Team aims to speed availability of LNG as marine fuel

The team, led by Siemens Drilling and Marine, Dresser-Rand and Lloyd’s Register, aims to provide an end-to-end solution, encompassing the entire supply chain, that will remove obstacles that can hold back wide-spread adoption of natural gas as the marine fuel of choice.

“Our integrated solution, encompassing the entire supply chain of LNG including gas-fueled marine propulsion systems, will remove the chicken-and-egg hurdle from the LNG-equation,” says David Grucza, Siemens Drilling and Marine. “This is a disruptive concept for the maritime industry, and the technology exists for immediate adoption. This joint solution is not limited geographically, and we stand ready to support the marine industry globally, although our initial focus is on deploying U.S. shale gas.”

The initial end-to-end solution offered to the North American inland and coastal waterways community comprises the following elements

It has been designed and engineered by Waller Marine Inc. (WMI) and the Shearer Group Inc. (TSGI), respectively, and will be constructed by Conrad Industries shipyard in Texas.

“Together, the team brings a holistic answer to the LNG marine fuel question of what comes first – the bunkering station or the engine?” says David Waller, President, Waller Marine, Inc. “The innovative solution to this industry hurdle includes the entire supply chain from liquefaction, LNG bunkering and design, all while meeting EPA and USCG compliance and providing smart, sustainable, lower greenhouse gas alternative fuels to operators.”

“Lloyd’s Register is well placed to support a new fleet of gas-fueled ships – and help them to operate safely and efficiently,” says Mark Darley, Americas Regional Marine Manager and President of Lloyd’s Register North America (LRNA). “Our expertise and leadership in gas technology and operations – from gas carriers to LNG bunkering and gas as a marine fuel – helps lead to the best decisions based on the best, independent, technical insight.”

Lloyd’s Register has established clear standards describing different levels of readiness to use natural gas as a marine fuel. Lloyd’s Register also provides training on the key practical aspects of modern LNG carriage by sea and risk management services to support safe LNG bunkering.

Siemens AG (Berlin and Munich) is active in more than 200 countries, focusing on the areas of electrification, automation and digitalization. One of the world’s largest producers of energy-efficient, resource-saving technologies, Siemens is No. 1 in offshore wind turbine construction, a leading supplier of gas and steam turbines for power generation, a major provider of power transmission solutions and a pioneer in infrastructure solutions.

Dresser-Rand, a Siemens Business, is among the largest suppliers of rotating equipment solutions to the worldwide oil, gas, petrochemical, and process industries.

Lloyd’s Register (LR) is the leading classification society in the gas carrier market – both for LNG and LPG – and is also taking a leadership role in the international development of gas as a marine fuel.

Waller Marine, Inc. is a global leader in the design of Floating Gas to Liquids (GTL), Floating Power Generation and Floating Liquefaction (LNG) and is is a licensed engineering firm with EPC capabilities.

Conrad Industries Inc. specializes in the construction, conversion and repair of a wide variety of marine vessels for commercial and governmental customers and the fabrication of modular components of offshore drilling rigs and floating, production, storage and offloading vessels.It has been awarded a contract to build a 2,200 cu.m. LNG bunkering barge — the first in the U.S.

The Shearer Group, Inc., founded in 2010, provides naval architecture, marine engineering, marine surveying and professional engineer services to clients in the inland and offshore marine industries.

WinGD DF engines to power MOL LNG newbuild

The vessel will be engaged in a 20-year free-on-board (FOB) off-take of approximately 800,000 tons per year of LNG, sourced from U.S.Gulf liquefaction projects, including the planned terminal near Freeport, Texas.

The official contract for the vessel between MOL and DSME was signed in February 2015 and the decision to adopt WinGD X-DF engines was taken in August. The first engine is due for delivery to the shipyard in June 2017.About WinGD low-pressure DF

The low-pressure gas admission system used by WinGD on its X-DF engines draws on Wärtsilä’s long experience with what has become a well-proven industry standard technology on medium-speed dual-fuel engines. In contrast to high-pressure gas injection engines that operate on the Diesel cycle, WinGD’s low-pressure DF system works on the lean burn Otto cycle – i.e. ignition of a compressed lean air-gas mixture by injection of a small amount of liquid fuel.

Results from the X-DF technology demonstrator engine that WinGD operates jointly with licensee Diesel United at its Aioi, Japan, factory show that the WinGD low-pressure gas admission is characterized by stable combustion, inherently low NOx emissions and high overall system efficiencies. In terms of NOx, WinGD X-DF engines undercut IMO Tier III limits for Emission Control Areas (ECAs) by considerable margins without any additional measures, such as EGR or SCR.

With low-pressure gas admission the gas fueling system on X-DF engines does not require a high-pressure electrically-driven compressor, reducing equipment costs, onboard energy consumption and maintenance.

“With the imminent implementation of the IMO Tier III regulations in Emission Control Areas for new vessels, we are registering an increasing interest in our X-DF series from markets worldwide, especially for the propulsion of LNG carriers,” says Rolf Stiefel, Vice President Sales and Marketing at WinGD.

Innovation agency backs Royston research project

The support for the £1.5 million project, which is being conducted in collaboration with Newcastle University’s School of Marine Science & Technology, is coming from Innovate UK, the U.K.’s government sponsored innovation agency

The project is focused on producing a system for the complete understanding of the complex energy flows around a vessel.

Energy use and consumption on vessels will be measured through a physical monitoring system integrated with dedicated software and the development of new products and services to aid vessel efficiency.

The three-year project will initially focus on developing a system examining total energy flows and vessel energy architecture for smaller vessels, then for progressively larger vessels provided by maritime and shipping companies Svitzer, Topaz and CalMac Ferries, who are collaborative partners on the project.

The ultimate goal is to reduce the environmental impact of shipping and maritime activities, such as the reduction of CO2 emissions and poisonous air pollutants both when the vessel is at sea, and mitigating the effect on near-by communities when the vessel is in port.

The system will also focus on the prevention of catastrophic faults and failures through early warning diagnostics. It is predicted that the proposed whole-vessel system will generate considerable financial reward to end-users from efficiency savings and reduced “port dues” for ships demonstrating compliance towards reduced energy consumption.

Lawrence Brown, Managing Director of Royston Diesel Power, said: “We are delighted that Royston’s reputation as innovators in marine engineering has been recognized by the award of this grant by Innovate UK to help us develop our marine offering.

“The Managing Energy on Marine Vessels program is ambitious and challenging as the performance of one system within a vessel is under the influence of many other interconnected systems, all of which effect the whole-vessel energy usage.

“The project will push boundaries and allow us to develop new methodologies and technologies. The collaboration with Newcastle University is particularly important from a research standpoint and allows the project to benefit the wider marine and academic community as a whole.

“For Royston, we hope that this project will bring an excellent return on investment and added value to the company and our suppliers from significantly increased sales in the UK, Europe and elsewhere.”

Felony charges brought against platform operator

According to the Bill of Information, on or about November 26, 2012, ERT knowingly and willfully failed to comply with the regulations for hot work on its offshore production platform known as Ship Shoal 225. Specifically, it is alleged that ERT violated Title 30, Code of Federal Regulation, Section 250.113(c)(4), which mandates that welding and associated activities, also known as hot work, on offshore facilities may not take place within 10 feet of a well bay unless production in that area is shut-in.

On or about November 27, 2012, on Ship Shoal 225, ERT is further alleged to have knowingly and willfully failed to comply with the regulations for blowout preventer testing. A blowout preventer system is designed to ensure well control and prevent potential release of oil and gas and possible loss of well control.

ERT is also alleged to have violated the Clean Water Act by tampering with the method of collecting the monthly overboard produced water discharge samples to be tested for oil and grease content pursuant to its NPDES permit. As required by its NPDES Permit, ERT is prohibited from introducing into the Gulf of Mexico produced water in which the oil and grease content exceed a monthly average of 29 mg/l. Produced water is that which is brought up from the hydrocarbon-bearing strata during the extraction of oil and gas, and can include formation water, injection water, oil and any chemicals added downhole or during the oil/water separation process. ERT collects and submits monthly samples of its produced water to a laboratory for testing to determine whether the quantity of oil and grease contained in the produced water exceeds a monthly average of 29 mg/l, as required by its NPDES Permit.

The Bill of Information, filed Monday, alleges that beginning at a time unknown, but continuing to on or about March 2014, ERT tampered with the monitoring methods for the collection of the overboard water samples on nine of its offshore facilities in violation of Title 33, United States Code, Section 1319(c)(4). Most recently, on or about June 9, 2015, ERT is alleged to have knowingly discharged and caused a discharge of a pollutant from a point source into the Gulf of Mexico without a permit in violation of Title 33, United States Code, Section 1319(c)(2)(A).

If convicted, ERT faces a maximum term of probation of five years per count and/or a maximum fine of $500,000 per count or twice the gross gain or twice the gross loss to any person pursuant to statute.

The case was investigated by the Department of Interior-Office of Inspector General (Energy Investigations Unit) with assistance from the Investigations and Review Unit, Bureau of Safety and Environmental Enforcement and the Environmental Protection Agency-Criminal Investigation Division.

The case was prosecuted by Assistant United States Attorney Emily K. Greenfield of the United States Attorney’s Office’s National Security Unit.

Read the Bill of Information HERE

Great Lakes Shipyard to build two Damen Stan Tugs

Under the license, signed at this week’s Workboat Show, Great Lakes Shipyard will receive full construction, design and engineering support from Damen, which will also provide expert assistance based on it experience with construction of nearly two hundred Damen designed vessels of other types in the U.S. over the years.

The Stan Tugs 1907 were chosen based on Damen’s reputation for quality and following fact-finding visits made by the management of the Great Lakes Towing Company to Damen in the Netherlands that demonstrated that the Stan Tug 1907 exactly matched the Towing Company’s needs.

In addition to the Ice Class specification, the tugs will also be treated with special, high endurance paint capable of withstanding the abrasion that comes with moving through ice.

The partnership with Damen provides Great Lakes Shipyard with a portfolio of proven vessel designs for U.S. customers. Most of the designs have been refined through the progression of multiple builds.

Damen vessels built under license in the U.S. since the mid-1990s include 55 Fast Crew Supplier 1204 class, built at Horizon Boat Builders and Trinity Shipyard, 25 Fast Crew Supplier 1605 class vessels built by Blount Boats and eighty 26-m patrol boats for the U.S. Coast Guard, built by Bollinger Shipyards which is also the builder of the Sentinel-class Fast Response Cutters (based on Damen’s 47 m Stan Patrol 4708) for which 58 licenses have been sold.

Eric Snyder celebrates 40 years with Art Anderson

 

Mr. Snyder recruited by the company’s founder, Art Anderson, and has served as the company’s lead naval architect for the second and third generation Anderson CEOs.

Ben Anderson, President & CEO, sums up his time with Mr. Snyder by saying “I’ve had the pleasure of working side by side with Eric for four years now. Eric was my mentor for two years as I transitioned careers from shipboard operations to design engineering. I admire much about Eric, but mostly his dedication to the team, finding the best answer to a client’s problem and, ultimately, his loyalty to Art Anderson Associates. I like to think I share the same appreciations for Eric as my grandfather did back in 1975 when he recruited him from the University of Michigan.”

Mr. Snyder is appreciated by fellow employees for his keen eye to detail and knowledge of the industry.He is described by the company as “a selfless professional and lover of good science (who) has applied insight, wit and, of course, great knowledge to ensure people and products attained full potential. He has mentored young engineers and designers and trained over a dozen naval architects and marine engineers in the field of basic hydrostatics, stability analysis, structural calculations, and regulatory requirements. His education of others has ensured the art of naval architecture will not be lost in the ever advancing software technology.”

Cited as the “best naval architect on the West Coast” in the area of trim and stability, Mr. Snyder has worked on over a hundred different vessels for clients around the country, including nearly every vessel in the NOAA, Washington State Ferry, and Alaska Marine Highway System fleets.

He has adapted with the times of technology, having the combined knowledge and ability to perform calculations by hand as well as through the latest available software.

Although hard for him to narrow down, he says that one favorite project was working on the design and construction for the U.S. Coast Guard Buoy Utility Stern Loading (BUSL) boat in the mid-1990s. As the on-site construction naval architect, Mr. Snyder would be asked questions about all aspects of the ship and responded with design direction, avoiding construction delays.

“It isn’t often I have worked on a vessel from start to finish and it was a treat to take this vessel from concept to ocean,” he says.

“Eric bridges three generations of leadership at Art Anderson Associates” says former CEO Eric Anderson. “As one of two named company Fellow Associates, an honor recognizing technical leadership and commitment to the company’s mission, Eric has epitomized the technical leadership that will be celebrated in the sixtieth year of the firm in 2017.”

Tenneco SCR gets two DNV GL AIP certifications

The certificates cover key components of the system, including the complete dosing and control system, injectors, load sensors and the human machine interface (HMI) remote monitor, as well as catalyst and reactor hardware configurations for IMO Tier III applications.

“We’re pleased to receive this important classification. Tenneco’s high horsepower SCR technology is designed to meet IMO Tier III NOx reduction requirements that take effect in 2016 and this classification further demonstrates our readiness to deliver these solutions for ships or vessels anywhere in the world,” said Jay Kedia, Tenneco managing director, large engine.

Tenneco’s SCR aftertreatment system features a complete dosing control solution specifically designed for marine engine applications up to 7,500 kW or 10,000 hp. The system is designed to enable propulsion and auxiliary engines to meet U.S. EPA Tier 4 and IMO Tier III regulatory requirements and provide precise and reliable delivery of liquid urea via a proprietary, high-performance injector design, a precision mechatronic fluid delivery pump and customizable remote monitoring and controls.

In the past year, the company has conducted a series of validation tests to demonstrate how the system’s form, fit, function and performance capabilities can be easily integrated into a vessel’s engine and control architecture.

Most recently, through a partnership with the Texas A&M Maritime Academy, Tenneco conducted saltwater sea trials onboard the TS General Rudder in the Gulf of Mexico. Tenneco’s SCR system was installed on a 33-year old 800 horsepower, Tier 0 engine that was operational for the duration of the Academy’s summer cruise training period. Results demonstrated NOx reduction levels that kept the General Rudder compliant with today’s stringent U.S. EPA Tier 4 marine emission requirements under all operational conditions.

Tenneco conducted similar tests on a 224 ft\ training vessel in the Great Lakes in 2014. In a series of validation tests, including the ISO 8178 E2 cycle, when a similar engine was outfitted with Tenneco’s SCR system, the engine met all criteria for IMO Tier III, including NOx.
In addition to DNV GL classification, Tenneco’s high horsepower SCR system has been awarded product design classification from ABS, and is designed to meet the requirements of other major maritime classification societies including CCS, KR and Class NK.

SCR System Features

The SCR system’s modular design enables seamless integration for a broad range of engine sizes and works with electrically or mechanically controlled engines. It has been validated for durability and all components are easy to maintain and service without the need for special tools.

The fluid delivery system with dosing control software is capable of managing multiple injection points and sensors. The system can support urea flows up to 120 meters, which enables a wide array of installation options. Airless urea injection provides high dosing accuracy and consistency without the need for dedicated compressed air.

The system’s Human Machine Interface (HMI) can be accessed on the front of the fluid delivery box or remotely via a touch screen tablet. It features an easy-to-use interface to monitor and control all system parameters including but not limited to NOx reduction performance and urea concentration levels in real time. Onboard diagnostics are capable of monitoring more than 100 parameters including urea leakage, sensor faults and backpressure.

Wartsila solutions chosen for first LNT A-BOX LNG carrier

The vessel is being built for Saga LNG Shipping Pte. Ltd., a new LNG player backed by Shanghai based Landmark Capital, at China Merchants Heavy Industry’s Haimen based shipyard in China’s Eastern Jiangsu province.

Originally, plans were to build the ship at Xiamen Shipbuilding Industry, but, for undisclosed reasons, the project was delayed and to meet strict deadlines with potential end-users, the project was moved to another shipyard.

Now set to be delivered in early 2018, the vessel will be the to utilize the LNT A-BOX containment system (see earlier story), licensed and designed by another company backed by Landmark Capital, LNG New Technologies (LNT).

Wärtsilä has been contracted to supply the complete cargo handling system including the fuel system, as well as the main propulsion system.

The Wärtsilä cargo handling system for LNG carriers has an integrated fuel system utilizing both compressors and forced vaporizing. The automation and safety control systems are state-of-the-art, while the Wärtsilä cargo pumps include the EFP pump series, the latest development for LNG fuel and spray.

The total solution package comprising the cargo and propulsion systems is designed to attain maximum overall efficiency for the vessel, thereby producing notable savings in operating costs. Furthermore, the total solution concept minimizes interfacing and system design risk during the vessel building process.

“This will be a very modern and highly efficient LNG Carrier and we were selected because our technologies in both the propulsion equipment and cargo handling are world leading,” says Timo Koponen, Vice President, Flow and Gas Solutions, Wärtsilä. “The new ship has been designed for worldwide trade of LNG, but with special consideration given to the reloading of cargoes and local and regional trading. Therefore, the cargo handling system and the fuel efficiency of the engine have to be the most efficient possible. Our unmatched track record with proven LNG technologies and dual-fuel solutions was a key factor in the award of this valuable contract.”

Wärtsilä’s scope of supply includes a comprehensive propulsion package comprising a 12-cylinder Wärtsilä 50DF dual-fuel main engine, 6-cylinder and 8-cylinder Wärtsilä 20DF dual-fuel generating sets, a Wärtsilä controllable pitch propeller (CPP), a Wärtsilä Energopac efficiency rudder, a Wärtsilä gearbox, and a Wärtsilä tunnel thruster.

Delivery of the Wärtsilä equipment to the shipyard will commence in late 2016.

Wartsila solutions chosen for first LNT A-BOX LNG carrier

Wärtsilä has been contracted to supply the complete cargo handling system including the fuel system, as well as the main propulsion system.

The vessel is being built for Saga LNG Shipping Pte. Ltd., a new LNG player backed by Shanghai based Landmark Capital, at China Merchants Heavy Industry’s Haimen based shipyard in China’s Eastern Jiangsu province.

Originally, plans were to build the ship at Xiamen Shipbuilding Industry, but, for undisclosed reasons, the project was delayed and to meet strict deadlines with potential end-users, the project was moved to another shipyard.

lntabox300Now set to be delivered in early 2018, the vessel will be the to utilize the LNT A-BOX containment system (see earlier story), licensed and designed by another company backed by Landmark Capital, LNG New Technologies (LNT).

The Wärtsilä cargo handling system for LNG carriers has an integrated fuel system utilizing both compressors and forced vaporizing. The automation and safety control systems are state-of-the-art, while the Wärtsilä cargo pumps include the EFP pump series, the latest development for LNG fuel and spray.

The total solution package comprising the cargo and propulsion systems is designed to attain maximum overall efficiency for the vessel, thereby producing notable savings in operating costs. Furthermore, the total solution concept minimizes interfacing and system design risk during the vessel building process.

“This will be a very modern and highly efficient LNG Carrier and we were selected because our technologies in both the propulsion equipment and cargo handling are world leading,” says Timo Koponen, Vice President, Flow and Gas Solutions, Wärtsilä. “The new ship has been designed for worldwide trade of LNG, but with special consideration given to the reloading of cargoes and local and regional trading. Therefore, the cargo handling system and the fuel efficiency of the engine have to be the most efficient possible. Our unmatched track record with proven LNG technologies and dual-fuel solutions was a key factor in the award of this valuable contract.”

Wärtsilä’s scope of supply includes a comprehensive propulsion package comprising a 12-cylinder Wärtsilä 50DF dual-fuel main engine, 6-cylinder and 8-cylinder Wärtsilä 20DF dual-fuel generating sets, a Wärtsilä controllable pitch propeller (CPP), a Wärtsilä Energopac efficiency rudder, a Wärtsilä gearbox, and a Wärtsilä tunnel thruster.

Delivery of the Wärtsilä equipment to the shipyard will commence in late 2016.

MAN engines to power Mols-Linien superferry

In total, four 20V28/33D STC engines, each delivering 9,100 kW, will drive the four waterjets that will power the 109-m, wave-piercer.

“This is an important order for us and a welcome addition to our existing references in the high-speed ferry segment,” said Lex Nijsen – Head of Four-Stroke Marine – MAN Diesel & Turbo. “It is a technically-enhanced, repeat order with our newest, state-of-the-art engine; a success that builds on our ability to deliver engines with unrivlled fuel consumption in their class within a tight, customer-defined schedule. Importantly, it also builds on our existing good relationships with both Incat and Mols-Linien.”

Engine delivery is due over two shipments in September and October, 2016.

KatExpress 3, which is scheduled for completion by March 2017, will have 1,000 tonnes deadweight, with seating capacity for 1,000 persons and up to 411 car spaces, or a combination of cars, trucks and other vehicles.

The newbuilding’s near-sisterships KatExpress 1 and KatExpress 2 are both currently in service for Mols-Linien and were also built by Incat.

The MAN 28/33D STC is a compact, powerful engine with a high power-to-weight ratio. It is fully compliant with current environmental standards and employs an advanced SaCoSone engine-control system. The engine has been installed in several ferry applications and is also regularly employed by naval segments.

Characteristics of the engine include:

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