Search Results for: LNG

  • News

The Top Ten Maritime Stories of 2015

DECEMBER 31, 2015—As the world rings in the New Year—whether it is by cramming into Times Square to watch the nearly 6-ton Waterford crystal ball drop or soaking up the spectacular fireworks

Cochin Shipyard awarded license by GTT

CSL received the license after successfully completing the GTT qualification process including membrane tank mock-up installation. It is the first Indian shipyard to be licensed by GTT.

“Obtaining this technology has made a significant positive change to the technical competence and stature of this yard,” said Commodore K Subramaniam, Chairman and Managing Director of CSL. “Going forward, we feel that this technology would help the yard to tap the huge shipbuilding prospects in the LNG vessel segment. Our partnership with Samsung Heavy Industries (SHI) has been a critical factor in CSL completing GTT’s stringent qualification requirements.”

Philippe Berterottière, Chairman and CEO of GTT said that the agreement “marks the beginning of a promising cooperation with CSL. He added thta “building LNG ships in India, with the assistance of Samsung Heavy Industries, will not only enhance the initiative of the ‘Make in India’ objective of the Government of India, but will also provide excellent opportunity to an Indian shipyard in the growing LNG market”.

  • News

MAN Diesel and Turbo to power giant crane ship

 

The scope of MAN Diesel & Turbo’s contract includes twelve MAN 8L51/60DF four-stroke engines and twelve MAN SCR (Selective Catalytic Reduction) systems.

MAN Diesel & Turbo says that the total power output of the engines is some 96 MW, meaning that this will be one of the largest engine installations ever seen aboard a commercial ship.

The vessel will be the first in its size range to feature dual-fuel technology and, on completion, will be the world’s largest vessel of its kind.

Engine delivery is scheduled for first quarter 2017 with vessel delivery due from the shipbuilder in 2018.

The highly efficient MAN Diesel & Turbo package ensures full fuel-flexibility and will meets NOx Tier III emission limits at all times – whether the vessel is within Tier III zones or not – both during operation on LNG and during operation on MGO with the help of the SCR system.

MAN Diesel & Turbo says that the engines maintain their high efficiency – including during SCR operation – through integrated and customised control strategies.

“The entire project has special requirements in all aspects – it is absolutely a customized solution and a notable feather in our cap to have been selected as propulsion-system supplier for this unique vessel,” says Lex Nijsen – Head of Four-Stroke Marine – MAN Diesel & Turbo. “This is not just the largest, dual-fuel propulsion system ever featured on a single vessel, it also ensures Tier-III compliance in all operational scenarios, whether in gas- or MGO-modes, and whether within or without NOx Tier III-controlled areas. The solution MAN Diesel & Turbo is delivering to Sembcorp Marine and Heerema is reliable, efficient, flexible and meets the highest safety and environmental standards.”

A key determinant in the choosing of the 51/60DF engine was its ability to fulfill the particularly high load-ramp requirements demanded by the NSCV’s two giant Huisman 10,000 ton cranes in both diesel and gas modes while maintaining its efficiency.

Another key characteristic of the four-stroke unit is its ability to operate at 100% MCR and above, in gas mode, and to switch smoothly and seamlessly from gas to liquid-fuel operation (and vice versa) at full load without any fluctuation in output or speed. These are all essential features to satisfy the SSCV’s vital DP-3 (dynamic positioning) station-keeping requirement.

Furthermore, with the aim of becoming the most environmentally friendly crane vessel ever built, operation will be on ultra-low sulfur fuel, a fuel type that the 51/60DF readily handles.

MAN Diesel & Turbo’s SCR system provides an integrated solution for its entire portfolio of four-stroke engines and serves as a standard solution to meet Tier III emission limits.

  • The SCR system is available in fourteen different sizes and special system features include:
  • communication with the engine control system that optimises the temperature for the SCR system at individual load-points
  • integration of the SCR control system into the overall engine control system
  • adaptation of injection control from MAN with electronic fuel injection

The MAN SCR solution is a modular system, with the built-in flexibility to adjust to the NSCV’s particular requirements such as its long exhaust-gas lines, the distance between the SCR and engine. Nor does the SCR system negatively affect load-ramp requirements. In this respect, MAN’s SCR is very much a customized solution.

With a length of 220 m and a width of 102 m, the NSCV will be the world’s largest crane vessel. Despite the vessel’s large dimensions, optimally locating the engines and SCR systems aboard proved a challenge, one which MAN Diesel & Turbo and the flexibility of the SCR system helped resolve.

The vessel features four engine rooms, each with three MAN 8L51/60DF engines. The integration of SCR and engine-control system enables the SCR to be operated at a relatively low exhaust-gas temperature, which is the basis for a high engine efficiency, and enables the SCR to be positioned further away from engines. In consequence, no compromises have to be made with the vessel layout and the SCR systems will be positioned under the ship’s funnel in a vertical arrangement, some 80 m away from the engines.

  • News

The Best Ships of 2015

1. ISLA BELLA, WORLD’S FIRST LNG-FUELED CONTAINERSHIP (pictured above)

TOTE Maritime’s 3,100-TEU containership Isla Bella was due to set sail for San Juan, PR, on November 24, marking the first time a ship in a Jones Act liner service will burn Liquefied Natural Gas (LNG) as a marine fuel.  When the 764-foot-long Isla Bella transited the Panama Canal back on October 30 on her way to the Port of Jacksonville, Panama Canal Administrator/CEO Jorge L. Quijano called her “a true engineering feat.”

Among the principal maritime stakeholders involved in the successful launch of the Isla Bella and her sister Perla del Caribe are: owner and operator TOTE, shipbuilder General Dynamics NASSCO, designer DSEC (Daewoo Shipbuilding and Marine Engineering’s ship design arm), engine licensee MAN Diesel & Turbo, classification society ABS, and regulator U.S. Coast Guard.

The two Marlin Class containerships were contracted by TOTE in December 2012 and are being built at a total cost of about $375 million.

The 764-ft Isla Bella is equipped with the world’s first dual-fuel slow-speed engine, an 8L70ME-GI built by Korea’s Doosan Engine, under license from MAN Diesel & Turbo. With a 3,100 TEU capacity, the LNG-powered Isla Bella reduces NOx emissions by 98 percent, SOx emissions by 97 percent and CO2 emissions by 76 percent. The technology makes the ship one of the world’s most environmentally friendly containerships afloat.

During LNG will allow the Marlin Class Isla Bella to be fully compliant with strict emissions regulations while operating in both the North American Emissions Control Area and the U.S. Caribbean ECA.

At the time of her delivery, Kevin Graney, Vice President and General Manager of General Dynamics NASSCO, said, “Successfully building and delivering the world’s first LNG-powered containership here in the United States for coastwise service demonstrates that commercial shipbuilders, and owners and operators, are leading the world in the introduction of cutting-edge, green technology in support of the Jones Act.”

The moment is bittersweet for TOTE as it unfolds within the shadow of the tragic loss of the SS El Faro with all hands aboard during Hurricane Joaquin on October 1. The ship’s crew of 28 and five Polish nationals onboard were lost. The U.S. Navy, working with the National Transportation Safety Board (NTSB), has located the ship in waters 15,000 feet deep near the Crooked Island in the Bahamas.

The Isla Bella will be joined by the Perla del Caribe in Puerto Rico cargo service in the first quarter of 2016.

 


 

2. OHIO, LNG-READY PRODUCT TANKER
The 330,000 bbl Ohio was became the first product tanker to be built with the future consideration for the future use of LNG as fuel when it was delivered earlier this year to Crowley Maritime Corp. by Aker Philadelphia Shipyard, Philadelphia, PA.

New OhioWebThe Ohio received American Bureau of Shipping’s (ABS) LNG-Ready Level 1 approval, meaning Crowley has the option to convert the tanker to Liquefied Natural Gas (LNG) propulsion in the future.

The Ohio along with her three ships being built at Aker Philadelphia are based on a proven Hyundai Mipo Dockyards (HMD) design which incorporates numerous fuel efficiency features, flexible cargo capability, and a slow-speed diesel engine built under license from MAN Diesel & Turbo. The 600 feet long Ohio is capable of carrying crude oil or refined petroleum products.

Crowley’s Seattle-based, naval architecture and marine engineering subsidiary Jensen Maritime is providing construction management services for the product tankers. Jensen now has an on-site office and personnel at the Philadelphia shipyard to ensure strong working relationships with shipyard staff and a seamless construction and delivery program.

“We are excited to offer our customers cutting-edge technology available in these new tankers, which not only embraces operational excellence and top safety, but also offers the potential to be powered by environmentally friendly LNG in the future,” said Crowley’s Rob Grune, senior vice president and general manager, petroleum and chemical transportation. “Adding these new Jones Act tankers to our fleet allows us to continue providing our customers with diverse and modern equipment to transport their petroleum and chemical products in a safe and reliable manner.”


3. NEW MINI TANKER FOR NY HARBOR
Blount Boats, Inc., Warren, RI, delivered the Chandra B, a new mini-tanker for American Petroleum & Transport, Inc., Miller Place, NY. The 79 ft by 23 ft, double-hull bunkering tanker operates in New York Harbor and New Jersey supplying fuel to ferries, dinner boats, dredges, and other vessels.

ChandraBPropulsion power for the tanker is supplied by two EPA Tier 3-compliant Cummins Model QSL9, six-cylinder diesel engines rated at 330 hp at 1,800 rev/min with ZF Model W325 marine hydraulic gears that will have 4.91:1 reduction ratio. The self-propelled Chandra B is equipped with a 50 hp Wesmar hydraulic bow thruster, providing it with enhanced maneuverability.

Designed by Farrell & Norton Naval Architects, Newcastle, ME, the Chandra B is built to USCG Subchapter “D” specifications and is less than 100 gross tons. Farrell & Norton also designed one of the tank barges in American Petroleum & Transport’s fleet. The double-hull Chandra B will replace the 1979-built single hull Capt. Log in American Petroleum & Transport’s fleet.

American Petroleum & Transport (APT) has had to retire all of its single-hull tankers because of OPA 90 regulations.

APT vessels crisscross New York Harbor delivering ultra low sulfur diesel to clients such as Circle Line, New York Water Taxi, Great Lakes Dredge & Dock, and Sterling Equipment, as well as for the auxiliary engines of larger ships. The Chandra B has cargo fuel tankage is designed to hold a capacity of 56,450 gallons.

 


 

 4. SAKIGAKE, JAPAN’S FIRST LNG-POWERED TUG
This past year, NYK took delivery of Sakigake, Japan’s first LNG fueled tug. Built at NYK’s wholly owned subsidiary Keihin Dock Co’s Oppama shipyard, the 37.2 m x 10.2 m Sakigake is operated by Wing Maritime Service Corporation, mainly in the ports of Yokohama and Kawasaki. Wing Maritime also operates the hybrid tug Tsubasa.

Sakigake webThe Sakigake is equipped with two Niigata 6L28AHX-DF dual-fuel engines, each developing 1,618 kW. Propulsion is supplied by two Niigata Z-Pellers.

The DF engines can burn either LNG or diesel oil. The environmental advantages of operating on LNG as compared with conventionally powered tugs that use marine diesel oil is Sakigake emits about 30 percent less CO2, 80 percent less NOx, and no SOx.

While the project posed several challenges—the relatively small size and limited amount of space on the tug, and the large variation in engine power—Keihin Dock was able to achieve the desired level of environmental performance while maintaining the same hull form and steering performance of existing tugs. Keihin Dock worked closely with both Niigata Power Systems and Air Water Plant & Engineering Inc. to develop equipment for supplying LNG.

The project was supported by subsidies from Japan’s Ministry of Economy, Trade and Industry and the Ministry of Land, Infrastructure and Transport. ClassNK also provided joint research support.

 


 

5. JS INEOS INSIGHT, FIRST ETHANE-POWERED SHIP

Emblazoned on the JS Ineos Insight’s hull is the phrase, “Shale Gas for Manufacturing.” Built specifically to transport shale gas from the U.S. to Europe, the JS Ineos Insight is the first of eight 180m x 26.6m ethane gas carriers built by China’s Sinopacific for Denmark’s Evergas.

 

JSINEOSINSIGHT 2Named on July 14, the JS Ineos Insight can not only carry ethane, LPG or LNG, but can also burn ethane, LNG and conventional diesel in its two Wartsila 50DF dual fuel engines.

The eight Ineos ships will transport over 800,000 tons of ethane gas at -90°C per annum across the Atlantic from the U.S. to Norway and Scotland.

Classed by Bureau Veritas, the Dragon vessels were originally designed as dual-fuel LNG/diesel-powered vessels, with two 1,000 m3 LNG tanks on deck powering two Wärtsilä 6L20 DF main engines with a total output of 2,112 kW and two shaft generators with a total output of 3,600 kW power. The vessels will initially transport ethane from the U.S, to the U.K. Ineos refineries, the ability to also burn ethane was added to allow use of the cargo gas as fuel. 

At the christening of the JS Ineos Insight and the JS Ineos Ingenuity, Ineos Chairman Jim Ratcliffe says, “Today is a landmark day for both Ineos and Europe. We have seen how U.S. shale gas revolutionized U.S. manufacturing and we believe these huge ships will help do the same for Europe. Ineos together with Evergas has commissioned eight brand new ships, accessed hundreds of miles of new pipeline and built two enormous terminals to get U.S. Shale gas to Europe. The scale of the whole project is truly breathtaking.”

According to Bureau Veritas Business Development Manager Martial Claudepierre, the ability to burn ethane and LNG as fuel in the Dragon Class ships “is a major step forward in the use of clean fuels.” He says that BV worked with Evergas and the Danish Maritime Authority to verify and ensure that the use of ethane is at least as safe as required by the IGC and will not impair the engine compliance with MARPOL Annex VI.  

According to Claudepierre, using ethane required extra engine room ventilation and additional gas detection, plus modifications to the main engines including a lower compression ratio, different turbocharger nozzles and de-rating of the engine to cope with the lower knocking resistance of ethane. “But,” he says, “The gains in not carrying an additional fuel and in environmental performance from being able to burn clean fuel throughout the voyage are significant.”


 

6. MARJORIE C, NEW JONES ACT CONRO
Capable of carrying up to 1,200 cars and 1,400 TEU of containers, the Combination Container and Roll-on/Roll-Off (ConRO) vessel Marjorie C entered Jones Act service this year between the U.S. West Coast and Hawaii.

honolulu 13231 webBuilt by VT Halter Marine, Pascagoula, MS, the Marjorie C was engineered from a proven design by Grimaldi at Croatia’s Uljanik Shipyard. The 692 ft x 106 ft ConRO has a draft of 31 ft, deadweight of 21,132.5 metric tons, with nine decks. It has a stern ramp capacity of 350 metric tons. The ship has a service speed of 21.5 knots.

The vessel’s design incorporates the highest level of operating efficiencies as well as reduced environmental impacts. The sister vessel, Jean Anne, was Pasha Hawaii’s first Jones Act vessel and has been serving the Hawaii/Mainland trade since March 2005. The Marjorie C entered into service this past May.

The ship is named in honor of Pasha Hawaii’s President and CEO George Pasha, IV’s grandmother, Marjorie Catherine Ryan.

“After more than three and a half years of planning and construction, we are pleased to unveil a ship that has been designed to not only accommodate the varying needs of our customers, but a vessel that minimizes our carbon footprint through extensive fuel consumption efficiencies and other green technologies,” said Pasha Hawaii’s President and CEO, George Pasha, IV. “With the addition of the Marjorie C we can now offer customers increased service and capacity between the West Coast and Hawaii trade lane on vessels providing superior reliability and cargo protection.”


7. NEIL ARMSTRONG, FIRST OF NEW CLASS OF RESEARCH VESSELS
This past Halloween, the first-of-class oceanographic research vessel R/V Neil Armstrong (AGOR 27) set sail from Dakota Creek Industries, Anacortes, WA, to San Francisco, CA, on its inaugural voyage. As we went to press, the Neil Armstong was waiting its turn to pass through the Panama Canal on its way north to the Woods Hole Oceanographic Institute in Woods Hole, MA. The ship will be operated by the Woods Hole Oceanographic Institution under a charter party agreement with Office of Naval Research (ONR).

Armstrong AerialsC00069.16Designed by Guido Perla & Associates, Inc., Seattle, WA and owned by the U.S. Navy, Neil Armstrong is 238 ft x 50 ft with a depth of 22 ft and draft of 15 ft. The first of two research vessels, the Neil Armstrong has four main 1,400 kW diesel generators, two 876 kW propulsion motors, and two controllable pitch propellers. The ship has a sustained speed of 12 knots and maximum speed of 12.8 knots.

The ship was classed by ABS Under 90 meter rules A1, Circle E, AMS, ACCU, NIBS, Ice Class D0, UWILD, 46 CFR Subchapter U, SOLAS (Oceanographic Vessels), MARPOL.

The Neil Armstrong’s sister vessel, the R/V Sally Ride (AGOR 28), is also under construction at Dakota Creek Industries.

During acceptance trials, Mike Kosar, Program Manager for the Support Ships, Boats and Craft office within the Program Executive Office (PEO), Ships, says, “The results of these tests and the outstanding fit, finish and quality of the vessel, stand as a testament to the preparation and effort of our entire shipbuilding team. It reflects the exceptionalism of AGOR 27’s namesake, Neil Armstrong.”

Neil Armstrong Class AGORS incorporate the latest technologies, including high-efficiency diesel engines, emissions controls for stack gasses, and new information technology tools both for monitoring shipboard systems and for communicating with the world. These ships will provide scientists with the tools and capabilities to support ongoing research including in the Atlantic, western Pacific and Indian Ocean regions across a wide variety of missions.

The lab areas include the main lab of 1,023 ft2, the wet area of 398 ft2, computer area of 311 ft2, and staging area bay of 303 ft2.

Neil Armstrong will be capable of assisting with integrated, interdisciplinary, general purpose oceanographic research in coastal and deep ocean areas. The vessel will operate with a crew of 20 with accommodations for 24 scientists.

 


 

8. BARZAN, FIRST OF NEW CLASS OF GAS READY BOXSHIPS
Recently named in a ceremony at shipbuilder Hyundai Samho Heavy Industries’ Mokpo, South Korea, shipyard, Barzan is the first in a series of six 18,800 TEU containerships ordered by Dubai headquartered United Arab Shipping Company (UASC). It is the first vessel to receive classification society DNV GL’s new GAS READY notation. Her five sister ships and eleven 15,000 TEU vessels of UASC’s newest eco-ship generation, will also receive the notation.

Barzan 3The ships have been designed and constructed to enable a quick and cost efficient retrofit to LNG fueling at a later stage. The GAS READY notation, with nominators (D, S, MEc, AEi) demonstrates that the vessel is in compliance with the gas fueled notation rules, that structural reinforcements to support the fuel containment system (LNG tank) have been verified (S), that the main engines installed can be converted to dual fuel (MEc ) and that the auxiliary engines installed can be operated on gas (AEi).

“We believe that this vessel, as well as the rest of the vessels in our new building program, demonstrates our commitment to technical innovation and eco-effectiveness,” says Jørn Hinge, President and CEO of UASC. “For UASC, achieving optimum efficiency levels is not a single initiative or project, it is a strategy and an ongoing commitment, and we will continue to work with DNV GL on the remaining newbuild vessels that have the lowest levels of CO2 output in their class.”

As well as being LNG ready, Barzan and her sister vessels incorporate several innovative energy saving methods, including a Siemens’ Siship SGM environmentally friendly drive and power generation system.

The Waste Heat Recovery System (WHRS) converts thermal energy from the exhaust gas from the main engines into electrical power to maximize the efficiency of the system.

The Barzan was expected to have an EEDI (Energy Efficiency Design Index) value that is close to 50 per cent less than the 2025 limit set by IMO, with a CO2 output per TEU that is more than 60 per cent lower than a 13,500 TEU vessel delivered just three years ago.

Barzan has been constructed to DNV GL class rules with the notations: 1A1 Container Carrier DG-P Shore Power E0 NAUT-OC HMON (A1,C1,G4) CLEAN BWM-T BIS TMON NAUTICUS (Newbuilding) GAS READY (D, S, MEc, AEi).

 


 

9. CROWN POINT, NEW GENERATION GREEN TUG
Tidewater Transportation and Terminals, Vancouver, WA, recently took delivery of the Crown Point, the first in a series of three 102 ft x 38 ft towboats being built at Vigor Industrial in Portland, OR.

CrownPointThe three towboats are the first new vessels to be built for the Tidewater fleet in 30 years, and are critical for the company to meet the anticipated rising customer demand on the Columbia-Snake River system. “The launching of the Crown Point, and the forthcoming Granite Point and Ryan Point vessels, marks an important step for Tidewater,” says Marc Schwartz, Maintenance & Engineering Manager at Tidewater. The vessels will strengthen our fleet, as well as reinforce Tidewater’s commitment to our customers, community, and environment.”

Tidewater operates the largest barge transportation and terminal network on the Columbia-Snake River system. The Crown Point joins the company’s current fleet of 16 vessels and 160 barges. Tidewater transports a wide range of cargo among a network of ports, terminals and grain elevators throughout the entire Columbia-Snake River system, which stretches some 465 miles of waterways. We also operate five strategically located terminals and five pipelines with key intermodal connections to railroads, highways and other pipelines.

Designed by CT Marine, Naval Architects and Marine Engineers of Edgecomb, ME, the Crown Point is an environmentally friendly tug with EPA Tier 3 compliant diesel engines that reduce air emissions and improve fuel efficiency. Main propulsion is supplied by two Caterpillar 3516C EPA Tier 3 certified diesel engines producing 2,240 bhp, each at 1,600 rev/min. The engines drive two 92 in. x 100 in. fixed pitch, stainless steel propellers through CT28 Kort Nozzles capable of a service speed of 8 knots. Operating in the Columbia River Gorge high winds, extreme currents and swells can be considered normal piloting conditions. That’s why the Crown Pount abd her sister towboats are fitted with an enhanced steering system using four steering and four flanking rudders was designed. The towboat has a wheelhouse with exceptional all-round visibility through full height windows, leading edge navigation and communications equipment, and enhanced accommodations for the captain and crew.

“During the last year and a half, a great deal of effort went into designing, engineering and building a towboat that would meet or exceed performance parameters,” explains Bruce Reed, Tidewater COO and Vice President. “With crew endurance being a priority, we employed Noise Control Engineers, Billerica, MA to develop a sound and vibration control package for the vessel. By incorporating Christie and Grey vibration control mounts and comprehensive acoustic insulation, noise levels register at less than 60 decibels in the accommodations during vessel operation.”

Other equipment onboard the Crown Point includes two C7.1, Tier 3 generators, rated at 480v, 200 kW at 1,800 rev/min.  The generators are controlled through an automatic transfer system that ensures the vessel will recover from a generator power loss in less than 30 seconds. Deck machinery includes seven Patterson WWP 65E-7.5, 65-ton electric deck winches, with pilothouse remote operation and local push button control stations on the main deck. Each winch has Samson 1 3/8” Turbo 75 Synthetic Line.
 
In order to use the newest technology and minimize power usage, variable frequency drives were used in all major rotating machinery applications and LED lighting was employed in both interior and exterior lighting applications. The vessel is fitted with a Kidde NOVEC 1230 fire suppression system. Centralized fire detection and alarms cover both the machinery spaces and accommodations.

 


 

10. MULTRATUG 28, A HYBRID TUG
This past year, Netherlands-based towage and salvage specialist Multraship took delivery of Multratug 28, a Damen ASD 2810 Hybrid tug built at Damen Shipyards Galaţi, in Romania, as part of a fleet expansion program.

ASD Tug 2810 Multratug 28Classed by Lloyd’s Register, the hybrid Multratug 28 is 28.67m x 10.43m, with a maximum draft of 4.9m. The propulsion system includes two MTU 16V4000M63R diesel engines with one MTU 12V 2000 M41B propulsion genset of 800 kvA, 440V-60Hz. The battery pack are two 120 kWh. Two Rolls Royce US205 azimuth thrusters provide propulsion. The tug has a bollard pull of 62 tons, diesel direct speed of 13 knots, diesel electric speed of 8 knots, and battery pack speed of 4 knots.

The ASD 2810 HYBRID is developed to save fuel by 30% and to reduce emissions by 50%. To achieve this the vessel is provided with a propulsion system that can operate diesel-direct, diesel-electric or fully-electric. Fully-electric sailing on the batteries, with zero emissions and extremely low noise levels, is possible for time periods of up to one hour at a speed of 4 knots.

In June 2014, the first Damen ASD 2810 Hybrid was delivered to Iskes Towage & Salvage. Being green does not mean sacrificing power, the Bernardus still has a bollard pull of 60 tonnes. The Bernardus operates in the Port of IJmuiden near Amsterdam, the Netherlands.

“This hybrid tug is a unique concept,” says Dinu Berariu, Project Manager at Damen Shipyards Galaţi. “It features a diesel-direct, diesel-electric and battery powered propulsion system. This hybrid configuration will enable Multraship to lower fuel costs by up to 30 percent and emissions by up to 60 percent.”

Headquartered in the harbor city of Terneuzen, Multraship operates in the ports around the Scheldt estuary, in Zeeland seaports and the Belgian ports of Ghent and Antwerp, as well as the Bulgarian port of Burgas on the Black Sea.

Multraship’s fleet expansion program stems from its increasing customer base in the offshore sectors as well as growing demand for harbor towage services.


11. VASCO DE GAMA, FIRST 18,000 TEU BOX SHIP FROM A CHINESE YARD
As we went to press, the world’s third largest containership company, CMA CGM Group, Marseilles, France, was closing in on the acquisition of Singapore-based NOL, the world’s fourth largest. It successful, privately held CMA CGM would leapfrog over MSC to become number two in the world.

CMACGM Vasco de GamaA big part of CMA CGM’s success is its investments in larger, more energy efficient tonnage to improve pricing and economies of scale. An excellent example is the CMA CGM Vasco De Gama delivered this summer to CMA CGM by China State Shipbuilding Corporation (CSSC).

With a length of 399 m and breadth of 54 m, the 18,000 TEU vessel is the largest containership in the CMA CGM Group and is the first 18,000 TEU containership to be built by a Chinese shipyard. CSSC is also building two more of the giant box ships, the CMA CGM Zheng He and CMA CGM Benjamin Franklin.

Flying the U.K. flag, CMA CGM Vasco De Gama is equipped with the latest environmental technologies including a latest generation main engine, a twisted leading edge rudder with bulb from Germany’s Becker Marine Systems and an optimized hull design. These innovations decrease the vessel’s CO2 emissions by 10% compared to the previous vessel generation. With an estimated emission of 37g of CO2/km for each container carried, the giant containership provides one of the world’s greenest goods transportation options.

The ship’s environmental footprint meets the 2025 energy efficiency regulations.

CMA CGM Vasco De Gama calls at 11 different countries on CMA CGM Group’s French Asia Line (FAL) service between Europe and Asia.

CMA CGM is also building three 20,600 TEU containerships—the largest yet built—at Korea’s Hanjin Heavy Industries. Those three ships will each have full spade twisted rudders (TLKSR) from Becker Marine Systems and Becker Twisted Fins. Both Becker products will make a significant contribution to the vessel’s efficiency improvement.

 


 

12. ESVAGT FROUDE, SPECIALIZED WIND FARM VESSEL
As of September this past year, Denmark’s ESVAGT had new owners; 3i Infrastructure and AMP Capital acquired the shares of A.P. Møller-Maersk Group and ESE-Holding. While ESVAGT’s primary market will continue to be oil and gas support and standby rescue in the North Sea, the company is broadening its portfolio with a push into the offshore wind energy market.

EsvagtFroude243This past summer, ESVAGT entered the offshore wind industry with the christening of the world’s first purpose-built Service Operation Vessels at Siemens AG in Rostock and Hamburg, Germany.

The Service Operation Vessels (SOV), Esvagt Froude and Esvagt Faraday are each 83.7m x 17.6m, with a draft of 6.5m. Both of the Danish-flag SOVs were built in Norway by Havyard Ship Technology and are based on a Havyard 832 SOV design. The SOVs both have diesel-electric propulsion and DC power systems, enabling optimized fuel and energy efficiency and crew comfort. The service speed is 14 knots.

The SOVs are essentially “service stations at sea,” offering technicians a safe, efficient platform for wind turbine maintenance. Using the ship’s DP system, the ship can connect to wind turbines via its Ampelmann A-type Walk-to-work hydraulic gangway system offering a stable, safe platform to connect to the wind turbine.

Each offers accommodations for 60 people. The vessels are designed to reduce the level of vibration and increase the level of comfort for everyone onboard.

“As a supplement to the “Walk-to-Work” gangway, we have equipped the Service Operation Vessels with the newly developed ESVAGT Safe Transfer Boats (STB 7 and STB 12),” says Søren Nørgaard Thomsen, Managing Director for ESVAGT. “They are designed in-house based on more than 20 years of experience in boat development and more than 100,000 boat transfers. These boats will in a safe manner provide the industry with additional efficiencies and cost reductions.”

Each of the ships carry ESVAGT STB 7B Safe Transfer Boat, ESVAGT STB 12A Safe Transport Boat, ESVAGT FRB 15C Fast Rescue Boat.

A third ESVAGT SOV is on order and under construction at Havyard for delivery in 2016. The third ESVAGT SOV will service the 400 MW Dudgeon Wind Farm off the East Coast of England in the fall of 2016.

  • News

Electric & Hybrid: Call me Ishmael, no longer

Call me Ishmael. Melville’s famous opening line in his novel Moby Dick refers to an outcast and could once have been the motto of the hybrid and electric marine industry. There were a number of projects where hybrid and full electric drivetrains were prototyped and they worked well…for a while. The limitation was always the battery technology, where lead acid batteries were just not suited to this type of application. As a result, these projects and technologies were “interesting” with “lots of potential” but not a serious technology for the mainstream marine industry.

The advent of lithium ion batteries has fundamentally changed the value proposition for the hybrid and electric drivetrain. These batteries are smart, durable and have a lifetime that will ensure the customer is able to achieve their targeted Return on Investment (ROI). As a result, the hybrid and electric drivetrain has come of age.

To date, Corvus Energy has deployed over 30 MWh of its Lithium Polymer battery-based Energy Storage Systems (ESS) on over 45 projects. These vessels include large and small ferries, offshore supply vessels (OSVs), tugboats, research vessels, luxury superyachts and port cranes. Only two of these applications are for full electric ferries, the remainder are all hybrid vessels, but a common element is that both types of drivetrains make the vessel more efficient, as well as more environmentally sustainable.

Of course an ESS cannot create energy, but only stores it. The ESS therefore enables the vessel to use the cheapest energy available and shift it in time to the point where it is most cost effective. For a full electric this means the ESS is charged from shore using low cost energy and eliminates completely energy generated by costlier, on-board generators. For hybrids, it moves energy from the efficient portion of the generator’s load curve and replaces energy that would have been generated on the less efficient portion of the generator’s load curve.

Full Electric Drivetrains
At one time the round trip efficiency of an ESS was at 70% or less and the energy density was also not very high. This meant an ESS required a LOT of space on a vessel and did not actually store that much energy. The round trip efficiency on the Corvus ESS is now over 95% and the energy density is high enough that a space the size of a 20-foot container can store 650 kWh. This means that an ESS can now deliver enough power and energy to make a full electric drivetrain cost effective. Even with these improvements, full electric drivetrains still work best for applications where the duty cycle is relatively short such as a ferry with a route that is less than an hour between charging points. The 120-car Ampere ferry in Norway, for example, has a route which crosses Sognefjord between Lavik and Oppedal in 20 minutes and then recharges for 8 minutes from a shore-based charging station which uses the grid and another, smaller Corvus ESS to deliver a large amount of power into the vessel’s ESS in a short period of time. The shore-based charging station then recharges from the grid for about 48 minutes until the ferry returns.

The ferry operator, Norled, has other, diesel-fueled vessels on this route and based on a comparison has estimated that the Ampere is saving over 1 million liters of expensive, ultra-low sulfur diesel fuel per year. It is also saving 90% of the maintenance cost of the diesel engines and 100% of the cost of the NOx emissions, which are taxed in Norway. Norled is now looking at expanding the operating hours of the Ampere each day and is examining other routes it operates to determine if they could benefit from a fully electric ferry.

Hybrid Drivetrains
A hybrid drivetrain consists of a either a diesel or LNG engine as the prime generator for the vessel and supplements this engine with an ESS. The ESS is able to charge with energy produced when the engine generator is operating in its most efficient range and then, when the engine generator would be operating in its inefficient range, the engine is shut off and energy is extracted from the ESS to operate the vessel.

A harbor tug is a good application for a hybrid drivetrain. It will typically spend up to 25% of its time sitting and waiting for a call to push a ship. While in this mode, the vessel needs to maintain its position and run its hotel load. The engine is too large to idle and provide power just to the hotel load and so the engine drives its thrusters in opposite directions, thereby keeping the vessel in position but “boiling water” and wasting fuel. With a hybrid system, the engine is turned off and the ESS is used to periodically operate the thrusters to keep the vessel in position, and also serving the hotel load. When the ESS gets to the minimum state-of-charge, the engine is started to charge the batteries, serve the hotel load and run the thrusters. Depending on the hybrid drivetrain configuration, the ESS can also be used to supplement the engine when the tug is pushing or pulling a vessel to get it into position. When the batteries are charged the engine is turned off. An ESS on a tug can save up to 25% on fuel and emissions, as well as reducing maintenance on the engine(s).

An ESS is also very effective to replace the operation of a second engine that is running in spinning reserve to provide emergency power in the event the prime mover generator fails during a critical operation. On the Scandlines ferries in Denmark and Germany they only operate one generator during crossing and use their ESS for spinning reserve. Scandlines have identified 13% reduction in fuel and emissions and a 45% reduction in generator maintenance.

Likewise, Offshore Supply Vessels (OSVs) in the North Sea can use an ESS for spinning reserve during Dynamic Positioning (DP) operation, where the vessels have to be kept stationary when servicing floating oil and gas platforms. DNV-GL has now approved ESS for DP operations. Eliminating the operation of an additional generator used in spinning reserve has the potential to save fuel, emissions, maintenance and even the capital cost of the additional generator.

 

Key Benefits
The key benefits from an ESS include:

  • Reduced generator hours/generators running in efficient range
    • Reduced fuel consumption
    • Reduced emissions
    • Reduced maintenance
  • Improved capital management
    • Reduced number of generators
    • Reduced size of generators
    • Generator life extension – operation in efficient range provides longer lifetime
  • Emergency backup
    • Spinning reserve
    • Emergency and auxiliary backup
  • Passenger/crew comfort
    • Reduced noise
    • Reduced vibration
    • Reduced fumes
  • Reduced emissions
    • GHG’s
    • Reference air emissions – NOx , SOx , PM
  • Improved performance
    • Better ramping on LNG engines
    • Instant response to throttle
    • Better transient load management

The Future is Now
No longer the elusive white whale, cost effective and proven hybrid electric propulsion has arrived and is here to stay with early adopters now reaping the benefits. An ESS helps owners make their vessels more efficient by helping them manage the operating and capital costs of their vessels, while also making these vessels more reliable and environmentally sustainable. No longer outcasts like Ishmael, the electric and hybrid marine industry has proven the value proposition for electric drivetrains and energy storage. Corvus Energy’s ESS is a key piece of these innovative hybridization projects for commercial vessels, which are fundamentally changing these marine markets. Where once there was only a potential for these benefits, Corvus Energy has the ESS technology, people and experience to make them real.

 

 

 

NASSCO launches first SEA-Vista ECO tanker

SEA-Vista is a partnership between SEACOR Holdings Inc. and private equity firm Avista Capital Partners. Its ships will be operated by SEACOR subsidiary Seabulk Tankers, Inc.

The Independence is a 610-foot, 50,000 deadweight-ton, and LNG-conversion-ready Jones Act product tanker with a 330,000 barrel cargo capacity. Construction on the ship began in November 2014.

As part of the ceremony, the ship’s sponsor, Mrs. Allison Moran, CEO of RaceTrac Petroleum, christened the ship with a traditional champagne bottle break over the ship’s hull. Mrs. Jayne Rathburn, former CEO/owner of US Joiner, pulled the trigger to release the ship into the San Diego Bay.

“General Dynamics NASSCO shipbuilders are revolutionizing the future of American shipping with the concept and construction of innovative, cost-saving, and environmentally-sound vessels,” said Kevin Graney, vice president and general manager for General Dynamics NASSCO. “When delivered, these ECO Class, Jones Act-qualified tankers will be among the most fuel-efficient and environmentally-friendly tankers anywhere in the world.”

“We are pleased to complete this important milestone for the first in a series of three fuel-efficient, ECO Jones Act product tankers that will be delivering into the SEA-Vista fleet and operated by Seabulk Tankers, Inc,” said Daniel J. Thorogood, president and chief operating officer for Seabulk Tankers, Inc.

For its commercial work, NASSCO partners with South Korea’s Daewoo Shipbuilding & Marine Engineering (DSME), for access to state-of-the-art ship design and shipbuilding technologies.

 

  • News

Indian shipyards get their subsidies back

The industry was hit hard by the ending in 2007 of a subsidy scheme that had helped Indian shipyards edge up from the tenth place in the world shipbuilding league table (0.4% market share) in 2006, to fifth position (1.1% market share) in 2009. Since then, India has plunged to eleventh position (0.6% market share).

A plan for Indian yards to build three of nine LNG carriers required by state owned GAIL to import LNG from the U.S. has gone nowhere and yards have put all their focus on the defense sector.

India has been struggling to come up with a replacement for the previous scheme since 2008. Wednesday, the Cabinet approved a ten year, $600 million scheme

According to Indian business publication Mint, the financial assistance (it.s no longer called subsidy) to shipbuilders – both state-owned and private – will be for 10 years.

“The quantum of aid will come down by three percentage points every three years, starting with 20% for the first three years, 17% for the next three years, 14% for the next three years and 11% in the 10th year,” according to Mint.

The assistance will be given on the contract price or fair price, whichever is lower. The shipbuilding policy approved by the cabinet also includes granting tax incentives and infrastructure status for the shipbuilding and ship repair industry.

It further grants a so-called right of first refusal for Indian shipyards for government purchases, whereby local shipbuilders can take up state-funded contracts by matching the lowest price quoted by an overseas entity in a public auction.

The assistance will be given for all types of ships, though smaller boats and fishing vessels are not included in the scheme.
Both state-owned and private yards will get the assistance only after they construct and hand over to the ship to the buyer.

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.”