Castrol launches new cylinder oil

Cyltech ACT utilizes Ash Control Technology (ACT), which minimizes the risk of ash build up.

Castrol says that preventing hard ash build up is essential for protecting critical parts of the engine when burning low sulfur fuel oil.

Cyltech ACT has a BN of 16 and creates over 30% less ash than a 25BN oil, whilst at the same time delivering excellent ring-zone cleanliness. As a result, Cyltech ACT has Letters of No Objection from major engine manufacturers and has performed exceptionally well in engine tests to date.

“New regulations, changes in engine design and vessel operations plus alternative fuels are presenting our customers with increasing challenges,” says Castrol VP marine and energy Paul Turner. “Castrol has always maintained that effectively lubricating the cylinders of large two-stroke engines in today’s complex environment can only be achieved through the selection of a range of lubricants. In terms of the 2015 ECA requirements, we have invested in analyzing vessels’ transitions so that we can bring a high performance lubricant to market that is based on insight-driven technology. This is the latest example of how we are working collaboratively with ship operators to recommend the right lubricants for each vessel’s operating profile as well as helping them to create efficiencies through approaches such as feed rate optimization.”

ECA legislation, which came into force on January 1, 2015, requires vessels to meet sulfur restrictions of 0.10%. Castrol has always maintained that every vessel will require a different cylinder oil strategy tailored to meet specific trading patterns and operational factors, which relies upon selecting the right combination of lubricants. This is a position that is mandated by the OEMs.

Through building an in-depth understanding of ECA transitions and by concentrating on its customers and chemistry, Castrol has accumulated significant experience across a wide range of engines and operating regimes. Castrol understands that careful assessment of engine type and mark, length of time spent in ECAs, fuel sulfur content outside of ECAs, specific operating parameters such as slow steaming and the number of lube oil storage tanks on a vessel all directly influence the optimal cylinder oil strategy for any given vessel or fleet.

Castrol has a global network of knowledgeable and experienced technical support engineers to advise customers on the best options for every vessel.

The new lubricant joins existing products within the Cyltech range, including Cyltech 70 and Cyltech 100. Only by selecting the right combination of products can acceptable levels of protection against corrosive wear be achieved, particularly for many engines that were on slow steaming regimes or for new engine designs that were particularly prone to corrosive wear.

Cyltech ACT will be available in Singapore, ARA and key U.S. ports by the end of first quarter 2016 with other countries and ports following throughout 2016.

“Quiet drive” specialists cooperate

The agreement allows the two companies to join forces to engineer and strategically supply the industry’s premium “quiet drive” solutions – combining soft mounting systems, flexible couplings, and intermediate drive shaft systems.

As a pioneer in innovation since 1914, Christie & Grey Limited manufactures durable and highly efficient vibration, noise, and shock control solutions for worldwide marine, industrial, and commercial applications. For over 100 years, Christie & Grey has been a leader in designing and building engineered and customized solutions.

Founded in Germany in 1970, CENTA Antriebe is an innovative leader in torsional coupling and drive shaft systems, offering more solutions to the marine, industrial, rail, and energy industries than any other company worldwide.

CENTA believes the Christie & Grey product line will be an excellent complement to its current portfolio. This global agreement will enable CENTA and its worldwide partners and distributors to offer packaged solutions, including flexible couplings, drive shafts, and anti-vibration mount systems, to customers around the world. These packaged solutions will be supported by state-of-the-art torsional vibration analysis combined with six degrees of freedom analysis of the complete elastic system in order to optimize the matching of the components.

Canada to go ahead with box ship to oiler conversion at Davie

The project will see the Quebec shipbuilder continue with the conversion of a containership into an interim fleet oiler for the Royal Canadian Navy. Until now, Davie has been working on the basis of an letter of intent from the previous government.

Timely continuation of the project was put in doubt when rival Irving Shipbuilding wrote letters to members of the incoming cabinet asking that its alternative solution be considered. That move provoked a lot of unhappiness among the rest of the Canadian shipbuilding community.

Today, though, Minister of Public Services and Procurement Judy M. Foote and Minister of National Defence Harjit Singh Sajjan issued the following statement:

The Government of Canada was recently briefed on the interim auxiliary oil replenishment file. We know that this process commenced as a result of an expression of interest by Chantier Davie Canada Inc. We also know that the previous government made a decision to proceed with this proposal through a sole-source rather than a competitive process. The previous government also modified the long-standing procurement rules governing contracts for interim defence requirements.

We have taken time to assess all these facts and have also taken the following into consideration:The process is at an advanced stage. If we restarted this initiative by launching a competition, we would lose precious time in providing the Navy with a critical refuelling and naval support capability.

The ship has been purchased by Chantier Davie Canada Inc. and is in the shipyard undergoing conversion.

According to public reports, several hundred employees have already been hired.

Due to the structure of the agreement entered into by the previous government, we will be required to pay up to $89 million in expenses should we not proceed with this initiative.

After amassing the facts and carefully deliberating, The Government of Canada determined that proceeding with Project Resolve is the most viable course of action to provide the Navy’s at-sea oil replenishment capability until the Joint Support Ships, to be built by Seaspan’s Vancouver Shipyards, are operational. The Government of Canada is committed to ensuring that competitions for major military procurements stand up to the highest standards of openness and transparency.

Furthermore, The Government of Canada will undertake a review of the process for sole-source contracts for military procurements, including looking at current regulations and policies and those regulations amended by the previous government.
vailability of RCN ships has increased in the immediate term with the completion of the first modernized frigates and now that the Victoria-class submarines have achieved a steady state level of readiness, and will further increase in the short-term with interim AOR capability and in the medium-to-longer term with the Joint Support Ships, Arctic/Offshore Patrol Ships, and Canadian Surface Combatants that will be delivered as part of Government shipbuilding.

Davie box ship to oiler conversion gets go ahead

The project will see the Quebec shipbuilder continue with the conversion of a containership into an interim fleet oiler for the Royal Canadian Navy. Until now, Davie has been working on the basis of an letter of intent from the previous government.

Timely continuation of the project was put in doubt when rival Irving Shipbuilding wrote letters to members of the incoming cabinet asking that its alternative solution be considered. That move provoked a lot of unhappiness among the rest of the Canadian shipbuilding community.

Today, though, Minister of Public Services and Procurement Judy M. Foote and Minister of National Defence Harjit Singh Sajjan issued the following statement:

The Government of Canada was recently briefed on the interim auxiliary oil replenishment file. We know that this process commenced as a result of an expression of interest by Chantier Davie Canada Inc. We also know that the previous government made a decision to proceed with this proposal through a sole-source rather than a competitive process. The previous government also modified the long-standing procurement rules governing contracts for interim defence requirements.

We have taken time to assess all these facts and have also taken the following into consideration:The process is at an advanced stage. If we restarted this initiative by launching a competition, we would lose precious time in providing the Navy with a critical refuelling and naval support capability.

The ship has been purchased by Chantier Davie Canada Inc. and is in the shipyard undergoing conversion.

According to public reports, several hundred employees have already been hired.

Due to the structure of the agreement entered into by the previous government, we will be required to pay up to $89 million in expenses should we not proceed with this initiative.

After amassing the facts and carefully deliberating, The Government of Canada determined that proceeding with Project Resolve is the most viable course of action to provide the Navy’s at-sea oil replenishment capability until the Joint Support Ships, to be built by Seaspan’s Vancouver Shipyards, are operational. The Government of Canada is committed to ensuring that competitions for major military procurements stand up to the highest standards of openness and transparency.

Furthermore, The Government of Canada will undertake a review of the process for sole-source contracts for military procurements, including looking at current regulations and policies and those regulations amended by the previous government.
vailability of RCN ships has increased in the immediate term with the completion of the first modernized frigates and now that the Victoria-class submarines have achieved a steady state level of readiness, and will further increase in the short-term with interim AOR capability and in the medium-to-longer term with the Joint Support Ships, Arctic/Offshore Patrol Ships, and Canadian Surface Combatants that will be delivered as part of Government shipbuilding.

New pilot boat has Volvo Penta IPS propulsion

 

The 52.7-ft, 28-knot pilot boat, designed by C. Raymond Hunt Associates, is powered by twin Volvo Penta D11 six-cylinder 503 hp diesel engines with IPS2 drives and Volvo Penta  EVC electronic steering and control system.

Each of the IPS pods has two counter-rotating forward-facing props that pull the boat through the water rather than pushing it. The EVC control system and three-axis joystick will increase the boat’s overall maneuverability alongside a ship and when docking.

The system complies with EPA Tier 3 emission standards.

“We selected the Volvo Penta IPS2 for our next-generation Chesapeake-class boats to improve the performance and the arrangement of planing hulls like our pilot boats,” said Peter Duclos, president of Gladding-Hearn. “IPS2 provides what pilots have been asking for – higher speeds, lower fuel consumption and more comfort.” The boat is also fitted with an interceptor trim-control system supplied by Humphree.

“The combination of the Volvo Penta IPS and the Humphree interceptors gives the pilots higher speeds and improved comfort,” said Mr. Duclos. “Initial sea trials revealed a 25 percent improvement in fuel consumption over comparable Chesapeake-class vessels, as predicted.” 

Last year, Volvo Penta and Gladding-Hearn teamed to produce the first commercial craft in North America to be powered by triple IPS drives and dynamic positioning for automatic hands-off station keeping. The 64-ft. Fort Ripley was delivered to Southeast Ocean Response Services in Charleston, S.C. 

“Volvo Penta IPS is the perfect solution for modern pilot boats, consistently providing 20 percent faster speed, 30 percent lower fuel consumption, 15 percent faster acceleration and 50 percent lower noise and vibration levels when compared to a traditional shaft installation,” said Marcia Kull, vice president, marine sales, Volvo Penta of the Americas. “It is a true transformative technology that we believe will become the new standard in pilot boat propulsion moving forward.” 

This year, Volvo Penta is celebrating the tenth anniversary of the IPS product. The first IPS was unveiled at the Miami International Boat Show in 2005. Since then, Volvo Penta has sold over 17,000 IPS units. Today, the Volvo Penta IPS comes in a range of ten models, from 350 to 1200 hp, in twin, triple or quadruple configurations.

Cat releases C9.3 ACERT platform to commercial market

NOVEMBER 30, 2015 — Caterpillar Marine has released the EPA Tier 3 compliant Cat C9.3 ACERT marine platform to the commercial market. The engines and generators are MCS approved commercial solutions available

Cat releases C9.3 ACERT platform to commercial market

The engines and generators are MCS approved commercial solutions available with optional alarm and protection systems supporting all global marine markets. Ratings are available meeting EPA Tier 3, EU/CCNR Stage II and IMOII regulations.

At its core, the C9.3 ACERT is a 6 cylinder, 9.3 liter engine derived from the existing and highly reliable platform within the Cat engine family that produces excellent power density.

“Marine customers were looking for a true commercial application with the need for higher load factor capabilities,” Luke Zito, Caterpillar Large Power Systems Division marine value engineer said. “The C9.3 ACERT now strengthens the lower power range of our commercial portfolio, while serving various marine markets.”

The engine has been designed with extensive customer input coupled with Caterpillar integration experience. Gathering and understanding customer feedback has also led to a larger variety of vessel specific solutions offered directly from the factory.

“An array of optional attachments are now available because of the feedback received from the field,” Mr. Zito stated. “An example of this input is the C1 certified variable speed auxiliary rating that will be able to drive items such as deck cranes, winches and pumps.”

The following is the full range of ratings associated with propulsion, auxiliary, and generator sets:

Propulsion:

         375 bhp at 1800 rpm (280 bkW)  416 bhp at 2100 rpm (310  bkW)  476 bhp at 2300 rpm (355 bkW)

Auxiliary:            

          369 bhp & 436 bhp at 1800 rpm (275 bkW – 325 bkW)     292 bhp & 362 bhp at 1500 rpm (218 bkW – 270 bkW)

Generator Set:       2

          24 ekW – 300 ekW at 60Hz                          185 ekW – 250e kW at 50Hz

Sold and serviced by an extensive dealer network, Cat Marine engines are delivered with comprehensive warranty packages and offered with extended service plans. The C9.3 ACERT continues the legacy of durability, reliability, maximum fuel efficiency, low cost of ownership and world class support provided by the Cat dealer network.

The C9.3 ACERT radiator generator set package will be on display during the International Workboat Show, December 1 – 3

Cat releases C9.3 ACERT platform to commercial market

 

The engines and generators are MCS approved commercial solutions available with optional alarm and protection systems supporting all global marine markets. Ratings are available meeting EPA Tier 3, EU/CCNR Stage II and IMOII regulations.

At its core, the C9.3 ACERT is a 6 cylinder, 9.3 liter engine derived from the existing and highly reliable platform within the Cat engine family that produces excellent power density.

“Marine customers were looking for a true commercial application with the need for higher load factor capabilities,” Luke Zito, Caterpillar Large Power Systems Division marine value engineer said. “The C9.3 ACERT now strengthens the lower power range of our commercial portfolio, while serving various marine markets.”

The engine has been designed with extensive customer input coupled with Caterpillar integration experience. Gathering and understanding customer feedback has also led to a larger variety of vessel specific solutions offered directly from the factory.

“An array of optional attachments are now available because of the feedback received from the field,” Mr. Zito stated. “An example of this input is the C1 certified variable speed auxiliary rating that will be able to drive items such as deck cranes, winches and pumps.”

The following is the full range of ratings associated with propulsion, auxiliary, and generator sets:

Propulsion:

375 bhp at 1800 rpm (280 bkW)  416 bhp at 2100 rpm (310  bkW)  476 bhp at 2300 rpm (355 bkW)

Auxiliary:            

369 bhp & 436 bhp at 1800 rpm (275 bkW – 325 bkW)     292 bhp & 362 bhp at 1500 rpm (218 bkW – 270 bkW)

Generator Set:      

224 ekW – 300 ekW at 60Hz      185 ekW – 250e kW at 50Hz

Sold and serviced by an extensive dealer network, Cat Marine engines are delivered with comprehensive warranty packages and offered with extended service plans. The C9.3 ACERT continues the legacy of durability, reliability, maximum fuel efficiency, low cost of ownership and world class support provided by the Cat dealer network.

The C9.3 ACERT radiator generator set package will be on display during the International Workboat Show, December 1 – 3

Two Tampa shipyards combine operations

“Gulf Marine is known for its quality repairs,” said Rick Watts, the newly appointed President of Gulf Marine. “The intent of this consolidation is to create a focus, flexibility, and competitiveness that will meet both the needs of existing customers and the emerging markets.”

Though the combined operations will be carried out under the name Gulf Marine, Hendry Corporation will maintain its identity. It has a rich history in Port Tampa Bay. The original company was started by Captain F.M. Hendry in 1926 as Shell Producers Company, and in 1942, the name was changed to Hendry Corporation.

“This 89-year-old company was founded by owner Aaron Hendry’s father. We value this history and want to continue Mr. Hendry’s long-lived success,” said Mr. Watts.

The transition will result in the combination of shipyard assets and work forces, creating a seamless service provider with a much broader customer offering and a much deeper talent pool.

“We value all of our employees and want to keep them here,” said Mr. Watts. “Repairing tug/barge units and ships is not an easy job. Our employees take pride in what they do, and we take pride in our relationship with our employees.”

The combined companies recently created an Employee Stock Ownership Plan, which will allow all team members to participate in the success of the newly combined company. The plan is one of the first of its kind in the ship repair industry and is designed to reflect the company’s commitment to engaging and maintaining a world class ship repair work force.

“Employees now have the added incentive to remain with our company because each employee will benefit from his/her ownership interest in the company,” said Mr. Watts.

Gulf Marine’s facilities provide vessel owners with a one-stop shop for quality, efficient, and innovative ship repair. In addition to ship repair services, the shipyard offers maritime remediation and gas-freeing services through its affiliate, Universal Environmental Solutions, allowing vessels to conveniently undergo all services at one location.

In addition to commercial and government ship repair, Gulf Marine and its affiliated companies offer a range of maritime services that include drydock construction, steel fabrication, stevedoring and marine terminal operations, marine environmental services, and maritime employee staffing

Seacor eyes spin off of offshore business

NOVEMBER 30, 2015 — Seacor Holdings Inc. (NYSE: CKH) is positioning itself for a potential spin off of its offshore marine subsidiary, Seacor Marine Holdings Inc. (SMH). Seacor Holdings has agreed to

LOAD MORE