Panolin expands stern tube lube options for older ships

 

Older stern tube applications come with compatibility concerns. When upgrading to the new KEMEL or Wartsila Bio Seals, vessel operators can use Stella Maris, a stern tube lubricant based on 100 percent saturated synthetic ester technology with the most effective performance enhancing additives. But in the cases where customers don’t need to change seals or retain existing seal options, Panolin can offer Stella Maris NRT. This alternative formulation based on renewable technology meets additional Eco Labels along with a wider range of seal compatibility.

Panolin says that Environmentally Acceptable Lubricant HEES (synthetic esters or petrochemical esters) as a category has proven to be the most robust and technically advanced lubrication option. Panolin looked at all of the following factors: lubrication needs, water ingress, contamination/cleanliness, heat and equipment compatibility when creating Stella Maris and now the new Stella Maris NRT. Even though Stella Maris NRT is based on renewable esters, the performance characteristics do not vary much. For example, Panolin deals with the reality of water ingression with the same focus, regardless of what Stella Maris you choose. Stella Maris and NRT are not emulsifying lubricants. They readily separate from water. Emulsifying lubricating oil in an application where water and heat are major factors is a recipe for system failure. If water separation is happening with your stern tube lubricant, then the majority of your lubricating oil is still protecting your equipment. Your fluid can also be filtered and salvaged. Stella Maris and NRT are very polar and protect metal surfaces, even with water in the system. Water can also be drained from the system because of the separation capabilities.

Panolin says that the benefits of using Stella Maris or SM NRT are:

  • Long-term cost savings.
  • Excellent oxidation stability providing long service life.
  • Corrosion protection, which is important in oil to sea applications.
  • Superior viscosity behavior—viscosity and shear stability will have minimal change when the system temperature fluctuates.
  • When heated, Stella Maris and NRT have a moisture exchange (self-drying effect), which helps to keep water out.
  • Protection against lacquer formation, due to its outstanding thermal oxidation stability.
  • Rapidly decomposes on the water surface (no sheen).
  • Improved equipment efficiency and conservation of resources though longer oil change intervals.
  • EPA Vessel General Permit-compliant.

                                                                       

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Fincantieri lays keel for next Silversea cruise ship

At 40,700 gt and accommodating 596 passengers in all-suite accommodations, Silver Muse will be an evolution of the 36,000 gt, 540 passenger Silver Spirit, delivered in 2009 by Fincantieri’s Ancona shipyard.

The delivery of the ship is scheduled for spring 2017.

Yesterday’s keel laying ceremony included the tradition of welding a coin into the keel of the ship, though Silversea took things a step further by welding eight coins into the keel of Silver Muse.

Each coin represents one of the seven continents that Silversea ships sail to, along with a specially designed commemorative Silver Muse coin. The coins are:   

  • A South African rand
  • An Australian dollar
  • A U.S. half dollar
  • A Brazilian real
  • An Italian euro
  • A Singapore dollar
  • A commemorative Antarctica trust coin
  • A specially designed Silversea Silver Muse commemorative coin

The ceremony was attended by Silversea CEO Enzo Visone and Fincantieri shipyard director Raffaele Davassi.

“Today marks a significant milestone for Silversea with the birth of our newest ship,” said Mr. Visone. “We proudly sail to all seven continents, discovering new destinations and ports with our intimate, boutique vessels, and we are now one step closer to introducing Silver Muse to the fleet.

“With an unprecedented variety of dining options and a design across the ship that encourages open-air cruising, guests will be able to enjoy magnificent destinations as never before. Silversea looks forward to working closely with Fincantieri throughout the construction phase of Silver Muse and in the run-up to her launch in spring 2017.”

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International Shipholding reports on streamlining

 

It reports that it has executed a Memorandum of Agreement and buyers have lodged the required deposit for the sale of the international-flag PCTC Glovis Countess. Delivery of the vessel is scheduled to be completed by December 31, 2015. Excess cash after debt payoff of approximately $16 million will be maintained by the company for general corporate purposes.

The company has also executed Memoranda of Agreement for the sale of its two handysize vessels and one capesize vessel for approximately $30 million. Deliveries of the vessels are scheduled to be completed prior to January 31, 2016. All net proceeds from the sale of these vessels will be used to pay down outstanding debt.

The company is in discussions on the sale of its supramax vessel and its railcar service facility (FSI) in Mobile, AL. All net proceeds from the sales will be used to pay down outstanding debt.

Mr. Niels M. Johnsen, Chairman and Chief Executive Officer, said, “As we continue to streamline International Shipholding, we are focused on completing the implementation of our Strategic Plan in an expeditious, but orderly, manner. We continue to market all of the remaining assets to be divested pursuant to our Strategic Plan, and we will provide further periodic updates as we continue to make progress towards our March 31, 2016 target for full implementation.å

Marcon brokers sale of 1988-built deck barge

The 5,450 dwt chip barge was built as a flat deck barge by West Gulf Marine Works in Galveston, TX in 1988 and brought around to the West Coast by Zidell Marine of Portland, OR. The barge was constructed with ½” plate deck, hull and bottom plate with two longitudinal and six transverse bulkheads forming 21 watertight compartments. In the late 1990s, Dunlap fitted the DT-250 with a 237′ long x 65′ wide steel chip bin. It installed a new wood wear deck in 2014.

Island Tug & Barge is renaming the barge ITB-253 and plans to shorten the present 22′ high bin walls and remove the existing wood wear deck, replacing it with concrete and rebar which will also increase the barge’s existing 1,500 lb/sq.ft deck load.

The barge is classed ABS +A1 Barge, Unrestricted Service through February 2018 and carries an International Load Line Certificate.

Marcon acted as sole broker in the sale and has represented the buyers in dozens of sales and purchases. It has also worked with Dunlap for many years and sold its 3,000 HP tug Suiattle earlier this year.

Marcon has brokered twenty-nine sales and charters to date this year, including seven ocean deck barges totaling 34,964 dwt. Several additional sales are pending.

New Lake Constance ferry to have MTU gas engines

 

 

The intention is to have the new member of the fleet operated by the public utility running on gas between the two Lake Constance (the Bodensee) towns of Konstanz and Meersburg in 2019.

The new ferry will be one of the first in Europe to be powered by a high-speed pure-gas engine. It will feature low pollutant emissions and improved cost effectiveness, while delivering the accustomed high performance.

MTU is to develop the new 8-cylinder gas engine with a rated output of 750 kW based on the proven MTU Series 4000 diesel engines for workboats. The clean combustion concept will make it possible to meet IMO Tier III emission standards without the need for additional exhaust aftertreatment. By comparison with a diesel engine without exhaust aftertreatment, the gas engine will emit no soot particles and no sulfur oxides, 90 percent less NOx and 10 percent less greenhouse gas.

The new 8V 4000 gas engine will incorporate gas injection for individual cylinders, a dynamic engine control system and a safety concept optimized for natural gas operation.

The new gas engine series is being developed to ensure that it meets the particular load profile of the Lake Constance ferries, with acceleration comparable to that of the MTU diesel engines.In the development of the 8V 4000 engine, MTU benefits from its previous experience in stationary gas engines and from development work now being carried out for a 16-cylinder marine gas engine, which is currently underway and has just completed initial tests on the test bench. The first pre-series engines will power a tugboat in 2017, which is currently being built by Damen shipyards for Svitzer.

The MTU brand is part of Rolls-Royce Power Systems within the Land & Sea division of Rolls-Royce.

The Rolls-Royce Group, of which Rolls-Royce Power Systems is a member, has almost ten years’ experience in delivering medium-speed, pure-gas propulsion systems to power ferries.

“We are delighted that MTU, our partner of many years standing, is developing a natural gas propulsion system for our new ferry,” said Dr. Norbert Reuter, Managing Director of Stadtwerke Konstanz GmbH. “The deciding factors for us to venture into a new world of propulsion for our fleet are the excellent environmental compatibility of the gas engines and the possibility of saving fuel costs, while maintaining our current requirements in terms of the performance and maneuverability of the vessel. As a ferry operator on Lake Constance, Europe’s largest reservoir of drinking water, it is very important for us to guarantee safe and environmentally sound operations.”

“We are convinced that gas engines will become increasingly important as supplements to tried and tested diesel engines for shipping,” said Marcus A. Wassenberg, Chief Financial Officer at Rolls-Royce Power Systems AG. “Natural gas is an important fuel for the future. It will be available for a longer period of time and is cheaper in many regions throughout the world, in addition to having a far better carbon footprint than either heavy oil or diesel. With the development of the new gas engine and its trials in the ferry operated by Stadtwerke Konstanz, we are taking up the challenge of further improving the emissions and efficiency levels of gas engines, in order to be able to meet future emission regulations and the needs of our customers. The development of gas engine technology and the associated fuel infrastructure will also require state funding until they become economically viable.”

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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.

  • News

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.

 

  • News

The Best Passenger Ships of 2015

 

1. Veteran, 80m Ice Class Ferry, Government of Newfoundland and Labrador, Damen Galati
The Veteran is part of a large “lifeline” vessel replacement program being undertaken by the Provincial Government to modernize its fleet.

2. Sally Fox, 105 ft Fast Ferry, King County, All American Marine
Sally Fox is the first U.S. Coast Guard Sub-chapter “K” inspected passenger vessel built and delivered under new fire safety guidelines.

3. Baynes Sound Connector, Longest Cable Ferry, BC Ferries, Seaspan Vancouver Shipyards
BC Ferries’ cable ferry, the 150-passenger, 50-vehicle Baynes Sound Connector is the longest cable ferry in operation today.

4. Texelstroom, CNG Hybrid Ferry, TESO, LaNaval
The ferry will operate mainly on natural gas stored in two batteries of compressed natural gas (CNG) bottles installed on the top deck.

5. Ampere, Electric Ferry, Norled, Fjellstrand
Norled’s Ampere is the world’s first battery powered electric car and passenger ferry.

6. Mein Schiff 4, 99,500 grt Cruise Ship, TUI Cruises, Meyer Turku
Designed for the German premium-class cruise market, the 99,500 gt Mein Schiff 4 is 294 m long and 36 m wide and has a total of 1,253 cabins.

7. Samish, 144-Car Ferry, Washington State Ferries, Vigor Industrial
Designed by Seattle-based Guido Perla & Associates, Inc., the Samish is the second in the Olympic Class vessels being built for WSF. The 362 ft ferries have a capacity of 144 cars and 1,500 passengers.

8. F.A. Gauthier, First LNG Ferry for North America, STQ, Fincantieri
The ship’s integrated diesel electric propulsion system has four Wärtsilä 12V34DF dual-fuel generating sets. that can run on either LNG or MDO Gas – LNG) or marine diesel oil (MDO).

9. Viking Star, 48,000 grt Cruise Ship, Viking Ocean Cruises, Fincanitieri
The Viking Star is the first of the three 48,000 grt, 930 passenger cruise ships on order for the line at Fincantieri’s Marghera, Italy, shipyard.

10. Oscar B., 115 ft Ferry, Wakiakum County, Nichols Brothers Boat Builders
Designed by Seattle’s Elliott Bay Design Group the steel-hulled, aluminum superstructured vessel has been built for Wahkiakum County, Washington State as a replacement for the ferry Wahkiakum.

 

 

 

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.”