Search Results for: NOx emissions

  • News

Harvey Gulf takes delivery of second LNG fueled OSV

The vessel is already in service under a five year contract working for Shell Upstream America’s deep water operations in the Gulf of Mexico.

Like her sistership Harvey Energy, Harvey Power is capable of operating on LNG or diesel fuel and also meets the criteria of the ABS Enviro+, Green Passport notation.

When operating on 99% LNG, the dual fuel vessels exceed the requirements of the new EPA Tier IV for reductions of SOX and NOX emissions within the North American ECA can operate in excess of 19 days in normal GOM rig supply mode between refuelings.

Harvey Power will refuel with LNG at Harvey Gulf’s new LNG bunkering facility at Port Fourchon in southern Louisiana, which allows easy access to more than 600 oil and gas rigs and platforms within a 40-mile radius.

Harvey Power is a 310′ x 64′ x 24.5′ platform supply vessel powered by three Wärtsilä 6L34DF dual fuel gensets, providing 7.5 MW of power and fueled by a Wartsila provided LNGPac system.

With 5,219 metric tons of deadweight the vessel is capable of carrying 253,000 USG of fuel oil, 18,000 bbls of liquid mud, 1,600 bbls of methanol, 10,250 cu.ft of dry cement and 73,000 USG of LNG fuel.

When operating on LNG the Harvey Power can operate in excess of 19 days in normal GOM rig supply mode between refueling.

The acquisition of Gulf Coast Shipyard Group by a new Harvey Gulf International Marine affiliate, Harvey Shipyard Group, was announced back in June.

The shipbuilder’s new COO, Marvin Serna, says that new protocols and operational improvements he has put in place are yielding results, such as a 45 day reduction in the commissioning time of the second vessel in comparison with the first.

Harvey Gulf has four more vessels under construction with Gulf Coast Shipyard Group and is confident the shipyard can maintain the high quality of construction while continuing to improve on construction techniques resulting in shorter delivery times.

Mr. Shane Guidry, Chairman and CEO of Harvey Gulf, says: “This is our second vessel capable of operating on LNG and is a testimony of Harvey Gulf’s commitment to its customers and the environment to provide the most affordable, innovative, environmentally-friendly technical solutions to meet their business demands.”

Harley newbuild will be first with Cat marine Tier 4 engines

 

When Harley Marine decided to build the new line haul boat, the Earl W. Redd, for towing up and down the U.S. Pacific Coast, the company wanted a proven power platform that would meet the new emissions requirements.

Over the years, Harley Marine has successfully operated line haul tugs powered by Cat 3500 Tier 1 and Tier 2 propulsion engines. Cat dealer Peterson Power suggested two 3516E engines —a flexible power solution that addressed both Harley Marine’s need for power and the upcoming Tier 4 regulations.

To meet the Tier 4 Final emissions standards coming in 2016, each of the two continuous duty 3516E engines—individually rated with a 10% horsepower increase of 2,682 hp at 1,600 rpm—is paired with a selective catalytic reduction (SCR) aftertreatment system, using DEF (diesel exhaust fluid) a urea-based solution, to reduce NOx emissions in the exhaust.

“Harley Marine should save over $1 million across a 15-year lifecycle on total fluid consumption (diesel plus DEF) costs for this newbuild compared to an equivalent Tier 2 powered vessel. They are able to deliver an increased level of performance due to the higher power rating with increased efficiency,” says Ryan Darnell of Caterpillar’s Large Power Systems division. “That’s a direct result of engine fuel efficiency improvements that our SCR technology allows us to make by reducing NOx downstream of the engine combustion process.”

Harley Marine has a long-standing relationship with Caterpillar Marine, including parts and service support from dealers across the United States.  In addition, Cat Financial has provided construction and ownership financing for multiple Harley Marine vessels— including the Earl W. Redd.

“Harley Marine appreciates that they can get the whole package from one source,” says Brent Nelson, a Caterpillar Marine territory sales manager who works closely with Harley Marine. “Caterpillar Marine is able to bring together multiple parties to make sure the design and installation is exactly what they need.”

For this particular vessel, that includes not just Harley Marine, but also Diversified Marine, Peterson Power, the naval architect and Cat engineers back at the factory. Caterpillar says that everything is now on track for the Cat engines to be delivered to the shipyard in April 2016, with vessel construction complete in October of that year.

  • News

Coast Guard to review WSF LNG terminal proposal

The U.S. Coast Guard recently issued a notice in the Federal Register that it would review a proposal by Washington State Ferries (WSF) to modify its marine terminal operations to handle Liquefied Natural Gas (LNG). The LNG would be used to fuel its six Issaquah Class ferries. Last year on June 27, the Coast Guard Sector Puget Sound had received a Letter of Intent (LOI) and a Waterway Suitability Assessment (WSA) from Washington State Ferries to modify their marine terminals to handle LNG.

In accordance with regulation and policy guidance, the Captain of the Port (COTP), Coast Guard Puget Sound Sector, in cooperation with key stakeholders, will review and validate the information in the WSA. Once the COTP reviews the WSA, he will issue a Letter of Recommendation to the Washington Department of Transportation recommending the suitability of the Puget Sound waterways that will be used for LNG marine traffic as it relates to safety and security. Public comments received last November regarding WSF’s proposal will be considered in the development of the COTP’s Letter of Recommendation. Some of the comments received expressed concern about the exposed location of the LNG tanks on the top deck of the converted ferries and how they could potentially pose a security threat. Other comments thought that LNG poses a pollution threat to the environment. The Coast Guard will examine WSF’s Emergency and Operations Manuals covering the LNG transfer system and transfer procedures.

Proposed conversion
Once WSF receives the Letter of Recommendation from the Coast Guard, it will be able to move forward with the retrofit of the first Issaquah Class ferry, which will serve as a proof of concept for the remaining vessels in the class. The diesel-powered ferries carry about 1,200 passengers and 124 vehicles.The state’s ferries, says WSF, are the largest single source of marine carbon emissions in the state. It expects to cut CO2, particulate matter, SOx, and NOx emissions significantly with the use of LNG s a marine fuel. The WSDOT also expects to reap some cost savings, although the picture is not as compelling as it was last year when oil was at $100 per barrel.

During testimony this past January before a State Senate Energy, Environment and Telecommunication Subcommittee, Lynne Griffith, Assistant Secretary of Transportation, Ferries Division, said there would be a $1 per gallon savings when burning LNG as compared with burning Ultra Low Sulfur Diesel. WSF burns about 18 million gallons of fuel annually. The cost of fuel now represents about 23 percent of the Fiscal Year 2013-2015 operating budget as compared with 11 percent in Fiscal Year 2000-2001. Any ferries that would burn LNG would have to be refueled by tanker truck every seven to 10 days.

USCG to review WSF plan to handle LNG at terminals

Last year on June 27, the Coast Guard Sector Puget Sound had received a Letter of Intent (LOI) and a Waterway Suitability Assessment (WSA) from Washington State Ferries to modify their marine terminals to handle LNG. In accordance with regulation and policy guidance, the Captain of the Port (COTP), Coast Guard Puget Sound Sector, in cooperation with key stakeholders, will review and validate the information in the WSA. Once the COTP reviews the WSA, he will issue a Letter of Recommendation to the Washington Department of Transportation recommending the suitability of the Puget Sound waterways the will be used for LNG marine traffic as it relates to safety and security.

Public comments received last November regarding WSF’s proposal will be considered in the development of the COTP’s Letter of Recommendation. Some of the comments received expressed concern about the exposed location of the LNG tanks on the top deck of the converted ferries posed a security threat. Other comments thought that LNG poses a pollution threat to the environment. The Coast Guard will examine WSF’s Emergency and Operations Manuals covering the LNG transfer system and transfer procedures.

Proposed conversion

Once WSF receives the Letter of Recommendation from the Coast Guard, it will be able to move forward with the retrofit of the first Issaquah Class ferry, which will serve as a proof of concept for the remaining vessels in the class. The diesel-powered ferries carry about 1,200 passengers and 124 vehicles.

The state’s ferries, says WSF, are the largest single source of marine carbon emissions in the state. It expects to cut CO2, particulate matter, SOx, and NOx emissions significantly with the use of LNG s a marine fuel.

The WSDOT also expects to reap some cost savings, although the picture is not as compelling as it was last year when oil was at $100 per barrel. During testimony this past January before a State Senate Energy, Environment and Telecommunication Subcommittee, Lynne Griffith, Assistant Secretary of Transportation, Ferries Division, said there would be a $1 per gallon savings when burning LNG as compared with burning Ultra Low Sulfur Diesel. WSF burns about 18 million gallons of fuel annually. The cost of fuel now represents about 23 percent of the Fiscal Year 2013-2015 operting budget as compared with 11 percent in Fiscal Year 2000-2001. Any ferries that would burn LNG would have to be refueled by tanker truck every seven to 10 days.

 

  • News

Cat offers C280 engines that meet EPA Tier 4 limits

 

The EPA Tier 4 standards applied to all new U.S. flagged vessels starting in January 2014. IMO III standards will apply to all new vessels entering IMO NOx Emissions Control Areas (NECA) starting in January 2016.

The C280 engines are available in eight, 12 and 16-cylinder models spanning a power range from 2300 ˗ 5060 kW as main engines – conventional and diesel electric – and also as auxiliary generator sets. Caterpillar says that the latest models offer significant benefits over earlier units. As well as reduced emissions, they consume less fuel and have lower through-life owning and operating costs.

According to Nathan Kelly, Caterpillar Marine production definition engineer, the choice of SCR over other NOx reducing technologies, was made based on the Caterpillar commitment to customers to offer solutions that provide the highest uptime and minimize overall total lifecycle cost.

“SCR was a clear choice for us,” explains Mr. Kelly. “We have more than 160,000 Tier 4 Final and Interim engines in land-based operations using various NOx-reduction technologies. In marine applications, we specifically chose the best technology to fit the needs of our industry. We view SCR as the preferred option for the commercial marine industry. “

“The C280 is already renowned for its high uptime, reliability and durability,” he continued, “but for these Tier 4 engines our priority was to achieve the lowest lifecycle owning and operating cost. We have succeeded in this by improving engine fuel efficiency. Unlike previous emissions tiers, our Tier 4 engines can run at optimal fuel efficiency because the SCR system is in place to reduce the higher NOx output.”

He says that any concerns about the cost of the urea based Diesel Exhaust Fluid (DEF) used in SCR technology are more than offset by the improved fuel efficiency delivered.

“Unlike some other NOx reduction technologies, our engines operate without interruption even in the event of SCR failure or running out of DEF,” adds Mr. Kelly. “There is no effect to engine operation.”

  • News

Evergreen gears up for projected increase in intra-Asia trade

All twenty newbuildings are planned to be deployed in the intra-Asia trade. Evergreen believes that under the Regional Comprehensive Economic Partnership (RCEP) that is now being negotiated, the ASEAN countries, Australia, China, India, Japan, South Korea and New Zealand will remove trade barriers,  boosting regional cargo growth.

The first ship in CBC series is set to be delivered during the second half of 2017 with the completion of the CSBC series due by the first half of 2018. The first ship from Imabari Shipbuilding is planned to be delivered during the first half of 2018 with the completion of the series due by the first half of 2019.

Evergreen’s B-type vessels will be 211 meters in length, 32.8 meters wide, and have a design draft of 10 meters with a capacity of around 2,800 TEU. The ships are designed to load 13 rows of containers on deck, which is within the span of existing gantry cranes in the major ports on the intra-Asian trade.

The hull design of the vessels is wider in comparison to ships of a similar capacity, enabling the ships to navigate in the shallower ports encountered in the intra-Asia trade and to enhance their cargo carrying capability. The ships can cruise at a speed up to 21.8 knots, enhancing their on-time performance and competitiveness.

Vessels operating on regional trades, such as intra-Asia, often sail in coastal areas. To reduce their impact on port communities and eco-systems, Evergreen has imposed stringent eco-friendly criteria on their operation. The B-type vessels will be equipped with a range of environmental protection devices.They will have electronically-controlled fuel injection engines, meeting IMO Tier II standards for NOx emissions and Energy Efficiency Design Index (EEDI) requirements.

The agreement for B-type vessels is the third project in which Imabari will participate in Evergreen Line’s fleet renewal program. Evergreen has signed agreements with Shoei Kisen Kaisha, the ship owning arm of Imabari Shipbuilding Group, to charter five 14,000 TEU containerships to be delivered in 2017 and eleven 18,000 TEU containerships to be delivered in 2018 and 2019.

  • News

Evergreen gears up for projected increase in intra-Asia trade

All twenty newbuildings are planned to be deployed in the intra-Asia trade. Evergreen believes that under the Regional Comprehensive Economic Partnership (RCEP) that is now being negotiated, the ASEAN countries, Australia, China, India, Japan, South Korea and New Zealand will remove trade barriers,  boosting regional cargo growth.

The first ship in CBC series is set to be delivered during the second half of 2017 with the completion of the CSBC series due by the first half of 2018. The first ship from Imabari Shipbuilding is planned to be delivered during the first half of 2018 with the completion of the series due by the first half of 2019.

Evergreen’s B-type vessels will be 211 meters in length, 32.8 meters wide, and have a design draft of 10 meters with a capacity of around 2,800 TEU. The ships are designed to load 13 rows of containers on deck, which is within the span of existing gantry cranes in the major ports on the intra-Asian trade.

The hull design of the vessels is wider in comparison to ships of a similar capacity, enabling the ships to navigate in the shallower ports encountered in the intra-Asia trade and to enhance their cargo carrying capability. The ships can cruise at a speed up to 21.8 knots, enhancing their on-time performance and competitiveness.

Vessels operating on regional trades, such as intra-Asia, often sail in coastal areas. To reduce their impact on port communities and eco-systems, Evergreen has imposed stringent eco-friendly criteria on their operation. The B-type vessels will be equipped with a range of environmental protection devices.They will have electronically-controlled fuel injection engines, meeting IMO Tier II standards for NOx emissions and Energy Efficiency Design Index (EEDI) requirements.

The agreement for B-type vessels is the third project in which Imabari will participate in Evergreen Line’s fleet renewal program. Evergreen has signed agreements with Shoei Kisen Kaisha, the ship owning arm of Imabari Shipbuilding Group, to charter five 14,000 TEU containerships to be delivered in 2017 and eleven 18,000 TEU containerships to be delivered in 2018 and 2019.

Giant cable layer
  • News

Jan De Nul orders giant cable layer

Upping the ante in the cable layer market, Belgium’s Jan de Nul Group has placed an order at the CMHI shipyard in China for an extra-large cable-laying ship. Set for delivery in