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
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
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
Scania engines are all based on Scania’s new state-of-the- art modular engine platform, which is used for marine, industrial, power generation, truck and bus applications worldwide.The engines build on a long tradition of extremely compact power packs that share both technology and architecture with Scania’s truck and bus engines. This makes for easy installation and exceptional performance.
Scania V8 engines are engineered to produce high power, while maintaining a size that is compatible for auxiliary equipment. The V design reduces the overall length of the engine and ancillaries can be effectively accommodated inside the footprint of the engine.
The output ratings for Scania’s newest Tier 3 version of the 16-liter marine propulsion engine ranges from 550 – 900 hp, with outputs between 550 – 1,000 hp available for use in international and exempt markets.
For auxiliary applications, the range for EPA Tier 3 is 468 kW – 553 kW, and the current range will continue to be offered between 430 kW – 596 kW for international and exempt markets. Scania also expects to see an increase in the output ratings of V8 engines used for keel cooled applications.
The output ratings for Scania’s newest Tier 3 version of the 13-liter inline marine propulsion engine range from 250 – 675 hp, with outputs up to 750 hp available for use in international and exempt markets. For auxiliary applications the range for EPA Tier 3 is 269 kW – 426 kW.
Key characteristics of Scania’s marine engine range
Scania’s centrifugal oil cleaner effectively removes small particles from the lubrication oil, while reducing the size of the replaceable filter cartridge. The Scania saver ring, placed at the top of each cylinder liner, reduces carbon deposits on the edge of the piston crown and reduces cylinder liner wear.
In spite of higher performance and tighter emission levels, Scania has been able to increase maintenance and oil change intervals by 25% (now 500 hours) in comparison to its predecessor.
Scania also offers a type-approved instrumentation that facilitates installation. Via a user-friendly and flexible web interface, the marine operator can adapt the information on the displays and choose any required data to be shown. There are prepared layouts for water temperature, engine speed, oil pressure and fuel consumption.
Scania provides professional guidance, specifications and support during the entire building and installation process. Its service network offers dedicated support to ensure the highest customer adapted quality.
Most repairs and servicing can be carried out by a single service technician, since each cylinder has its own head, which together with wet cylinder liners makes for easy overhauls in confined spaces. The camshaft is located high in the block and the timing gears are rear-mounted in order to increase the accuracy of engine timing and reduction of noise.
Today it entered into an agreement to purchase four fuel-efficient LR2 newbuildings from Chinese shipbuilder Guangzhou Shipyard International (GSI) with expected delivery in the period between the fourth quarter of 2017 and the second quarter of 2018. The agreement includes the option to purchase up to six additional vessels within the LR2, LR1 or MR segment with expected delivery in 2018 and 2019.
Torm expects to have a total CAPEX relating to the four firm vessels of approximately $200 million, including extra costs related to Torm’s design requirements and supervision. It says it is in advanced dialogue with potential lenders obtain financing for the newbuildings.
With today’s agreement, Torm has CAPEX commitments of $273 million, covering the remaining CAPEX on its remaining three MR newbuildings, one second-hand MR vessel and the four new LR2 vessels. Torm has a liquidity position of approximately $280 million including available debt facilities of $97 million.
Torm says it has utilized its long-term relationship with GSI and China State Shipbuilding Corporation to source today’s contract. Torm already has 16 GSI vessels in the current fleet and has good technical and commercial experience with them. The new vessels will be constructed according to Torm’s specifications in order to optimize trading.
The vessel is being built on behalf of Netherlands based Heerema Offshore Services and when completed will be the largest of its type, and the third largest vessel overall, in the world. The contract with Wärtsilä was placed in October.
“We have a long standing relationship with Wärtsilä propulsion solutions on other vessels in our fleet and look forward to successfully continuing this relationship. We have every confidence that these state-of-the-art thrusters are the right choice for this vessel, which is destined for offshore projects worldwide,” says Sipke Schuurmans, Heerema Offshore Services.
Accurate positioning of the vessel will be ensured by eight 5,500kW Wärtsilä Underwater Mountable thrusters, four of which are also retractable.Wärtsilä has developed these four forward retractable thrusters specifically for this project, and given them the type indication WST-65RU. They feature a unique combination of retractable and underwater mountable functionality.
The thrusters installed at the aft of the vessel are WST-65U underwater mountable thrusters.
The outboard parts of both types are completely interchangeable.
The underwater demounting capability of all eight thrusters means that neither drydocking, nor the use of a habitat is necessary in order to exchange the thrusters.
The thrusters are equipped with Wärtsilä Oceanguard anti-pollution face type seals, which have been selected primarily because of the challenging environments in which these thrusters will operate.
In addition to the thrusters, the full scope of supply includes auxiliaries for steering and lubrication, the control units, and Wärtsilä’s Propulsion Condition Monitoring Service (PCMS).
Wärtsilä will also supply comprehensive centrifugal pump packages.
Delivery of the Wärtsilä equipment will commence at the end of next year.
“Once again, Wärtsilä’s unmatched offering to the marine sector is emphasised with this multi product contract to one of the largest vessels ever to be built. For a large vessel of this type involved in offshore construction work, efficient dynamic positioning is a major requirement. The eight degree tilted propeller shaft solution that is a feature of the Wärtsilä Underwater Mountable thrusters, significantly reduces the interaction between the thrusters and the hull, thereby notably enhancing the vessel’s dynamic positioning performance. This feature, together with the retractability of the thrusters, was extremely important in the award of this valuable contract,” says Arto Lehtinen, Vice President, Propulsion, Wärtsilä Marine Solutions.
The new vessel will be equipped with two cranes of 10,000 tonnes lifting capacity, which is beyond any heavy crane lifting that the marine contracting market currently offers.
The NSCV will be self-propelled with a transit speed of 10 knots.
The report is a product of the discussions that took place at the by-invitation-only maritime summit in Copenhagen last month, which brought together more than 200 industry senior leaders, government officials and other influential decision-makers and opinion shapers from across the global maritime industry.
Working in groups, the participants addressed five critical issues: the imperative to innovate, how to attract the next generation of maritime leaders, how to improve the public’s perception of the industry, opportunities and challenges in investing in emerging markets and the future governance of the industry.
The main focus of discussions was on what steps might be taken to strengthen cooperation between all maritime stakeholders to benefit society and the industry at large.
“The maritime industry is the backbone of globalization and international trade. In order to unleash its full potential and contribute to human wellbeing through growth and development all around the world most participants in the Danish Maritime Forum agreed that frontrunners in the industry could do a lot to advance collaboration, heighten standards and proactively engage with policymakers on the regulatory landscape of the future,” says Anne H. Steffensen Chairman of Danish Maritime Days. Close coordination between the many sector-specific organizations and the need for a more open and transparent approach in the traditionally inward-looking industry was also carried forward in many of the cross-cutting working group discussions.
“The report sets out a number of interesting new ideas and ways forward concerning some of the most important challenges that the industry is facing. This illustrates the importance of working together, exchanging ideas and engaging with peers from across the industry on key issues. All key elements of the Danish Maritime Forum,” Chairman Steffensen concludes.
Download the report HERE
ESL Shipping and Swedish steel company SSAB have signed a long-term frame agreement covering SSAB’s inbound raw material sea transports within the Baltic Sea and from the North Sea. The purpose of the agreement is to enable mutual, long-term gains in efficiency and to reduce overall logistics costs, while simultaneously making raw material logistics as sustainable and environmentally friendly as possible. At present, the aggregated sea transport volume covered by the agreement is estimated to be 6–7 million tons annually.
The two ice-class 1A ships being built as a result of the agreement will be the first LNG-fueled large bulk carriers in the world. CO2 emissions per ton of cargo transported will be reduced by more than 50% in comparison to present vessels.
“This new agreement is a solid example of SSAB’s sustainability strategy in action,” says Per Bondemark, Chief Procurement Officer at SSAB.
“ESL Shipping’s new customer agreement running for several years will secure growing freight volumes, and the new investments to be implemented will release old vessel stock for other transport needs. Besides their environmental benefits, the cost savings provided by the new technology will also allow better profitability,” says Aki Ojanen, Chairman of the Board of ESL Shipping and CEO of its parent Aspo Group.
The two new vessels will be built at the Qingshan Shipyard of Sinotrans & CSC SBICO in China and will start operating in the Baltic
in early 2018. The total value of the investment is approximately EUR 60 million. The investment cash flow will be divided progressively between 2015 and 2018.
ESL Shipping has worked in close cooperation with Finnish designer Deltamarin on the ship design and the ships have been tailored to customer needs with special attention given to the efficiency of cargo handling and cargo hold arrangements.
Deltamarin has performed the full concept and contract design of the ships for ESL and has a contract with the shipbuilder covering basic and detail design, procurement handling and site assistance for the two vessels based on Deltamarin’s B.Delta26LNG design.
The LNG-fueled B.Delta26LNG bulk carrier is equipped with both dual-fuel main and auxiliary machinery. The ship has a type C LNG tank of approximately 400 cu.m capacity.
The B.Delta26LNG also exhibits very efficient operation in ice class conditions, far surpassing any other similar ships trading in such conditions. Extensive model tests have been performed for both open water, at SSPA in Sweden, and Ice Class 1A operations, at Aker Arctic Technology in Finland.
The vessels will be classified according to DNV GL rules.
The B.Delta26LNG has a shallow draft of max. 10 m, length overall of 160 m, breadth of 26 m and maximum capacity of 25,600 tonnes deadweight.
North Star lost power Tuesday morning due to an electric problem, en route from Anchorage, AK, 45 nautical miles off Haida Gwaii, British Columbia.
The vessel drifted without power until at around 10 pm, when the crew’s efforts to rectify the problem succeeded according to reports, and the 2003 built Orca Class ship was able to resume its voyage under ist own power.
A Canadian Coast Guard vessel and two tugs had been headed for the vessel, but their assistance was not needed.
Delivered in 2003, the North Star is one of two “Built for Alaska” class TOTE vessels that are to be converted to LNG fueled propulsion but, as we reported earlier, both those conversions have been pushed back in the wake of the loss of the El Faro.
NOVEMBER 25, 2015 —Three partners in the Gothenburg, Sweden, headquartered Gothia Tanker alliance have ordered a series of 16,300 dwt next generation LNG fueled intermediate product/chemical tankers with LNG propulsion. Furetank Rederi