JANUARY 19, 2016 — The first dual-fuel two-stroke engine designed and developed by Winterthur Gas & Diesel (WinGD) equipped with a low-pressure gas admission system has successfully completed its Type Approval Test
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.
The 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.
Propulsion 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.
The 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.
Named 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.
Built 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).
Designed 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.
The 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.
The 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.
Classed 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.
A 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.
This 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.
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:
The new Sternguard In-Water Serviceable Seal is the first product of its kind on the market, offering customers increased uptime and lifecycle efficiency.
The fully split, underwater serviceable seal is designed to minimize overhaul downtime and costs. Designed and built to the highest standards, the oil-lubricated outboard face type seal is available for stern tubes and thrusters. The seal has been designed to provide a smoother, faster service, as well as enhanced overall performance and endurance.
“We are very excited about the Sternguard In-Water Serviceable Seal, as it is the first fully diveable seal on the market,” says Wärtsilä Director, Seals and Bearings Damian O’Toole. “We at Wärtsilä understand that the first priority of our customers is uptime, and they naturally want to avoid unnecessary disruptions. This innovative new seal is yet another Wärtsilä solution to optimize the operations of our customers: overhauls can be carried out underwater for the Sternguard IWSS without having to set up a habitat or even to unload the cargo.”
The Wärtsilä Sternguard In-Water Serviceable Seal can be used to retrofit any other type of seal and is available for merchant, offshore, IWW and cruise & ferry vessel types, running on Environmentally Acceptable Lubricants (EALs) or mineral oils. Retrofit and service in dry dock can be carried out without removing the propeller or shaft, and it is not necessary to drain oil from the stern tube for underwater overhaul.
The Sternguard IWSS also includes an inflatable emergency seal and inner rope guard for enhanced protection.
“With its easy retrofit and serviceability, this unique new seal offers flexibility of operations to customers across industries. At the same time, additional safety features ensure continuous reliability. Wärtsilä has a long history in designing and manufacturing first-rate seals to answer the needs of each and every customer segment, and the Sternguard In-Water Serviceable Seal is a fresh example of that expertise,” Mr. O’Toole concludes.
Wärtsilä Sternguard In-Water Serviceable Seal
A growing number of laid-up OSVs and sweeping job cuts in Norway’s offshore sector present major challenges to the owners and operators of some of the most sophisticated offshore vessels in the world. Numbers change on a regular basis but, by mid-October, about 70 offshore vessels of various types were laid up, and more would be idle in the coming days, analysts predicted.
The Norwegian economy is, of course, heavily dependent on offshore energy but in good times, the country has been prudent with proceeds. Its sovereign wealth fund is the largest in the world. And the Norwegians are used to riding the peaks and troughs of energy prices with pragmatism. Adjusting to downturns is painful in the short run, but part of life.
Norway’s west coast offshore cluster, located around Aalesund and Fosnavåg, is home to a bunch of blue-chip names involved in every stage of servicing North Sea energy companies. According to Per Erik Dalen, Chief Executive of Campus Aalesund—an educational hub at the center of the cluster—the region is home to no fewer than 13 ship design firms, 20 ship operators and 169 equipment suppliers.
Vessels currently under construction include a deep-sea mining vessel for De Beers at Kleven Shipyard in Ulsteinvik and what ABB claims to be the most sophisticated cable layer, also contracted at Kleven, for high-voltage cable installation. Across the bay, ship design and offshore builder Ulstein has just launched the design for a new multi-function vessel specifically targeting energy firms seeking to cut CAPEX and OPEX.
The company’s S182, a shallow vessel aimed at the South East Asia, Middle East and African markets, is designed as a platform which can be adapted for a range of offshore functions including cable laying, construction, shallow-water installation, pipe- and cable-laying and dive support. Without mission equipment, the vessel is likely to cost about $45 million, less than 40% of the company’s high-end HX102 unit designed for deep water and harsh conditions.
Meanwhile, Island Offshore – another company within the cluster partly owned by Edison Chouest – lifted subjects on a contract with Kawasaki Heavy Industries earlier this year to build a Rolls-Royce-designed combined well intervention and top-hole drilling vessel capable of a range of subsea and well functions. The UT 777 vessel has DP3, ice-class and the highest level of comfort notation.
Some might question the decision to go ahead on such a vessel at this time, but Managing Director Håvard Ulstein is confident that the decision to proceed, despite the current market, is the right one.
“This vessel will be a significant contributor to our service range and to Island Offshore as a company. We have great confidence in this project,” he says. Delivery is scheduled for 2018 or 2019 by which time many analysts believe oil prices will have rebounded.
At a recent workboat conference in Abu Dhabi, Synergy Offshore’s Chief Executive Fazel Fazelbhoy went so far as to predict oil prices could bounce back far sooner than expected, perhaps even hitting $200 a barrel within the next two years. He proposed a number of arguments, including the fact that today’s 1.5 million b/d crude surplus could easily be offset by depletion rates and cutbacks in E&P spending much sooner than expected.
Campus Aalesund’s Dalen is more cautious but nevertheless positive about the outlook, pointing out that the downturn has had little impact on innovation. The offshore energy sector may be having a tough time at the moment, he concedes, but in a longer timeframe, about 70% of the earth’s surface is ocean, 80% of it is more than 800 meters deep, and roughly nine-tenths remains unexplored.
He concedes that low oil prices are having a greater impact on the North Sea and other regions of relatively high-cost production than, say, the shallow and benign waters of the Arabian Gulf. But when oil prices rebound—whenever that may be—tomorrow’s oil and gas lies in regions characterised by the “four d’s” – deep, distant, difficult and dangerous. Norwegian expertise will be in constant demand.
Bucking the trend
Coming from two separate fishing families, life partners Rita Christina Sævik and Espen Ervik, have developed a unique business model in sharp contrast to those of offshore vessel operators nearby in Fosnavåg on Norway’s west coast. The small tight-knit community in and around the coastal town was traditionally reliant on fishing but has become a centre for offshore innovation focused on the harsh environment of the North Sea.
Today, Aalesund, Fosnavåg and Ulsteinvik are key centres at the heart of the country’s west coast offshore cluster. The cluster includes OSV heavyweights such as Bourbon Offshore, Farstad, Havila, Olympic Shipping, Rem Offshore, Remøy Shipping and Solstad.
But the collapse in oil prices is having a dire impact on many companies’ operations. Although they believe the downturn is temporary, it means laying up boats and laying off seafarers. This is a major challenge in such an offshore-oriented community.
While more OSVs head for lay-up, however, Rita and Espen’s business is thriving. Their antecedents were fishing folk, and both had fishing in their blood. When Rita became MD of her father’s company, Kings Cross AS, in 2005, the pair put their heads together to develop a new business.
Eighteen months later, Ervik & Sævik was set up and work began on the design of an up-to-the-minute fishing vessel capable of working all year round, despite increasingly restrictive fishing quotas. Thus the Christina E took shape.
She is a fishing vessel with a unique selling point. When she’s not landing catches of blue whiting, capelin, herring and mackerel from some of the world’s roughest seas during about five months of the year, the dynamically positioned vessel is deployed on sophisticated offshore operations including seismic work, subsea installation and ROV surveys.
Designed by Vik & Sandvik, with input from SINTEF, equipment supplier MMC and Norwegian state energy firm Statoil, the Christina E was built in Denmark with support from Norway’s NOx Fund. The vessel incorporates latest fishing technologies which enable large volumes of fish to be caught and kept in optimal conditions on board to get the highest prices at auction.
October was the middle of the mackerel fishing season. “We are happy with the prices and the feedback from buyers is very positive regarding quality,” says Rita. But she explains that the ship’s economics would not stack up without working in the offshore sector for up to seven months each year.
Statoil is a repeat charterer, having taken the Christina E on hire in both 2012 and 2013, and for 19 days so far this year. For the rest of the offshore season this year, the vessel has been working for ORG Geophysical as she did exclusively in 2014.
So how do Fosnavåg’s OSV owners view the Ervik & Sævik operation?
“Fosnavåg is a little place and everybody knows each other,” Rita explains. “We have very good contact and a strong marine sector. Since we are a little company compared to the others, I don’t think they see me as a competitor.”
With a strong fishing heritage, it is no surprise that Rita and Espen are diligent about working conditions. Tommy Nielsen, for example, is one of two chefs head-hunted by Rita from fine restaurants. Nielsen himself is a chef and a sommelier.
“Usually, those who cook on board are called stewards,” says Rita. “We are proud to call them chefs.”
Fine food and good living conditions are popular with charterers’ personnel. “All the charterers are very satisfied with the ship and the crew. We have ROV people who have been on board five times and charterers like Statoil and ORG Geophysical take the ship several times,” Rita comments.
So will the Christina E have a sister?
“Our plan is to develop the company in either offshore (another ship) or in fishery (buy more quotas),” Rita explains. “This will depend on how the market develops. Do not say never about something!”
Change is in the air
In the current challenging offshore oil and gas sector, offshore support vessel owners are looking for every opportunity to keep their vessels working, even if it means converting them for other markets.
A good example is the Platform Supply Vessel Vestland Cygnus, which is poised to find a new life in the offshore wind market. Delivered this past April by the Fjellstrand Shipyard in Norway, the Vestland Cygnus went to work on a time charter to Apache North Sea Ltd. for a firm 60 days, followed by 30 optional days for work in the U.K. sector of the North Sea.
Now, Norway’s Vestland Offshore says the Fjellstrand AS has been awarded a contract worth around NOK 150 million (about $18 million) to convert the Vestland Cygnus into a wind farm support vessel.
The PSV will be fitted with a 134-person accommodations module, a 100 tonne/40 m offshore crane and a new walkway system for boarding of wind turbines. Additionally 1.2 m sponsons will be added on either side of the vessel.
The converted vessel will have SPS (special purpose ship) class notation.
The design for the conversion is being supplied by Wärtsilä, which provided the original design for the vessel and also supplied a complete electric propulsion system based on the Wärtsilä Low Loss concept with four Wärtsilä 20 engines, as well as an integrated automation system.
“We have developed several concepts for wind farm service vessels, both for newbuilds and conversion projects, and our design is very suitable for this vessel’s new operational profile. We have also worked closely with the Fjellstrand yard for many years on numerous projects and the cooperation between our companies is excellent,” says Ove Wilhelmsen, Managing Director, Wärtsilä Ship Design, Norway.
“The new design will enable the transportation and accommodation of a high number of people. It is important that the vessel has very good stability, even in the most challenging sea and weather conditions, so that personnel can safely board rigs or wind mills. We are confident that the Wärtsilä design meets all our requirements,” says Hans Martin Gravdal, owner of Vestland Cygnus.
Following completion of the rebuild project by the shipyard, the Vestland Cygnus will transport service personnel to and from wind farms.
The conversion will be completed by June 2016.
The contract with Wärtsilä was placed in September. The Wärtsilä equipment is scheduled for delivery in 2016 and the vessel is due to be delivered in February 2017.
When delivered, the ship will be operated on a long-term charter by Skangass, the leading player in the Nordic and Finnish LNG markets. Sirius Veder Gas AB, the owner of the new vessel, is a joint venture formed by Sirius Rederi of Sweden and the Netherlands based Anthony Veder Group.
The Wärtsilä propulsion package will comprise a 6-cylinder Wärtsilä 34DF dual-fuel main engine capable of running on either LNG or diesel, a reduction gearbox with power take-off (PTO), a shaft line suitable for use with environmentally friendly lubricants and equipped with a Wärtsilä Airguard aft seal that allows zero emissions, and a Wärtsilä controllable pitch propeller.
The latest Wärtsilä 34DF engine version features high power output and reduced fuel consumption in both gas and diesel modes. In gas mode, the vessel will comply with the IMO’s Tier III NOx emission regulations without need of secondary exhaust cleaning systems.
“We are committed to developing energy-efficient solutions for small to mid-size LNG shipping. The use of LNG as a marine fuel is rapidly increasing and there is growing demand for efficient bunker and feeder vessels. Wärtsilä has both the technology and the experience necessary to meet the needs of this market,” says Jan Valkier, CEO of Anthony Veder.
“Since Wärtsilä introduced dual-fuel engine technology, more than 1,300 Wärtsilä DF engines have been ordered. Similarly, bunkering and feeder vessels such as this one are also increasingly taking advantage of our proven technology. This extensive experience adds tremendous value as it allows us to provide expert engineering and project support to the shipyard, which importantly saves time and reduces risk,” says Göran Österdahl, General Manager, Wärtsilä Marine Solutions .
The Wärtsilä Mobile LNG solution has been developed for challenging locations where pipelines and large-scale LNG receiving terminals are not feasible, or where the quantities of LNG needed are smaller. It is well-suited for shallow water areas where access for larger vessels would not be possible without major jetty constructions or dredging operations.
The all-in-one solution includes a jetty-based LNG receiving system receiving system, LNG storage and a regasification barge. The barge can be used in combination with a fixed or floating power plant with an installed capacity of up to 250 MW, which is ideal for many medium-sized communities. Its capacity can be ramped up by floating a second barge next to it
Compared to constructing conventional land-based terminals in difficult soil conditions and areas with an undeveloped infrastructure, the barge can mean a significantly lower capital investment (capex) and faster delivery. And, being mobile, it can be easily re-located giving it a high resale value.
The Wärtsilä Mobile LNG solution will make LNG available to new consumer segments, and will benefit both utilities and end-users. The flexibility of location it provides can bring clean energy to areas that have only limited or no access to a national electrical grid.
“Wärtsilä’s solutions support the entire gas value chain, from drilling and production, to delivery, liquefaction, regasification, storage, and power generation. This latest innovation is one more important step towards completing our LNG infrastructure offering. Most existing facilities are geared for larger-scale users, whereas the Wärtsilä Mobile LNG offers a flexible and mobile option for small to medium requirements,” says Timo Koponen, Vice President, Flow and Gas Solutions, Wärtsilä Marine Solutions.
The LNG is transferred by a small scale LNG carrier.
Aimed at start-up companies and entrepreneurs, the purpose of the Wärtsilä Marine Mastermind innovation contest is to find new and unique digital services for the marine industry.
It’s being launched in conjunction with Slush. Organized by a community of entrepreneurs, investors, students and music festival organizers, this non-profit event will be held in Helsinki, Finland, November 11-12 as a focal point for startups and tech talent to meet with top-tier international investors, executives and media. In 2014, it brought together over 14.000 attendees and more than 3,500 companies, with more than 750 investors coming to Helsinki to meet startups in nearly 3,800 pre-booked meetings.
Wärtsilä’s contest is open to existing companies as well as to aspiring entrepreneurs. The winner will get to further develop the idea together with Wärtsilä’s experts and Shift Actions, which specializes in agile concept and product development.
Wärtsilä is holding the contest to build closer relationships with international start-up companies and entrepreneurs and discover interesting digital business opportunities together. The aim is to develop a new value adding digital service or solution in collaboration with start-ups to support the growth of Wärtsilä’s customers’ business. The winner also gets a chance to become part of the highly international marine business.
“We are living in the age of disruptive innovations. This applies also to our business. Start-ups are playing a vital role in this,” says Pierpaolo Barbone, President of Wärtsilä Services.
“The marine industry provides an enormous amount of possibilities for new product and service innovations. Already today Wärtsilä’s innovations increase the predictability of maintenance requirements, optimise the use of vessels’ equipment and even enable the utilization of virtual reality in remote support. The innovations we are looking for in the contest can for instance bring efficiency gains, better usability, improve transparency of operations to the customer or enhance safety. Only the imagination is the limit,” comments Tero Hottinen, General Manager, Business Innovation at Wärtsilä Services.
The contest kicks off today, with information now available HERE.
Wärtsilä begin accepting submissions for the contest after a presentation at the Slush Clean Solutions event in Helsinki November 12.
Submissions can be sent to Wärtsilä by 31 December 2015. The winner of the contest will be chosen by an international jury established by Wärtsilä.
The best ideas will be showcased to the jury in February. The winner will be announced in March 2016.
What’s in it for the winner? A 30-day agile “Lean Innovation Lab” product or service development sprint supported by business coaching specialist Shift Actions that will focus on the challenges of innovation, development of the concept for commercialization, its prototyping as well as the business plan and its implementation plan. The goal is to then use the concrete idea together with Wärtsilä.
Submissions can be sent to Wärtsilä by December 3, 2015. The winner of the contest will be chosen by an international jury. The best ideas will be showcased to the jury in February.
The winner will be announced in March 2016.
OCTOBER 9, 2015—This past September, Wärtsilä signed an order to supply its new medium-speed Wärtsilä 31 engine for a new generation icebreaker currently under construction at the PJSC Vyborg Shipyard in Russia.
Mr Holm joined Wärtsilä in 1997 and has held several managerial positions, most recently leading the engines organization, responsible for Wärtsilä’s engine production and R&D for the marine and energy markets. Before that he has led Seals & Bearings, Solutions Management and Business Development within the Services business, and has worked as CIO for Wärtsilä Corporation.
“I am very pleased to have Roger follow me as the President of Marine Solutions. He has a passion for quality and he deeply understands the customer demands. Over the years, Roger has demonstrated strong leadership in his many challenging positions,” says Mr. Eskola, who will become President and CEO of Wärtsilä on November 1, succeeding Björn Rosengren, who will become the CEO of Swedish base engineering group Sandvi
