• News

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

  • News

Scania showcases Tier 3 line up at Workboat Show

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

  • Enhanced environmental performance and consistently improved fuel economy
  • Traditional easy-to-service Scania architecture with individual cylinder heads
  • Modular design across the range facilitates a reduction of parts supply and servicing
  • Scania engine management system – performance can be tailored to each task
  • Type approved

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.

  • News

Torm returns to the newbuilding market

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.

Alfa Laval adds inline PureSOx exhaust gas scrubber

Alfa Laval PureSOx has more reference installations than any other single SOx scrubber technology, and is already a leading choice for SOx compliance in Emission Control Areas (ECAs).

“Through open-loop, closed-loop and hybrid arrangements, PureSOx can be suited to any vessel’s sailing profile,” says René Diks, Manager Marketing & Sales, Exhaust Gas Cleaning at Alfa Laval. “By adding an inline scrubber design to the already flexible PureSOx platform, we’ve made PureSOx even easier to adapt to individual vessel constructions.”

The inline scrubber design, or I-design, builds directly on the proven PureSOx technology. It provides an additional alternative for vessels with more complex structural needs, such as certain cruise ships and RoPax vessels.

“While inline configurations should not be seen as a default,” says Mr. Diks, “they can make it easier to accommodate the specific challenges of certain vessels.” 

An important consideration in creating an inline PureSOx scrubber was the water trap, which is not formed naturally as it is in the existing U-design.

“Because the absorber section is located atop the jet section in the I-design, no water trap is created between the two,” says Mr. Diks. “A key focus was eliminating the potential for water backflow, which is done by means of an internal water trap combined with overboard arrangements.” As with the U-design PureSOx scrubber, the I-design scrubber can be configured with multiple inlets. This reduces space needs and installation costs by allowing one scrubber to handle exhaust gas from multiple sources, including boilers as well as the main and auxiliary engines.

A further alternative for inline PureSOx configurations is reflux. This option is especially attractive for cruise ships, RoPax vessels and other vessels that carry passengers, as it reduces the risk of dirty water droplets discoloring the ship’s deck. 

Reflux involves the creation of two separate loops: one for the jet and a second for the absorber. In the jet loop, clean water is evaporated by means of the waste heat in the exhaust gas. The vapor is then recondensed as clean water in the absorber loop. As a result, the water in the absorber stage is significantly cleaner and the risk of deck discoloration is greatly reduced. Since the soot is concentrated in the initial jet stage, the water cleaning unit has a lighter burden as well.

The water cleaning unit is a vital component of any closed-loop or hybrid PureSOx system. When the scrubber is in closed-loop mode, the unit removes soot from the circulation water, thus protecting the scrubber and enabling compliant discharge of bleed-off. 

The PureSOx water cleaning unit uses centrifugal separation, an Alfa Laval core technology, that is completely unaffected by pitch and roll. This sets it apart from other cleaning systems on the market. Like the reflux principle, it is a patented solution unique to Alfa Laval. 

“The water cleaning unit is one of many aspects that make PureSOx such a reliable choice for SOx compliance,” says Mr. Diks. “The PureSOx platform is built on a solid foundation of Alfa Laval core technology and scrubber experience, and the new possibility of inline configurations will give even more shipowners reason to choose it.”

World’s largest wind farm installer delivered

Built for Great Yarmouth, U.K., based Seajacks International, the jack-up vessel is based on the Gusto MSC NG14000X design and has more than 8,000 metric tons of available variable deck load. Equipped with a 1,540-metric-ton Huisman leg-encircling crane and a usable deck space in excess of 5,000 sq m the unit is outfitted with 105-m legs with the ability to install components in water depths to 65 m in North Sea conditions.

The rig is capable of meeting the installation needs of jumbo-monopiles, jackets, and turbines of future wind farms in deeper waters farther from shore.

“Industry growth depends on innovation and new designs,” says ABS Chairman, President and CEO Christopher J. Wiernicki. “As a technology leader, ABS is pleased to work with Seajacks as it develops and launches vessels with increasingly greater capabilities.”

Seajacks CEO Blair Ainslie credits the strong working relationship among the project participants for the successful delivery of this unit.

“The cooperation among Seajacks, ABS and SHI was vital to the success of this newbuild effort,” he says. “As we bring new designs to the market, we rely on partners who are willing to take on projects like this one that break new ground in the industry.”

Since 2009, Seajacks has invested in five self-propelled jackup units, all of which have been classed by ABS. The Seajacks Scylla is a milestone for the company as it is considered to be the most technically advanced installation vessel in the market.

The Seajacks Scylla complies with ABS classification requirements for self-propelled jack-up units, including DPS-2 for dynamic positioning capability; ACCU, which applies to automatic centralized control unmanned units; and CRC for crane register certificate.

In early December, Seajacks Scylla will begin her journey from South Korea to Europe on-board the heavy load carrier vessel, HLV Osprey, and is expected to arrive in Rotterdam around the end of January. Seajacks operations teams will then prepare the vessel for her first project next spring.

Rhine vessel results confirm effectivess of Flex tunnel

Tunnels ensure optimal water flow to the propellers at shallow drafts, but the downside of conventional tunnels is an increase in hull resistance, lower efficiency and increased fuel consumption.

Inland vessels are loaded, and therefore sail in deeper water conditions, for about 85 percent of the time, during which a tunnel is superfluous. The Flex tunnel is deployed when sailing in shallow waters to ensure sufficient water flow to the propellers and maintain their efficiency.

The first Flex tunnel installation is in the push-barge combination Rhenus Duisburg, developed by DST (Development Center for Ship Technology and Transport Systems) for Rhenus PartnerShip.

The vessel carries coal from Rotterdam to Lünen, Germany. The vessel not only has to sail with a barge linked in front, but also often has to convey two additional barges attached alongside during its passage along the Rhine.

The entire convoy makes a laden outward journey and then proceeds unladen along the Wesel-Datteln Canal. A sailing profile which is applied both while loaded and unloaded with ballast, and in deep and shallow water.The Van der Velden FlexTunnel has proven its functionality with this sailing profile.

Measurements were taken both during a trial voyage and in regular service. The vessel sailed in a range of circumstances, both loaded and unloaded, and at various speeds.

“The functionality was subjected to extensive trials at all speeds, and the measurements taken invariably remained within the design margins, which implies that there are no restrictions on the use of Van der Velden Flex tunnels at any speed whatsoever,” says Van der Velden. “As expected, the results confirm that extremely high vacuum levels are achieved with a deployed tunnel, which implies that the Van der Velden Flex tunnel is ideally suited for use with unladen vessels. The airtight seals on the thrusters and the hull ensure that there is sufficient water surrounding the propellers, thus avoiding any loss of output due to propellers breaching the surface of the water.”

The Flex tunnel enables the fitting of large, 2,000 mm propellers, improving propulsion and reducing fuel consumption as a direct result.

The initial findings, based on analysis of the measured data and comparison with vessels with conventional tunnels, suggest that the Rhenus Duisburg achieved around 27% lower energy consumption.

This high output is linked to application of the Van der Velden Flex tunnel, which in turn enables optimum stern design for the vessel’s operating area.

DST not only designed the underwater hull, but also subjected it to extensive tests. The model test reports predicted the actual circumstances almost exactly, which underscores the quality of the development institute’s model tests.

Van der Velden Marine Systems had initially expressed a cautious estimate of energy savings between 10 and 20%, but says the provisional results “actually proved surprisingly high. “

Rhenus Duisburg FLEX Tunnel 3 posities

  • News

Wartsila solutions picked for world’s largest crane vessel

 

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.

  • News

Finding answers to five challenges facing maritime industry

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