Wartsila to power Arctic icebreaker duo

When completed in 2017, the two 121.7 m x 25 m icebreakers will operate from Novy Port located at the mouth of the Ob River in arcticRussia, with outside air temperatures as low as minus 50°C and ice thicknesses up to 2 m.

Because of these challenging operational considerations, the reliability and overall efficiency of the Wärtsilä machinery were prime considerations in the award of this contract. The ability of the Wärtsilä engines to operate efficiently with such low air suction temperatures provides the basis for an arctic package solution.

The full Wärtsilä scope of supply for each vessel includes two 16-cylinder and two 8-cylinder Wärtsilä 32 engines and one 6-cylinder Wärtsilä 20 engine. Deliveries to the shipyard will commence in summer 2016.

“Once again Wärtsilä has been chosen based on the company’s experience and strong track record in supplying highly efficient and reliable solutions for icebreakers. These vessels operate in the toughest possible conditions and it is, therefore, important that the power generators selected are the best available,” says Johan Hanstén, Area Sales Director, Wärtsilä.

“Wärtsilä is well known and respected in the Russian shipping industry and we are very pleased to cooperate with them in this important project. We see enormous potential in this partnership with Wärtsilä, a company with great experience that provides proven, reliable, and technologically advanced products and systems,” says Sviridov Maxim, Director, Marine Electric Mechanical Dept, Ruselprom Group.

“We have worked with Wärtsilä on various projects for many years, and we are very confident that they can provide the engineering support and quality products needed for these icebreakers,” says Alexander Solovyev, General Director, PJSC Vyborg Shipyard.

“The novel Aker ARC 130 A concept design represents the latest developments in icebreaking technology, which Aker Arctic has now adapted also for Arctic vessels. The Wärtsilä gensets, together with the arctic package, provide remarkable energy savings in extreme operating conditions,” says Mika Hovilainen, Project Manager, Aker Arctic Technology Inc.

Damen unveils next generation RHIB

The RHIB 1050 was developed at Damen Shipyards Hardinxveld, a long time RHIB supplier to the Royal Netherlands Navy.

“This is not your average RHIB,” says Roel Foolen, the shipyard’s Newbuild Project Manager. “For starters, it’s Lloyds approved. The hull is made of glass reinforced epoxy as opposed to polyester and provided with Lloyd’s approved closed cell, foam core.”

“Further to this, we are also able to provide training in its use,” adds Mr. Foolen. “Damen has many years’ experience in building boats for navies and other defence and security bodies.”

Damen’s use of epoxy for the hull will see the RHIB 1050 produced at the group’s specialist composites yard in Antalya, Turkey.

The RHIB will be produced in series with a standard hull, open to flexible, client-specified outfitting requirements.

Ergonomics are a strong theme running throughout the design. Damen developed the layout using a mock-up console, constantly tweaking the positioning of instrumentation, seating and controls until completely satisfied with comfort levels. Consequently, the wheel and throttle are perfectly aligned with the suspension seating and handles and grips are located strategically throughout the RHIB.

“We’ve aimed to cover every detail – for example including steps to facilitate easy, fast exit of the RHIB in boarding ops and integration of hoisting eyes into the bollards, simultaneously removing a trip hazard and taking advantage of every available bit of space,” says Mr. Foolen.

The RHIB uses D-shaped tubing, rather than the conventional cylindrical tubing.

“Doing this allows us to combine the console and the engines into a single, space saving unit,” says Mr. Foolen.” Usually this would not be possible as such a unit would impede access to the fore of the vessel. However, with a section of tubing removed, there is still space for on board personnel to pass safely and comfortably fore to aft.”

The vessel is easy to maintain. For example, its two 350 liter fuel tanks are located beneath the ten deck-based seats which are fitted to a dedicated hatch so that, in the event the tanks require removing, the seating is simply lifted clear.

Similarly, the entire console unit is hinged at the aft so that it can be very easily moved clear when access is necessary to the RHIB’s two 370 hp Volvo Penta engines. The mast is also hinged so that it can be quickly folded away for transport height.

“As well as easy maintenance, the RHIB 1050 is also low maintenance,” says Mr Foolen. “We’ve used high-end materials and taken every step to ensure components are protected. Console instrumentation is located behind a heated, watertight window for example. And all electrics are housed in a dedicated, heated and ventilated compartment inside the dry storage area.”

The stern platform, as well as being ideally situated for diving and man overboard operations, works in combination with the tube ends to form a protective barrier for the stern drives.

At the front of the vessel, the nose is flattened to serve as a fender during boarding operations and the tubing is fitted to the vessel with aluminum extrusions, not glue. This not only offers a better grip, but also makes it easier to remove and replace when necessary.

How about performance?  

“During seatrials, the handling, maneuverability and balance have proven to be excellent,” says Mr. Foolen. “It’s very safe also, very forgiving and perfect in rough, harsh water. She’s quick too – able to sail at speeds of over 50 knots.”

Damen is currently building a second RHIB 1050, which will feature two 400 hp outboard engines.

 

Euronav CEO Paddy Rodgers to be 2016 CMA Commodore

DECEMBER 10, 2015 — Euronav CEO Paddy Rodgers has been named as the Connecticut Maritime Association (CMA) Commodore for the year 2016. The award will be presented on March 23, 2016 at

European owners want shipping back in COP21 text

European shipowners have joined the European Commission, Members of the European Pariament and various stakeholders in calling for shipping to be put back into the text.

The International Chamber of Shipping says it would be helpful for the new agreement to reiterate the vital role of the UN International Maritime Organization in the development of further measures to reduce shipping’s CO2 emissions. This would give extra encouragement to build on the global regulations IMO has already successfully adopted and which should reduce CO2 per tonne-km 50% by 2050.

However, says ICS, the absence of text is unlikely to inhibit the aspirations of governments – which are shared by the industry – for IMO to take further action.

“While text on shipping could be useful, the negotiators are now having to focus on the really high level things like climate finance to ensure the overall agreement is a success which is what everyone wants” said ICS Secretary General, Peter Hinchliffe.

ECSA Secretary General Patrick Verhoeven called the talks in Paris “a unique opportunity” to signal IMO member states to act decisively in order to further regulate CO2 emissions from ships on a global level.

“It would provide support for their ability to move forward and give new impetus to ongoing discussions, which we hope will very soon reach fruition,” said Mr. Verhoeven.

ECSA says that though the IMO has already made strides when it comes to the shipping industry’s carbon footprint, its work on CO2 emissions reduction is far from completed. It remains firmly on its agenda and will be considered again at the next meeting of the IMO Marine Environment Protection Committee in April 2016.

ECSA says the shipping industry supports the establishment, as soon as possible, of a mandatory system of data collection from individual vessels, understanding that the possibility of further market based measures might be revisited after an IMO analysis of the data submitted by ships.

“We firmly believe that deleting any reference to shipping and the progress needed at IMO level is a missed opportunity. The EU has already placed its faith in the IMO process by adopting legislation that will enable and support IMO in establishing a global data collection scheme,” said Mr Verhoeven.”An irreversible process leading to lower CO2 emissions from ships has started. Efforts at IMO and EU level can only be bolstered by a clear signal from the highest UN instance on climate change. We sincerely hope that negotiating parties will seriously reconsider and heed our call for shipping to be reintroduced in the final climate agreement.”

Austal lowers U.S. shipbuilding earnings forecast

In a stock exchange announcement, the company noted that in its FY2015 results it had reported experiencing schedule and margin pressure on Littoral Combat Ship (LCS) 6, the first that it is building as the prime contractor.

“Austal is building multiple LCS in parallel,” said the announcement, “with the impact of cost and schedule performance on LCS 6 continuing to impact LCS 8 and LCS 10 – both of which are in an advanced state of completion.

“Austal’s ability to apply lessons learnt and productivity enhancements from LCS 6 to vessels in advanced construction, namely LCS 8 and LCS 10, has been more limited than anticipated. As a result, FY2016 earnings from Austal’s U.S. shipyard are expected to be lower than in FY2015, with U.S. shipbuilding EBIT margin expected to be in the range of 4.5% to 6.5%. [Its U.S, shipbuilding EBIT margin was 5.2% in 2015 and 6.6% in 2014]

“Austal’s other major vessel program at its U.S. shipyard, the Expeditionary Fast Transport program (formerly called the Joint High Speed Vessel), has reached construction program maturity, with shipbuilding margin stable”.

Austal CEO Andrew Bellamy said that, while there were flow on effects from LCS 6 onto LCS 8 and 10, vessels at earlier stages of construction would benefit from the lessons learnt on LCS 6 to increase future US shipbuilding margin.

“The LCS program is maturing more slowly than we had expected, however we are working hard to manage the risks and expect an improvement across the program after delivery of LCS 10,” Mr. Bellamy said. “The ongoing strong performance of the US$1.6 billion Expeditionary Fast Transport program at our U.S. shipyard is a great illustration of the efficiencies we can deliver once a vessel program reaches the mature production phase and we are confident the LCS program will be no different.

“Austal has a strong balance sheet and is generating good cash flow, which is enabling further investment in the business during the 2016 financial year to best position the company to win additional contracts and service work to build our order book, revenue, and earnings into the future.”

Bollinger in $8.5 million False Claims Act settlement

The False Claims Act suit alleges that Bollinger misrepresented the longitudinal strength of patrol boats it delivered to the Coast Guard that resulted in the boats buckling and failing once they were put into service. Bollinger Shipyards is located in Lockport, Louisiana.

“Those who expect to do business with the government must do so fairly and honestly,” said Principal Deputy Assistant Attorney General Benjamin Mizer, head of the Justice Department’s Civil Division. “We expect the utmost integrity and reliability from the contractors that design and build equipment that is essential to public safety and our national defense.”

In 2002, the U.S. Coast Guard contracted to lengthen the Coast Guard’s existing fleet of 110-foot patrol boats to 123 feet and to make other modifications. Bollinger was the subcontractor that performed the 123-foot patrol boat design and conversion work. An essential element of the conversion was that the modified boats have sufficient longitudinal strength to meet the performance requirements set forth in the contract.

The United States alleged Bollinger provided the Coast Guard with engineering calculations that falsely represented the longitudinal strength of the boats and was two times greater than their actual longitudinal strength. The United States alleged Bollinger ran the calculations three times and only provided the Coast Guard with the highest and most inaccurate, of the three calculations. The United States further alleged Bollinger also failed to follow the quality control procedures that were mandated by the contract that would have ensured against such engineering miscalculations.

The case was handled jointly by the Civil Division’s Commercial Litigation Branch and the U.S. Attorney’s Office of the Eastern District of Louisiana.The claims resolved by the settlement are allegations only, and there has been no determination of liability.

Nicaragua Canal developers enlist BMT expertise

BMT Asia Pacific and BMT ARGOSS will assist the development and validation of the planned canal’s design and operations through a structured framework.

“Our study will seek to articulate a solution that minimizes canal excavation while ensuring adequate canal capacity and safety,” says Dr. Richard D Colwill, Managing Director, BMT Asia Pacific. “A crucial part of that solution involves sophisticated navigation and transport simulation, which will set the basis for identifying a design that balances excavation CAPEX with operational safety, efficiency and capacity.”

BMT’s proprietary simulator, REMBRANDT, is widely recognised by the shipping sector for its accurate and detailed recreations of the navigation environment. Its What You See Is What You Get (WYSIWYG) output provides a platform that helps engineers and mariners  investigate different design geometries.

“Through REMBRANDT BMT will provide early and decisive insight on potential marine constraints, enabling us to identify appropriate mitigation and optimization measures – be it physical or operational in nature,” says Captain Paul Morter of BMT ARGOSS.

Besides carrying out operational assessments, BMT will also update the business case for the canal’s Pacific and Caribbean ocean ports. BMT will use its experience in port masterplanning and port strategy to help HKND identify the ports’ potential competitive positioning.

“The Nicaragua Canal system will see a large variety of vessels and wide range of vessel movements along the canal, within the inland ports, and between canal, port and ocean approaches,” says HKND Executive Director K.W. Pang.”These activities occur with differing metocean conditions, transit speeds/directions, and transit modes, etc. Recognizing this complexity, we are seeking to access BMT’s global network of subject matter experts to assemble a highly capable, technical team to address the canal’s marine safety and traffic challenges from all angles.”

Great Lakes Shipyard to drydock, repower ferry

DECEMBER 9, 2015 – Put-in-Bay, OH, headquartered Miller Boat Line has awarded Great Lakes Shipyard, Cleveland, OH, an order to complete the five-year USCG inspection of its ferry William Market along with

Container weighing FAQs now available

The World Shipping Council (WSC), the TT Club, the International Cargo Handling Coordination Association (ICHCA), and the Global Shippers’ Forum (GSF) today jointly released a new Frequently Asked Questions (FAQ) document to address issues arising from the new regulations.

The amendments were adopted by IMO (International Maritime Organization) to enhance maritime safety and reduce the dangers to containerships, their crews, and all those involved in container transport throughout the supply chain. The FAQs have been developed by the industry coalition in response to numerous questions from shippers, carriers, forwarders, and terminal operators about the steps they must take to ensure successful implementation of the new regulations.

This initial FAQs document seeks to clarify how the SOLAS container weight verification requirements will function in various situations. It identifies commercial and operational arrangements that will have to be addressed, and it flags issues that must be dealt with by national governments.

The FAQs are based on actual questions from affected stakeholders, and they will be expanded as new issues emerge.

Stakeholders are invited to approach any of the collaborating organizations with additional questions that may come up.

Contact details of “subject-matter experts” from each of the organizations can be found at the end of the FAQs document.

The coalition says that container safety is a shared responsibility, and all parties have an interest in improving the safety of ships, the safety of cargo and the reduction of the risks to the lives of ships’ crews and others throughout the containerized supply chain.

Access the FAQs document HERE

Chinese liftboats to have Cat diesel electric propulsion

Identical diesel-electric systems, comprising four Cat Propulsion MTA-523 1500 kW azimuth thrusters driven by electric motors and soft starters as well as eight Cat C32 generator sets, will be delivered for each vessel.

“As a comprehensive power and propulsion solutions provider for the marine industry, we’re pleased to continue to integrate our full portfolio of offerings in our customers’ operations,” said Wang Xiaohua, Caterpillar Propulsion sales manager.  “China remains an area of strategic importance for us and this particular order is significant because it is the first time in China that we have supplied a full diesel-electric propulsion solution, including engines, propulsion systems and main switchboards.”

The two vessels, designed by Shanghai Bestway Marine Technology Development Company Ltd, are being built for Chinese owner Mekers Offshore Company Ltd and are due for delivery in summer 2016.

Over the course of 2016, Caterpillar will also supply all of the other components in the electric power system.

In addition to the main switchboard, Caterpillar will provide power management systems, central monitoring and alarm systems, transformers, uninterruptible power supplies and variable frequency drives.

MTA azimuth thrusters incorporate a number of key features to support effective vessel operation. They are hydro-dynamically optimized for good in-water performance. Available in both L-drive and Z-drive configurations, MTA azimuth thrusters can be supplied with controllable or fixed pitch propellers. Blade and hub materials are either bronze or stainless steel and the complete structure is designed to minimize the cost of through-life maintenance and to maximize the duration of in-service operation.

Built for reliability in harsh conditions, C32 generator sets have high efficiency and a minimized environmental footprint integrated into the design. The units can accept 100% load rate in one step and their integrated control system protects the power supply and offers scope for remote monitoring. Cat C32 generator sets are available in a power range from 830 ekW to 940 ekW.

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