exemptions to the Inven-tory of Hazardous Materials (IHM) guidelines.

GL Exchange ForumGermanischer Lloyd’s (GL) tra-ditional MEPC recap, recently held at its head offi ce in Ham-burg, focused on the develop-ments at the 65th session and put them into perspective.More than 60 representatives from the maritime industry met to consider the new meas-ures, hear presentations from GL and industry experts, and discuss the likely impact of the changes on the industry.

NOx Tier III: Possible delay of implementation The MEPC considered and agreed to pro-posed draft amendments to MARPOL Annex VI Regulation 13 on nitrogen oxides (NOx), moving the date for the imple-mentation of Tier III standards within emission control ar-eas (ECAs) to January 1st 2021, from the current effective date of January 1st 2016. The draft amendments will be circulated

for consideration at MEPC 66 in 2014, with a view to adop-tion. At GL’s Exchange Forum, Ralf Oldenburg from MAN Die-sel & Turbo presented some of the systems that MAN has developed to meet the Tier III requirements. They are well un-der way, he noted, with exhaust gas recirculation (EGR) and selective catalytic reduction (SCR) already proven on board test vessels to be able to meet the upcoming limits. All that remains, he said, is to bring these products to market – eas-ily achievable by the original 2016 deadline.

International Convention for the Control and Management of Ships’ Ballast Water and Sediments The convention has yet to enter into force, and the delay in its adoption neces-sitates adjusting the schedule for compliance on ballast wa-ter treatment, explained Ralf Plump from GL’s Department of Safety and Environmen-tal Research. It was agreed at MEPC 65 that the timeline for compliance with the D2 stand-ard (ballast water treatment) of the convention be shifted so that all ships built before its entry into force would have to comply with the D2 stand-ard at the fi rst renewal survey for the International Oil Pol-

lution Prevention Certifi cate. Plump noted that discussion had also arisen as to the tim-ing and methods of sampling for ballast water. Additionally, there was agreement on the application of the convention to offshore units and the use of drinking water as ballast. With Germany’s recent ratifi -cation of the convention, the supporting tonnage is now at 30.32%, which means that it still requires another 4.68% to enter into force.

EEDI – expansion to new ship types The MEPC continued its development of technical and operational measures to boost ships’ energy effi ciency, following the entry into force, on January 1st 2013, of the new Chapter 4 of MARPOL Annex VI, which includes the requirement of an Energy Effi -ciency Design Index (EEDI) for new ships and a Ship Energy Effi ciency Management Plan (SEEMP) for all ships. The committee approved draft amendments to MARPOL An-nex VI, with a view to adoption at MEPC 66, to extend the ap-plication of EEDI to all types of RoRo vessels, LNG carriers, and cruise ships with non-con-ventional propulsion, and to exempt ships not propelled by mechanical means, platforms including FPSOs, FSUs and

drilling rigs, regardless of their propulsion, as well as cargo ships with icebreaking capabil-ity.Martin Köpke, GL’s expert on safety and environmental re-search, noted that the session had also seen adjustment of some of the correction values in the EEDI calculation, ap-proval of the 2013 guidance on treatment of innovative energy effi ciency technologies, and adoption of the 2013 interim guidelines for determining minimum propulsion power to maintain the manoeuvrabil-ity of ships in adverse condi-tions.

CO2 emissions – technol-ogy transfer and GHG study Torsten Mundt, topic manager Environmental Research at GL, outlined the new Resolution on Promotion of Technical Cooperation and Transfer of Technology relating to the Im-provement of Energy Effi ciency of Ships. The work item was designed to enable coopera-tion in the transfer of energy-effi cient technologies to devel-oping countries, he said. The terms of reference for a study updating the greenhouse gas emissions’ estimate for inter-national shipping were also adopted, and this study will focus on updating the current IMO GHG study from 2009 with its results due to be sub-mitted at MEPC 66.

Ship recycling With EU regu-lations on ship recycling likely to be implemented this year, the topic of safely and respon-sibly dealing with ships at the end of their service life is cru-cial for international shipping. Jens Rogge, GL’s lead auditor for ship recycling, looked at some of the changes to the IMO regu-lations at MEPC 65. A working group has been established and agreed on altering some of the general threshold values in the IHM guidelines, he said. Fur-thermore, a correspondence group is continuing to work on the exemptions and terms of the IHM guidelines, which will remain unchanged until MEPC 66.



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Working together to reduce subsea noiseMARINE ENVIRONMENT With increased focus on the negative impact of subsea noise on the marine environment, regulators are considering action. Different stakeholders are now work-ing together to develop a range of technical solutions to manage the issue, writes Anniken Keil from Pon Power Scandinavia, a distributor of Cat and MaK marine propulsion systems.

Over the past decade, regulators have sought to manage the impact

the shipping industry has on the environment by introduc-ing legislation covering ballast water treatment, restrictions on substances used in marine coatings and carbon emissions. However, while subsea noise has long been recognised as a threat to marine life, there has been little action to manage the issue. Last year, the IMO’s Subcom-mittee on Ship Design and Equipment (DE) established a correspondence group on re-ducing commercial shipping noise through non-mandatory technical guidelines. DE iden-

tifi ed four focus areas for noise reduction: propulsion, hull de-sign, onboard machinery and operational modifi cations. In Europe, the EU Marine Strat-egy Framework Directive is working with university re-searchers to assess noise pol-lution and defi ne baseline lev-els of underwater noise. Once complete, the EU plans to introduce legislation setting standards to reduce noise lev-els by 2020. At the same time, the US-based National Oce-anic and Atmospheric Admin-istration (NOAA) is working on a global project to docu-ment human-generated subsea noise to create the world’s fi rst sound maps.

In the meantime, most of the work to develop quieter ships so far has been driven by own-ers with commercial or scien-tifi c incentives to reduce subsea noise. According to DNV’s Kai Abrahamsen, principle engineer (Noise and Vibration), interest in this specialist fi eld is growing. “Our work in this area has been confi ned to vessels active in seis-mic surveys, scientifi c research, commercial fi shing and gov-ernment-related naval projects. But we have also been engaged by energy companies, who seek to shield sensitive acoustic in-strumentation related to subsea construction and communica-tions from underwater noise. We are encouraged by NOAA’s

focus on subsea noise and state-ments made by the IMO and the EU suggesting that action may be taken to apply new standards for merchant vessels, which pro-duce the most noise.” Abrahamsen explained that low-frequency sound waves can travel for hundreds of kilo-metres under water before they dissipate, upsetting the highly evolved hearing abilities that fi sh and sea mammals (espe-cially dolphins, whales and seals) rely on to hunt and com-municate. “Reducing noise and vibration can be a complex en-gineering challenge, but we are seeing specialists in different ar-eas working together to develop some highly innovative techni-

1/3 octave levels were measured at package foundation. Levels were found to be within the specifi cation requirements and prescribed limits at 100% load (left). The Pon Power genset was engineered to reduce the excitation from the diesel-driven engine into the genset frame and package foundation using highly fl exible, resilient engine mounts and seismic masses in a three-stage isolation scheme (right)


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SPI_SPIG-13_ _25_20130710095544_55722 .indd 1 10.07.2013 09:5 :29

cal solutions,” he said. “A lot of subsea noise generated by ships can be traced to propellers, but some industry players are turn-ing their attention to another signifi cant contributor – engine vibration.”Water is an effi cient conductor of sound, and engine and pro-pulsion noise is amplifi ed by a vessel’s hull. Underwater noise results from airborne noise, which is generated from the machinery to the structure of the vessel, and structure-borne noise, which is generated from the vibrations of the machin-ery to the hull of the ship. To minimise this noise, engineers must consider a broad range of issues, including engine- and generator-mounting systems, base frames, materials and the position of isolators.

Project developmentIn 2008, Pon Power began work on a mounting system designed to isolate engine vi-bration of high-speed gensets. The development of the Gen-fl ex system was driven by the increasing power density of generator sets. Pon Power designed a system in which the generator is rigidly mounted on easily adjustable chocks, and fl exible mounts are fi xed between the engine and base frame. Introduced in 2009, the Genfl ex concept has attract-ed signifi cant industry interest. In 2008, Pon Power was asked by Siemens to provide genera-tors for a diesel-electric powered research vessel under construc-

tion at the Jong Shyn Shipyard in Taiwan. The ocean research vessel (ORV) Aerial was ordered by the Taiwan Ocean Research Institute to monitor sea life and perform acoustic surveys and high-resolution imaging of the seabed, among other tasks. To meet standards set by Inter-national Council for the Explo-ration of the Sea (ICES), the yard contacted DNV and the US-based company Noise Con-trol Engineering to work with Siemens to ensure the vessel fulfi lled the underwater noise requirements by reducing the vibrations and mobility levels of the gensets.Oriantek, a US-based company specialising in power train vi-bration and acoustic engineer-ing, provided critical high-end dynamic analysis and layout schematics, including connec-tions between engine and alter-nator and related pipe work.

Highly fl exible and resilient engine mounts and seismic masses in a three-stage isola-tion scheme were selected, and a fl exible coupling was added between the engine and the generator. Pon Power’s calculations in-dicated that vibration levels could be reduced signifi cantly, especially between the rotorand stator, by placing isolators between the base frame and the blocks, and the blocks and the foundation. The design also in-cluded the addition of an extra mass of 15 tonnes below the fl exible skid to further reduce vibration to the hull. Pon Power turned to Christie & Grey, a manufacturer of preci-sion anti-vibration and isola-tion mounts. The company applied its proprietary design software to calculate the natu-ral frequencies and response to seaway motion of fi ve different

masses (the diesel engine, the alternator/base frame and three cast iron blocks) to properly design the resilient mounting system. The calculations were then completed and verifi ed by the shipyard.After more than a year, the team assembled at Pon Power Scandinavia‘s facility in Esbjerg, Denmark for the factory ac-ceptance test (FAT). Other par-ticipants included a large del-egation from Taiwan, including government offi cials and ship-yard personnel, and representa-tives from Siemens, Oriantek, Christie & Grey and Noise Con-trol Engineering. DNV was also present to verify that the solu-tion complied with ICES. Launched in 2012, the ORV Aerial completed sea trials and is now in active service. Ab-rahamsen said that demand for innovative technical solu-tions to manage noise and vibration would continue to rise. “Increasingly, noise and vibration have been included in environmental impact stud-ies for coastal projects. Also energy companies with op-erations at sea have started to apply stricter requirements on underwater sound for offshore support vessels,” he said. “This project is a good example of how different industry stake-holders can work together to develop innovative solutions that, pending more action from regulators, will have a positive, long-term impact on fragile marine ecosystems all over the world.”

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Power, effi ciency and reliabilityMECHANICAL PROPULSOR Finland-based Steerprop Ltd recently completed a multi-year programme to develop a high-effi ciency, environmentally friendly mechanical azimuth propulsor for power ranges higher than those of previous mechanical propulsors. In the following, Steerprop’s Markus Niemi summarises the results of the company’s relevant R&D activities.

The new propulsor, desig-nated SP CRP ECO and available from 4 MW to

over 20 MW, is designed to combine the known benefi ts of mechanical azimuth propul-sion with unsurpassed effi cien-cy and environmental friendli-ness even in the highest power ranges. The fi rst propulsors de-signed under this programme were sold earlier this year with

delivery due in early 2014. Larger azimuth propulsion sys-tems available to big vessels such as cruise ships, cargo ves-sels and tankers have been until now mostly confi ned to electri-cal podded solutions as compo-nent manufacturing limitations have made it technically unfea-sible, if not impossible, to build suffi ciently large mechanical propulsors. Responding to re-

peated queries from the global market for a mechanical alter-native, Steerprop Ltd began a re-search and development (R&D) programme to design a large mechanical propulsor available in high power ranges and com-bining modern effi ciency and reliability with high speeds. Based on positive feedback from owners and operators around the world who for years have

utilised dual-ended Steerprop push-pull CRP (contra-rotating propellers) azimuth propulsors in demanding conditions and a variety of applications such as year-round operations in icy Norwegian Sea oil fi elds, it was decided that the new propulsor would have the high-effi ciency push-pull CRP confi guration. By dividing the propulsive load between two independ-

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ent sets of gear wheels, shaft-ing and propellers at opposite ends of the propulsor body, the push-pull CRP combines three advantages: rugged, al-most simplistic mechanical reliability, the effi ciency of the CRP and the benefi ts of a pull-ing propeller. As the two sets of gear wheels and shafting are independent of each other, the push-pull CRP also offers immense potential for torque – a particular advantage in ice-going applications – while the distance between the propellers makes the propulsor immune to jamming due to ice blocks.The R&D programme began with a study of whether the required components were readily avail-able on the market. After suppli-ers and components had been located, a preliminary design of a 10-MW propulsor incorporat-ing the components was created. The design was tested in a variety of vessel confi gurations to verify its projected advantages, the re-sults confi rming the propulsor’s predicted effi ciency.Encouraged by results of the model tests, the R&D pro-gramme developed the pre-liminary design into a 20-MW model enhanced with CFD calculations to further refi ne the hydrodynamic properties of the propulsor body. Other technological developments were included in the enhanced design, among them pressure lubrication to eliminate losses due to immersion lubrication, and an emissions-free shaft seal using pressurised air to increase the environmental friendliness of the propulsor and enable its use in areas particularly sensi-tive to oil leaks.“In propulsion, environmental friendliness is in large part how effi ciently the propulsor works – that is to say, how little fuel it uses to propel the vessel forward,” said Hannu Jukola, a naval archi-tect at Steerprop Ltd. “But with the CRP ECO we looked beyond that. We made sure that the new shaft seal system is completely oil-leak free and that the propul-sor produces as little noise and vibrations as possible.”This enhanced design then un-derwent comparative model tests with other propulsion so-

lutions for a large cruise ship application requiring a high-effi ciency propulsion system that caused minimal noise and vibration. In these tests, the Steerprop CRP ECO achieved effi ciency superior to that of all other confi gurations.While the CRP ECO had been tested in open-water applica-tions, the potential of the high torque in arctic and ice-going applications remained untest-ed. So Steerprop Ltd, together with Aker Arctic Technology Inc, began ice-basin tests on a number of different vessels such as arctic LNG carriers op-erating on the Northern Sea Route, icebreakers and dedicat-ed ice-management vessels for the northern offshore fi elds. The results confi rmed high torque’s potential to be a real advantage in icy conditions, es-pecially with the push-pull pro-peller arrangement. Since the propellers are located on oppo-site sides of the propulsor body several metres apart, they can-not be blocked by large blocks of ice. The tests also revealed a surprising advantage of the CRP propeller’s slipstream, which proved to be particularly effec-tive for ice management, espe-cially in the dedicated ice-man-agement vessels necessary for oil fi elds farther north in the Arctic Ocean. Another ability seen as very effective with the CRP ECO was stern-fi rst icebreaking.The R&D programme was com-pleted in late 2012, and shortly afterwards the fi rst CRP ECO propulsors were contracted as the main propulsion for a dual-fuel RoPax vessel to be built by Fincantieri in Italy for STQ of Canada. This vessel will operate year-round in Canadian waters and have ice reinforcement ac-cording to the FSICR 1A ice class. As per specifi cation, the propulsors will be reinforced in accordance with the FSICR 1A Super ice class. In the months after the fi rst con-tract was signed, the CRP ECO has also been contracted for a few other ships, ranging from large naval supply vessels to tech-nology demonstration vessels. In line with Steerprop Ltd’s product philosophy, development of the CRP ECO continues.

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LNG-fuelled deep-sea shippingOUTLOOK The classifi cation society Lloyd’s Register (LR) has published its outlook on LNG bunker and LNG-fuelled newbuild demand up to 2025. The report assesses the likelihood of LNG being widely adopted as an alternative, environmentally friendly marine fuel for deep-sea shipping [1].

According to LR’s report “LNG-fuelled deep sea shipping”, a critical aspect of LNG’s development as a marine

fuel is the lack of an established bunkering infrastructure and supply chain network. This, as the report’s summary says, is con-sidered a signifi cant barrier to its wide-spread adoption, with gas providers and bunker suppliers unwilling to invest in necessary infrastructure until there is suf-fi cient demand from commercial shipping for LNG fuel. The study had two main objectives:

To survey the response by industry �stakeholders (shipowners and ports) to stricter sulphur content limits for fuel in the short, medium and long term, includ-ing the likelihood of ports developing LNG bunkering infrastructure and shipowners adopting LNG as a fuel option.

To create a proprietary, interactive model �of future demand for LNG-fuelled deep-sea ships and the amount of LNG they would consume on deep-sea trade routes, and us-ing it to forecast the take-up of LNG as a fuel for deep-sea shipping up to 2025.

Survey resultsLloyd’s Register surveyed leading shipown-ers on compliance with sulphur content limits to assess the likelihood of adoption of LNG as a fuel and the relevant time-lines for options to meet SOx emissions regulations.

The overall results:Low-sulphur fuel oil is seen as a short- �term option for compliance with SOx emission regulations;Abatement technologies are seen as a �medium-term option;LNG-fuelled engines are a viable option �in the long term, particularly for ships on liner trades.

Twenty-fi ve deep-sea bunkering ports were also surveyed on their awareness of LNG fuel as an option to meet SOx emission regulations and their plans to develop LNG bunkering infrastructure.According to this survey:

LNG bunkering is expected for short- �sea shipping in emission control areas (ECAs);LNG bunkering may eventually cascade �into deep-sea trade facilitated by regula-tions;LNG bunker demand is highly depend- �ent on LNG pricing relative to compet-ing fuels, for example heavy fuel oil (HFO) and marine gas oil (MGO).

LNG bunker demand modelIn another part of the study, LR forecast LNG-fuelled newbuild and LNG bunker demand up to 2025, considering LNG fuel pricing and fuel oil sulphur limits.An interactive LNG bunker demand model was developed in which conditions can be altered according to changes in the regula-

tory environment, technological develop-ments or the pricing of fuel and equip-ment. The outputs of the model are a view on demand for newbuilds adopting LNG du-al-fuel operation up to 2025 for deep-sea trade. The model also allows factors driv-ing LNG bunkering demand and supply to be examined as a function of:

Regulatory pressure to burn cleaner �fuels either within designated waters (ECAs) or globally;Availability of LNG bunkers at key �trading and known fuel oil bunkering ports; Cost comparison of compliance op- �tions, average annual bunker costs and equipment costs known to date; Size of deployment of newbuilds on se- �lected trade routes.

The model comprises seven interactive workbooks in a spreadsheet created from a set of assumptions outlined in the appendix of the report. The main workbooks are:

Ship types – one workbook per ship �type (container ships, cruise ships, dry bulk carriers, oil tankers),LNG bunkering costs, �LNG bunkering demand overview. �

The model further includes a propensity fi gure for the adoption of LNG as a fuel for newbuilds based on the percentage of voy-age time expected in ECAs for the selected main deep-sea trading routes.

MARPOL Annex VI regulations and enforcement of sulphur limits with respective timelines Source: Lloyd‘s Register

Port survey – proportion of portswith local LNG bunkering regulation in place Source: Lloyd‘s Register

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It was assumed that the greater the time spent in emissions-limited waters (wheth-er in an ECA or globally after IMO regu-lations are implemented), the greater the propensity to choose LNG as a fuel for compliance with low-emissions regula-tions.

Forecasts of LNG-fuelled newbuild and bunker demandUsing the LNG bunker demand model, LR developed three scenarios:

Base case scenario (current ECAs and a 0.5% global sulphur limit in bunker fuel implemented from 2020)

653 LNG-fuelled newbuilds forecast for �the period up to 2025 (4.2% of global deliveries from 2012 to 2025);LNG bunker demand is expected to �reach 24 million tonnes (MnT) by 2025 for deep- sea trades (1.5% of global LNG production and 3.2% of global HFO bunker consumption).

High case scenario (a 25% decrease from forecast LNG bunker prices used in the base case model and a 75% increase in propensity for newbuilds to convert to LNG-fuelled designs from 2020-2025)

1,963 LNG-fuelled newbuilds forecast �for the period to 2025 (12.6% of global deliveries from 2012 to 2025);LNG bunker demand is expected to �reach 66 MnT by 2025 for deep-sea trades (4.2% of global LNG production and 8.0% of global HFO bunker con-sumption).

Low case scenario (a 25% increase in forecast LNG bunker prices used in the base case model and implementation of global sulphur limits shifting to 2023. Sensitivity testing indicates that shifting implementation to 2025 for the low case would generate zero demand for LNG-fuelled newbuilds)

13 LNG-fuelled newbuilds forecast for �the period to 2025 (0.1% of global de-liveries from 2012 to 2025);LNG bunker demand is expected to �reach 0.7 MnT by 2025 for deep-sea trades (0.001% of global LNG produc-tion and 0.002% of global HFO bunker consumption).

ConclusionLNG as fuel is one option for deep-sea shipping to comply with future emission regulations.From surveys of shipowners on deep-sea trades and bunkering ports, as well as modelling of LNG-fuelled newbuild and bunker demand, Lloyd’s Register came to the following conclusions:

LNG-fuelled engines are a viable option �for deep-sea trades in the long term (ten or more years), particularly for ships on liner trades. This conclusion can be drawn from both the shipowner survey as well as the bunkering port survey.

Considering the base case scenario �model with what is known today about the factors affecting adoption of LNG, 653 newbuilds are expected to adopt LNG-fuelled engines by 2025 on deep-sea routes. This represents 4.2% of global newbuilds forecast to be delivered during the period 2012-2025.

The high case scenario model output �was much more favourable towards LNG-fuelled newbuilds when the forecast price of LNG bunker fuel was reduced by 25%. On the other hand, the low case scenario model – with a higher forecast price of LNG bunker fuel and a later implementa-tion date of global sulphur limits – gener-ated demand for just 13 LNG-fuelled new-builds for deep-sea shipping up to 2025.

LNG bunker demand is highly depend- �ent on LNG prices and their difference from competing fuels, e.g. current and future alternative fuels. This conclusion can be drawn from the bunkering port survey and is confi rmed by outputs of the LNG demand model for LNG-fuelled newbuilds and LNG bunkering in the low case scenario.

European ports have carried out the �most work and research into LNG as a fuel and the provision of LNG bunkering facili-ties. Consequently, they have a clearer view that LNG bunkering is likely to happen, starting with short-sea shipping in ECAs and possibly cascading eventually into deep-sea trade facilitated by regulations. However, the key driver – demand – is highly dependent on LNG prices and their difference from competing fuels, for exam-ple HFO and MGO.More information at www.lr.org

References:[1] “LNG-fuelled deep sea shipping - The outlook for LNG bunker and LNG-fuelled newbuild demand up to 2025” (2012); Copyright © Lloyd’s Register Group Limited, 71 Fenchurch Street, London EC3M 4BS.

Cumulative global LNG-fuelled newbuilds and LNG bunker consumption (base, high and low cases) Source: Lloyd‘s Register

Input assumptions for the three scenarios – (base, high and low case) Source: Lloyd‘s Register



SPI_SPIG-13_ _25_20130710095544_55722 .indd 22 10.07.2013 09:5 :41

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INTERVIEW The main issues currently facing shipowners and operators are environmental compliance and fuel costs. As a consequence, the use of liquefi ed natural gas (LNG) as ship fuel is gaining in attraction since it is the alternative fuel having outstanding potential for cost-effec-tive compliance with the International Maritime Organization‘s (IMO) upcoming emissions regu-lations. Ship&Offshore spoke with Peter Jantzen, director and head of business development of Marine Life Cycle Solutions at Wärtsilä, and Johnny Kackur, business development manager of Ship Power Solutions at Wärtsilä, about medium-term expectations of the implementation of LNG as ship fuel and the correspondent challenges and solutions.

Using LNG as ship fuel has so far been limited by various factors: technology, bunkering in-frastructure, the development of regulations and training as well as commercial consider-ations. What do you consider to be the major obstacles and how can they be overcome?Peter Jantzen: The primary question that interests the people is the supply of LNG. So our main concern is not the effi ciency of LNG or whether it will meet the emission control limits – because it will – but the provision of LNG for vessels. Wärtsilä ShipDesign introduced the fi rst LNG-driven PSV ten years ago and even though there were some doubts in the be-ginning, it turned out to be quite straight-forward. As soon as the oil companies – in this case Statoil – see it is there, it is quite easy to strive for an agreement for supply. Setting up a supply chain is far less com-

plex than people would imagine. So now that we are seeing LNG as a fuel moving forward more and more in the maritime industry, the infrastructure will automati-cally come. There are already some prom-ising examples in the US, where Shell is building small liquefi ed natural gas plants to provide fuel for marine traffi c. The in-dustry is also seeing this as an opportunity for building LNG-bunkering vessels.What we think in addition is that the sup-ply is not really a problem as long as a ves-sel is running on dual-fuel.

So when the operator has chosen LNG to meet the upcoming emission limits in Emis-sion Control Areas (ECAs), dual-fuel engines will be the solution of choice?Peter Jantzen: Yes, of this we are convinced. More than 95% of the time, operators will

be able to run on LNG, but occasionally they will have to go somewhere to tank up on LNG, and occasionally there may be a particular reason why they want to run on diesel because it is, for example, more ap-propriate in an outside-ECA situation.

Can you tell us a bit more about Wärt-silä’s strategies in the LNG market? What important steps and/or improvements are necessary to adapt to the challeng-es of wider use of LNG in the maritime industry?Peter Jantzen: The base strategy is the dual-fuel application. Make sure that you have a choice. Ten years from now we will have a much more substantial infrastructure for LNG in place. And then the industry might be looking into building more vessels run-ning on gas only.

»The time to act is now«Johnny Kackur Peter Jantzen



SPI_SPIG-13_ _25_20130710095544_55722 .indd 24 10.07.2013 09:5 :44

But for the next decade or so it will make sense for most vessels – not all vessels – to have a dual-fuel application. Johnny Kackur: We do have the technol-ogy for single-gas engines, but so far the request from the marine side has not been there. But I think the industry will be open to this later on; at the moment, owners are happy with the dual-fuel engines.

What would you tell shipowners as to why and when LNG is the right way forward? Peter Jantzen: We’ve been very clear on this, also in the past: The time is now! De-spite the surprising developments at the 65th session of the Marine Environment Protection Committee (MEPC) of the In-ternational Maritime Organization (IMO), held in London in May, which saw the IMO potentially postpone the introduc-tion of the Tier III NOx limits of MARPOL Annex VI, scheduled to come into effect in 2016, to 2021. The fi nal decision will be made at the beginning of 2014, and in the probable case that the postponing is refused, then the operators will have lost a year to be prepared. Otherwise it is expect-ed that some national and regional regula-tions will come up, as the US has already announced.

In your opinion, why are some owners still quite hesitant to install dual-fuel en-gines?Peter Jantzen: Because of the fi nancial cri-ses and because of the fact that the tech-nology is not fully understood, shipown-ers were hesitant and are hesitant up to now. Harvey Golf, for instance, is building its fi rst fi ve PSVs in the US with Wärtsilä sys-tems because it knows it has to react now. The oil companies are also going to be re-questing low-emissions vessels. In the near future the platforms will be measured on their ability to keep within certain emis-sion levels, and in this equation they will also include the support vessels.

Do you think there are reasonable alterna-tives to using LNG in ECAs and at the same time comply with upcoming emissions regu-lations?Johnny Kackur: Of course there are other solutions, such as aftertreatment (scrub-bers) or running on low-sulphur fuel. The feedback that we have received from own-ers so far is that they are not very keen on aftertreatment technologies. But, of course, it is again a question of availability. If there is no LNG available, it might be the right decision to go for a scrubber. Wärtsilä also has a total of 57 exhaust gas cleaning sys-tems delivered or on order, for a total of 29 vessels, confi rming scrubbers are a viable alternative.

How important is the infl uence of safety aspects on board vessels? Johnny Kackur: The rules and regula-tions that are already in place are good and they are also constantly being de-veloped. The classifi cation societies have been proactive on this matter. Many of the rules have been adapted from LNG carriers that have a proven track record for the last 50 years.

What is Wärtsilä’s outlook on LNG as ship fuel in the coming years? How many vessels do you think will convert to LNG?Peter Jantzen: In the US, there will be a very quick and strong development in the marine sector going towards LNG-driven vessels, particularly dual-fuel but also some single-gas applications.

If we talk about Europe, the fact that Euro-pean shipping is in major pain right now might slow down some of the develop-ments of building vessels, but whatever is going to be built, a large part of that is go-ing to be built towards the usage of LNG. I see a bit of a boom for the building of LNG carriers, and of course in terms of LNG bunkering vessels being built, which – for obvious reasons – would be able to run on their own gas. In the offshore sector in the US, I would see new vessels coming out in large quantities, e.g. LNG-driven PSVs and OSVs. In the shipping industry, there will be a lot of short-sea shipping moving towards du-al-fuel and gas. However, putting a number on this is extremely diffi cult since there are a lot of market factors involved.

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SPECIAL GREENTECH | XXXXXXXXXXXXXX

Maritime education and training for environmentally friendly and energy-effi cient shippingGREENHOUSE GASES Substantial changes are needed to reduce emissions from shipping operations. To help make the industry environmentally friendlier, crews and operators have to be trained accordingly, write Dr Michael Baldauf, Dr Takeshi Nakazawa and Dr Raphaël Baumler from the World Maritime University (WMU) in Sweden, a postgraduate maritime university founded by the International Maritime Organization (IMO), and Dr Knud Benedict and Michèle Schaub from the University of Wismar’s Department of Maritime Studies in Warnemünde, Germany.

Sustainable ship operations involve a wide variety of legal-administrative, technical and operational aspects.

One major aspect is the reduction of par-ticulate and greenhouse gas (GHG) emis-sions. Shipping emits various pollutants into the atmosphere. For example, ships’ refrigeration plants can contain ozone-de-

pleting substances such as hydro- and chlo-rofl uorocarbons. Greenhouse gases such as CO2, NOx and CH4 are also emitted dur-ing the normal combustion of fossil fuels. They are generated primarily in the main and auxiliary engines, boilers and incinera-tors. It is assumed that all of the carbon in the fuel is converted into CO2 during com-

bustion, so the emission factor is depend-ent on the fuel’s carbon content.The International Maritime Organization (IMO), through its Marine Environmen-tal Protection Committee (MEPC), has been working since 1997 to provide the fundamental conditions for the reduc-tion and stepwise limitation of GHG

Thorough training for crews and operators is essential for a sustainable shipping industry


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emissions from international shipping, following adoption of the Kyoto Protocol and 1997 MARPOL Protocol – Annex VI. While no mandatory GHG instrument has been adopted for international ship-ping to date, IMO has given signifi cant consideration to the matter and has been pursuing an ambitious plan to adopt a package of technical provisions.A number of innovative technical modi-fi cations of ship operations are about to be introduced. These phases of impor-tant change in operational regimes need to be accompanied by suitable training measures. In this article, which is a short version of [2], two related IMO initiatives are presented.

Challenges for maritime education and trainingEnvironmentally friendly shipping can only be achieved if crews are well trained and know how to contribute to energy-effi -cient, low-emissions operations.The IMO has established globally bind-ing regulations to protect the marine en-vironment and atmosphere from shipping operations. The areas they cover include pollution prevention (e.g. MARPOL), pol-lution preparedness and response (e.g. OPRC 90), ballast water management, an-ti-fouling systems and ship recycling. All of the initiatives, conventions and guidelines entail training. Seafarers should be made aware of the conventions and their objec-tives. Without the involvement of all the stakeholders and actors in the maritime business, the implementation of conven-tions cannot be achieved and protection of the environment will fail. The Manila amendments to the STCW Code (Standards of Training, Certifi ca-tion and Watchkeeping for Seafarers), which entered into force in 2012 and are the most important instrument for mari-time education and training, contain new requirements for marine environment awareness training. They include, in par-ticular, enhanced protection of the ma-rine environment, which is addressed in Chapter II – Master and Deck Department, and Chapter III – Engine Department. Dedicated courses are to raise seafarers’ consciousness of the issue. There are also general requirements regarding the ad-justment of existing MET management systems, teaching equipment and content as well as teaching levels [1]. Along with these measures, the IMO has developed a model course to promote energy-effi cient ship operations and support its environ-mental protection goals as set out in reso-lutions A.947(23) and A.998(25). By fur-thering industry “best practices”, it aims to minimise the negative impact of global shipping on climate change.

Draft model course for energy- efficient ship operationsFocusing on the reduction and limitation of GHG emissions from international shipping, the IMO has been working on adoption of a package of technical provi-sions including, for example, an Energy Effi ciency Design Index (EEDI) for new ships, a (voluntary) Energy Effi ciency Op-erational Indicator (EEOI) and a Ship En-ergy Effi ciency Management Plan (SEEMP) that incorporates guidance on ship-specifi c best practices.Moreover, the IMO secretariat decided at the 60th session of the MEPC to develop a draft model course [6] for energy-effi -cient ship operations. This was done at the World Maritime University (WMU) in collaboration with experts from shipping

companies and the help of literature and database reviews, questionnaires, inter-views with stakeholders and further data collection. The draft contained examples of practical activities such as enhanced voyage plan-ning and monitoring as well as optimised manoeuvring in coastal waters and harbour areas using simulation exercises ([4], [5]). Course participants can gain both theoreti-cal knowledge and practical skills. The fi rst draft was based mainly on the SEEMP, as agreed in MEPC 59/24 (An-nex 19), as well as the guidance for the development of a SEEMP, as agreed in MEPC.1/Circ.683.The draft outline of the model course pro-posed to MEPC for further discussion is shown in Table 1 (page 26). �

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On the basis of the draft model course, as-sociated materials are to be regularly up-dated to include the latest developments in the shipping industry as well as the re-quirements of the related IMO instrument in terms of energy-effi cient ship opera-tions. So the fi nal draft contains only the core part for energy-effi cient operations.The draft course outline clearly states that its main purpose is to assist maritime edu-cation and training institutions as well as their teaching staffs in organising and in-troducing new training courses, or in en-hancing, updating or supplementing exist-ing training material, so that the quality and effectiveness of the training courses and materials may thereby be improved.The draft was considered and discussed at the following 63rd and 64th MEPC ses-sions. The MEPC 65 report mentions that an updated version of the draft model course has been provided, taking into ac-count two comments of the validation group, and that the secretariat would be in-structed to publish it as the fi nal version of the IMO model course on energy-effi cient ship operations.

Development of a train-the-trainer courseAs a supportive measure, the IMO also ex-pedited development of a train-the-trainer course on GHG emissions to accelerate the distribution of know-how and good prac-tices to all IMO member states. The course is meant as a training package to promote energy-effi cient shipping op-erations and provide both a trainer’s and trainee’s manual, sample presentations for use in lectures and seminars, and generic delivery guidelines. Pilot training sessions were conducted to test the package, ensure a common understanding and develop ba-sic capacity among the developing regions. With the train-the-trainer course, partici-pants get a ready-to-use training package including presentations that focus on GHG emissions from shipping. The package’s fi ve modules are designed to be adaptable and focus on operational is-sues relevant on board as well as ashore. The modules are:

Module 1: Climate change and the �international response,Module 2: From management to �operation,Module 3: Port stay and its impact, �Module 4: En route, �Module 5: Energy-effi ciency manage- �ment systems.

The modules consist of lectures and work-shop seminars, including presentations and group work, and are interspersed with discussions to explain IMO’s intentions, pedagogical guidance to experts as well as feedback sessions. The submitted draft

Module and Task Course hours Lecture

Practi-cal

activity

1 Background 4 hours

1.1 Climate change4

2.0 -

1.2 IMO-related work 2.0 -

2 Guidance on best practices for fuel-effi cient opera-tion of ships. Section I: Fuel-effi cient operations

18 hours 14 hours 4 hours

2.1 Improved voyage planning

2.0 2.0

2.2 Weather routing

2.3 Just in time

2.4 Speed optimisation

2.5 Optimised shaft power

Section II: Optimised ship handling

2.6 Optimum trim

2.0 2.0

2.7 Optimum ballast

2.8 Optimum propeller and propeller infl ow considerations

2.9 Optimum use of rudder and heading control system (autopilots)

Section III: Hull and propulsion system

2.10 Hull maintenance

2.0 2.02.11 Propulsion system

2.12 Propulsion system maintenance

2.13 Waste heat recovery

Section IV: Management

2.14 Improved fl eet management

2.0 2.0

2.15 Improved cargo handling

2.16 Energy management

2.17 Fuel type

2.18 Other measures

Section V: Other issues

2.19 Compatibility of measures

1.0 1.02.20 Age and operational service life of ship

2.21 Trade and sailing area

3 Application 6 hours

3.1 Planning

6.0 4.0 2.0

3.2 Ship-specifi c measures

3.3 Company-specifi c measures

3.4 Human resource development

3.5 Self-evaluation and improvement

3.6 Voluntary reporting/review

4 Implementation and monitoring 2 hours

4.1 Implementation2 1.0 1.0

4.2 Monitoring

Total course hours 30 hours 18 hours 12 hours

Table 1: Outline of the draft IMO model course on “Energy Effi cient Operation of Ships”



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states that the main purpose is to assist training providers and their teaching staff in organising and introducing new train-ing courses, or in enhancing, updating or supplementing existing training material, so that the quality and effectiveness of the training courses may thereby be improved.

AcknowledgementsThe materials and data presented above have partly been obtained from a capacity-building research project by the Interna-tional Association of Maritime Universi-ties (IAMU) [3], kindly supported by The Nippon Foundation in Japan.

References[1] Bai, Jun, Zhang, Bin, Yu Jiajia (2012). “Response of Maritime Education and Training to New Requirements of STCW ‘78 Manila Amendments”, In Mercer, R.; Cross, J.; McCulloch, C. (eds) Expanding Frontiers – Challenges and Opportunities in Maritime Education and Training. The Fisheries and Marine Institute of Memorial University of Newfoundland, Local Executive Committee of IAMU AGA 13, pp. 83 – 90.[2] Baldauf M., Baumler R., Ölçer A., Nakazawa T., Benedict K., Fischer S., Schaub M.: Energy-efficient Ship Operation – Training Requirements and Challenges. TransNav, the International Journal on Marine Navigation and Safety of Sea Transportation, Vol. 7, No. 2, pp. 283-290, 2013.[3] Baldauf, M.; Pourzanjani, M.; Brooks, B.; de Melo, G.; Benedict, K. (2012). Simulation-based training module to promote green, energy-efficient ship operation, Part I: Basics. Tokyo; International Association of Maritime Universities, Tokyo, 2012.[4] Baldauf, M.; Benedict, K.; Fischer, S.; Gluch, M.; Kirchhoff, M.; Meißner, D.; Fielitz, U.; Klaes, S.; Schröder-Hinrichs, J.-U.; Wilske, E. (2011). e-Navigation and Situation-Dependent Manoeuvring Assistance to Enhance Maritime Emergency Response. WMU Journal of Maritime

Affairs (Springer, Heidelberg), October 2011, Vol. 10 (2): 209-226.[5] Benedict, K.; Felsenstein, Ch.; Puls, O.; Baldauf, M. (2011). New level of Integrated Simulation Interfacing Ship Handling Simulator with Safety & Security Trainer (SST). TransNav – International Journal on Marine Navigation and Safety of Sea Transportation. Vol. 5 (1): 105-110, Taylor and Francis.[6] IMO MEPC 62/INF.39: Draft Model Course “Energy-effi-cient operation of Ships” London, November 2011.[7] IMO MEPC 65/22: Report of the Marine Environment Protection Committee on its 65th Session, 24. May 2013.[8] Magnusson, M., Fridell, E., Ingelsten, H.H. (2012). The influence of sulfur dioxide and water on the performance of a marine SCR catalyst. Applied Catalysis B; Elsevier, London, Amsterdam, New York, 2012, 111-112: pp. 20-26.[9] Roche, D. (2009). Greener ships: Efficiency, emissions, coatings and waste. Special Issue for ocean innovation, 2009, The Journal of Ocean Technology: 4(3): pp. 4-89.[10] Winnes, H., Fridell, E. (2010). Emissions of NOx and particles from manoeuvring ships. Transportation Research, Part D: Transport and Environment; Elsevier, London, Amsterdam, New York, 15(4): pp. 204-211.

Simulation exercise on energy-effi cient ship operation using advanced manoeuvre planning and dynamic prediction during the IMO GHG-T-t-T course in the WMU - MaRiSa Simulation Laboratory

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Energy savings in a wider perspectiveEFFICIENCY INCREASE As shipowners and operators continue to be challenged by high fuel prices and upcoming environmental regulations, Alfa Laval, a heat transfer, separation and fl uid handling specialist, says it is taking a comprehensive approach that promises sweeping advances in energy effi ciency

Achieving energy effi ciency, and thereby a reduction in fuel-related operating costs, is a key to profi t-

ability in today’s marine business. Howev-er, the problem of rising fuel prices is just one incentive to burn less fuel. The other is emissions legislation, which targets heavy fuel oil (HFO) in particular.Burning less HFO immediately reduces the production of CO2, SOx, NOx and other harmful emissions. But with current fuel alternatives either expensive or impracti-cal, HFO will be the continued choice for most vessels, the Swedish company noted. Scrubbers will have to do the bulk of curb-ing emissions, with additional fuels and fuel blending to help out.The solution is to fi nd fuel-saving options within the framework that already exists on board. In this respect, slow steaming

can be seen as a good example, since it allows extreme savings without changing equipment at all.

From equipment to process linesFor equipment suppliers, all this means new complexities. “Today we have an increasing mix of parameters to take into account,” said Niclas Dahl, market unit manager of Alfa Laval’s Marine Energy division. “Vary-ing engine loads, multiple fuels and other factors are all interrelated in their effect on energy effi ciency. So looking at individual equipment is no longer the whole answer.”The answer, as Alfa Laval sees it, is to view energy savings in a wider perspective. “In addition to optimising products and fea-tures for energy effi ciency, we are taking a step back and looking at entire process lines, both before and after the engine,” Dahl ex-

plained. “By optimising the design and op-eration of the fuel line and the steam line, for example, we are opening up possibilities for a new level of savings.”The fuel line encompasses the separators, boosters and related equipment in front of the engine, including equipment for han-dling waste. The steam line includes the boilers, freshwater generators and heat ex-changers, but also the recovery systems that reclaim energy from the engine exhaust.

Energy opportunitiesThe obvious part of working with the fuel line and steam line is re-evaluating certain aspects based on today’s new situation, ac-cording to Dahl.“Waste fuel oil is a good example,” he said. “In the past, this was waste and noth-ing more. But thanks to MARPOL rule



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MEPC.1/Circ.642, we can now work with integrated oily waste cleaning. Using Pure-Dry, we can recover up to 2% of the origi-nal fuel volume, leaving just a tiny amount of super-dry solids and a lot of water that feeds directly into the bilge water treatment system. For a large container or cruise ship, that 2% can mean nearly EUR 400,000 worth of reusable fuel per year.”In the steam line, new solutions are becom-ing attractive without any new legislation. “Fuel prices are changing the way people look at waste heat recovery,” said Den-nis Verkaart, market unit manager of Alfa Laval’s Marine Boilers & Heaters division. “In the past, recovering waste heat from the auxiliary engines did not seem worth the effort. But at today’s fuel prices, Alfa Laval’s auxiliary solutions now have a payback time of less than two years.”For vessels with long-stroke main engines, Verkaart pointed out, waste heat recovery from the auxiliary engines is even becom-ing a necessity. “More and more, we are seeing designs where the cooler exhaust of long-stroke main engines will not meet the steam needs en route,” he said. “By integrating the auxiliary engines into the steam line, vessels can still avoid the use of the oil-fi red boiler at most engine loads.”

Adaptive solutionsThe more challenging aspect of working with process lines, according to Dahl and Verkaart, has less to do with new applica-tions. Instead, it has to do with the interac-tions between existing equipment. When the parts of a line can respond to each other, it creates an adaptive solution whose total energy consumption is lower.“Our Aalborg boiler systems, for example, are individually designed to match the steam consumers they serve. By adapting the boiler’s design and performance to a specifi c use downstream, we can ensure the highest energy effi ciency in the steam line as a whole,” Verkaart said.“In thermal fl uid installations,” he con-tinued, “we have taken it a step further by adapting in real time. With the heat con-sumers connected to an Aalborg Energy Management System, the available heat can be compared with actual consumer re-quirements. So by prioritising the consum-ers and directing the heat accordingly, peak loads and use of the oil-fi red boiler can be minimised.”In the fuel line, real-time adaptation has been an Alfa Laval focus since the introduc-tion of Alcap. “With Alcap, we began ad-justing to the nature of the oil,” Dahl said. “Today we are doing that in an increasingly

sophisticated manner, with fuel condition-ing that effi ciently manages the transition between fuels. Advanced cooling has been added to our high-level automation, and in the near future we will offer solutions for fuel blending and up-to-the-minute consumption monitoring.” Through even more adaptive fuel cleaning, Alfa Laval says it intends to provide the best of both worlds: reducing energy consump-tion while increasing engine protection.

Safeguarding engine efficiencyOne of today’s great paradoxes is the link between better emissions and lower fuel quality. Low-sulphur HFO, while better from an emissions perspective, is com-monly produced using slurry oil from the fl uidised catalytic cracker (FCC) as cutter stock. Since aluminium-silicon oxides are catalysts in the cracking process, this has led to a greatly increased content of cat fi nes.If not removed, these fi nes threaten cata-strophic engine failure, as they can destroy cylinder linings, piston rings and more. But cat fi nes are also an energy issue. Even if the engine remains operational, the wear they produce will reduce its combustion effi ciency.Today, the separators that remove cat fi nes operate continuously at maximum fl ow �

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rate. But in the era of slow steaming, this makes little sense, Alfa Laval noted. Reduc-ing separator throughput would not only lower pump-related energy consumption, but also increase separation effi ciency and the margin of engine protection.

Towards adaptive fuel cleaningLowering the separator’s maximum fl ow rate is impossible, of course. Slow-steam-ing vessels may increase speed for any number of reasons, which means full sep-arator capacity must always be available. However, Alfa Laval is working on what it calls a truly adaptive system, in which

the separator feed is adjusted to the engine load. “The idea is to provide our S separa-tor with a fl exible feed of 25-100%,” Dahl said. “Based on sensor feedback from the engine, the fl ow from VFD-driven sepa-rator feed pumps is steplessly adjusted to match the engine load. This directly reduces the separator-related energy con-sumption, but it has the added benefi t of enhancing the S separator’s already lead-ing cat fi ne removal.”For even greater protection, additional sen-sors are placed at key locations throughout the fuel line. By measuring iron and alu-minium levels, these provide a real-time

assessment of fuel quality and the wear due to cat fi nes. “Most importantly, these sensors are a tool for detecting peaks, for example when rough seas stir up cat fi ne sediment in the day tank,” Dahl said. “With the warning they provide, action can be taken well before large amounts of cat fi nes are able to enter the engine.”This adaptive system has already been installed and is operating at sea. And ac-cording to Dahl, Alfa Laval is seeing break-through results: “We have got fl exibility for slow steaming, improved engine protec-tion and further reductions in oil losses – all while consuming less power.”

Alfa Laval’s aim is to put energy savings in a wider perspective

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ONBOARD SYSTEM | Denmark’s FORCE Technology has initiated a new develop-ment of its fuel-saving onboard systems said to provide ship operators with signifi -cant savings and operational knowledge through an integrated approach to data collection and analysis.FORCE Technology offers three stand-alone modules under the brand name SeaSuite:

SeaTrim for selection of optimum trim, �SeaPlanner for fuel-effi cient route plan- �ning,SeaTrend for performance monitoring. �

In the future, the SeaSuite modules will be integrated so that data gathered in Sea-Planner, for example, can be utilised by ei-ther SeaTrim or SeaTrend. SeaPlanner will provide the client with the speed needed to reach a destination in time, given the weather conditions. SeaTrim contains data on the most favourable trim for the given displacement and speed, and SeaTrend holds data on the fouling state and thereby on how much extra power is needed to maintain the requested speed. With this data sharing, SeaPlanner is now able to determine whether the arrival time is right and what the total fuel consumption will be, according to Magnus Gary and Sven Dyrdal at FORCE Technology’s Depart-ment for Hydro- & Aerodynamics.

Evaluation of engine performance Besides integration of the modules, a new add-on engine unit will be devel-oped. It will utilise data from the various engine components and be able to give automatic recommendations on when to change components. Monitoring specifi c engine values makes it possible to keep

the engine in better running condition, thus avoiding costly repairs and down-time, Gary and Dyrdal said. The most obvious advantage for custom-ers is the enhanced and automated use of cross-platform data exchange, they explained. Offi cers will avoid having to note, evaluate and transfer data manually between stand-alone systems, as this will happen automatically. Data capture will have a fl exible but mostly higher degree of automation built in, making the data feed more consistent, more frequent and less dependent on the quality of interpre-tations by individuals.

Next-generation softwareThe trend towards increased data sharing and utilisation of knowledge gained from other applications and the development of SeaSuite, FORCE noted, is driven by growing demand for a smarter and more integrated solution. Today’s market for onboard systems is characterised by many vendors offering single-problem solutions without the possibility to interact with other solutions. With rising fuel prices and the present technical possibilities, these kinds of solutions will become a thing of

the past within the next couple of years. Gary and Dyrdal said.One of the key drivers in the develop-ment of the project, which is supported by the Danish Maritime Fund, is the lack of suppliers offering more than one service within onboard decision support systems in an integrated way, with data sharing, to maximise fuel savings. There-fore, FORCE Technology has initiated de-velopment of a fully integrated system in which the customer is free to pick only one module or utilise the advantages of adding more. The development will focus both on in-tegrating the current systems, i.e. new cal-culation routines supporting the data in-terchanges, and building the new engine performance module. Furthermore, re-sults from new research into added resist-ance from waves and the effect of rudder angle variations will be implemented.

Near-to-market developmentThe development of SeaSuite is in close cooperation with the Danish shipowning companies J. Lauritzen Bulkers, Nordic Tankers, Evergas and Uni-Tankers, and with assistance from the Technical Univer-sity of Denmark. By adding knowledge and input directly from some of the customers, FORCE Technology says it is ensuring the quality and relevance of SeaSuite. Moreover, FORCE Technology has allocated ten specialists in hydro- and aerodynamics, engine performance and software develop-ment for the development of SeaSuite. Initial development of SeaSuite will be fi -nalised in the second quarter of 2014 and followed by a test period at sea.Flow measurement

Integrated fuel effi ciency

Calculation of optimum trim can contribute to more energy-effi cient operation of a vessel


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Improving operations and increasing profi tabilityFLOW METERS Fuel accounts for 50 to 70% of a ship’s total operating expenses, and volatile prices can make the costs unpredictable for marine companies. But tighter fuel management can improve engine effi ciency, deliver fuel savings and reduce emissions, writes Thomas Otten, business development manager for fl ow solutions at the Germany offi ce of the US-based technology and engineering company Emerson.

According to the Fathom C-Tech website, there are 33 options for reducing a

vessel’s fuel consumption. They range from optimisation of bal-last and trim, or propeller and hull, to lightweight construc-tion, air lubrication and hull cleaning or coating. There are also variables that in-fl uence fuel consumption such as winds, currents and the way the crew operates the vessel.Before making changes on a ves-sel to optimise fuel consump-tion, it is necessary to defi ne a re-liable baseline as a reference for the success of future modifi ca-tions. Most vessels are equipped with mechanical equipment that measures fuel fl ow on a volumet-ric basis, i.e. m³/day. The neces-sary reading would be tonne per day or, even better, kg per kwH, which requires a conversion from volumetric to mass fl ow. This is calculated from the volumetric fl ow via an additional density measurement, or read out from temperature tables. Even though

the measurement of volumetric fl ow is done with high preci-sion, conversion into mass fl ow induces various sources of error ranging from variations in fuel quality and incorrect tempera-ture readings to human error.Therefore, a volumetric measure-ment is not accurate enough for a good baseline, due to a margin of error that can easily be 4 to 5% based on mass readings.Interest in Coriolis direct mass fl ow measurement is increasing for marine applications because Coriolis technology provides measurement of mass fl ow rate, volume fl ow rate, density, temper-ature and batch totals – all from a single device. Coriolis meters have no complex moving parts and require no maintenance, nor do they require fl ow conditioning or straight pipe runs. Flow and density accuracies of +0.1% and +0.5 kg/m3, respectively, result in unmatched performance and measurement certainty, making Coriolis technology an attractive alternative for fuel measurement.

Marine fuel effi ciency applica-tions can be divided broadly into two categories: those requiring differential engine consumption measurement and those requir-ing engine supply measurement only. Differential consumption measurement is typically required on vessels with multiple separate engines, the operator being inter-ested in the actual consumption by individual engines, boilers, etc. In this case, fl ow meters are mounted on the supply and re-turn fuel lines of each engine, and the difference between the measurements allows quantifi -cation of the consumption rate for each engine. Supply side en-gine consumption measurement is typically required on vessels with a single large engine or when the individual consump-tion is not of interest.A single fl ow meter is mounted upstream of the visco-booster unit and measures the fl ow rate of fuel entering the recirculation line. Fuel effi ciency applications require a fl ow meter with high

accuracy and high turndown ca-pabilities as well as reliable meas-urement during temperature variation, making Micro Motion Coriolis meters ideal. The differ-ential consumption application is especially challenging because of the diffi culties in measuring a small difference between two large quantities. Correct sizing and installation are critical.

The Emerson Automatic Digital Zero (ADZ)The most accurate fuel consump-tion measurement can be estab-lished by installing one meter in the engine’s supply line and the other in the return line.Subtracting the two measured values gives a direct reading of actual consumption.The issues users face in this constellation are the individual errors of the installed meters, which could add up, and the different process conditions in the supply and return line as re-gards pressure and temperature, which result in different densi-

Fuel effi ciency installation

Viscosity conditioning system



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ties. Generally speaking, these effects make the return meter readings too high and the sup-ply meter readings low.For this reason Emerson has in-troduced its patented Automatic Digital Zero (ADZ) algorithm, which is activated in the trans-mitters of the sensors. To use the ADZ, the transmitters are connected via a HART (highway addressable remote transducer)-based communication line in which one transmitter becomes the “master” and the other the “slave”. After installation and fi lling the pipes, the meters are calibrated in a no-fl ow situation to eliminate the described sys-tematic error. By pairing the me-ters, Emerson’s ADZ algorithm substantially improves system accuracy and eliminates the need to “zero” the meters.The direct connection between the meters also eliminates run-time errors that might occur if two sensors are individually connected to the ship’s control system due to different cable runs and I/O performance.

SMV advanced diagnostics for the entire systemThe Emerson Smart Meter Veri-fi cation (SMV) is a comprehen-sive test that can be run from the local operator interface (LOI) of the transmitter or re-motely from the control room. The SMV compares the test re-sults with a ”fi ngerprint” taken during the calibration of the sensor to ensure that the meter is performing properly. To run the SMV, neither un-mounting the sensor nor stop-ping the process are necessary. Thus the SMV causes no extra maintenance work, and the results can be used to extend the required recalibration pe-riods.

Viscosity measurement Engines are designed to operate best at a certain fuel viscosity, usually around 10 to 15 centi-stokes (cSt). Neverthless, many vessels operate with poor or no viscosity control in the fuel consumption process. More-over, there are cases in which the existing systems are ignored or bypassed by the operator be-cause they are blocking the fuel

line, not user friendly or prevent smooth engine operation. The main effect of fuel at sub-optimal viscosity is a poor spray effect, which means that the in-jected fuel is not dispersed evenly in the cylinder. This leads to hot spots in the cylinder, higher fuel consumption and even problems starting the engine.In the long run it will result in increased maintenance costs and shorter engine life due to the ad-ditional wear and tear caused by low lubricity and cooling. Insuf-fi cient viscosity also affects the environment as combustion is incomplete and more emissions are generated.Controlling the viscosity of the fuel injected into the engine is paramount for effi cient vessel operation. So Emerson provides Viscomaster to the marine indus-try as an easy-to-install and vir-tually maintenance-free instru-ment for dynamic and kinematic viscosity measurement. It is ide-ally suited for integration into the booster module or can be in-stalled via various options in the fuel line leading to the engine.

Rederi AB TransatlanticRederi AB Transatlantic operates in the offshore/icebreaking and industrial shipping fi elds. Head-quartered in Skärhamn, Sweden, the company operates 38 vessels and has some 1,100 employees.It and Emerson Process Manage-ment embarked on a joint pro-gramme to develop an onboard solution for better control of ma-rine fuel consumption. As a re-sult of the programme, Rederi AB Transatlantic has installed Emer-son Micro Motion Coriolis mass fl ow meters on several ships in its fl eet. Using the MODBUS com-munications protocol, the Corio-lis mass fl ow meter sends data to a fuel effi ciency control system. Also called a conning unit, the system collects information from the fl ow meter and other on-board systems to help the crew optimise the operation of the ship. Tighter management of the fuel burned improves engine effi -ciency, delivering fuel savings and reducing emissions. This enabled Rederi AB Transatlantic to reduce fuel consumption by more than 2% and recoup its investment in two months.

The Azimuth Propulsion Company

ECONOMICAL WITH HIGH PERFORMANCEBeing economical with fuel doesn’t have to mean inferior performance. Steerprop CRP contra-rotating propellers azimuth propulsors offer 5 – 15 % improvement in fuel effi ciency due to hydrodynamic optimization of proven reliable technologies.

www.steerprop.com


SPI_SPIG-13_2 _40_20130710115551_557224.indd 35 10.07.2013 11:5 :30


Funding sustainable shipping in today’s market

RETROFIT TECHNOLOGY Shipowners face challenges when raising capital for energy-effi cient retrofi ts. Carbon War Room, an international non-governmental organisation that promotes market-based solutions to climate change, is developing an innovative fi nance model with a return on investment from fuel cost savings attractive to third-party fi nanciers, writes COO Peter Boyd.

There is a new paradigm in the long-standing de-bate over whether ship-

ping is being asked to become too “green” too quickly at the detrimental cost of a shipping industry that in many cases is focused more on survival than a green future. Whether charterers, shipown-ers and operators believe that harmful emissions and carbon from the atmosphere should be reduced to help pre-vent climate change does not really matter anymore. With sustained high fuel prices and low levels of income, both the environmentally progressive and those that are not have a single aim: to reduce bunker fuel consumption and associ-ated costs.

While building ”eco” ships at newbuild stage and – to a lesser extent – retrofi tting older vessels with ”clean” technol-ogy can lead to a competitive advantage, there remains a lack of coordination between charterers (who pay for 70% of the world’s shipping fuel) and shipowners in terms of secur-ing the capital required to in-stall the technology. As a result, there is a real need for innovative fi nancing to cut through the rhetoric and en-able shipowners to take action with effi ciency technology that is readily available on the mar-ket. While there is currently a greater appetite for fi nancing newbuild ”eco” vessels, the market conditions all point to retrofi tting as a stronger and

www.kumera.no Kumera AS P.O.Box 2043, N-3202 Sandefjord, Norway Tel. +47 33 48 54 54 – e-mail: [email protected]

Stop-harbor

Idle/Stand-by

Transit

Assist 1 - Low power Assist 2 - Medium power

Assist 3 - Full power

Norgear Hybrid Propulsion gears for Tugs and Workboats



SPI_SPIG-13_2 _40_20130710115551_557224.indd 3 10.07.2013 11:5 :32

more benefi cial and sustain-able solution for the industry as a whole, offering a low-cost, high-value alternative to bol-stering an international fl eet already at overcapacity. In a market with little capital and credit, and with many vessels effectively owned by banks, se-curing the fi nance required to retrofi t comes with challenges.

Barriers for shipownersDespite the many benefi ts that retrofi tting opportunities present, today’s shipowners are facing several barriers to raising capital to retrofi t energy effi -ciency solutions. Banks remain reluctant to lend to shipowners seeking to apply retrofi t technol-ogy. But while the banks’ formu-la for investment may be based on a wider policy of not lending to the shipping sector, there are increasingly strong signals that a relatively small investment in retrofi t technology would prove fruitful for lenders. The recent shipping effi ciency report by the energy depart-ment of the University College London (UCL) pointed to a correlation between the vessels scrapped in the last year and their effi ciency levels – those that are not making the grade are being sent to breakers yards prematurely. Increased asset value is another incentive. The Carbon War Room has learnt of a bank that increased the asset value of a vessel by 20% based on an effi ciency improvement of 10%. In addition, more than 18% of the world’s non-con-tainer charterers are using the A-to-G effi ciency rating from ship-pingeffi ciency.org, an initiative by the Carbon War Room and RightShip, to choose more effi -cient vessels and save fuel. Ports are also offering incentives to higher-rated vessels now. In other words, banks should be interested in fi nancing the retrofi ts for at least four key reasons:

extended asset lifespan, �increased asset value, �increased opportunities in �securing charter parties, swifter, incentivised port ac- �cess.

There is a second challenge to securing fi nance for retrofi tting.

The split incentive, whereby the charterer pays for the fuel in the majority of instances, removes any incentive for the owners operating the vessels to im-prove effi ciency. UCL’s report confi rmed that, despite the progress made through the in-troduction of the A-to-G rating and other indexes, effi ciency is not consistently being factored into daily rates, which presents another barrier to changing mindsets, increasing proactiv-ity and incentivising effi ciency – all of which are desperately needed to realise a sustainable shipping industry.In addition to fuel bills, char-terers face environmental pres-sure from governments, lobby groups and the general public on a greater and more direct scale than many within the shipping industry. For this rea-son, some charterers are active-ly looking to save money and mitigate their environmental impact.The key to overcoming the cur-rent barriers to clean technolo-gy investment lies in the work-ings of the fi nance mechanisms themselves. There are several innovative schemes in the pipe-line, many developed in other sectors such as the building en-vironment. With several part-ners, the Carbon War Room is developing a fi nance model whereby a third-party fi nancier pays for clean technologies that are retrofi tted in standard dry dock, and the return on invest-ment from the fuel cost savings is then shared between the fi n-ancier and the shipowner or charterer (whoever is paying for the fuel).

ConclusionAt the right yield, the Carbon War Room has found that funding is available to the market. In fact, securing capi-tal is less of an issue than en-suring that the fi nance model is robust, and that the measur-ing and monitoring processes are in place to prove the sav-ings to investing parties. The pilot project for this is cur-rently in process, which we believe will demonstrate this fi nancing model as a scalable solution.

www.volvopenta.com

Volvo Penta IPS – a revolution in the marine world – is the

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SPI_SPIG-13_2 _40_20130710115551_557224.indd 37 10.07.2013 11:5 :35

NOx emission treatment for marine diesel enginesSCR | To reduce NOx emissions from diesel engines under IMO Tier III regulations, Ger-many-based H+H Umwelt- und Industriet-echnik has installed its selective catalytic re-duction (SCR) system on board more than 260 vessels such as the cruise ship Europa 2 and the IMR (inspection, maintenance and repair) vessel Seven Viking.

Different technologies to lower NOx outputTo reduce worldwide NOx emissions from ships by 30%, the IMO decided on a regu-lation in 1997 that ties NOx emission lim-its to expected engine development. Mod-ern marine diesel engines are capable of meeting current limits, which are achieved by internal engine measures such as opti-mising combustion chambers as well as injection and charging systems. To reach much lower emission levels, the next step is internal engine modifi cations, exhaust gas recirculation, direct water injection or fuel-water emulsion. Treatment of exhaust gas by selective cata-lytic reduction (SCR) is required to de-crease emissions further.

Selective catalytic reductionSCR is a chemical reaction between harmful NOx (nitrogen oxides) and urea-based ammonia (NH3) in the fl ue gas on the catalyst surface. NOx is re-

duced to harmless nitrogen (N2) and wa-ter vapour. The 40% urea solution, which must be stored above 0°C to minimise the risk of crystallisation, is injected into the exhaust gas pipe behind the turbo-charger.Since the SCR process requires a relatively high temperature (270°C to 510°C), the SCR reactor has to be placed upstream of a boiler. After a cold start-up of the en-gine, a warm-up time of approximately 15 minutes is required before the SCR system can start urea injection. The mix-ing and injection unit can be installed in a vertical or horizontal section of the exhaust gas pipe. The correct dosing of urea is carried out in accordance with the engine load signal and based on a map of each engine during commissioning. In addition, a continuous emission monitor-ing (CEM) system can observe perform-ance and be integrated in a closed-loop control system.

SCR installationsThe available space on a ship for such a retrofi t is typically very limited. Installa-tion of an SCR system thus requires a com-pact design and close cooperation with the shipyard from the beginning of the project, H+H noted.On the cruise vessel Europa 2, two main Caterpillar-Mak 6M43C engines with an

output of 6,000 kW each were equipped with a closed-loop SCR system. Two catalyst converter housings, two stati-cal mixers and two dosing panels, fed from a pump station for injection of urea solu-tion, were installed on the vessel. The fl ue gas volume (wet) of each engine is 32,110 Nm³/h. The exhaust gas tempera-ture is approximately 310°C. H+H said that due to the installation of its SCR system, which has been approved by the classifi cation society Germanischer Lloyd (GL), NOx emissions were reduced far below the Tier III level. On the IMR vessel Seven Viking, two Cat-erpillar 9M32C and two 6M25C engines were equipped with SCR systems. Four catalytic converter housings (two sized 11x11 and two sized 8x7), four static mixers and four dosing panels were there-fore installed. The fl ue gas volume (wet) of the 9M32C engine is 26,100 Nm³/h, and of the 6M25C engine 11.050 Nm³/h. The exhaust gas tem-peratures are approximately 332°C and 310°C, respectively. The content of NOx as NO2 (at 5% O2, dry) was 10 and 9 g/kWh, respectively, per engine. With the SCR sys-tem, a reduction of NOx as NO2 < 1,0 g/kWh at 75% MCR was achieved.Both installations are automatically con-trolled by a special H+H PLC (programma-ble logic controller) cabinet.

The main components of a marine SCR installation:

General Arrangement

1. Engine 2. SCR Reactor 3. Boiler 4. Silencer 5. Urea storage tank 6. Dosing unit 7. Urea pump station 8. Compressed air 9. NOx analyser (CEM) 10. Control unit (PLC)


SPECIAL GREENTECH | EMISSION CONTROLCO2

NOx

SOx

SPI_SPIG-13_2 _40_20130710115551_557224.indd 3 10.07.2013 11:5 :3

EXHAUST GAS CLEANING | Norway’s Clean Marine says it offers a patented exhaust gas cleaning system (EGCS) to meet upcoming regulations on sulphur emissions. “For vessels sailing in Europe-an waters and other emission control areas (ECAs), a maxi-mum sulphur limit of 0.1% will apply from 2015,” said CEO Nils Høy-Petersen. “The Clean Marine system will clean both sulphur oxides (SOx) and particulate matter emis-sions from main and auxiliary engines as well as boilers.“The EGCS is said to be the only system currently on the market with true multi-stream exhaust gas handling. This means that all exhaust sourc-es on board are served by one common EGC unit without encountering an increase in back pressure, Clean Marine said. Two fans and a gas recircula-tion mechanism integrated into the EGC unit ensure that pressure at the common gas-meeting point is maintained

at ambient level, irrespective of the amount of exhaust fed to the system. The advanced vortex chamber (AVC) is another vital part of the Clean Marine EGC unit. This high-speed cyclone has outstanding separation ef-fi ciency and achieves a high sulphur and particulate mat-ter (PM) trapping effi ciency at minimum cost, according to the company. Clean Marine says it offers a proven, hybrid system that can operate in both open- and closed-loop mode. It uses caustic soda in both modes, which means vessels can op-erate in all types of water (including low-alkaline and saline water) in either mode and without loss of effi ciency. Furthermore, the use of caus-tic soda enables the Clean Marine EGCS to meet the cur-rent pH limit for washwater discharges with good margin, it noted. The Clean Marine EGCS is easy to operate and moni-tor and is also a cost-effi cient option, especially for vessels with many exhaust sources, as the one EGC unit simultane-ously serves several combus-tion units.Assuming a conservative USD 300 per metric tonne price difference between ma-rine gas oil and high sulphur fuel oil, and 100% of opera-tions inside an emission con-trol area (ECA), Clean Marine says payback time would be about a year.A Clean Marine EGCS is op-erational and fully certifi ed on the bulk carrier MV Balder, and the company recently signed a contract with Samsung Heavy Industries and AET for two shuttle tanker newbuildings. Installation of the EGC units is scheduled to take place dur-ing 2013 and 2014, and Sam-sung will deliver the state-of-the-art tankers at the end of 2014 and beginning of 2015, respectively.

Patented EGCS technology

Clean Marine’s EGCS

SPI_SPIG-13_2 _40_20130710115551_557224.indd 39 10.07.2013 11:5 :3

Launch of energy-effi cient PSV seriesDAMEN | The World Diamond, the fi rst of six Damen PSV (platform supply vessel) 3300s, built for the Norwegian offshore support company World Wide Supply, was recently delivered. The 3300 series is part of Damen’s new range of platform suppliers based on a more effi cient hull shape, the Dutch shipbuilder said.The 80.1m-long vessel has a deck load of 1,500 tonnes and will undertake crew and materials transport to and from offshore platforms. It also offers fi re-fi ghting and oil pollution recovery capability.The PSV 3300 has been designed and built in line with Damen’s “E3” principles: envi-ronmentally friendly, effi cient in operation and economically viable. It was developed in close cooperation with the client, and full tank testing was done at the Maritime

Research Institute Netherlands (MARIN).Equipped with azimuth thrusters and a dynamic positioning system (DP2), the ship has a design distinguished by slender hull lines to meet challenging conditions and minimise fuel consumption, as well as enhanced crew comfort, Damen said.“As a result, this state-of-the-art PSV 3300 features a wave-piercing bow, slender hull lines, and diesel-electric propulsion with

azimuth stern drives, in a combination that minimises fuel consumption,” said Jan van Os, director of Damens’s Offshore division. “The vessel offers superior seakeeping, ideal for rough seas, and features DP2 capability as well as newly designed anti-roll tanks and an optimised superstructure for crew comfort. Long, smooth lines in the entire form also have a positive effect on the dura-bility of coatings.”

Environmentally friendly energy supply in the Port of HamburgHYBRID BARGE | AIDA Cruises and Beck-er Marine Systems recently announced that they had ordered motors for their jointly developed LNG hybrid barge. This was the companies’ starting signal for the construc-tion of the fl oating power station that is said to enable an environmentally friendly energy supply of cruise ships during lay-over times in the Port of Hamburg. Monika Griefahn, director of environment and society for AIDA Cruises, is convinced

that the cruise line is making a particularly sustainable contribution with the implemen-tation of the LNG hybrid barge: “We want to continue to play a leading role in matters of environmental protection in the cruise ship industry. The reduction of emissions during layover times in port is a challenge for all shipping companies. We have accepted this challenge and, together with our partners, have developed a solution with which we will very substantially reduce the emissions

of our ships. In this way, we are making an important contribution to the protection of the climate and environment in Hamburg.”The enormous potential for reducing emissions during layover times in port be-comes clear in view of the fact that AIDA ships spend about 40% of their operating time in port. In the 2013 cruise ship sea-son, the cruise line will make 73 calls in the Port of Hamburg.Compared with conventional marine diesel with a sulphur content of 0.1%, emissions from energy supplied by liquid gas on the LNG hybrid barge will be lowered signifi -cantly further. The emission of sulphur ox-ides (SOx) will be completely eliminated. Emission of nitrogen oxides (NOx) will be reduced by about 80%, and the emission of carbon dioxide by 30%. In the future, the LNG hybrid barge can be fl exibly deployed at each of Hamburg’s cruise ship terminals. AIDAsol is expected to be the fi rst ship to dock at the fl oating power station in the Port of Hamburg. Start-up of the LNG hybrid barge is currently planned for 2014. Other ports have already expressed interest in it

Image of the LNG hybrid barge

The World Diamond, the fi rst of the six PSVs for Norwegian offshore owner World Wide Supply, was recently delivered


SPECIAL GREENTECH | SHIP DESIGN

SPI_SPIG-13_2 _40_20130710115551_557224.indd 40 10.07.2013 11:5 :53

Ship&Offshore

Buyer´s Guide

1 Shipyards

9 Navigation + communication

2 Propulsion plants

10 Ship´s operation systems

3 Engine components

11 Deck equipment

4 Corrosion protection

12 Construction + consulting

5 Ships´equipment

13 Cargo handling technology

6 Hydraulic + pneumatic

14 Alarm + security equipment

7 On-board power supplies

15

17

Port construction

Maritime services8 Measurement + control devices

16

18

Offshore + Ocean Technology

Buyer‘s Guide Information

The Buyer‘s Guide serves as market review and source of supply listing. �� shipbuilding and supporting industry in the following columns.

SPI_SPIG-13_41_47_201307091 0744_557223.indd 41 09.07.2013 1 :07:57

II

1.06 Repairs + conversions

1 Shipyards

2.12 Service + spare parts

2.03 Couplings + brakes

2.05 Propellers 2.10 Special propulsion units

2.11 Water jet propulsion units

2 Propulsion plants

2.02 Gears

2.04 Shaft + shaft systems

2.06 Rudders + rudder systems

2.07 Manoeuvring aids

2.09 Exhaust systems

1.10 Equipment for shipyards

German Drydocks GmbH & Co. KG

Barkhausenstraße 60D 27568 BremerhavenTel. +49 (0)471 48 01 - 0 Fax +49 (0)471 48 01 - 940Email: [email protected]

2 Dry Docks: 335 x 35 m , 222 x 26 m4 Floating Docks: 280 x 38 m, 215 x 35 m, 162 x 24 m, 147 x 21 m

AVEVA Group plc

High Cross, Madingley RdCambridge CB3 0HBEnglandTel: +44 1223 556655� ��I��J�www.aveva.com

Engineering design and information managementsolutions for the Plant and Marine industries

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

REINTJES GmbHEugen-Reintjes-Str. 7D-31785 HamelinTel. +49 (0)5151 104-0 Fax +49 (0)5151 [email protected]�J�www.reintjes-gears.de

Gear boxes for all kinds of applications

HUEBER Getriebebau GmbHBinger Landstrasse 37bD-55606 Kirn / NaheTel.: +49 (0) 6752 139-0Fax: +49 (0) 6752 139-50E-mail: [email protected] www.hueber-gmbh.de

Voith Turbo GmbH & Co. KGVoithstr. 174564 Crailsheim/GermanyTel. +49 (0)7951 32 - 0Fax +49 (0)7951 32 500E-mail: [email protected]: www.voithturbo.com/industry

Highly Flexible, Torque-limiting, Connectionand Variable Speed Couplings, Cardan Shafts

highly flexible, flexible and rigid couplings

REICH-KUPPLUNGENDipl.-Ing. Herwarth Reich GmbH$��\��,��J�]�++0'"�^��Tel. +49 (0)234 959 16 0Fax +49 (0)234 959 16 16e-mail: [email protected]

www.reich-kupplungen.de

Controllable-pitch propeller systems,Shaft lines

SCHOTTEL-Schiffsmaschinen GmbHSchottelweg 1 D-23970 WismarTel. �+49 (0) 3841 / 20 40Fax +49 (0) 3841 / 20 43 33��`�� %I��J��www.schottel.de

Controllable-pitch propeller systems,Shaft lines

SCHOTTEL-Schiffsmaschinen GmbHSchottelweg 1 D-23970 WismarTel. �+49 (0) 3841 / 20 40Fax +49 (0) 3841 / 20 43 33��`�� %I��J��www.schottel.de

{��^��. ��1,�J�]�#1,'|�}�� ~��`��+|�+'�"11�0'�#'��J��`��+|�+'�"11�''�0&

e-mail: [email protected]

BARKE® Rudders and COMMANDER Steering Gears- High-Tech Manoeuvring Equipment -

Rudderpropellers, Transverse Thrusters, Pump-Jets

SCHOTTEL GmbHMainzer Str. 99D-56322 Spay/RheinTel. + 49 (0) 2628 / 6 10Fax + 49 (0) 2628 / 6 13 00��`�� I��J��www.schottel.de

Jastram GmbH & CO. KG^��%��^��&'��J�]�#1'��)�� .~��+|�+'�"#,�&'1�'�J��+|�+'�"#,�&'1�#0e-mail: [email protected]: www.jastram-group.com

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

Complete SCR and Oxidation Catalyst-Systems

Johnson Matthey Catalysts (Germany) GmbH^�� +��J�|&#,"��%�*�(�}��

~��+|�|,"+�01��0"|�J��+|�|,"+�01�|0�0"|�e-mail: [email protected]

www.jmcatalysts.com

MWB Motorenwerke Bremerhaven AG Barkhausenstraße 60D 27568 Bremerhaven~��+|�'�+"1�|+,'�#,��J��+|�'�+"1�|+,'�#''

E-Mail: [email protected]: www.mwb.ag

Design and installation ofexhaust gas abatement systems

Rudderpropellers, Twin-Propellers,Navigators, Combi-Drives, Pump-Jets


Pump-Jets for main and auxiliary propulsion


MWB Motorenwerke Bremerhaven AG Barkhausenstraße 60D 27568 Bremerhaven~��+|�'�+"1�|+,'��'1�J��+|�'�+"1�|+,'�##'

E-Mail: [email protected]: www.mwb.ag

Development, modification and maintenance of engines

SPI_SPIG-13_41_47_201307091 0744_557223.indd 42 09.07.2013 1 :07:57

III

3 Engine components

3.06 Turbochargers

3.05 Starters

3.13 Preheaters

3.07 Filters4 Corrosion

protection

4.02 Coatings

4.03 Surface treatment

DÜSTERLOH Fluidtechnik GmbHAbteilung Pneumatik StarterIm Vogelsang 105D-45527 Hattingen~��+|�#�#+�"'|��'��J��+|�#�#+�"'|��11'��`�� I��J�www.duesterloh.de

Air Starters for Diesel andGas Engines up to 9.000 kW

ABB Turbochargingmore than 100 service stations world-wide

ABB Turbo Systems Ltd (head office)

Bruggerstrasse 71a, CH-5400 Baden

�� +1�,0�,0,�""""�J��+1�,0�,0,�,1++

�� .� .I�� J�www.abb.com/turbocharging

Service for ABB and BBC turbochargersOriginal ABB spare parts

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

BOLL & KIRCH Filterbau GmbH�� 1'�1+�J�]�,'1"'�� ~��`��+|�##"��,&#�'�J��`��+|�##"��,&#�##�� I ��J��www.bollfilter.de

Specialized in Filtration and Separation

VTE-Filter GmbHHans-Boeckler-Ring 3122851 Norderstedt/HamburgGermanyTel.: +49 40.521 089-0Fax: +49 40.524 208 5��`�� I��2��· %%%��2��

ELWA ELEKTRO WÄRME MÜNCHENA.HILPOLTSTEINER GMBH & CO. KGPostfach 0160 | D-82213 Maisachtel +49 (0)8141 22866-0 fax +49 (0)8141 22866-10email: [email protected] | www.elwa.com

Oil and Cooling Water Preheating

Oil and Cooling Water Pre-Heating Systems for Engines and Compressors

HOTSTART, Inc.5723 E. AlkiSpokane, WA 99212, USAPh. +1 (509) 536-8677Fax +1 (509) 534-4216e-mail: [email protected]

Steelpaint GmbH · Am Dreistock 9

D-97318 Kitzingen · Tel.: +49 (0) 9321/3704-0

Fax: +49 (0) 9321/[email protected] · www.steelpaint.com

1-component polyurethane corrosion protectionsystems for ports, sheet pilings, bridges,

shipbuilding, ballast tanks.

WIWA Wilhelm Wagner GmbH & Co. KGGewerbestr. 1-3 D-35633 LahnauTel. +49 6441 609-0 Fax +49 6441 609-50��`�� I%�%��J�www.wiwa.de

5 Ships´equipment

4.05 Anodic protection

5.05 Galleys + stores

Your representative forDenmark, Finland, Norway and Sweden

ÖRN MARKETING AB ��

E-mail: [email protected] �� PES-Propellershaft Earthing Systems/Supplier & Service

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

www.cis-ship.com

The world´s No. 1 supplier of marine foodserviceequipment, laundry systems and pantry appliances.

5.06 Furniture + interior fittings

5.08 Supply equipment

Lock and Hardware Concepts for Ship & Yachtbuilders

G. Schwepper Beschlag GmbH & Co.Velberter Straße 83D 42579 Heiligenhaus Tel. +49 2056 58-55-0Fax +49 2056 58-55-41e-mail: [email protected] www.schwepper.com

DVZ-SERVICES GmbHBoschstrasse 9D-28857 SykeTel. +49(0)4242 16938-0Fax +49(0)4242 16938 99e-mail: [email protected]: www.dvz-group.deOily Water Seperators, Oil-in-Water - Monitors, Sewage Treatment

Plants, Ballast Water Treatment, R/O - Systems

ROCHEM UF-Systeme GmbH Seegelkenkehre 4 J D-21107 Hamburg

Tel. +49 (0)40 374 952 20 Fax +49 (0)40 374 952 55

� ��I��J�www.rochem.deROCHEM Membrane Systems

for pure water generation by reverse osmosis

5.09 Waste disposal systems


Plants, Ballast Water Treatment

3.10 Injection systems

High pressure fuel injection systems up to 2.000 barfor diesel engines from 1.000 to 40.000 kW

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

Your representative for Germany Austria and Switzerland

Friedemann StehrTel. +49 6621 9682930

E-mail: [email protected]

www.shipandoffshore.net

SPI_SPIG-13_41_47_201307091 0744_557223.indd 43 09.07.2013 1 :0 :00

IV



5.11 Ballast water management

5.14 Vibration + noise reducing systems

6.01 Pumps

6 Hydraulic+ pneumatic

6.04 Valves

Ocean Clean GmbHZum Kühlhaus 5D-18069 RostockTel.: +49(0)381 8112930Fax: +49(0)381 8112939��`�� I�� J�www.oceanclean.de

Membrane Supported Biological Sewage Treatment Plants

ROCHEM Membrane Systems for purification of gray- and blackwater acc. IMO MEPC.159(55)

ROCHEM UF-Systeme GmbH Seegelkenkehre 4 J D-21107 Hamburg

Tel. +49 (0)40 374 952 20 Fax +49 (0)40 374 952 55

� ��I��J�www.rochem.de

5.10 Oil separation


Plants, Ballast Water Treatment


Oily Water Separator

Ballast Water Treatment

BOLL & KIRCH Filterbau GmbH�� 1'�1+�J�]�,'1"'�� ~��`��+|�##"��,&#�'�J��`��+|�##"��,&#�##�� I ��J��www.bollfilter.de

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

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


BIO-SEA by BIO-UVBallast Water Treatment Systems

More than 25 years experiencein shock and vibration systems

Sebert Schwingungstechnik GmbHHans-Böckler-Str. 35D-73230 KirchheimTel. +49 (0)7021 50040Fax +49 (0)7021 500420�� I�� .��J��www.sebert.de

subsidiaries in Bremen, France, Netherlands, Rumania

Twin screw pumps, progressive cavitypumps, high pressure pumps

Bornemann GmbH/ ��\��#�J��1&0�� Tel.: ',"#+��|'�'�J��`�',"#+��|'�#|'

� ��I �� J�www.bornemann.com

von-Thünen-Str. 7 D-28307 Bremen~��+|�+#1�+0&�01�'�J��+|�+#1�+0&�01�11e-mail: [email protected]: www.behrenspumpen.de

Ship Centrifugal Pumps

��

Körting Hannover AGBadenstedter Str. 56D-30453 HannoverTel. +49 511 2129-247 J��+|�,11�#1#|�##�Internet: www.koerting.deBüro Schiffbau: Tel. +49 4173 8887 Fax: +49 4173 6403 e-mail: [email protected]

KRAL AG, 6890 Lustenau, Austria

[email protected], www.kral.at

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

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

Ritterhuder Armaturen GmbH & Co. Armaturenwerk KGIndustriestr. 7-9 ]�#""11��*�� ~��+|�+"|1�|#�'|�'��J��+|�+"|1�|#�'|�0,��`�� I��.��J�www.ritag.com

Marine valves, indication,remote controls, ship spare parts

FAK-ARMATUREN GmbHLademannbogen 53D-22339 HamburgTel. +49 40 538949-0Fax +49 40 538949 92E-mail: [email protected]: www.fak-armaturen.de

6.02 Compressors

Neuenhauser Kompressorenbau GmbHHans-Voshaar-Str. 5D-49828 Neuenhaus

~��+|�'�,|+1�&'+�'�J��+|�'�,|+1�&'+�#'#e-mail: [email protected]

www.neuenhauser.de J www.nk-air.comAir- and water-cooled compressors, air receivers

with valve head, bulk head penetrations

Sauer Compressors

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

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

www.sauercompressors.com

Wasser- und luftgekühlte KompressorenWater- and air-cooled compressors

www.sauercompressors.com

Water- and air-cooled compressors

Water- and air-cooled compressors

HATLAPAUetersener Maschinenfabrik GmbH & Co. KGTel.: +49 4122 711-0Fax: +49 4122 [email protected]

5.12 Yacht equipment

3D Sonar SystemForward Looking Sonar System

Veinland GmbH Pappelallee 19]�1+,,+�� ~�� }�� Tel.: +49 33205 26 97-0Fax: +49 33205 26 97-29e-mail: [email protected]

www.veinland.net

Your representative for Germany Austria and Switzerland

Friedemann StehrTel. +49 6621 9682930


SPI_SPIG-13_41_47_201307091 0744_557223.indd 44 09.07.2013 1 :0 :00

V

Your representative for Eastern EuropeWladyslaw JaszowskiPROMARE Sp. z o.o.Tel.: +48 58 6 64 98 47��


6.05 Piping systems

6.07 Remote controlled valve systems

7 On-board power supplies

7.06 Cable + pipe transits

8 Measurement + control devices

8.02 Pressure monitoring

8.04 Level measurement systems

STRAUB Werke AGStraubstrasse 13CH 7323 Wangs�� E-mail: [email protected]: www.straub.chSTRAUB - With an overview for the right connection

^�� #1�J�##,+|�)�� .~��+|��'�+'�0&&#,�,�'�J��+|��'�+'�0&&#,�,�#|

info@goepfert-maritime-systems.comwww.goepfert-maritime-systems.com

Your specialist for automation, valve remote control and tank measurement

GEAQUELLO® + FLAMMADUR® Fire protection systems

AIK Flammadur Brandschutz GmbH��)�� ,D-34123 KasselPhone : +49(0)561-5801-0Fax : +49(0)561-5801-240 e-mail : [email protected]

Sensors & Switches to controlPressure, Temperature, Level, Flow

Barksdale China33F Huaihai Plaza1045 Central Huaihai Road200031 Shanghai, PRC�� `��0&�#1&1�#"�'''�J��`��0&�#1&+�"��#|0e-mail: [email protected]

www.barksdalechina.com

Fuel consumption measurement and monitoring systems.

Aquametro AGRingstrasse 75 · 4106 Therwil / SwitzerlandTel. +41 61 725 11 22 [email protected] · www.aquametro.com

KRAL AG, 6890 Lustenau, Austria

[email protected], www.kral.at

Fuel Consumption and Lube Oil Measurement for Diesel Engines.

8.09 Test kits

8.11 Tank level gauging systems

8.05 Flow measurement

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

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

VISATRON Oil Mist Detection Systems against Engine Crankcase Explosions

Schaller Automation GmbH & Co. KG/ �� .�1+�J�]�&&++'�^��

~��+|��'�&0+#�,'0�'�J��+|��'�&0+#�,'0�#&'��`�� I��J�www.schaller.de

8.12 Automation equipment

9.02 Satellite + radio communication

9 Navigation + communication

Maritime Communication: a cost-efficient solution for communication over HF, satellite & GSM

networks incl. crew mail application

Swisscom Broadcast AGMaritime Communication�� .� ��||�CH-3050 BernTel. +41 800 817 620 E-mail: [email protected] www.swisscom.ch/maritime

offers a completelisting of the

maritime industry.In the section “Buyer‘s Guide“

a www-link to thelisted companiesgives full detailsof their products

and services.


Druck- und DifferenzdruckmessumformerPressure and differential pressure transmitters

VEGA Grieshaber KGAm Hohenstein 113D-77761 Schiltach~��+|�'�"0�&�,'�'�J��+|�'�"0�&�,'�#'1��`�� I��.��J�www.vega.com

TILSE Industrie- und Schiffstechnik GmbHSottorfallee 12D-22529 HamburgTel. +49 (0)40 432 08 08 0Fax +49 (0)40 432 08 08 88��`��I��J��www.tilse.com

pneumatic, electric und el.-pn. tank level gauging with online transmission

^�� #1�J�##,+|�)�� .~��+|��'�+'�0&&#,�,�'�J��+|��'�+'�0&&#,�,�#|

info@goepfert-maritime-systems.comwww.goepfert-maritime-systems.com

Your specialist for automation, valve remote control and tank measurement

SPI_SPIG-13_41_47_201307091 0744_557223.indd 45 09.07.2013 1 :0 :02

VI

9.11 Bridge equipment

Your representative forDenmark, Finland, Norway and Sweden

ÖRN MARKETING AB ��



9.04 Navigation systems

12.01 Consulting engineers

12 Construction + consulting

11.06 Container cell guides

11.01 Cranes

11 Deck equipment

11.03 Lashing + securing equipment

11.07 Anchors + mooring equipment

13 Cargo handling technology

13.03 Grabs

14 Alarm + safety equipment

14.01 Lifeboats + davits

Manufacturer of finest marine chronometers,clocks and electrical clock systems

Gerhard D. WEMPE KGDivision Chronometerwerke �� \��#��J�]�#''|,�)�� .Tel.: + 49 (0)40 334 48-899Fax: + 49 (0)40 334 48-676E-mail: [email protected]

Marine seat systems for yachts and commercial ships

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

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

Survival- and Deck Equipment

d-i davit international gmbhSandstr. 20D-27232 Sulingen~��'+#"1��|��#�"'�J��'+#"1��|��#"�#"e-mail: [email protected]: www.davit-international.de

Cranes, davits and free-fall systems

GERMAN LASHING Robert Böck GmbH��|�J�]�#0�,|�^�� Tel. +49 (0)421 17 361-5Fax: +49 (0)421 17 361-99E-Mail: [email protected]: www.germanlashing.de

SEC Ship's Equipment Centre Bremen GmbHSpeicherhof 5 D-28217 BremenTel. �'+#1��|�&|�1'�J��'+#1��0�,��1|e-mail: [email protected]: www.sec-bremen.de

For container, RoRo and timber cargoLayout and optimization of lashing systems

SEC Ship's Equipment Centre Bremen GmbHSpeicherhof 5D-28217 BremenTel. �'+#1��|�&|�1'�J��'+#1��0�,��1|e-mail: [email protected]: www.sec-bremen.de

Layout, 3D-design, delivery and installationsof container related constructions

Drahtseilwerk GmbHAuf der Bult 14-16D-27574 Bremerhaven Tel. +49 471 931 89 0 Fax +49 471 931 89 39��I��%��J�www.drahtseilwerk.de

Steel wire ropes up to 84 mm,ATLAS ropes, DURA-Winchline

SEA2ICE LTD. & CO. KG��{��0'�J�#'�,+�)�� .��}��

~��+|�+'�##&1+&��J��+|�+'�10'#+0'�"��I��#��J�www.sea2ice.com

Design and concepts for offshore structures in ice and open waters, evacuation concepts

SDC SHIP DESIGN & CONSULT GMBHNaval Architectural Consultant and Calculation Services

www.shipdesign.dee-mail: [email protected]

Bramfelder Str. 164 - D-22305 HamburgT.:+49(0)40/6116209-11-F:+49(0)40/61162 09-18

Drahtseilwerk GmbHAuf der Bult 14-16D-27574 Bremerhaven Tel. +49 471 931 89 0 Fax +49 471 931 89 39��I��%��J�www.drahtseilwerk.de

Steel wire ropes up to 84 mm,special ropes for hoisting and luffing

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

Survival- and Deck Equipment

d-i davit international gmbhSandstr. 20D-27232 Sulingen~��'+#"1��|��#�"'�J��'+#"1��|��#"�#"e-mail: [email protected]: www.davit-international.de

Cranes, davits and free-fall systems

Lifeboats, SPHL, Rescue Boats, Patrol Boats & Davit Systems

Vanguard Composite Engineering Pte Ltd tel. +65 6887 5034fax +65 6887 5043e-mail: [email protected] www.vanguardlifeboat.com

SPI_SPIG-13_41_47_201307091 0744_557223.indd 4 09.07.2013 1 :0 :02

VII

14.03 SOLAS Equipment

16 Offshore + OceanTechnology

16.07 Arctic + polar technology

16.09 Marine equipment + components

Quality Products & Services for Fire,Navigation, Communication, Rescue & Safety

W.H. Brennan & Co Pte Ltd47 Loyang WaySingapore 508739Tel: +65 6549 5111Fax: +65 6542 5246Email: [email protected]: www.whbrennan.com

Your One-Stop Solutions Provider for the Marine & Offshore Markets For Fire, Rescue & Safety Services

GLOBAL MARINE SAFETY (SINGAPORE) PTE LTDLLNo.16 Penjuru Close, Singapore 608612Tel. +65 6897 7086Fax +65 6897 8930E-mail: [email protected]: www.gms.com.sg

SEA2ICE LTD. & CO. KG��{��0'�J�#'�,+�)�� .��}��

~��+|�+'�##&1+&��J��+|�+'�10'#+0'�"��I��#��J�www.sea2ice.com

Design and concepts for offshore structures in ice and open waters, evacuation concepts

�� DECK CRANES

)� ��^��,'�J�]�#0#1"�^�� ~��+|�'�+#1��|'��#'0�J��+|�'�+#1��|'��#|1

e-mail: [email protected]: www.mm-offshore.com

ON LINE Safety Equipment "one stop" Shop

TechnoFIBRE (S) Pte Ltdtel. +65 6266 1412fax +65 6266 1435

e-mail: [email protected]

For further information please contact:

18 Buyer‘s Guide Information

Price per entry per issue:

Size IH 30/B 58mm

Size IIH 40/B 58mm

1 Keyword € 90,– € 120,–2 Keywords each € 85,– each € 115,–

3 Keywords each € 80,– each € 110,–



from 6 Keywords each € 65,– each € 95,–

Online: The premium online entry, including an active link, logo andemail, is free of charge for all customers of the Buyer’s Guide print issue.

Time span and discounts:Minimum time span for yourbooking is one year in onetarget region! Each target regioncan be booked individually. For bookings in several regions, weoffer the following rebate off the total price:

The Buyer’s Guide provides a market overview and an index of supplysources. Every entry in the Buyer’s Guide includes your company logo (4 colour), address and communications data plus a concise description of products or services offered.

Europe International SelectedTarget

regions

Germany/Central Europe Worldwide Vietnam, China, Russia,

Brazil, Special GreenTech

Issues

January January/February –– – –

March March/April March/Vietnam– – –

May May/June May/China– – June/Brazil

July July/August July/Special GreenTech– – –

September September/October September/Russia– – –

November November/December November/China– – –

1ShipyardsWerften

Estaleiro navalВерфи

2Propulsion systemsAntriebsanlagen

Equipamentos de propulsãoСиловые установки

3Engine componentsMotorenkomponenten

Componentes de motorКомпоненты двигателей

4Corrosion protectionKorrosionsschutz

Proteção anticorrosãoАнтикоррозийная защита

5Ship's equipmentSchiffsausrüstung

Equipamento de navioСудовое оборудование

6Hydraulic & pneumatic equipmentHydraulik & Pneumatik

Hidráulica + pneumáticaгидравлические + пневматический

7On-board networksBordnetze

Alimentação elétrica de bordoБортовые сети

8Measurement & control devicesMess- und Regeltechnik

Aparelhos de medição + controleИзмерительная и регулирующее оборудование

9Navigation & communicationsNavigation & Kommunikation

Técnica de navegação e comunicaçãoСистемы навигации и связи

10Ship´s operation systemsSchiffsführungssystemeHệ thống điều khiển tàu

Sistemas de operação de naviosСистемы управления движением судов

11Deck equipmentDecksausrüstung

Equipamento de convésПалубное оборудование

12Construction & consultingKonstruktion & Consulting

Construção e consultaКонструирование и консультации

13Cargo handling technologyUmschlagtechnik �� ! "�

Tecnologia de manejamento de cargaПогрузочное оборудование

14Alarm and safety equipmentWarn- und Sicherheitsausrüstung

Equipamento de alarme e segurançaСигнальное и защитное оборудование

15Port constructionHafenbau

Construção portuáriaПортовое строительство

16Offshore & ocean technologyOffshore & MeerestechnikOffshore + và công nghệ hải dương

Offshore + tecnologia oceânicaОффшорное и морское оборудование

17Maritime servicesMaritime DienstleistungenDịch vụ hàng hảiị ụ

Serviços marítimosМорские услуги

You can advertise in these categories:


SPI_SPIG-13_41_47_201307091 0744_557223.indd 47 09.07.2013 1 :0 :05

Diffi culties of BWTS selectionCOMPARISON STUDIES Despite the apparent wealth of information on benefi ts and draw-backs of the ever increasing number of ballast water treatment systems (BWTS) on the market today, there is still a distinct uncertainty among shipowners on how to confi dently choose the correct BWTS for their vessels. Chris McMenemy, general manager of Cleanship Solutions Ltd, discusses the diffi culties of making a selection.

With so many technical, economic and commercial differences be-tween each of the ballast water

treatment systems available, and with no one system, or even technology, suitable for every vessel, the task faced by shipown-ers is daunting. Selection of the most ap-propriate BWTS is a complicated act of cost and functionality.Cleanship Solutions Ltd (CSS), a company of naval architects and marine engineers specialised in solutions to meet current and future environmental regulations, has been involved in many vessel-specifi c BWTS comparison/selection studies, cov-ering a wide selection of vessel sizes and types. This experience has enabled the

company to develop an in-house compari-son model, which – in conjunction with shipowner input – downselects the range of BWTS based on strict comparison mark-ers. However, even with this comparison tool, there are still complex considerations that need to be made individually on a case-by-case basis.The ”overall footprint” of a BWTS is often the most complex thing to compare and engineer. Overall footprint is a term coined by BWTS manufacturers and functions well as an initially indicative measure of the free space required to locate the system in the machinery space. With many vessels hav-ing very limited free space in the machin-ery rooms, shipowners may fi nd that they

need to suffer a loss of cargo capacity or to convert a void space to accommodate the system. To complicate matters further, the overall footprint of the BWTS does not take into account the maintenance envelope of the system, and with some internal com-ponents, such as delicate UV lamps, often measuring over one metre in length, this can add substantially to the operational footprint of the BWTS. In order to ensure that this aspect of each BWTS is compared suffi ciently, CSS proposes that the vessel be surveyed prior to the comparison process so that knowledge of the most suitable lo-cation for the BWTS is obtained along with the appropriate measurements. Laser scan-ning can also provide an excellent tool

Example of CSS laser scan engineering of BWTS into tight machinery space

�


SPECIAL GREENTECH | BALLAST WATER TREATMENT

SPI_SPIG-13_48_58_20130710101846_557222.indd 48 10.07.2013 10:20:15

Preferred repair & conversion partner

Keppel Shipyard Limited (A member of Keppel Offshore & Marine Limited)

51 Pioneer Sector 1 Singapore 628437 Tel: (65) 68614141 Fax: (65) 68617767 Email: [email protected] www.keppelshipyard.com Co Reg No. 199900642R

We are the trusted name for the repair and modification of a diverse range of vessels. We also lead the industry in FPSO, FSO and FSRU conversion and upgrading.

We continue to grow our range of solutions, including our expertise in retrofitting Ballast Water Treatment Systems.

SPI_SPIG-13_48_58_20130710101846_557222.indd 49 10.07.2013 10:20:18


for vessels when free space is at a premium, offering the ability to engineer the system around the existing layout/equipment.Functionality is another critical aspect of the comparison, and with no two com-mercial systems offering identical specifi -cations, units must be analysed on an indi-vidual basis. Most shipowners have specifi c concerns and requirements for equipment installed on their vessels, and CSS ensures that these considerations are taken into ac-count in the comparison process. Even the grandeur of type approval does not guaran-tee that a system will be effi cient for a spe-cifi c vessel. For example, further analysis of the quoted pressure drop of some BWTS shows that these are quoted for normal op-eration of the system. For many vessels the quoted pressure drop alone can constitute a requirement for larger ballast pumps to avoid a drop in capacity. If we also factor in a drop in system effi ciency due to fouling in the system components, which is fairly probable due to the inherent nature of the treatment technologies employing fi ltra-tion, owners may be unable to avoid the requirement for larger ballast pumps.Similarly, further analysis of the quoted power consumption of a BWTS shows that many vessels may need to alter their gen-erator set-up in port to account for the ad-ditional consumption. Switching from two

generators on medium load to three on low load is ordinarily not a huge problem; however, with increasing fuel costs and strict legislation on emissions, shipown-ers are more than keen to avoid running an extra generator in port. In more extreme cases, vessels may not have the spare power capacity available and could potentially require an additional generator to be in-stalled just to power the BWTS. The issue of power requirement is particularly apparent in very large vessels such as tankers and gas carriers, where – based on currently avail-able technologies – the huge ballast fl ow rates require power capacity beyond what is both practical and economical for op-eration of the vessel. To highlight the im-portance of these aspects and provide an indication of their potential impact on ves-sel fi nances, CSS provides an indicative op-erational expenditure (OPEX) comparison of all BWTS involved, including a detailed breakdown over an extended period, for example fi ve to ten years. This OPEX analy-sis also allows for the predicted annual cost of spares, fuel costs and any required bunkering of chemicals or neutralisation agents. In many instances the high OPEX of a BWTS can more than outweigh the functionality benefi ts it presents.For many shipowners the main concern is the anticipated capital expenditure

(CAPEX) of the BWTS. Despite the impor-tance of functionality, the current econom-ic situation and low charter rates mean that for many shipowners, retrofi tting a BWTS is simply checking a regulatory box. However, CAPEX does not simply include the cost of the system itself but also all aspects of the retrofi t installation process, which many shipowners, and indeed shipyards, are not experienced enough to predict. CAPEX must include indirect costs, too, such as vessel downtime while the retrofi t installa-tion is carried out. Many installation com-panies, including CSS, will endeavour to carry out as much of the installation proc-ess during normal vessel operation as pos-sible to minimise these indirect costs; for some vessels, such as hazardous cargo ves-sels, this may not be an option, however.The complexity of the retrofi t process is cer-tainly not one to be underestimated, and more and more shipowners are investing their own time, or indeed commissioning external engineering consultancies such as CSS, to conduct vessel-specifi c BWTS com-parison studies. This kind of preparation will indeed go a long way towards ensuring a smooth and cost-effi cient retrofi t process and assist with navigating the more than 50 BWTS available on the market to date. Shipowners who select the wrong BWTS are at commercial and economic risk).

Example of BWTS selection comparison breakdown


SPI_SPIG-13_48_58_20130710101846_557222.indd 50 10.07.2013 10:20:18

SPI_SPIG-13_48_58_20130710101846_557222.indd 51 10.07.2013 10:20:22

Managing costs and redundancy are key to complianceBALLAST WATER CONVENTION In selecting the right ballast water treatment system (BWTS), shipowners need to take into account environmental responsibility as well as business success. BALPURE® by US-based Severn Trent De Nora has been developed to meet both requirements, writes the system’s product line manager William H. Burroughs.

The current market posi-tion for ballast water treatment systems is

very similar to the early phase of the introduction of oily wa-ter separators. Eventually the systems that did not work reli-ably were forced out through stricter standards, but it was a situation that was corrected at great expense to shipowners. Many BWTS manufacturers are struggling to meet the regula-tory and operational require-ments of global trade, and reg-ulators are still exploring how

they will enforce the 2004 International Convention for the Control and Management of Ships’ Ballast Water and Sediments. Shipowners must evaluate these market realities in light of their operational commitments; otherwise they risk off-hire time, prosecution and business failure.

Installation of BWTS on board a VLCCSevern Trent De Nora will de-liver its BWTS BALPURE to a VLCC (very large crude carri-

er) currently under construc-tion. Dual BALPURE systems will be supplied to the vessel, which has 2 x 3000m3/h seg-regated ballast pumps. The design and integration of the BALPURE systems demon-strate the trade-offs that ship-owners must make in order to meet the dual requirements of business success and environ-mental responsibility.

Solving one problem only to add to anotherMost treatment systems either involve electrochlorination or UV radiation to disinfect the ballast water and thus prevent the transfer of invasive marine species. Both incur a power penalty that can lead to in-creased fuel consumption, es-pecially if the full ballast fl ow is to be processed through the treatment system. This creates a situation in which solving the invasive species problem adds to another environmen-tal problem – the emission of greenhouse gases.The BALPURE system applies established electrochlorina-tion technology to oxidise and disinfect aquatic invasive species. The main ballast fl ow is fi rst fi ltered, and then a slip-stream of seawater is diverted to the electrolyser and used to generate sodium hypochlorite. Therefore, only about 1% of the total ballast fl ow is proc-essed to treat the entire bal-last water. This reduces power usage and system weight to minimise impact on fuel con-sumption and therefore green-house gas emissions. BALPURE’s fl exibility adds to this further. The biocide gen-eration rate can be reduced

for shorter voyages so that, for a three- to four-week voyage dosed at 8 ppm, the BALPURE power consumption is approx-imately 33 ACkW/1000m3/h. Shorter voyages can take ad-vantage of lower biocide dos-ing at 6 ppm when power consumption is approximate-ly 24 ACkW/1000m3/h.Where vessel trade routes indicate the cooling water overboard discharge tem-perature will be below 15°C, an optional steam or electric heating system is available to economically heat only the slipstream.

Making decisions about deballastingThe most striking operational difference between the vari-ous disinfection technolo-gies is when the treatment occurs. For systems that must treat both during uptake and discharge, a hidden problem will manifest itself when the treatment system is not oper-able or malfunctions during deballasting. The shipowner that selects the wrong system can literally be signing up for an economic disaster if the equipment causes interrup-tions to cargo operations and forces repeated off-hire peri-ods for repair and re-ballast. Hire deductions, demurrage, urgent riding crew repairs and loss of schedule reliabil-ity will cause these interrup-tions to signifi cantly impact operational budgets. These costs can easily exceed the dif-ferences in capital expenses by initially purchasing a more reliable system.Some technologies that must treat at uptake and discharge

ON TIME. WITHIN BUDGET.

Ballast water treatment systems

SAID. DONE! Knaack & Jahn Schiffbau GmbH

Piping systems and firefighting

Uffelnsweg 10 - 20539 Hamburg / Germany

+49 (0)40 / 78 12 93-0

www.k-j.de

For further information just give us a call or please send an email

to [email protected].

Your partner for clean solutions. For the special treatment of ballast water (BWT) according to the IMO convention, we equip ships of every size with the appropriate system. At the quayside, in dock or at sea. No matter whether this involves a mechanical, physical or chemical process, we achieve the most efficient system for you. Take KJ as your Partner. Always there for you 24/7. Worldwide.



SPI_SPIG-13_48_58_20130710101846_557222.indd 52 10.07.2013 10:20:23

make tank stripping nearly impossible. UV-based systems must fi lter and treat the mo-tive water (that is not trans-ported in the ballast tanks) and treat the stripped water – a power-intensive under-taking. BALPURE makes tank stripping simple and inexpen-sive as biocide residual moni-toring is all that is needed. The stripping motive water has high enough oxidant de-mand to neutralise the resid-ual biocide from the stripped ballast water, thus additional-ly reducing sodium bisulphite consumption.

Ensuring operational reliabilityMaintaining operational reli-ability inevitably means some degree of system redundancy. The treatment system must support operations at all times even if with limited capac-ity. For vessels with high-paced schedules, this means installing redundant auxiliaries in order to avoid a total outage. One single fault should not put the whole system out of commission. Marine vessels subject some rather fragile subsystems to intense vibra-tion and elevated tempera-tures. Additionally, some systems employ on-deck components exposed to sea-water.

Standard redundancy built into the BALPURE system includes multiple slipstream booster pumps complete with pre-installed standby spares. Likewise, the hydro-gen dilution (air) blowers are 2 x 100% with built-in spare for uninterrupted operations. A self-contained and inde-

pendent neutralisation skid is provided with at least one spare pump built in or on standby. Some vessels require fully redundant systems to support port and starboard ballast header operations with crossover capability. The additional reliability en-hancements to be included

on board the newly built VLCC to ensure uninterrupt-ed operations include dual BALPURE biocide genera-tors with dedicated hydro-gen separation and dilution blower systems. Each segre-gated ballast header has a dedicated and highly reliable 40μm mesh ballast water

The BALPURE® BWTS

�

Advanced Wastewater Treatment Technologies for Vessels & Off shore InstallationsMARTIN Membrane Systems AG | Wald-Eck 7 | 19417 Warin | Germany | phone: +49 (0) 3 84 82 / 2 21 54 | www.martin-membrane.com

Guaranteed compliance to hygienic standards

Certifi ed according to IMO standard MAPC.159(55) and CDNI


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fi lter, and each fi lter has a dedicated backfl ush pump and backfl ush valve. Overall, the only major components not 100% redundant are the centralised controls, which are very easy to maintain in operation.

Minimising operational expensesThe features of a ballast wa-ter treatment system that improve reliability and ro-bustness must be evaluated when making vendor and technology selections – im-portant considerations such as simplicity of operations, automation, long life-cycle of components and core tech-nology, low consumption/low replacement costs of core components and operational fl exibility.BALPURE’s treatment rated ca-pacity (TRC) allows the natu-ral variations in actual ballast fl ow rate, sensed by the fl ow meters provided with the sys-tem, to automatically adjust biocide generation rate from

“0” to maximum. The typical starts and stops and variations in discharge head change ac-tual ballast fl ow rates dramat-ically. Many systems were not conceptualised with these re-quirements and additionally have warm-up and cool- down times that could cause periods of ineffective treatment.During the hypochlorite gen-eration process employed by electrochlorination systems, the cathode surfaces will ac-cumulate scaling from mag-nesium hydroxide and calci-um carbonates. This scaling is typically addressed with periodic chemical (acid) or mechanical cleaning. How-ever, the BALPURE proprie-tary electrodes are automati-cally self-cleaned to address this concern.The system produces treated seawater in the ballast tanks that is non-corrosive and will not impact the life expectan-cy of ballast tank protective coating systems, pipework and associated valves, valve actuators or other ballast tank

fi ttings and instrumentation. The extensive corrosion test-ing programme undertaken by GL Noble Denton demon-strated that the system has no effect on coated steel, naval bronze and copper-nickel al-loys.

Filtering out the benefitsNot all treatment systems include a fi ltration step, yet reducing the amount of sediment build-up in ballast tanks can reduce fuel costs and vessel draught so that vessels such as VLCCs can carry more cargo. By not in-cluding a fi lter, shipowners lose this fi nancial payback.

Sediment buildup also poses a compliance risk. BALPURE’s disinfection process leaves a residual amount of biocide in the ballasted water that eliminates regrowth that could other wise contaminate the water. The potential for regrowth of organisms that could take refuge in sedi-ments may ultimately lead to a breach of IMO discharge standards. Having to under-take more frequent ballast tank cleaning would become an additional operational expense for systems that do not fi lter or do not maintain disinfected conditions in the ballast tanks.

Severn Trent De Nora has sold/delivered 20 BALPURE units since it received its IMO type approval in July 2011. It is one of the fi rst technologies to receive the United States Coast Guard’s (USCG) Alternate Management System (AMS) certifi cation. This will enable ships, such as the VLCC, to discharge ballast water in US waters while the work continues with the USCG towards obtaining full type approval for the system.

For professionals

in shipbuilding,offshore and

marine industry

www.shipandoffshore.net � www.schiffundhafen.de

Seehafen Verlag



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First BTWS retrofi t in Singapore

VLCC | Singapore’s Keppel Shipyard has completed a landmark ballast water treat-ment system (BWTS) retrofi t project for MOL Tankship Management Pte Ltd.It is the fi rst BWTS retrofi t for an existing very large crude carrier (VLCC) belonging to a Japanese shipowner as well as the fi rst such installation to be undertaken in Singa-pore, Keppel said.The yard’s work scope for the MOL VLCC included the installation of oxidising and reducing agent tanks, pipes, fi lters and a control system.Chor How Jat, managing di-rector of Keppel Shipyard, said: “We believe that ship-owners and operators will benefi t from having experi-enced shipyards undertake

comprehensive BWTS retrofi t services. As such, we aim to be a provider of choice for such services and are work-ing to grow our expertise in such projects as well as build our networks with reputable vendors.”The BWTS installed was the JFE Ballast Ace system, which was selected by MOL and supplied by JFE Engineering Corporation.Keppel Shipyard is currently pursuing and signing agree-ments with various estab-lished vendors to enhance its BWTS installation services for customers worldwide. It recently signed a memo-randum of understanding (MOU) with Techcross, a leading company for ballast water treatment systems.

After successful completion of the retrofi t project

Industry


CLEAN IS SAFE

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There is a considerable de-bate on whether the cur-rently used copper oxide-

based antifouling coatings are harmful to the environment. To start accumulating global information on the effects of biocidal antifouling coatings on harbour sediments and the marine environment world-wide, Hydrex commissioned a research project to study exist-ing information and examine the feasibility of gathering full information based on a pi-lot site. The idea was to begin work on a geodatabase and geographical information sys-tem (GIS) that would help de-cision makers and interested parties get a clear picture of the global effects of the continued

use of heavy metals and toxic chemicals in antifouling coat-ings as well as to be a guide to the management of dredging activities. The initial project has now been completed, culminating in a 200-page report.

Purpose of the projectThe project, titled “Quantifi ca-tion of Pollution Levels in Har-bour Sediments – A Geospacial Perspective”, had several pur-poses:

to assess the levels of pol- �lution in harbour sediments around the world based on available data,

to consider the potential �availability of information for incorporation within a global

sediment contamination geo-database,

to establish a basic un- �derstanding of global marine sediment contamination lev-els and to achieve some com-parison between different lo-cations,

to establish the feasibility �of continuing the work to cre-ate a full, global geodatabase of sediment contamination, which could be used in man-aging remedial and capital dredging and also in determin-ing whether the use of biocidal antifouling coatings should be continued,

to pinpoint as many pos- �ssible sources of sediment pol-lution and contamination as possible,

to provide a tool for marine �environment managers and others interested in the health of ports, estuaries, coast lines and waterways, which would help them manage dredging and clean-up activities as well as provide a basis for preemp-tive measures that would help prevent further pollution.

The projectThe research began with an exhaustive review of litera-ture available on the subject of worldwide sediment con-tamination. The effects of con-taminants in the form of heavy metals such as tin, copper, zinc and others, and in the form of non- or slow-degrading bio-cides were studied impartially

Global sediment contamination research – impact on the shipping industry REPORT To get a comprehensive picture of the global effects of heavy metals and toxic chemicals in antifouling coatings, underwater repair and maintenance solutions specialist Hydrex commissioned a research project. In the following, David Phillips, editor of the Journal of Ship Hull Performance, summarises the initial project, which studied existing information and examined the feasibility of gathering full information based on a pilot site.

Map showing global sediment contamination by heavy metals


SPECIAL GREENTECH | SURFACE TECHNOLOGY

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and the results reported with a plethora of supporting refer-ences. Then followed a model by which sediment contami-nation can be shown in geo-graphic terms, pinpointing hotspots. This helps to identify the source of such contamina-tion: e.g. heavy deposits of cop-per near a shipyard can clearly be attributed to biocidal anti-fouling coatings unless there is another source of copper pollu-tion nearby. Then an in-depth study of the port of Piraeus and the Attica region in Greece was carried out; a considerable amount of data already col-lected and available made it possible to pilot the envisaged geospatial approach. The data acquired were com-bined into a database, and a preliminary GIS was set up to give an indication of just how useful and effective a complete geodatabase, kept current, would be to environmental managers and others interested in the sustainability of the ma-rine environment. While the project is only a pre-liminary to a full-scale, com-prehensive geodatabase that provides up-to-date and accu-rate information on the state of contamination and pollution of sediments around the world, the authors gathered enough information to be able to an-nounce a number of conclu-sions and predictions.

ConclusionsIn carrying out the research, the team naturally came to certain conclusions based on the data uncovered and tabulated. The following is a direct quote from the report [1].An overview of contaminated marine sediments on a global scale does not currently exist. This makes it diffi cult to assess the true scale of the problem. The pollutants trapped within the sediment layer can be dis-persed to the water column and on to living organisms through disturbance from water cur-rents, propelling vessels, dredg-ing, etc. Bio-accumulation within the food chain can oc-cur and impact human health.The solution to the problem of contaminated sediment is not

just associated with cleaning-up of contaminated areas, but also needs a consistent effort to reduce anthropogenic contri-butions to the problem.A global database of pollu tant levels, especially if temporal data are included and they are continuously updated as a resource for management purposes, could assist in high-lighting the problem that is as-sociated with the pollution of our seas and oceans.Aspects that are important in-clude:

Sourcing data from repu- �table organisations, whether commercial, governmental or academic;

Sourcing a wide range of �data, which include generalised data for pollutant content in sediments, research papers and reports on pollution impacts, legislation and regulatory issues, management reports, and other spatially referenced data such as bathymetry and geology;

Ensuring the standardisa- �tion of these data to guarantee robustness and comparable re-sults;

The provision of quality as- �surance documentation, poten-tially through indexes;

Regular maintenance; �Phased approach to imple- �

mentation of the system; andAppropriate funding. �

The sensitivity of the marine environment to human misuse and overexploitation is increas-ingly apparent, and the wider implications for natural ecosys-tems and the human food chain are notable. The importance of effective and accountable man-agement is now clearer than ever before. The availability of information is key in this re-spect, and that is what a glo-bal sediment contamination geodatabase should be able to provide.Dr Bill Langston wrote a re-view of the work to summa-rise the information and help place it in context. His entire review is published with the report, and the following is quoted from it [2]:The section on antifouling […] contributes a concise insight into the developmental history of biocidal coatings and �

With nearly a century’s marine paint and coating

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Typ 02 - Wave - 297x105.indd 1 2012-09-24 13:49:21

SPI_SPIG-13_48_58_20130710101846_557222.indd 57 10.07.2013 10:20:30

other formulations, their con-stituents (organic and inorgan-ic), bioaccumulation, pathways to impact and their relative tox-icities to target and non-target organisms – with an obvious emphasis on those biocides which have been most prob-lematic, environmentally: nota-bly TBT, Cu and Irgarol. Given the contemporary examples of contaminated sediments from around the world […], the ar-guments for non-toxic replace-ments seem to be overpowering on ecotoxicological grounds. In this context sedimentary entrainment of contaminants, from aqueous-phase adsorp-tion or particulate settlement processes, emerge as a key con-cern both in terms of creating persistent sinks and secondary sources during dredging, dis-posal and re-suspension events. Once more the importance of suitably informed management of contaminated sediment is evident.In summary this report provides an enlightening, critical and authoritative review of the fun-damental processes that affect the distribution, concentration and effects of sediment-bound contaminants, the legislation surrounding them and, im-portantly, strategy by which environmental managers and port authorities can address the practical issues of remediation and sustainable, cost-effective operation. Suggestions for data

handling, retrieval and display, including incorporation into accessible local, regional and global GIS format are particu-larly informative and will help managers, scientists and public understand the extent, scale and sources of pollution problems in estuarine and coastal ecosys-tems – a vital prerequisite when deciding on the relative merits of sediment treatment. In envi-ronmental (and possibly eco-nomic) cost terms, this review also demonstrates that a move

towards non-toxic antifouling would be a sensible contribu-tion to reducing the need for large-scale sediment manipula-tion and the attendant risk of contaminant exposure.

FutureSteps are in progress to gain funding for a larger project that will build on this preliminary research and carry through with the compilation and a geographical database and presentation of the state of pol-lution and contamination in sediments around the world. Once existing data have been compiled, tabulated and made part of the overall geo database, actions can be taken to con-tinue to acquire data from a variety of sources, thus keeping the database current and ex-panding it. Both temporal and spatial relationships of the data are vital to the purposes of this work. Data on the progress of contamination in a particular location over a period of years are necessary for sensible man-agement of remedial and pre-ventative activities. The result will be a very valu-able tool in the hands of envi-ronmental managers and other stakeholders. It will also pro-vide a clear indication of the

global effects of the continued use of toxic antifouling coat-ings and do much to eliminate unfounded or slanted opinion surrounding them. But even this preliminary re-search and report make it clear that the global pollution and contamination stemming di-rectly from heavy metal and biocide antifouling coatings are a clear indication that the world fl eet must change course towards a non-toxic, environ-mentally benign approach to hull fouling management. Non-toxic approaches are cur-rently available and economi-cally viable. It is hoped that shipowners and operators will avail themselves of this information and use it in their decision about which hull coating system to use, and which not to use, when they see the effects of the worldwide use of heavy metals and biocides in antifouling coatings. The full report is available in hardback book form from Tahoka Press (www.tahoka-press.com). A digital form will also be available.

References [1] Steyl I., Sakellariadou F. & Bray S., “Quantification of Pollution Levels in Harbour Sediments –A GeoSpatial Perspective“, Tahoka Press, (2013) p 122. [2] Ibid. p xvii.

For the project, an in-depth study of the port of Piraeus and the Attica region in Greece was carried out

THE RESEARCHERS �The project, which began in March 2012, is the work of Dr Ilse Steyl, Prof Fani Sakellariadou and Dr Simon Bray, with an authoritative technical review by Dr W. J. (Bill) Langston.

Dr Steyl is a highly skilled and experienced geographer/envi-ronmental scientist who earned her PhD at the University of Southampton, UK. Prof Sakellariadou is a professor of geo-chemical oceanography in the Department of Maritime Stud-ies, University of Piraeus, Greece. She gained her PhD at the University of London and is the author of the book “Oceanog-raphy”. Dr Bray is a marine ecologist and visiting researcher at the University of Southampton, where he gained his PhD. He was commissioned by WWF to carry out extensive re-search on the effects of TBT, which contributed to its even-tual ban by the IMO. Dr Langston is an associate fellow and head of the Ecotoxicology Laboratory at the Marine Biologi-cal Association of the UK. He is a world renowned and much respected ecotoxicologist. The project took about a year to complete and was reviewed by Dr Langston in May 2013.


SPECIAL GREENTECH | SURFACE TECHNOLOGY

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Alfa Laval Tumba AB, S-Tumba . . . . . . . . . 15

Aveva Solutions Limited, UK-Cambridge . . IFC

Becker Marine Systems GmbH & Co.KG,

D-Hamburg . . . . . . . . . . . . . . . . . . . 27

Carrier, USA-Farmington . . . . . . . . . . . . 29

Damen Shipyards Group, NL-Gorinchem . . .BC

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Federal Mogul Burscheid GmbH, D-Burscheid 18

GEA Heat Exchangers GmbH, D-Bochum . . . .9

GEA Westfalia Separator Group GmbH,

D-Oelde . . . . . . . . . . . . . . . . . . . . 19

Germanischer Lloyd SE, D-Hamburg. . . . . . .3

Hempel A/S, DK-Lyngby . . . . . . . . . . . . 57

Hyde Marine Inc., USA-Pittsburgh . . . . . . . 32

Intellian Technologies, ROK-Seoul . . . . . . . 13

Keppel Shipyard Limited, Singapore . . . . . . 49

Klüber Lubrication München SE & Co. KG,

D-München. . . . . . . . . . . . . . . . . . . 24

Knaack & Jahn Schiffbau Gmbh, D-Hamburg . 52

Kumera AS, N-Sandefjord . . . . . . . . . . . 36

MAHLE International GmbH, D-Stuttgart . . . 55

MAN Diesel & Turbo SE, DK-Copenhagen . . . .7

Martin Membrane System AG, D-Warin . . . . 53

MWB Motorenwerke Bremerhaven AG,

D-Bremerhaven . . . . . . . . . . . . . . . . 31

RWO GmbH Marine Water Technology,

D-Bremen . . . . . . . . . . . . . . . . . . . 51

SAM Electronics GmbH, D-Hamburg. . . . . . 11

Schaffran Propeller + Service GmbH, D-Lübeck 17

Sea to Sky Meeting Management Inc., CAN-

North Vancouver . . . . . . . . . . . . . . . . 23

Siemens AG Automation and Drive, D-Bocholt 21

Steerprop Ltd, FIN-Rauma . . . . . . . . . . . 35

Thermamax Hochtemperaturdämmungen

GmbH, D-Mannheim . . . . . . . . . . . . . . 39

Transas Marine International, S-Askim . . . . 10

Volvo Penta Central Europe GmbH, D-Kiel. . . 37

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SPI_SPIG-13_59_ 0_20130710095244_557221.indd 59 10.07.2013 09:53:15

Damen Patrol Vessel 1304 Hybrid

“NOT THE KING OF GREEN, BUT WORKING ON IT!”

DAMEN E3 VESSELSIn addition to the Hybrid vessels shown above, Damen has its own green quality brand ‘E3’. We compare our vessels to E3’s long list of requirements, after which some are allowed to carry this green hallmark.

The E3 principles are: Environmentally friendly, Efficient in operation and Economically viable. Effectively, the hallmark aims to take three needs into account: the needs of the planet, the people operating the ship and the owner’s need to make a profit. The Damen E3 program aims to cut emissions and arrive at a smaller footprint, while maintaining affordability and a low TCO for the owner and practical, operational efficiency for the crew.

WWW.DAMEN.COM/INNOVATION

CHARGING

MODE

MANOEUVRING

MODE

LOW SPEED

MODE

HIGH SPEED

MODE

TOP SPEED

MODEDAMEN HYBRIDDamen is building an ASD Tug 2810 Hybrid to reduce environmental impact. The tug’s hybrid propulsion means huge energy savings when sailing or waiting and perfect power when working.

Damen EcolinerLNG propelled inland shipping barge Damen ASD 2810 Hybrid

SPI_SPIG-13_59_ 0_20130710095244_557221.indd 0 10.07.2013 09:53:19

special greentech - ship and · pdf fileengineer design manage aveva marine building...

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