MEM Issue 2917 April 2017MEM

MARINE ENGINEERS MESSENGER

MARINE TECHNOLOGY IN 2050POWERING THE WORLD’S MOST POWERFUL DREDGERWINGD’S X-DF FOR FIRST GAS-POWERED AFRAMAXPLANT INVESTMENT READIES EVOQUA FOR FIRST WAVEROLLS-ROYCE TESTS AUTOMATION AMBITIONSGREEN LPG CARRIER PROJECT RESULTS RELEASEDABB AND PRESSERV COOPERATE TO SERVICE LAY-UPSNOAH FPSO APPROVEDHHI RAMPS UP R&D INTO ECOSHIPS

Telegraph

MEMMARINE ENGINEERS MESSENGER

MEM Issue 2917 April 2017

A maritime future in which a global shipping fleet is based on autonomous sail ships that design and repairthemselves has been depicted in a 60-page magazine published to mark the centenary of Holland’s

National Institute for Shipping and Shipbuilding (NISS).During brainstorming sessions in working groups attended by over sixty Dutch maritime professionals,

various maritime scenarios were discussed, resulting in the publication of Blueprint 2050 – The MaritimeWorld Beyond the Horizon. The document predicts the use of ‘smart materials’, lightweight composites andunderwater adhesives in shipbuilding processes, while new sources of energy will see fully autonomous shipsrun on batteries, wind power, biofuels and/or hydrogen. It furthers that such vessels will retain their value as‘smart’ ship management allows owners to better predict problems and replace any component parts using3D printing.

Ubald Nienhuis, chairman of the NISS Design and Production Processes Working Group, says: “We willgradually rely less on people to design vessels. Instead we will teach computers to do it for us.” He suspectsvirtual reality will play a major role, with developments “moving rapidly in the coming ten to twenty years”, toengender a “maritime world created by machines”. It is only a matter of time before the computer is ready todesign a vessel independently, he says.

Nienhuis also says in the document that vessels will no longer need to be designed or built for a 25-yearlife-span since new materials, such as smart coatings, plastics and materials with sensors, will allow vessels torepair or reconfigure themselves. These intelligent solutions will indicate when they should be replaced orrepaired and determine the design of the vessel, the insulation behaviour or magnetic signature.

He also suggests that, given the anticipated scarcity of raw materials, an inverse 3D printer might bepossible. “Such a device would break down materials, atom by atom, and rearrange them into new matter. Wecould choose whether to turn them back into iron ore or some other substance. Another 3D printer would usethe material to manufacture a new vessel or new parts, as required. The development of technology thatwould make it possible to reconfigure molecules is beyond the remit of the maritime sector, but wouldentirely determine what we do – and, especially, how we do it – in the subsequent hundred years.”

However, according to Holland Shipyards Group General Director Cor Hoogendoorn, the additivemanufacturing or the 3D printing of a complete ship is some way off. “I don’t see a complete vessel beingprinted any time soon,” he says. “However, I do think that printing will be a solution for making complexshapes such as a turbocharger or machine part. Printing results in high quality at low cost. Simple things mustbe kept simple. A turbo is all right, but a complete vessel? No. In my opinion hulls will look the same, althoughthe bridge may be dispensed with,” Hoogendoorn says. “By then, vessels will sail themselves and move muchfaster. Autonomous navigation is on its way, and will certainly get here before 2050. We already have theknowledge: it’s only matters of geopolitics and legislation that hold us back.”

Bas Buchner, Chair Blueprint 2050 steering group, says: “The results of the meetings are reflected in thismagazine; a vision of how the maritime sector might look in 2050. It is not intended as a detailed design orscientific study, rather as a ‘blueprint’ in the spirit of the Dutch Van Dale dictionary definition: a design,sketch, preliminary plan. All those involved in this blueprint are well aware that the future may look verydifferent but this doesn’t mean they shouldn’t set a course. It’s time to head out to sea!"

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EMISSIONSPURESOX RELIABILITY FOR FINNLINESFinnish operator Finnlines has placed a service order with Alfa Lavalto optimise the performance of its existing Alfa Laval PureSOxscrubber systems. The performance agreement has beenspecifically tailored for Finnlines using the Alfa Laval 360° ServicePortfolio, a structured selection of well-defined service offerings.

The agreement covers PureSOx systems installed onboard sevenRoRo vessels: Finnpulp, Finnmill, Finnhawk, Finnkraft, Finncarrier,Finnmaster and Finnmerchant. The ships are part of the Finnlinesfleet operating in the Baltic Sea, where strict SOx emissions limitsare in place due to the region’s designation as an Emission ControlArea (ECA). Finnlines began equipping vessels with PureSOx in2014, in preparation for the implementation of ECA limits in 2015.

The service plan includes yearly condition audits, which helpensure correct operation and provide insights into the state of theequipment. These insights will allow any issues to be addressedbefore they can lead to unplanned shutdowns.

Additionally, Finnlines selected options that will simplify partsmanagement, such as an exchange programme for PAH and turbidity sensors. Vital for proving compliance,these sensors will be exchanged every two years and replaced in the event of a failure. Furthermore, Alfa Lavaltechnicians will track the parts consumption of the Finnlines vessels and provide strategic planning for theirspare parts supply.

NAVIOS SELECTS DUPONT FOR EGCSNavios ShipManagement has issued a letter of intent endorsing DuPont Clean Technologies as the preferredsupplier of exhaust gas cleaning systems (EGCS) for its vessels.

The letter of intent also confirms that Navios and DuPont Clean Technologies will carry out a joint feasibilitystudy and techno-economic analysis of marine scrubbing units for retrofitting or new build installation on avariety of vessels, from bulk carriers to containers and tankers.

The planned feasibility study will examine the viability of fitting DuPont Marine Scrubbers on both retrofitand newbuild projects.

“Talks with Navios reached this point because both companies are focused on efficiently reducing emissions.With our technical capabilities and flexible, reliable exhaust gas cleaning systems, we are able to ensure thatNavios maintains its emissions standards with full confidence,” said Marco Dierico, business developmentmanager for DuPont Marine Scrubbers.

VERIFAVIA GAINS DUAL MRV VERIFIER ACCREDITATIONEmissions verification company Verifavia has received a second accreditation by France’s Cofrac as a global EUmonitoring, reporting, and verification (MRV) verifier. This makes Verifavia the first globally accredited verifierto receive dual accreditation under ISO 14065 standard and regulation 757/2015.

This new accreditation follows Verifavia’s recent announcement that it received full EU MRV accreditationfrom the United Kingdom Accreditation Service (UKAS), enabling the company to assess or verify any shipanywhere in the world, regardless of country of ownership, flag state, or class.

To comply with the EU MRV Regulation, which came into force on 1st July 2015, ship owners and operatorsof vessels exceeding 5000gt and operating in the EU must prepare and submit their ship-specific monitoringplans (MP), detailing the procedures, systems, and responsibilities in place to monitor fuel consumption,carbon emissions, and associated transport work. With the first regulatory deadline on 31st August 2017, shipowners and operators must act now to ensure timely compliance with the regulation.

Commenting on the accreditation, Julien Dufour, CEO, Verifavia Shipping, said: “We are privileged to receivea second accreditation, which cements our position as the leading independent EU MRV verifier. Combined, ourtwo accreditations enable us to maintain and expand on our market-leading position, ensuring we offer afuture-proofed EU MRV verification service that is not impacted by any political repercussions caused byBrexit."

To coincide with its most recent accreditation, Verifavia Shipping has launched its free-to-access EU MRVExtranet. The Extranet seeks to optimise and streamline the EU MRV compliance process by providingVerifavia’s customers with a sophisticated platform for the secure, efficient, and real-time online assessment ofEU MRV MPs.

With just five months to go until the first legal deadline, the shipping MRV regulation remains a pressingreality for more than 12,000 vessels visiting EU ports. Now more than ever it is imperative that owners andoperators are equipped with the right information on the various requirements of the legislation, and can actnow to achieve compliance in a timely and cost-effective manner.

PRIME MOVERSWÄRTSILÄ POWERS WORLD'S MOST POWERFUL CUTTER DREDGERWärtsilä has been contracted to supply a comprehensive package of engines and propulsion machinery for anew Cutter Suction Dredger (CSD).

When delivered, Spartacus, which is being built on behalf of Belgium based Dredging International (DEME),will be the world’s most powerful CSD and the first ever to be fuelled by LNG. It is being built at the Royal IHCyard in the Netherlands. The order, worth around €20M, was booked in the fourth quarter of 2016.

The 164m long vessel will have a total installed power of 44,180kW. It will feature four 9-cylinder Wärtsilä46DF dual-fuel engines, two 8-cylinder Wärtsilä 20DF dual-fuel engines, and a Wärtsilä LNGPac fuel gas storageand supply system with a newly designed bi-lobe tank arrangement. Wärtsilä will also supply two fixed pitchpropellers with shaft assemblies and HP nozzles, and two tunnel thrusters, as well as commissioning, sitesupervision, and extended project management services. The Wärtsilä equipment is scheduled for delivery tothe yard during the fourth quarter of 2017.

Spartacus is expected to be delivered in mid-2019.

HYUNDAI EXTENDS TWO-STROKE LICENCE WITH MAN DIESEL & TURBOHyundai Heavy Industries’ engine and machinery division HHI-EMD has extended its two-stroke licenceagreement with MAN Diesel & Turbo, continuing a low-speed engine collaboration that began in 1976.

Thomas Knudsen, Senior Vice President, Head of Low-Speed, MAN D&T, said: “MAN Diesel & Turbo hasenjoyed a long working relationship with Hyundai, one that we are delighted to extend. Hyundai has alwaysplayed a significant role in the development of two-stroke innovation and, indeed, produces the full range ofour low-speed portfolio. We look forward to inspiring each other for many years to come.”

WINGD’S X-DF FOR FIRST GAS-POWERED AFRAMAX

Winterthur Gas & Diesel (WinGD) has confirmed a supply agreement with Russia’s SCF Group for seven-cylinder 7X62DF engines for four LNG-fuelled Aframax-class tankers building at Hyundai Heavy Industries’Samho shipyard. The engines will be built under licence by HHI’s Engine & Machinery Division (HHI-EMD) inUlsan, South Korea.

Each 7X62DF Tier III engine is rated at 13,800kW at 86rev/min and designed to operate on LNG, HFO,distillate or hybrid liquid fuels. The contract also specifies the supply of low-pressure selective catalyticreduction (SCR) after treatment systems for the 7X62DF engine.

WinGD will also supply its Engine Diagnostic System which targets increased availability via monitoring,lower fuel costs via engine performance optimising and extension of predicted Times Between Overhaul (TBO)of components.

The 114,000dwt tankers, designed to ice-class 1A, are scheduled to operate primarily in the Baltic and NorthSea Emission Control Areas (ECAs).

SCF anticipates that the WinGD X-DF engines will deliver substantial emissions benefits as well as excellenttotal cost of ownership (TCO). To exceed rather than meet emissions legislation in the environmentallysensitive regions in which its fleet operates, SCF notes that marine engines running on LNG release over 90%less SOx, over 80% less nitrogen oxides NOx, 15% less CO2 than those burning standard marine fuels. The ships’auxiliaries and boilers will also be equipped for operation on gas fuel.

BALLAST WATER MANAGEMENTLOUIS DREYFUS ARMATEURS AWARDS BALLAST RETROFITS TO BIO-SEABIO-SEA ballast water treatment system will be retrofitted to two RoRos operated by Louis Dreyfus Armateurs.Ville de Bordeaux will be fitted with a 400m3/h BIOSEA modular system, while City of Hamburg will feature a300m3/h BIO-SEA semi-modular system.

The LDA vessels transport A380 parts as well as other AIRBUS plane components between France, Germany,Spain, UK, Italy and Tunisia as part of 20-year contract signed with Airbus in 2002

PLANT INVESTMENT READIES EVOQUA FOR FIRST WAVEEvoqua Water Technologies is upgrading its SeaCURE system production facility in Caldicot, Wales, to meetmarket demand for ballast water treatment systems, as shipowners look to comply with the entry into force ofthe Ballast Water Management Convention this coming September.

The upgrade will enable Evoqua to expand production of fully assembledSeaCURE BWTS skids. In addition to the expanded capabilities in Caldicot, additionalproduction capacity will be provided by partners who will be licensed to build theSeaCURE system.

“Over the next five years, ballast water system suppliers could struggle to meetdemand if they fail to invest in their production and supply lines,” said Chris Thomas(pictured), Director of Operations, Evoqua (UK). “The investments will mean thatshipowners and shipyards will not have to worry about long lead times, which coulddelay installation and commissioning schedules, resulting in vessel off-hire.”

The investment in Evoqua’s production plant includes a new compressed airsystem, dedicated welding bays and upgraded testing facilities, while component andassembly lines and warehouse capacity have been optimised utilising LEANprocesses to streamline production and delivery.

Matt Granitto, Business Manager, Ballast Water, Evoqua (USA), said: “Roughly4000 vessels have been fitted with a treatment system to date, leaving about 30,000 vessels needing to retrofitan effective solution within the next five years. With concerns having already been raised about a potentialsupply and installation bottleneck, shipowners and yards do need to plan ahead and make sure that supplierscan deliver on time. The investments we have made will allow us meet the market requirement.”

The US-headquartered water treatment specialist is also nearing the market introduction of its nextgeneration electrochlorination cell technology – the core component of its dual-function SeaCURE ballastwater management system.

“We have over fifty years’ of knowledge and expertise in electrochlorination-based water treatment andhave been able to perfect the technology, so while other suppliers are still proving their systems we are nowoptimising the system and looking at standardising production,” added Granitto.

To ready itself for that first wave of BWMS orders, Evoqua has honed its technology to reduce the systemfootprint to meet customer requirements.

“We've drastically improved the size of the system which is now one of the smallest electrochlorination-based ballast water units on the market. We have adapted it as a modular system, reducing components andinstallation time and complexity,” said Granitto, adding that operation and service simplicity has been the keydriver behind the optimisation.

WÄRTSILÄ AND KEPPEL TO COOPERATE ON BALLAST INSTALLATIONSWärtsilä has signed an agreement with Singapore’s Keppel Shipyard to provide assistance on ballast watermanagement system installations.

The agreement will see Wärtsilä provide the required design engineering, product supply, installationsupervision, commissioning and after sales service for its Aquarius BWMS technology.

“Wärtsilä has taken a proactive approach to preparing for the BWMconvention regulations taking effect, and consequently we are verywell placed to aid customers as they prepare to meet theseupcoming requirements. We are pleased to cooperate withmajor shipyards, such as Keppel Shipyard Ltd, since byworking together we can provide a valuable service toshipowners in complying with the new regulations,” saidMarkus Ljungkvist, General Manager, Project Sales,Wärtsilä Services.

Wärtsilä currently has wholly-owned BWM systemproduction facilities in the UK and China, as well asmanufacturing agreements with Chinese yards COSCOWeihai and CSSC JiuJiang.

Wärtsilä’s Aquarius BWMS solution adopts a two-stage technology, using automatic back washing screenfilters. A choice of treatment is provided by way of theAquarius-UV, which uses ultra-violet light (UV), or theAquarius-EC, which is based on side-stream electrochlorinationtechnology.

LPGGREEN LPG CARRIER PROJECT RESULTS RELEASED

Consolidated Marine Management (CMM), Hyundai Heavy Industries (HHI), Wärtsilä Oil & Gas, and DNV GLhave presented preliminary results from a joint industry project (JIP) to develop a ‘green’ LPG carrier.

The JIP, announced at the Posidonia trade fair in 2016, aims to develop a more energy efficient,environmentally friendly, and safer vessel for the transportation of LPG products.

“To increase the competitiveness of modern LPG carriers, novel ship designs need to simultaneously accountfor the market and trade route characteristics; excellent safety and ease of operation; cargo and fuel flexibility;and, overall energy efficiency combined with economic viability,” said Nikolaos Kakalis, DNV GL’s Manager forR&D and Advisory Services in South East Europe and Middle East. “Therefore, a holistic approach to the designof modern LPG carriers is required, taking into consideration market insight, technology innovation, advancedcomputer tools and industry-wide collaboration with strong partnerships.”

The JIP has resulted in a new concept design that achieves state of the art performance on several fronts.Compared to the reference vessel, which is a high-quality vessel built to a standard design in 2016, there is anoverall improvement of 6–9% in energy efficiency, depending on machinery configuration and fuel used. Aredesign of the tank allows for a filling limit of 99% – a 1% increase in overall carrying capacity. Loadingduration has been decreased by 30%, while the newly designed cargo handling system concept results in a 5%reduction in energy demand.

“Perhaps most importantly, LPGreen has demonstrated the technical feasibility of a LPG-fuelled propulsionconcept, which, depending on fuel prices and the development of a commercial and chartering framework,could result in a cut of up to 30% in fuel expenses,” added George Dimopoulos, Principal Specialist in DNV GLand project manager for LPGreen.

To realise these gains, the partners utilised advanced computer analysis tools. Hull form optimisation bothin calm water and waves was conducted using HHI’s and DNV GL’s CFD hydrodynamic optimisation codes. Theoverall concept system evaluation and optimisation was conducted using DNV GL’s COSSMOS modellingframework, which allowed for an integrated analytical approach to the evaluation of all machinery technologyoptions and design improvements considered. Finally, every technology feature was compared against theperformance of an existing, new (2016), and very modern LPG carrier from CMM’s fleet, which gave a solidbasis for documenting improvements.

“Above all, the LPGreen concept design demonstrates that the partnership and close collaboration ofindustry leaders coupled with advanced analysis methodologies and computer tools can lead to efficiencyimprovements and innovation in practice, available today,” Kakalis said.

AIP FOR HMD’S NEW LPGCHyundai Mipo Dockyard (HMD) has received DNV GL Approval in Principle (AIP) for its new double side-hullLPG carrier design – LPG SAFE (Structural Advances for the Environment).

The innovative design is the first 38K LPG carrier design to provide the safety benefit of adouble side-hull, while offering the same cargo carrying capacity and the same

construction cost as a conventional design.

“We have been able to maintain the same cargocapacity as the single side-hull design by optimisingthe structural configuration of the no. 1 and no. 3cargo tanks design, in combination with finite element(FE) analysis and using the DNV GL rules to optimizethe scantlings, weight and hull strength,” said Dug KiMin, Vice President, HMD Seoul. “Furthermore, thenew design with its simple hull shape and double hullconstruction could offer our employees an improvedworking environment during production of the vessel,resulting in higher quality deliveries.”

LPG carriers are designed to carry liquefied gasessuch as propane or butane in bulk. The ships arenormally equipped with cargo tanks inside the hold,with Type A independent cargo tanks arranged insidethe hold, supported on insulation-bearing blockswhich typically consist of wooden chocks installed onthe inner bottom structure. The double side-hulldesign of LPG SAFE offers a significant increase inprotection for these tanks, especially in the event of acollision.

“It has been a great pleasure for us to work withHMD throughout their design and analysis processand our verification and review of this concept,” saidHwa Lyong Lee, Regional Business DevelopmentManager, DNV GL – Maritime. “The LPG SAFE designhas shown a measurable improvement in safety, whileretaining capacity, strength and cost, and we are veryhonoured that HMD selected us to work with them torealize this extremely interesting and excitingconcept.”

LPG CONTAINMENTGTT MARS PRESENTED AT GASTECHTeams from Gaztransport & Technigaz (GTT) andLloyd’s Register (LR) joined together at the recentGastech conference, in Japan, to present a new GTTLPG containment system, which received GeneralApproval from the classification society at the event(pictured).

GTT MARS, a new membrane containment solution,is based on the traditional containment systems of thecompany to transport liquids at -55°C or above withdensities up to 700 kg/m3 . The technology uses thecorrugated stainless steel membrane from Mark IIIsupported by plywood boxes filled with glass wool.

This system is said to be “quite simple” and allows LPG vessels to transport more liquid than competingtechnologies, as well as having a lower heat capacity than other systems.

Philippe Berterottière, Chairman and CEO of GTT said: “The LPG industry, thanks to the GTT MARStechnology, will be able to benefit from a more optimized containment technology allowing the transport ofmore cargo and shorter cooling down and warming up times than the other systems. GTT is particularlythankful to Lloyd’s Register to having accompanied our company in the success of this project development.”

LR’s Gas Technology Strategic Market Manager, Leo Karistios, commented: “LR is very pleased to have beensupporting GTT’s move into LPG containment systems. GTT MARS™ is a membrane technology with greatpotential for LPG project ship application. We have been working with GTT since December 2015, and today wehave achieved a significant milestone for the full assessment of the technology.”

LNGWÄRTSILÄ REGAS SYSTEMS FOR HÖEGH LNGCSThe two new 170,000m3 LNG carrier vessels being built for Höegh LNG by the Samsung Heavy Industries (SHI)and Hyundai Heavy Industries (HHI) shipyards in Korea will each be powered by four Wärtsilä 50DF dual-fuelengines. There is an option for a further three vessels in the SHI series.

The two vessels will also feature the latest Wärtsilä regasification technology to operate as FSRUs. Theregasification solution to be supplied to these vessels represents Wärtsilä’s latest development in this field. It isbased upon the use of seawater and glycol as the intermediate heating medium, a lighter and less spacedemanding alternative than earlier systems with a propane based heating system. By using seawater asopposed to steam heated solutions, the CO2 emissions are notably reduced. Furthermore, it will be delivered asa complete module, thereby making installation easy. Typically, the value of regasification projects is between€20 to 40M, based on the size, scope, capacity and operational profile of the equipment.

Under a new five-year technical management agreement, Wärtsilä will provide support for eight ships of thecompany’s existing fleet as well as for its two new vessels currently under construction. The services of thetechnical management agreement include Condition Based Maintenance (CBM) to optimise the availability,reliability, and performance of the Wärtsilä engines. It also includes maintenance planning and advisoryservices involving the combined technical expertise of both Wärtsilä and Höegh LNG specialists.

“Our long-standing relationship with Höegh LNG is again strengthened through this supply of our state-of-the-art engines and regasification systems, as well as the technical management agreement that will ensureoptimal performance of the company’s entire fleet,” said Cato Esperø, Sales Director, Wärtsilä Norway.

“We have confidence in Wärtsilä as a provider of well designed and engineered solutions, and are pleasedwith the choice of a strong provider as regards to the engines and regasification systems” said Øivin IversenChief Technical Officer Höegh LNG.

NEW DUAL-FUEL BATTERY-HYBRIDS ENTER SEASPAN FERRIES FLEETSeaspan Ferries Corporation (SFC) has accepted delivery of Seaspan Swift and Seaspan Reliant, two new dual-fuelled/hybrid vessels, to its fleet during a double commissioning ceremony held at SFC’s Tilbury Terminal.They are first eco-ferries of their kind for operations in North America.

Following their construction at Sedef Shipyard in Istanbul, Turkey, Seaspan Swift arrived in December 2016and entered operation in January 2017. Seaspan Reliant arrived in late February and is scheduled to beginservice this month. The 148.9m ferries mark the first new vessels added to SFC’s fleet since 2002.

“The introduction of two new technologically advanced, LNG-fuelled vessels represents the beginning of therealization of a bold and ambitious vision to re-construct our marine terminals and modernize the vessels thatservice them,” said Steve Roth. “Seaspan Swift and Seaspan Reliant reinforce an unwavering commitment to ourdrop-trailer customers and serve as a testament to how we live out our Core Value of Care for the Environmentby ensuring the conservation of Canadian oceans and waterways, reducing greenhouse gas emissionsdramatically, while delivering the highest level of efficiency, performance and reliability.”

SFC currently operates a fleet of seven ferries out of five terminals in British Columbia, and supplies morethan 50% of all cargo to Vancouver Island.

UPDATED LNG FUEL TANK DESIGN FOR TORGYTorgy LNG’s updated LNG Type A tank design has been granted a General Approval for Ship Application (GASA)by classification society DNV GL. The original design was the first LNG tank based on the IMO A atmosphericdesign to have been awarded a GASA certificate.

“This review sets a new milestone for our modified LNG Type A tank design,” said Sven Halvorsen, CEO ofTorgy LNG. “The results have shown significant improvements and the design concept, based on a type A tank,has many benefits compared to several of the alternative designs. Without DNV GL’s engagement and clearfeedback throughout the whole design process we would not be where we are today. Receiving the GASAstatement demonstrates that we are on the right track and are better prepared for a commercialization of thetank design.”

Torgy LNG received an GASA statement for a previous design of the LNG tank, but this design has now beenmodified with a total redesign of materials and geometrical design solutions of the secondary barrier. Thesemodifications have been tested and documented by numerical analysis. The tank design is well suited for largercargo tanks.

“We are very pleased to be able to present Torgy LNG with this GASA statement,” said Johan Petter Tutturen,Business Director for Gas Carriers at DNV GL. “The development process has been ongoing for some time andwe have cooperated very closely with the team at Torgy LNG to ensure that they have the input they need tomeet the GASA requirements. Working with unconventional design solutions is always a rewarding challenge,as they force us to examine and apply our thinking in new ways so that we can be sure that they meet the safetylevels set down in the DNV GL rules and other relevant regulations.”

GAC RUSSIA ASSISTS ARC7GAC Russia has marked an important milestonewith its successful handling of the first LNG carrierdesigned to withstand harsh Arctic conditions atthe icy Russian ports of Murmansk and Sabetta.

The Christophe De Margerie is the world’s firstspecialised LNG ship in the reinforced ice Arc7class, and the first of a fleet of 15 designed toexport liquefied natural gas from Sabetta toEuropean and Asian markets.

When it arrived in Murmansk for its ice trails inthe Kara Sea, GAC Russia provided the vessel with arange of services, including: obtaining its permit tooperate in Russian territorial waters; boardingengineers and scientists for the trials; deliveringequipment and supplies on board; coordinating herroute with the Russian Coast Guard Service; andproviding valuable advice on navigation in theArctic. Once the trials were concluded, customs andborder formalities were completed and the icecrew disembarked. GAC Russia also handled safepassenger operations in Murmansk, arrangedbunker supplies and delivered machine parts and ship supplies.

The ship then set sail for her first call at Sabetta, on Yamal. The port is dedicated to exports of gas and gascondensate from the South-Tambeyskoye gas field and home to a natural gas liquefaction plant to prepare theraw hydrocarbons for transportation by sea. Commercial shipments are expected to commence before the endof this year.

Tatyana Shorokhova, GAC Russia’s General Manager, says the expertise of GAC’s team at the port was anintegral part of the successful preparation and implementation of the high-profile maiden call of the first iceLNG carrier to the port.

“This was an important milestone, both for us and for the country, and one which attracted considerablemedia attention,” she said. “We believe that this is the start of a new era for Sabetta, and we look to forwardwith confidence to the part that we will play in that future.

“GAC Russia will be at hand when commercial shipments start to provide the world-class professionalagency services and other support, thus further strengthening our position in the Arctic.”

MGPSCATHELOC MGPS FOR SIR DAVIDCathelco is supplying marine growth prevention systems (MGPS) for the RSS Sir David Attenborough, the state-

of-the-art polar research vesselcommissioned by NaturalEnvironment Research Council(NERC) which is being built byCammell Laird and will be operatedby the British Antarctic Survey (BAS).The equipment consists of twoelectrolysis tanks, each containing apair of copper and aluminium anodeswhich dose the water passingthrough four seachests. In operation,the copper anodes produce ionswhich create an environment wherebarnacle and mussel larvae do notsettle or breed, but pass directly todischarge. At the same time, ionsfrom the aluminium anode create ananti-corrosive layer to protect theinternal surfaces of pipes.The concentrations of copperrequired to achieve this are

extremely small – less than two parts per billion – resulting in a system which is environmentally benign.Without proper bio-fouling protection, there is a risk that pipework serving engine cooling systems can becomepartially or completely blocked over a period of time, resulting in the need for manual cleaning or prematurepipework renewal.“The RSS Sir David Attenborough is an innovative vessel which demonstrates the UK’s capability in ship designand construction. We are delighted to have an association with the ship through the supply of our MGPSequipment which is the most widely used of its type in the world. One of the reasons for its popularity is that itdoes not involve the use of chemicals, an important factor for all vessels from an environmental perspective,but particularly for those entering Polar Regions,” said Justin Salisbury, managing director of Cathelco.Cathelco are world leaders in the manufacturer of MGPS systems which are installed on vessels of all typesranging from oil tankers and naval vessels to cruise ships and ferries with a record of more than 50,000installations worldwide.

SHIP AUTOMATIONROLLS-ROYCE TESTS AUTOMATION AMBITIONS WITH AUTOMATIC FERRY CROSSING

Rolls-Royce has signed a deal with Norwegian shipbuilder Kleven to supply its innovative automatic crossingsystem for two new double-ended plug-in battery-hybrid ferries being built for Norwegian ferry companyFosenNamsos Sjø.

The system will control the ferries as they cross the fjord between Flakk and Rørvik, connecting thepeninsula of Fosen with Trondheim.

New ferry contracts in Norway have strict yearly limits on energy consumption as part of the commercialagreement between the ferry operator and the customer, in this case the county authority Sør-TrøndelagFylkeskommune. Automatic systems ensure consistent behaviour during the journey and hence predictableenergy consumption.

The automatic crossing system ensures safe and energy-efficient transit back and forth by automaticallycontrolling the vessel’s acceleration, deceleration, speed and track. Two energy-efficient Rolls-Royce Azipullthrusters respond adaptively to environmental conditions to ensure optimal behaviour and maximiseefficiency.

Jann Peter Strand, R-R Product Manager, Automation & Control – Marine said: “These additional orders forthe Rolls-Royce Automatic Crossing System mean it is fast becoming the industry standard for double endedferry control systems helping the customer meet their contractual need to ensure predictable energyconsumption optimised for varying environmental conditions. The Automatic Crossing System can be installedas an add-on to any standard Rolls-Royce azimuthing thruster which means it can be retrofitted to the existingfleet of ferries around the world.”

Rolls-Royce expects shortly to be able to integrate the system into a variant of its award winning UnifiedBridge. The company is also looking to test an extension of the product allowing automatic berthing in the nearfuture.

Construction of the Multi Maritime designed vessels will take place at the Kleven owned Myklebust VerftShipyard in Norway, starting in May.

The vessels are due for delivery in late 2018 and will begin operation on 1 January 2019.This order follows Rolls-Royce’s announcement of the sale of its first automatic crossing system to

Norwegian ferry company Fjord1.Fjord 1 will use the system to control two new double-ended battery ferries as they cross between Anda and

Lote on the 1330km long E39 which connects communities along the west coast of Norway.

HULL MODIFICATIONSEBH NAMIBIA TAKES A BOWThe new pre-fabricated bulbous bow sectionbeing lifted and fitted by EBH Namibia onto theHuascar in Namdock 3

When a vessel such as an oil product tankerneeds to be repaired, the time taken by theshipyard to complete the project is critical, asevery day that it is out of commission couldpotentially result in substantial lost revenue.

When the owners of oil product tanker, theHuascar – with a collision-damaged bulbous bow– approached EBHN, the company devised aninnovative, fast and cost-effective repair strategywhich would minimise the tanker’s time out ofservice.

The vessel owners sent an initial enquiry toEBHN in June 2016, and EBHN, in turn, submitteda preliminary proposal. “However, subsequentinformation received indicated that the damagewas more extensive than we had initiallyexpected,” said Willie Esterhuyse, Commercialand Marketing Manager at EBH Namibia. A siteinspection, coinciding with the tanker’s tradingpatterns between Togo and Nigeria, was thenproposed and undertaken in September 2016; forwhich EBHN sought the assistance of highly-skilled naval architects, 6Sigma.

“The challenge we faced was that the bowsection of the Huascar was constructed of doublecurved plating. To remove this first and thenrepair it would have been very time-consuming;and therefore, could have cost the owners a significant sum in lost charter fees. In keeping with EBHN’sdedication to the very highest standards of client satisfaction, we came up with a superior option,” he added.

The EBHN project team therefore devised a ‘total solution’ repair strategy; which would not only save thevessel owners significantly financially, but also in terms of operational time.

“This option featured a reduced project repair time of just 20 days; and an approximately ten percentreduction in the overall cost of the repairs,” explained Esterhuyse.

The new bulbous bow section welded into place on the Huascar in Namdock 3, prior to corrosion-coatingand painting.

“This repair strategy was to pre-fabricate the bulbous bow completely before the vessel was dry-docked.With the new section complete and ready for fitting, the Huascar could then be docked at our Namdock 3Panamax-sized dock, and the damaged bow swopped out for the newly fabricated bow,” he said.

However, the data gathered from the first site inspection was not sufficiently detailed to allow EBHN tofabricate the new bow section with an acceptable level of confidence. Working with 6Sigma, the original off-settables of Huascar were sourced from the original shipbuilders in Japan. From these, 6Sigma was able to developthree dimensional (3D) and fabrication drawings.

In November 2016, the owners accepted the proposal allowing EBHN sufficient time to immediately startsourcing materials and to commence with fabrication.

At EBHN’s well-equipped fabrication facility, teams quickly swung into action, with skilled and semi-skilledboilermakers, burners and welders working in day and night shifts running continuously to meet the stringentproject completion deadline.

“CNC cutting, assembly, welding and quality control were all done in-house at the EBHN fabrication facility,supervised by two master boilermakers. The only aspect of the project not able to be completed in-house wasthe fabrication of the double curved plating, which we outsourced and then had freighted back to Namibia,”Esterhuyse commented.

He adds that the completed replacement bulbous bow was then transported on a flatbed vehicle from thefabrication facility to the vessel, which had in the meantime docked at Namdock 3.

“At an overall length of 176m, breadth of 32.2m and weighing 25,060t, Huascar is the widest and heaviestvessel ever lifted by EBHN; and our Namdock 3 Panamax-sized dock really came into its own in accommodatingthis vessel,” he said.

EBHN’s rigging team furthermore did an excellent job in ensuring the safe dismounting of the damaged bow;as well as the safe and very precise positioning and installation of the new bow. With welding of the new bow inplace complete, the new section was then prepared for corrosion-coating and painting accordingly.

“We are delighted that the client was extremely pleased with the innovative, fast, cost-effective service thatEBH Namibia’s fabrication, propulsion and mechanical teams delivered,” said Hannes Uys, CEO of EBH Namibia.

“It was a privilege to be able to be of service to them, and to restore the bow of the Huascar to its formerglory. I would like to express my sincere appreciation to our project management and repair team, as it is thistype of client-centric service that continues to fly EBH Namibia’s flag high as the shipyard of choice on the coastof West Africa,” Uys added.

NEWBUILDS & DELIVERIESVIKING LINE SIGNS SHIPBUILDING CONTRACT WITH XIAMEN SHIPBUILDINGViking Line has signed a conditional shipbuilding contract with the Chinese company Xiamen ShipbuildingIndustry Co. concerning a new passenger cruise ship for the Turku (Finland)–Åland Islands–Stockholm(Sweden) route, delivery in 2020. A final agreement is subject to the approval of the Board of Directors of boththe buyer and the seller, as well as financial arrangements entered. The total contract amount is about €194M.The agreement also includes an option on another vessel.

The new vessel will be a collaborative project, and the plan is to engage several Finnish and other Europeansuppliers. This energy-efficient vessel will be 218m in length and have a gross registered tonnage of about63,000t. Passenger capacity will be 2,800 people, and the length of its cargo lanes will be 1,500m.Environmental considerations and energy efficiency will be very important in planning and building the ship.Viking Line will hire Scandinavian architects for the interior design. The new vessel will provide a brand-newpassenger experience for guests.

COMPANY NEWSABB AND PRESSERV COOPERATE TO SERVICE LAY-UPS

ABB’s marine and ports business will partner with Presserv to offer maintenance packages for offshore vesselsthat are laid-up for prolonged periods.

The two companies will combine specialised services to enable the preservation of equipment onboard,which will eventually allow the smooth and timely resumption of service. As part of the cooperation, ABB willutilise its Remote Diagnostic Service (RDS) to provide key data to optimize the care packages.“It is a sign of the times that there is a strong demand for these services but we are always responsive to whatour customers require,” said Pål Nikolaysen, Head of the Offshore Service at ABB’s marine and ports businessunit. “Stacking is a special situation where expert advice and understanding of preservation is needed in ordernot to jeopardize the equipment and we are looking forward to collaborating with Presserv, which has a verygood track-record in preservation.” Presserv is a maintenance firm operating in the offshore oil and gasindustry, offering the complete preservation of entire rigs and drill ships. The agreement means that ABB willmaintain the onboard electrical systems on future projects, in effect giving the vessel owner a turnkey solution.Where it is available, ABB’s RDS will provide real time data on important factors like temperature and humidityto enable the upkeep of equipment. ABB’s Integrated Operations Centres will also monitor data produced byonboard equipment to anticipate any problems and to enable the swiftest and most efficient resumption ofservice.ABB already offers its Stacking Care program that has seen significant uptake around the globe with a largenumber of drill ships in Korean shipyards utilising the solution. Currently O&G vessels that are out of service canbe warm stacked (ready to use but idle) whilst vessels that face longer term layoffs can be cold stacked(shutdown and stored).

BV AND TMC TEAM UP WITH LONDON CLUB TO GUIDE ON LIQUEFACTIONIn a joint project, leading international classification society Bureau Veritas and TMC Marine, a Bureau VeritasGroup Company since 2016, have cooperated with London P& I Club to produce new guidance to supportvessels planning to carry cargoes that may liquefy.These cargoes are ore fines and concentrates, notably from south-east Asian load ports. Under certainconditions these cargoes may be prone to liquefaction. Such liquefaction can lead to a 'free surface effect' in

cargo holds, causing a cargo shift, and a subsequent rapid loss of vessel stability which can lead to founderingand, all too often, high loss of life. In such circumstances, between 2010 and 2013, several bulk carriers werelost in Asian waters.

The purpose of the new booklet is to provide general guidance and practical advice to masters, ship owners,shippers and charterers on the loading and the carriage of bulk cargoes which may liquefy, the risks associatedwith liquefaction and the precautions that can be taken to minimize these risks. It is not intended to replaceIMO regulations and guidance notes or documentation forming part of a vessel's safety management system;the guidance is a practical tool for all involved in the trade of such cargoes – including iron ore fines, copper,manganese, nickel and zinc concentrates.

Amélie Labbé, Manager Casualty, Damages and Repairs Section of Bureau Veritas says that the risk ofliquefaction continues to be relevant today in 2017. "We consider it is important that all involved in thecarriage of these cargoes have an easy to use, concise guide to the risks involved and, importantly, the riskmanagement tools that can reduce the risk of loading cargoes which may liquefy. This is our first such projectwith TMC Marine and the London P&I Club. We look forward to the possibility of future projects."

Carl Durow, Loss Prevention Manager at The London P&I Club said: "As bulk carriers represent a significantproportion of the tonnage entered in the London P&I Club, we are particularly interested in the production ofadvice which assists the better understanding of how liquefaction occurs and its effect on the stability of a ship.Key decision makers are generally to be found on-board ship in these cases and the advice contained in thisbooklet, produced in association with Bureau Veritas and TMC Marine Consultants, is aimed primarily atseafarers. We look forward to the opportunity to co-operate on similar practical loss prevention publications inthe future."

Capt. Yusuf Soomro, a Director of TMC Marine, said that TMC were very pleased to have applied their longexperience of investigating shipping casualties to this worthwhile project, and look forward to further suchcooperation in the future.

DAMEN TO BUY KEPPEL VEROLMEDamen Shipyards Group has entered into anagreement with Keppel Offshore & Marine forthe acquisition of the Keppel Verolme shipyardin the Rotterdam Botlek area.

With the acquisition of the Verolmeshipyard, Damen takes the next step instrengthening its repair and conversionactivities within the regional ship repair andconversion market. Since 1957 the Verolmeyard has been active in the Botlek area of thePort of Rotterdam with three graving docks, aquay capacity of over 1,800 metres andapproximately 250 employees. With the largestdock measuring 90 x 405 metres Damen willgain capacity to cater for the largest maritimeobjects. Currently, Damen’s biggest dock in theNetherlands is located at Damen Shiprepair Rotterdam and measures 46 x 307 metres. Damen intends tocontinue activities in the Botlek area with the current employees of the yard.

With the Verolme yard, Damen will have four large repair yards within close proximity of the Port ofRotterdam. The two yards in Rotterdam, along with Damen’s yards in Vlissingen and Amsterdam, will closelycooperate to maximise the use of each other’s expertise, further developing synergy advantages and jointlymarketing their capacity, with the objective to offer more efficient and competitive services.

A notification of the proposed transaction has been filed with the Dutch Authority for Consumers & Marketson 10 April 2017. The targeted timeline to close the transaction is by the end of the second quarter 2017.

PORT OF ANTWERP GREENLIGHTS HYDREX EXPANSIONAntwerp Port Authority has supported Hydrex Underwater Technologies’ plan to expand its existing 5000m²site on Aisadok on the River Scheldt with new workshops and offices.

As part of its expansion, the result of organic growth over the past two years, Hydrex has also refurbishedtwo dive support workboats and increased its manpower by 25% to strengthen its diver-technician capability.

Hydrex Chairman Boud Van Rompay said: “We are delighted APA has supported the addition of newworkshops to our existing offices and warehouses. The new facility together with our recent recruitment driveis consequent of market demand for swift and cost-effective underwater hull care.

“Our range of services require an experienced work force not only qualified to carry out often complexunderwater repairs, but also to manage the projects from start to finish, design and develop new tools andfacilitate class approvals. The new facilities will ultimately provide an enhanced, optimised service for ourcustomers.”

The refurbished facility incorporates a diver training centre with three diving tanks and a workshop forconstructing equipment, tools or replacement items for underwater repairs. A new storage warehouse has alsobeen added.

“Asiadok is the ideal location for the rapid deployment of our dive teams and workboats, said HydrexProduction Executive Dave Bleyenberg. “With direct access to the Scheldt and beyond, we can swiftly carry outemergency ship repairs in Belgium, the Netherlands and France from fully equipped dive support vessels thatcan be mobilised at moment’s notice.”

The Antwerp Port Authority also extended the space available to Hydrex and closed off the approach road tothe dock to traffic.

“This is the result of very good cooperation between Hydrex, the Port of Antwerp and the City official. It hasimproved logistics considerably,” added Bleyenberg.

NOAH FPSO APPROVEDMitsui Engineering & Shipbuilding Co (MES) has obtained Bureau Veritas Approval in Principle (AIP) for thenoah-FPSO Hull platform design and construction.

The noah-FPSO Hull is a next generation FPSO – Floating Production, Storage and Offloading – platform, and“noah” stands for New Offshore Adapted Hull. The hallmark of the noah-FPSO Hull is that it allows a flexibleapproach to design and construction of the hull reflecting production requirements, rather than adjusting theproduction facilities to the hull’s design.Its unique features include:

● The noah-FPSO Hull can be applied to any operational field as aplatform, optimizing both EPCI processes and operation andmaintenance;

● The wide deck area of the noah-FPSO Hull permits the installation ofmore complex and heavier topsides in comparison withconventional FPSO conversions;

● The modular design concept of the noah-FPSO Hull, assemblingappropriate modules, meets the wide variety of requirements ofindividual oil fields, and provides for flexibility in the event of designchanges – as is common in FPSO projects;

● The standardized fore/aft modules and the parallel-body modulewith adjustable length can be separately constructed at differentshipyards, significantly expanding options for construction location,as well as scheduling based on dock availability;

● The unique hull form of the noah-FPSO Hull consists of flat or 2-dimensional bending plates, which can reduce construction costswhile improving operability and availability against green water orslamming loading.

Applying the noah-FPSO Hull as a platform for the FPSO allows a newbusiness model for FPSO projects, and additionally in order to provide fast-track and flexible solutions to challenging FPSO projects, MES has launchedan open alliance, the “noah-Alliance”.

Joining the noah-Alliance enables anyshipyard around the world to constructthe noah-FPSO Hulls using MESengineering services with a design andconstruction license and functionaldesign package.

MES is now marketing the noah-FPSOHull to achieve the common platform inexpectation that the FPSO market willexpand significantly.

HHI RAMPS UP ECO-SHIPS R&DHyundai Heavy Industries (HHI) is toinvest US$3.1 billion into the researchand development over the next fouryears as part of a technology and quality-centric management strategy.

Under the plan, the newlyrestructured HHI will invest $1.8 billionin developing eco-friendly and smartships, enhancing offshore engineeringcapability, and establishing smart shipyard. The rest will be allocated toHyundai Electric & Energy Systems(HEES), Hyundai ConstructionEquipment (HCE) and Hyundai Robotics(HR). In the longer-term, HHI Groupplans to spend 6-7% as a percentage ofannual sales in R&D.

All four companies will appoint chieftechnology officers in charge of drivingproduct development, draftingtechnology strategy, and nurturinghuman resources, and expand numbersof researchers to 10,000 from current4,000.

At a tree planting ceremony at HHI’sUlsan shipyard to commemorate HHIGroup’s rebirth, vice chairman & CEO ofHHI Kwon Oh-gap remarked: “As todaymarks new chapter in our history, thethree newly established companies will make utmost efforts to rank the global top five in their respective fieldsby making quality and technology top priorities.”

Hull of cruise ship after 5 years with Ecospeed coating with no replacement or major repair. This is the stateof the hull when the ship came out of the water, without any cleaning or touch-up in drydock.

When your hull coating neverneeds replacing or major repair,

you can save a lot of money in drydockfees, off-hire time, materials andlabour.

Most hull topcoats are designed to bereplaced once or twice every fiveyears. The full hull coating scheme hasto be fully replaced every 10 - 15 yearsdown to bare steel.

Over that time period, the coatingdegrades and becomes rougher until

it’s no longer worth trying to patch itup.

And it costs you a fortune in fuel tocompensate for the additional hullfriction.

Imagine a coating that’s guaranteed for10 years and is expected to last 25without replacement or major repair. Acoating that gets smoother over time,not rougher!

Imagine coming into drydock after 3 or5 years and finding that your hull

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EU OfficePhone: + 32 3 213 5318Fax: + 32 3 213 5321info@ecospeed.be

US OfficePhone: + 1 727 443 3900Fax: + 1 727 443 3990info@ecospeed.us

Call us today for a quote to convert your hull to Ecospeed or start off right,with Ecospeed, on a new build.

SAVE MILLIONS IN DRYDOCKCOSTS AND OFF-HIRE TIME

MEM Marine Engineers MessengerEditor Patrik WheaterContributions: Charlie BartlettSales: mskinner@onlymedia.co.ukPublisher: Seaborne Communications LtdEmail: mem@seabornecomms.comWeb: www.seabornecomms.com

The information published in MEM does notnecessarily represent the views of SeaborneCommunications Ltd. The publisher makes norepresentation or warranty as to the accuracy orcorrectness of the information or acceptsresponsibility for any loss, damage or other liabilitypertaining to the information published in thisnewsletter.©2017 Seaborne Communications Ltd