Marine Engineers Messenger Volume 2 Issue 35




Issue 35

11 July 2017









MEM Issue 35

11 July 2017


While not under development specifically for marine industry application, ExxonMobil and Genomics have

made a significant breakthrough in joint research into advanced biofuels. The research involves the

modification of an algae strain that more than doubles its oil content without significantly inhibiting the strain’s


Using advanced cell engineering technologies at Synthetic Genomics, the ExxonMobil-Synthetic Genomics

research team modified an algae strain to enhance the algae’s oil content from 20 percent to more than 40

percent. Results of the research were in the peer-reviewed journal Nature Biotechnology.

Researchers at Synthetic Genomics’ laboratory discovered a new process for increasing oil production by

identifying a genetic switch that could be fine-tuned to regulate the conversion of carbon to oil in the algae

species, Nannochloropsis gaditana. The team established a proof-of-concept approach that resulted in the algae

doubling its lipid fraction of cellular carbon compared to the parent – while sustaining growth.

“This key milestone in our advanced biofuels programme confirms our belief that algae can be incredibly

productive as a renewable energy source with a corresponding positive contribution to our environment,” said

Vijay Swarup, vice president for research and development at ExxonMobil Research and Engineering Company.

“Our work with Synthetic Genomics continues to be an important part of our broader research into loweremission

technologies to reduce the risk of climate change.”

“The major inputs for phototropic algae production are sunlight and carbon dioxide, two resources that are

abundant, sustainable and free,” said Oliver Fetzer, Ph.D., chief executive officer at Synthetic Genomics.

“Discoveries made through our partnership with ExxonMobil demonstrate how advanced cell engineering

capabilities at Synthetic Genomics can unlock biology to optimise how we use these resources and create

solutions for many of today’s sustainability challenges – from renewable energy to nutrition and human health.”

Algae has been regarded as a potential sustainable fuel option, but researchers have been hindered for the

past decade in developing a strain that is high in oil content and grows quickly – two critical characteristics for

scalable and cost-efficient oil production. Slower growth has been an adverse effect of previous attempts to

increase algae oil production volume.

The ability to sustain growth while increasing oil content is an important advance. Algae has other

advantages over traditional biofuels because it can grow in salt water and thrive in harsh environmental

conditions, therefore limiting stress on food and fresh water supplies.

Oil from algae can also potentially be processed in conventional refineries, producing fuels no different from

convenient, energy-dense diesel. Oil produced from algae also holds promise as a potential feedstock for

chemical manufacturing. Since 2009, ExxonMobil and Synthetic Genomics have been partners in researching

and developing oil from algae to be used as a renewable, lower-emission alternative to traditional

transportation fuels. Swarup said that while the breakthrough is an important step, the technology is still many

years from potentially reaching the commercial market.




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At the opening of the IMO Marine Environment Protection Committee (MEPC71) last week, IMO Secretary-

General ​Kitack Lim confirmed that draft amendments to BWM Convention regulation B-3 would be up for

discussion, forecasting a “strong spirit of compromise and collaboration”.

He said: “The Convention provides a global level playing field for international shipping, setting clear and

robust standards for the management of ballast water on ships. I am confident that this, together with all the

guidance and the manual Ballast Water Management – How to do it, which is also expected to be finalised this

week, will ensure a smooth and uniform implementation of this long awaited and important Convention.”

On the side-lines where the BWMS manufacturers, one of whom was Coldharbour, whose Chief Executive,

Andrew Marshall, said the decision will ultimately decide whether the Convention’s requirements are finally

fulfilled across the many thousands of ships which require ballast water treatment system installations.

“It is a couple of minutes to midnight for this Convention,” Marshall said, “and the outcome of this MEPC

meeting will surely decide its fate. They will be discussing a possible postponement of the Convention’s entryinto-force

by two years, and this may be no bad thing. But delegates at the meeting have a real chance to

demonstrate that the IMO does indeed have teeth and will not put up with deliberate flouting of its best


The Coldharbour CEO (pictured) reported that some flag states are now actively marketing a decoupling of

the special survey – the time when practically all ballast water treatment system retrofit installations will take

place – from renewal of the International Oil Pollution Prevention Certificate (IOPPC). This is the point in time

that IMO set as the trigger for system installations because the IOPPC renewal normally takes place during a

ship’s special survey. Decoupling of the two events is a cynical means of enabling ship owners to buy more

time, Marshall believes, which flies in the face of the IMO’s intentions.

A two-year postponement of the Convention’s entry-into-force could prove

helpful for the industry in several ways, Marshall said, even though it is already

13 years since the Convention was adopted. However, he insists that any

postponement must come as part of a package which sees shipboard

treatment system installations timed, as the IMO has always intended, to

coincide with renewal of the IOPPC at the next special survey. Decoupling

must stop.

Marshall also warned that for ship operators whose vessels trade or may

trade in US waters, any IMO postponement of the entry-into-force is

entirely irrelevant. The US is not a party to the IMO Convention

and, under US regulations, the trigger for installing treatment

systems – either type-approved by the US Coast Guard or

authorised for up to five years from a ship’s compliance date


under its Alternate Management System – is the first drydocking after January 1, 2014 or January 1, 2016

depending on a vessel’s ballast water capacity.

Marshall said some flag states are using the IOPPC decoupling process as a means of winning more tonnage

from ship operators who wish to delay system installations as long as possible. And some ship operators are

only too pleased to have more wriggle room, he suggests. But this is likely to have some unwelcome

consequences for ship owners.

“If a two-year postponement is agreed at MEPC 71, and the decoupling process is not stopped, the IMO’s

most-delayed Convention will have no impact on many ships for possibly another seven years from today,”

Marshall observed. “This would be iniquitous for proactive owners who have already invested in the

installation of treatment systems and have the Convention’s best interests at heart.

“It would also mean that many of the independent ballast water system manufacturers will have given up or

gone bust by the time the market emerges, and as a result ship operators will be restricted in their choice of

system to the large corporate manufacturers which have diversified product lines that are revenue generating

and thus allow them to simply wait for the sector to come good.

“We already know that no single technology is suitable for all ship types, and having plenty of choice is

essential if operators are to undertake effective due diligence before deciding on a particular treatment system

that is not only fit for purpose but also, most importantly, reflects the actual operational requirements of their

vessels,” Marshall said.

“I urge delegates at MEPC 71 to take a strong line on these issues which will ultimately seal the fate of the

Ballast Water Convention. As an industry, we must have an unambiguous timeline and a chance to see through

the IMO’s best intentions to completion,” he said.

By the end of week-long deliberations, there was little ambiguity with a tentative agreement reached on a

new implementation schedule for installations. Although the revisions are not set in stone yet and have to be

considered by for adoption at MEPC 72 in April 2018, it stipulates that ships constructed on or after 8

September 2017 will have to comply with the D- 2 standard on or after that date. Ships constructed before the

entry into force date are to comply with the D-2 standard at the first IOPP renewal survey completed on or


• 8 September 2019, or

• 8 September 2017, in the event a MARPOL IOPP renewal survey is completed during the period on or after

8 September 2014 and prior to 8 September 2017

If the survey is not completed, then D-2 compliance is required at the second IOPP renewal survey after 8

September 2017, only if the first renewal survey after this date is completed prior to 8 September 2019 and a

survey was not completed on or after 8 September 2014 and prior to 8 September 2017

For ships constructed before 8 September 2017 and which are not subject to the IOPP renewal survey,

compliance with the D-2 standard is required no later than 8 September 2024.






Wärtsilä has been awarded a contract to power

three new passenger cruise vessels for Sir Richard

Branson’s new Virgin Voyages brand.

The vessels, to be built by Fincantieri, will each

be powered by two eight-cylinder and two twelvecylinder

Wärtsilä 46F engines as part of a scope of

supply that includes the Wärtsilä Hybrid Scrubber

and the Nacos Platinum navigation and

automation control system.

Fred Danska, Director, Cruise Business,

Wärtsilä Marine Solutions, said the order for

such a high-profile travel business brand

“represents further endorsement of the quality

of our offering and the benefits of our

capabilities as a single-source supplier”.

Stuart Hawkins, Senior Vice President, Marine

& Technical, Virgin Voyages, added: “We are

very pleased to be able to partner Wärtsilä for

our first series of ships. Their technical expertise,

commitment to supporting our sustainability goals,

and excellent reputation made them the best choice

for us. Virgin Voyages is committed to creating a sea change, Wärtsilä shares our vision and will help make it a


Florida based Virgin Voyages’ cruise operations will commence in 2020 from Miami with the delivery of the

first of these three ships. The other two vessels will be delivered in 2021 and 2022.


The X52, the latest development in Winterthur Gas & Diesel’s Generation X low-speed diesel engine range, has

completed Factory Acceptance Tests (FAT) and Type Approval Tests (TAT).

The newly certified engine is the five-cylinder version of the 52cm bore X52 diesel engine.

Tests were performed on a five-cylinder 6408kW variant at licensee Hudong Heavy Machinery Co’s (HHM)

facility in Shanghai, China.

The engine will now be delivered to power a 38,000dwt bulk carrier under construction at the Guangzhou

Wenchong Shipyard (GWS) in Guangzhou, China.

Alexander Brückl, Senior Project Manager New Engines, and one of WinGD’s engineers present at the tests

said: “The X52 has proven very popular as it is an intelligent engine; its FAT and TAT have been eagerly awaited

by both shipyards and their customers.

“This very rapid market acceptance is based on the reliability and performance the Generation X diesel and

dual-fuel engines have exhibited in service to date. This is also reflected in the fact that we have had the

confidence to perform the TAT

on the very first engine rather

than a later engine, as the

Classification Societies allow.”

The X52 type is a long stroke

engine designed to provide

afford higher torques at lower

engine speeds. A larger diameter

facilitates the use of more

energy efficient propellers.

The engine will now be

delivered to power a 38,000dwt

bulk carrier under construction

at the Guangzhou Wenchong

Shipyard (GWS) in Guangzhou,


A total of 14 X52 engines are

currently on order.



Turkish energy company Karpowership has placed an

order for a total of 38 MAN 51/60. 18 of the units will be

multi-fuel engines, which can be run on gas or liquid fuel.

Another 20 are pure gas engines, including the MAN

18V51/60G TS, currently the most powerful and efficient

gas engine in the world.

The engines will be employed in Karpowership's

powership fleet. "Powerships perform an important

function in the Power Generation segment. They quickly

and reliably make power available, which not only enables

economic growth but also secures the livelihood of

millions of people around the world," explaines Wayne

Jones, Chief Sales Officer of MAN Diesel & Turbo.

Karpowership is the world's only company that

operates a whole fleet of powerships. A total of 13 ships

currently generate a total capacity of more than 2.7

gigawatts. Further ships with a power capacity of 5.3 GW

are currently under construction.



ABB’s A180 turbochargers have been selected for the

propulsion and auxiliary engines aboard one of the largest

containerships ever built, the 20,000TEU COSCO Shipping

Taurus, which was launched in June.

A further ten vessels under construction at Shanghai

Waigaoqiao Shipbuilding Co Ltd (SWS) for COSCO

Shipping Lines will each be fitted three A180-L units, a

two-stroke turbocharger, designed for large, marine diesel

engines. Auxiliaries will each feature a four-stroke TPL67-

C turbocharger.

Oliver Riemenschneider, Managing Director, ABB

Turbocharging said: “ABB turbochargers have for a longtime

been operated onboard its fleets, also the

maintenance of more than 300 of these units is managed

under ABB service agreements. We look forward to the

continuation of this relationship as we deliver our

products to power the engines of these new, high capacity


Following China State Council’s implementation of its

‘Made in China’ strategy in 2015, the Ministry of Industry

& Information Technology (MIIT) last year published ‘The

Action Plan for Improving the Marine Equipment

Industry’s Capability (2016-2020)’. This outlined further

the importance and the key tasks for developing China

into a shipping and ship building powerhouse. The

construction of these eleven new box ships represents

continuing progress towards this significant goal.

Allan QingZhou Wang, Head of ABB Turbocharging

China added: "This addition in tonnage to the world

containership market underlines the high potential to

achieve this goal of building China into a great power of

shipping and shipbuilding in line with the MIIT ambition.

At the same time ABB is recognizing and responding to

market demand across Asia, by strengthening our foothold

in China.”

COSCO Shipping Taurus is 400m long and 58.6m wide

with capacity to transport 20,000TEU of which 1000TEU

will be refrigerated.

Type Approved


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Australia’s Austal has ordered four of

Wärtsilä’s compact axial flow waterjets for

a 109m aluminium catamaran it is

building for Denmark’s Molslinjen.

“This is a prestigious newbuild project

and we are proud that our waterjets have

been selected to drive this high-speed

ferry,” said Arto Lehtinen, Vice President,

Propulsion, Wärtsilä Marine Solutions.

“The proven design and reliable

performance of the Wärtsilä solution were

deciding factors in the winning of this


The system was considered the most

appropriate choice for this vessel, since it

offered the customer optimal weight and

performance criteria for the ship’s mission


“We have worked successfully with

Wärtsilä for a number of years on many naval and commercial projects. We know and trust the quality and

performance of their products and we find Wärtsilä to be a valued, reliable partner for us,” said Penelope

Patterson, Head of Supply Chain, Austal Ships.

The new vessel will be an all-aluminium catamaran having a top speed of 40kts. It will be equipped with two

full vehicle decks for 425 cars, or 610m lane for trucks and up to 232 cars. The ship will be able to carry more

than 1000 passengers.

When delivered in 2018, the vessel will operate the Kattegat-Aarhus-Odden route.


Testing of Schottel’s new 5.5 MW SRP 800U Rudderpropeller has been successful and the German thruster will

now market the new addition to its product portfolio to the offshore marine sector.

The new thruster is touted as “ideal” for vessels that cannot be docked easily due to their size or area of

operation, such as offshore vessels or rigs, cable laying vessels, offshore construction vessels and crane ships.

Following market demand, Schottel developed the well-proven Rudderpropeller technology to meet a power

requirement up to 5.5MW. Calculations for increasing power went hand in hand with developments for greater

installation flexibility and higher safety factors that exceed classification society rules. This includes, for

example, the full load gear test for checking the gearing of the bevel gear set that has now been carried out in

the German company’s test facilities.

The full load gear test was preceded by model tests at Potsdam Shipbuilding Research Establishment (SVA

Potsdam), Germany, and CFD

simulations. The thruster sets

superlative standards in real

dimensions. Tests were carried out

with a rated torque of 80,000Nm at the

power input of the underwater

gearbox. This corresponds to

continuous heavy-duty operation on

the open sea using a propeller with a

diameter of 4100mm. Two large

hydraulic motors with working

pressures of up to 300bar provided the

drive and braking power.

The SRP 800 U has been optimised

with a focus on maximum market

coverage in terms of fit variability. The

design of the interface to the vessel

corresponds to that of models

commonly available on the market and

is thus ideal both for new installation


and as a replacement unit. Using a 3-way roller bearing as the slewing ring, it was possible to reduce the

required installation space and increase the compactness of the drive. Furthermore, the number and size of the

protective caps was minimised for underwater installation.

Two stem variants open a broad application spectrum. In addition to the standard version with a 90deg

gearbox, Schottel also offers a variant with a propeller shaft inclined by 8deg. This reduces detrimental effects

on the thrust of adjacent drives and interaction with the hull. In terms of flow characteristics, the azimuthing

SRP 800 U thus adapts itself optimally to its area of operation, be it as a main propulsion unit in a drill ship or

construction vessel, or as a positioning aid in a semi-submersible rig. The optimal flow contour was the result

of CFD calculations as well as cavitation and manoeuvring trials at the SVA Potsdam, Germany. Freedom from

cavitation has been demonstrated at speeds of up to 16kts.

Following successful testing, the SRP 800 U is now available for newbuildings or as a replacement unit in a

wide range of applications.


Steerprop has unveiled a new CRP ECO LM propulsor with permanent

magnet (PM) technology from The Switch. The lightweight, compact

unit offers shipowners an unrivalled combination of efficiency, power,

easy installation and maintenance, and reduced lifetime costs.

Steerprop has been developing innovative propulsion units since

2001, while The Switch, a leader in advanced drive train solutions, is

using its proven technology to enhance performance in marine

applications. The PM machine, currently in serial production, has

a solid track record of operating in the world’s largest wind

turbines in rough offshore conditions.

The new propulsor utilises a vertical PM motor, allowing it

to sit inside a vessel hull, which simplifies installation and

maintenance. When the motor is placed on top of the

thruster, the unit size can be more compact, increasing

efficiency without compromising on hydrodynamics and

lowering operational costs.

“Steerprop’s contra-rotating propeller (CRP) units are

well known for their excellent hydrodynamic efficiency,

in some cases delivering up to 25% less fuel

consumption than single propeller, traditional electric

alternatives,” said Mika Koli, Business Development

Manager, The Switch. “By combining their unit with

our PM motor, which gives optimal efficiency

throughout the entire speed range, we can take vessel

energy, emissions and cost savings to the next level.

“In addition, the fact that the PM motor and all

auxiliary electric systems and instrumentation are

situated inside the vessel hull ensures ease of

maintenance and reliability. This, and its compact, light

nature, also means installation is straightforward – even at

a late stage,” he said.

“We believe the unit sets a new benchmark for efficiency, simplicity, and reliable, predictable marine


The CRP ECO LM propulsor is suited to harsh environment operation and the demands of ice breaking,

having received the highest ice classification. It is robust and, thanks to its lightly loaded CRPs, offers lower

noise and vibrations, enhancing levels of comfort onboard.

“This is now our third generation of CRP propulsors and an important step forward, both for our business

and marine propulsion performance in general,” said Hannu Jukola, Senior Sales Manager, Steerprop.

“By integrating The Switch’s PM motor into our solution, we create a compact unit with enhanced efficiency

throughout the speed range. This delivers tangible benefits for all maritime stakeholders,” he said.

“Now vessel designers and builders have a solution that is simple to install, while owners and operators can

ensure optimal performance and reduced costs through greater efficiency and simple maintenance. In addition,

they can be better global citizens by cutting back on emissions. This is a best in class solution that fully

capitalizes on the potential of two energy-efficient innovations, in one simple, effective and powerful

propulsion unit,” he added.




Shanghai Salvage Bureau’s new deepwater

Diving Support Vessel will be

powered by a GE Marine suite of

systems that includes power,

automation control and dynamic

positioning (DP) systems.

The vessel will become the world’s

first deep-water DSVs with a multisaturation

diving system. Once

delivered, it will enable diving

operations to be performed at depths

of up to 500m and salvage work at


“This vessel will be the best of its class anywhere in the world. The sophisticated electrical system, including

an innovative closed-ring arrangement of the propulsion switchboard, is a top priority for us to achieve our

design goals. Undoubtedly, reliability of the technology onboard the ship is of paramount importance, and that

requires an experienced partner,” said Huang Yan, project director, SSB. “We are pleased to work with GE to

ensure that the deep-water DSV will be one of the most advanced of its kind in the world.”

The vessel will feature GE’s SeaStream DP system (Class 3), which uses multidirectional thrusters and

sensors to monitor real-time wind, current and wave conditions and automatically activate the propulsion units

to counteract the environmental forces. The technology will enable the ship’s position and orientation to be

safely and efficiently controlled.

GE’s deep-domain expertise in DP has also extended its capability to include fuel usage optimization. GE’s

Ecomagination energy-efficient mode uses advanced algorithms to optimize vessel heading and optimize the

number of generators needed for operation, further reducing power consumption, operational costs and


In addition, the vessel will be powered by an electric power and propulsion system, including GE’s 4,656kW

generators, switchboards and medium-voltage frequency drive propulsion controllers as well as a vessel

automation and control system, all configured for optimum power and propulsion performance. The main

propulsion switchboard will be arranged in a closed-ring configuration to get to maximum efficiency and


The ability to provide the full spectrum of marine solutions—from power and propulsion to navigation and

positioning and automation and control—within one integrated package is also a key reason why GE was


“Thanks to the GE Store, we are able to provide a suite of marine technologies through a blend of high

competence in one integrated package,” said Tim Schweikert, president & CEO, GE’s Marine Solutions. “This is

one of the landmark projects in the offshore marine industry, and we are excited to be part of the journey.”


California-based Newmar is supplying new-technology battery chargers for a new fleet of passenger ferries that

will enter service this month in New York City.

“The modular design of the 24-volt PTMS charger provides a significant improvement in system reliability,”

said Newmar’s National Sales Manager, Brian Giannini. “The charger has three independent charger modules,

outputting a total of 67 amps and providing built-in redundancy for uninterrupted service. If one module fails,

the other two will continue to provide a charge to the batteries.”

“The modular charger units save time and money in maintenance and repairs,” he

added. “A module can be removed quickly from the front panel and replaced by a new

module in minutes by any crewperson without special technical training, eliminating the

need to disconnect, remove, repair and reconnect the entire charger.”

The 85ft aluminium catamarans, designed by Incat Crowther and building at two Gulf

Coast shipyards, Horizon Shipbuilding and Metal Shark, will be operated by Hornblower.

Giannini noted that Newmar and Hornblower have worked together on many projects

through the years, and Newmar’s track record of supplying reliable products with ABS

approval, backed by factory service was a leading factor in winning contract.

The first of the New York City Ferry vessels have been delivered and the first three

routes are being inaugurated in June. The full network will be operational in 2018 and is

expected to carry 4.6 million passengers per year from 21 landing sites.




The Royal Netherlands Navy has achieved the distinction of

becoming the world’s first Navy to install a USCG approved

ballast water treatment system, fitting two Optimarin units

onboard the Landing Platform Docking vessel Zr.Ms. Johan de


Goltens Green Technologies completed the installation at the

Navy Yard in Den Helder last month.

The project is part of a ten-vessel agreement between Goltens

and the Navy, which will see turnkey installations of the

Optimarin Ballast System (OBS) across a selection of advanced,

specialist ships. OBS became the first BWMS to achieve full USCG

approval in December last year.

“This was both a complex and landmark project for us and

our partners,” said Maarten Romijn, Project Manager, Goltens.

“Space on this vessel was at a premium, so, after thorough 3D

scanning, we exploited the modular nature of the Optimarin

system to plan for an optimal installation, before starting prefabrication

of the piping and electrical components.

“We then made a large transport opening in the ship’s hull to

move the system and all related parts into the pump room. As

such the project wasn’t straightforward, but by drawing on our

expertise, and working in close collaboration with the Navy and

Optimarin, it was completed within the maintenance period of the vessel.

“We’re now looking ahead to the next conversions, and building our strong working relationship with


Roy van Kruisbergen, Project Manager, Royal Netherlands Navy, added: “We’re focused on optimising both

the flexibility of our fleet and their environmental performance. We now have a BWT system that meets the

Royal Netherlands Navy demands. We look forward to emulating the success of this project on upcoming


Goltens fitted two OBS units on the 28,395gt, 176m long vessel, with one 1500m³/h system and one

500m³/h unit. Boasting a combination of automatic back flushing, self-cleaning filters (Boll & Kirch) and

powerful 35kW UV lamps, the systems have the capacity to neutralise all potentially invasive species in ballast




The Chinese manufacturer SunRui is now the fourth manufacturer of ballast water treatment systems (BWTS)

to obtain type approval from the US Coast Guard (USCG), following the successful completion of tests on its

BalClor system.

The company is the first Asian manufacturer to be awarded the USCG type approval certificate.

"We would like to thank DNV GL for its continuous support and assistance. Obtaining the type approval has

been a long and rigorous process and we appreciate DNV GL’s professionalism and precision during this

project," said Fu Hongtian, General Manager of SunRui.

"After winning the IMO type approval issued by DNV GL and the USCG type approval, we will continue to

invest in developing equipment for preventing marine and air pollution, with DNV GL as our classification

partner. At the beginning of this year, we already applied for the type approval of a selective catalytic reduction

system (SCR) to remove nitrogen oxide emissions (NOx), and we will invite DNV GL to witness emission tests

soon. Meanwhile, we are also working on a scrubber to clean sulphur oxide emissions (SOx) from ship

emissions and we will apply for DNV GL approval for this project in the near future.”

Vincent Li Ping Kwong, Business Development Manager Greater China at DNV GL, said. “The [approval]

process has taken around three years and during this time, we were very impressed with SunRui’s commitment

to making sure that their ballast water treatment system complied with the highest safety and quality

standards. This was a great collaboration and we look forward to continuing this productive relationship with


DNV GL and its associated sub-laboratories DHI Denmark, NIVA (Norway), Golden Bear Facility (USA) and

DHI Singapore have gained considerable experience in what is practical and possible to achieve in complying

with the regulation.

Martin Olofsson, Senior Principal Engineer, Environmental Protection at DNV GL Maritime, said: “There are

now five ‘Independent Laboratory’ accreditations for BWTS. Of 45 BWTS manufacturers who have signed a

letter of intent for having their systems approved by the USCG, DNV GL is currently handling 25, making it the

largest independent provider of laboratory services.”

Ballast water treatment systems must pass through an extremely stringent testing regime in order to obtain

USCG type approval, including function tests, environmental tests, and land-based and shipboard testing. The

entire process can take more than two years to complete.


Alfa Laval has signed frame agreements with two different shipowners for the supply of its PureBallast system.

The systems will be delivered during a three-year

period and retrofitted on tankers and bulk carriers.

The fleet orders were received from a tanker

operator in the Middle East and a bulk carrier operator

in Europe, who will time the booking of individual

PureBallast orders with the scheduled dry docking of

their vessels. Alfa Laval will make the first of its

PureBallast system deliveries to the shipowners during

the latter part of 2017.

“The Ballast Water Management Convention enters

into force on 8 September of this year, and these frame

agreements are a clear sign that the ballast water


ment market is moving forward,” said Kristina Effler, Manager Global Business

Management, Alfa Laval PureBallast. “Shipowners are beginning to look beyond

individual installations towards long-term solutions that will ensure compliance

for their entire fleet.”


The framework agreements cover 45 systems and 8 systems respectively, many of which will handle a

significant ballast water flow. The first order includes 22 systems with capacities of 2000m3/h or 3000m3/h,

while the second order comprises four systems of 1500m3/h and an additional four of 3000 m3/h.

“Low power consumption, a small footprint and high installation flexibility make PureBallast competitive for

larger flows as well as smaller ones,” said Effler. “Flow rates of up to 3000m3/h can be handled with a single,

easily retrofitted PureBallast system. The signing of major orders involving so many large PureBallast systems

shows that PureBallast is attractive across its capacity range.”



RINA Services has verified that the entire fleet of the d’Amico Group has met the Monitoring, Reporting and

Verification of CO2 emissions Regulation (MRV) requirements according to EU 2015/757 Regulation. The fleet

comprises 36 vessels which are managed by d’Amico Società di Navigazione and 35 vessels managed by its

subsidiary Ishima Pte. Ltd.

This new regulation was developed in response to the challenge of reducing greenhouse gases in European

territories to the 2050 targets set by EU. By 2030 GHG must be reduced at least by 40% below 1990 levels. The

EU Commission strategy suggests that the CO2 emissions from maritime transport should be cut by at least

40% from 2005 levels by 2050.

MRV is compulsory and is applicable to ships greater than 5000 GT, which undertake one or more

commercial voyages (cargo or passengers) into, or out of, EU ports.

By August 2017, shipowners must submit to their verifier the CO2 Monitoring Plan of each ship of their fleet

and, from 2018 onwards, they will have to monitor the emissions, fuel consumption and other parameters,

which will have to be yearly reported and verified.

“We created the Fleet Performance Monitoring department more than five years ago. We were among the

first ones in Europe to do so and this allowed us to gain a significant competitive advantage on MRV

compliance. We recognised the environmental and commercial benefits of meeting the new regulations and we

are pleased to have worked with RINA on this initiative” said Salvatore d’Amico, Fleet Director of d’Amico


d’Amico’s Monitoring Plan consists of a complete and transparent documentation of the monitoring

methods, contains all the ships’ relevant information and a description of the procedures, systems used for

determining, recording and storing all measurements required by the Regulation.

“We are particularly pleased to have worked with d’Amico on this task. They are the first company to have

the entire fleet MRV verified by RINA. We have been accredited by ACCREDIA for this activity and we are also a

designated operational entity (DOE) accredited by UNFCCC (United Nations Framework Convention on Climate

Change) for the validation and verification of CDM projects. We have all the credentials and the experience to

assist the maritime industry in contributing to the global greenhouse gas emissions reduction” said Paolo

Moretti, CCO Marine & Transport, RINA Services.



GE Power and Fincantieri have entered into a collaboration agreement to jointly develop a new emission control

solution. Dubbed the Shipboard Pollutant Removal System, the new pollution solution will help facilitate

emissions control compliance according to MARPOL’s stringent emissions limits directive that will be effective

by 2020. The agreement follows a previous memorandum of understanding between the two companies from

last September.

Giuseppe Bono, CEO of Fincantieri, stated: “We are proud to announce this one-of-a-kind agreement. In fact,

no shipbuilder before had ever established a partnership to reduce emissions with a system manufacturer, that

is one of among the leaders in the area in which it operates. This strategy, having cutting-edge research and

innovation at the forefront, will allow us to furthermore raise the bar of technology to the benefit of the cruise

market, in a sector, as the one of minimization of environmental impact, which is so significant for our


“This agreement builds on GE’s and Fincantieri’s long-term relationship and we are proud to develop such an

innovative solution with one of the main shipbuilders in the world,” said GE’s Sandro De Poli. “To develop the

Shipboard Pollutant Removal System, we will combine Fincantieri expertise and GE’s deep domain experience in

air quality technologies for the reduction of pollutants in different fields, such as power, aluminium, iron and

steel and waste to energy”.

According to the agreement, Fincantieri will define the necessary technical requirements to design an

emission control system for a vessel, including constrains and improvements to develop a competitive product.

GE Power, with one of the most comprehensive portfolio to treat all main industrial pollutants for power and

industry applications and 80 years’ experience in environmental control solutions, will define the features that

are necessary for an emission control system, to help meet the target performances.

The new product to control SOx and particulates emissions is developed for cruise vessels but can be

installed on all vessels using heavy fuel. In addition, it will help ship owners reduce operational costs


The GIA partners will collectively identify and develop innovative solutions to address common barriers to the

uptake and implementation of energy efficiency technologies and operational measures.

Leading shipowners and operators, classification societies, engine and technology builders and suppliers, big

data providers, and oil companies have signed up to a new Global Industry Alliance (GIA) to support

transitioning shipping and its related industries towards a low carbon future.

Thirteen companies have signed up to launch the GIA, under the auspices of the GloMEEP Project, a Global

Environment Facility (GEF)-United Nations Development Program (UNDP)-International Maritime Organization

(IMO) project aimed at supporting developing countries in the implementation of energy efficiency measures for

shipping. (Click for photos.)

Together, the GIA partners will collectively identify and develop innovative solutions to address common

barriers to the uptake and implementation of energy efficiency technologies and operational measures. Focusing

on a number of priority areas including energy efficiency technologies and operational best practices,

alternative fuels, and digitalization, activities likely to be undertaken or promoted by the Alliance will include,

inter alia: research and development; showcasing of advances in technology development and positive

initiatives by the maritime sector; industry fora to encourage a global industry dialogue; and the

implementation of capacity building and information exchange activities.

The GIA was officially inaugurated late last month at a ceremony held at the headquarters of the IMO, in

London., where IMO Secretary-General Kitack Lim said the new alliance would help shipping to make its


contribution towards greenhouse gas reduction and the mitigation of climate change, a key target for the

United Nations under its Sustainable Development Goals (SDGs).

“What we are witnessing today is the formal start of a tried and tested partnership concept which has the

potential to boost still further our efforts to kick-start the change that society demands and create a firm,

tangible basis to transform the shipping sector for the better,” Lim said.

“Under this new public-private partnership initiative, these 'industry champions', which come from different

sectors of the industry and may have different business strategies within the same sector, are coming together

to contribute to tackling the challenges of decarbonizing the shipping sector.”

Following the announcement by the GloMEEP Project of its intention to establish the GIA, thirteen

companies have agreed to become the founding members of the GIA, although it is expected that more

companies will join the GIA even. The thirteen members that have formally committed to joining the alliance

are: ABB Engineering (Shanghai) Ltd.; DNV GL SE; Lloyd's Register EMEA; Marine Traffic; MSC Mediterranean

Shipping Company S.A.; Ricardo UK Ltd; Royal Caribbean Cruises Ltd.; Shell International Trading and Shipping

Company Limited; Silverstream Technologies; Stena AB; Total Marine Fuels Pte Ltd; Wärtsilä Corporation; and

Winterthur Gas & Diesel Ltd.

These companies are supporting the overall goals of the GIA by providing their expertise and know-how in

maritime fuel efficiency, as well as contributing financially towards the GIA Fund from which GIA activities will

be funded.



ExxonMobil, Eagle LNG Partners LLC (Eagle LNG Partners) and Crowley have signed an agreement to

collaborate on the development of LNG as a marine fuel. The goal is to establish the storage and technical

support necessary to provide safe, reliable LNG delivery for vessel operators bunkering in North America.

The three companies will initially focus their efforts in Florida before expanding to other North American


ExxonMobil will provide its technical support and expertise to help the parties carry out safe bunkering

operations and sell LNG bunker fuel to vessel operators. Eagle LNG Partners will supply the LNG and will

design, build and operate small-scale production and storage facilities as well as coordinate land-based LNG

transportation. Crowley will provide bunker logistics and ensure safe and reliable operations.

“The Memorandum of Understanding is another major step forward in developing LNG as a marine fuel. It

will leverage the specialist knowledge and expertise of ExxonMobil, Eagle LNG Partners and Crowley to the

benefit of vessel operators bunkering in North America,” said Luca Volta, LNG Venture Manager at ExxonMobil.

“This agreement provides additional opportunities for vessel operators looking to adopt LNG as a marine fuel.”



MacGregor has signed a contract to supply oceanographic winches and Triplex deck handling systems to a

ground-breaking new research vessel being built by the Fassmer shipyard in Berne, Germany.

The new 74m dual-fuel vessel, Atair II, destined for the German Federal Maritime and Hydrographic Agency

(BSH), will operate in the North Sea and the Baltic Sea, conducting hydrographic surveys and wreck search

operations in addition to marine environmental monitoring. It will have a 200m2 working deck that features

laboratories and an air pollution measurement station.

"To develop the most value-adding solution for this state-of-the-art research vessel, MacGregor has worked

closely with the shipyard," said Esko Karvonen, VP Smart Ocean Technology, MacGregor. "This cooperation not

only means that our systems meet the needs of the operator, but ensures its safe and reliable operation.”



AkzoNobel has extended its Interstores marine coatings product range with the launch of a new multi-purpose

one pack primer.

Interstores Alkyd Primer is the latest addition to the Interstores range and is compatible with most

AkzoNobel marine coatings topcoat options. Specifically created with the needs of crew in mind, it is specially

formulated for brush and roller application and is suitable for all substrates above the waterline. Commenting

on the new product, Oscar Wezenbeek, Managing Director at AkzoNobel’s Marine Coatings business, said:

“Delivering globally accessible and easy-to-use onboard primers and top coats is essential for productive

onboard maintenance, especially in an industry where seafarers face increasing time and cost pressures.” “With

the addition of Interstores Alkyd Primer, the Interstores range is now fully equipped to meet the full spectrum

of onboard maintenance requirements. Combined with carefully selected global port availability, we can


effectively support ship operators to pick up the products in the most cost-effective locations with minimal lead

time.” Compatible with all existing coatings systems and formulated for ease of application, the Interstores

range has been sold to more than 3,000 vessels since launch. The range consists of Interstores Alkyd (top coat),

Interstores Polyurethane (top coat), Interstores Epoxy Primer, and now Interstores Alkyd Primer, affording

users a complete suite of options. A vital part of effective onboard maintenance is ensuring that products are

available when and where they are needed. Interstores is part of AkzoNobel’s streamlined “port and product

offer”, which ensures Interstores is available in the world's major ports, with minimal lead time.



Rolls-Royce has won a contract to design and equip a new Rolls-Royce NVC 375 WP Stern Trawler for Icelandic

fishing company HB Grandi.

The 82m vessel will process various filet products and has a freezing capacity of 100t/24h. It has an

approximately 1600m3 cargo hold capacity with an additional approximately 700m3 meal hold. The holds are

constructed for palletized cargo.

The trawler has a fuel-efficient Wave Piercing hull. The main equipment will also include a B33:45 diesel

engine together with Promas integrated rudder and propeller system and a Hybrid Shaft Generator (HSG)

system providing the most fuel-efficient propulsion system available. The trawler will be equipped with electric

driven winches including permanent magnet (PM) driven electric trawl winches.

Signing the contract with Armon, Vilhjálmur Vilhjálmsson, HB Grandi, CEO, said: “We have been considering

building a freezer trawler for some time and after discussions lasting more than a year we decided to work with

Armon and Rolls-Royce as we concluded that their design and experience would meet our need best.”

"We have worked closely with HB Grandi to design a trawler which will optimise fuel-economy,

environmental considerations, comfort, safety and performance at sea with a high level of flexibility,

redundancy and efficiency in all operational modes. It will be one of the most effective and modern fishing

vessels in the world,” said Monrad Hide, Rolls-Royce, Vice President Sales – Marine.

The vessel will be built at the Armon shipyard in Gijón, Spain and is due for delivery in the middle of 2019.

This is the second fishing contract signed with the yard for a Rolls-Royce designed vessel. It follows a

contract for a NVC 372 design Stern Trawler for the Norwegian fishing company Ramoen.


Rolls-Royce, The Norwegian University of Technology Science (NTNU), research organisation SINTEF Ocean,

and classification society DNV GL have signed a memorandum of understanding (MoU) with the aim of creating

an open source digital platform for use in the development of new ships.

The platform would allow the creation of so called “digital twins”. A digital twin is a digital copy of a real

ship, including its systems, that synthesises the information available about the ship in a digital world. This


allows any aspect of an asset to be explored through a digital interface, creating a virtual test bench to assess

the safety and performance of a vessel and its systems, both before its construction and through its lifecycle.

Asbjørn Skaro, Director Digital & Systems, Rolls-Royce – Marine said: “The platform will enable us to build

digital twins of real ships, which in turn will form the basis for novel ways of designing, constructing, verifying

and operating new maritime concepts and technology.”

Remi Eriksen, Group President and CEO, DNV GL said: “We are entering a new era with the accelerated

uptake of more IT-technology in shipping. Digitalization of information flows will have a positive impact on

safety and environmental performance. By creating ships and ship technology in a virtual environment new

ideas and technology can be realized and tested in a shorter time frame. A platform like this could form the

basis for future class services.”

Hans Petter Hildre, Professor and Chairman, NTNU said: “A simulation-based way of working lets us easily

test multiple concepts before a final solution is selected. In addition, re-using digital models along the entire

value chain will contribute to reducing costs.”

Henning Borgen, President, SINTEF Ocean said: “This is a very concrete example of how digitalization can

contribute in making our most important ocean space industries more efficient. I believe we have the

knowledge and data needed to contribute to this industrial revolution and look forward to be part of this.”

The project partners intend to open the platform for use by other parties, with some core aspects built on an

open source framework – enabling designers, equipment and system manufacturers, yards, ship owners,

operators, research institutes and academia to work together to co-create and innovate together. The platform

is also designed to serve as a model

library for different ship concepts,



where concepts can be made generally

available or kept part of projects with

limited access. Following the signing of

the MoU, the project partners are now

working to form a steering group that

will define and govern the development

of the core platform system and its


Hull of cruise ship after 5 years with Ecospeed coating with no replacement or major repair. This is the state

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Deltamarin Ltd has signed contracts

with Xiamen Shipbuilding Industry Co

(XSI for the provision of engineering

and construction support services for a

LNG-fuelled ropax vessel newbuilding

for the Viking Line account.

Deltamarin has developed the new

vessel concept together with Viking

Line, and delivered assistance in the

tender and contract phases for the


Deltamarin’s sales manager Nina

Savijoki commented: “We are very

happy about the constructive

cooperation with Viking Line. From a

naval architectural point of view, they

presented us with every concept

developer’s dream challenge: to come

up with a concept that is even more

energy efficient in relation to cargo

capacity than their MS Viking Grace,

one of the most energy-efficient and

sophisticated ferries on the market.”

Kari Granberg, NB manager at

Viking Line, said: “We have received

good support from Deltamarin during

the concept development and the

worldwide yard selection phase, and


look forward to continuing the work together with them and Xiamen Shipyard during the vessel construction.”

Special focus in the concept development was put on hull form development, weight control, energy

efficiency (including waste heat recovery) and improvement of the General Arrangement. Deltamarin

succeeded in making the new concept 10% more energy efficient than Viking Grace.

Now that the Viking Line ship contract with XSI has been confirmed, Deltamarin will continue with the basic

and detail design of all disciplines for the yard. Deltamarin will also support the yard in project management as

well as passenger vessel building process requirements

and provide supervision services during the production

of the newbuilding project.

When delivered in 2020, the new ropax vessel will

operate on the Finland – Sweden route, connecting

Turku, Åland Islands, and Stockholm, as part of the

European Union’s Motorways of the Seas project. The

vessel will have a 2800 passenger capacity and 1500

lane metres. In addition to running on liquefied natural

gas (LNG), the vessel will have two 24m-high rotor sails




The International Maritime Organisations Maritime Safety Committee has agreed to include the issue of

marine autonomous surface ships on its agenda. This will be in the form of a scoping exercise to determine how

the safe, secure and environmentally sound operation of Maritime Autonomous Surface Ships (MASS) may be

introduced in IMO instruments.

The MSC recognised that IMO should take a proactive and leading role, given the rapid technological

developments relating to the introduction of commercially operated ships in autonomous/unmanned mode.

The scoping exercise is seen as a starting point and is expected to touch on an extensive range of issues,

including the human element, safety, security, interactions with ports, pilotage, responses to incidents and

protection of the marine environment.

The exercise might include identifying IMO regulations which, as currently drafted, preclude

autonomous/unmanned operations and should address different levels of automation, including semiautonomous

and unmanned ships. A key aspect of the exercise will be to provide definition of what is meant by

an "autonomous ship".

Delegations suggested the exercise should include scoping of the full range of human element factors within

different levels of autonomy for both shipboard and shore-based personnel; scoping of the reliability,

robustness, resiliency and redundancy of the underlying technical, communications, software and engineering

systems; and consideration of conducting a Formal Safety Assessment or gap analysis as to the safety, technical,

human element and operational aspects of autonomous remotely controlled or unmanned ships.

The MSC also agreed that proper consideration should be given to legal aspects, including where the

responsibility would lie in case of an accident involving a MASS, its consequences to the cargo, and also the

implications to the shoreside.

It is anticipated that the work would take place over four MSC sessions, through to mid-2020.



The International Maritime Organisations Maritime Safety Committee (MSC) adopted a resolution on Maritime

cyber risk management in safety management systems. The resolution reminds stakeholders that the

mandatory International Safety Management (ISM) Code includes a requirement for all identified risks to ships,

personnel and the environment to be assessed and for appropriate safeguards to be established.

The resolution encourages Administrations to ensure that cyber risks are appropriately addressed in safety

management systems no later than the first annual verification of the company's Document of Compliance after

1 January 2021.

The MSC also approved the joint MSC-FAL circular on Guidelines on maritime cyber risk management, based

on the interim guidelines on guidelines on maritime cyber risk management (MSC.1/Circ.1526), following the

recent approval of the circular by the Facilitation Committee. The Circular provides high-level

recommendations for maritime cyber risk management, which refers to a measure of the extent to which a

technology asset is threatened by a potential circumstance or event, which may result in shipping-related

operational, safety or security failures as a consequence of information or systems being corrupted, lost or

compromised. The guidelines include background information, functional elements and best practices for

effective cyber risk management.




ClassNK has released the latest version of its structural design support software for container carriers.

PrimeShip-HULL for Container Carriers consists of prescriptive calculation software and direct strength

assessment software and offers improvements in the quality and efficiency of ship design.

It includes a prescriptive calculation element that enables designers to perform assessments for structural

strength requirements such as yield strength and fatigue strength assessments as specified in ClassNK’s Rules

for the Survey and Construction of Steel Ships, in addition to longitudinal strength requirements specified in

IACS Unified Requirements S11A. It also features a function to create a model of transverse members as well as

longitudinal members, and a function to assess outside the cylindrical part of hull structure including the fore

and aft part.

A direct strength assessment feature includes a function for the torsional strength assessment of the hull.

The updated software, in response to latest rules, enables designers to perform torsional strength

assessments by superimposing stress components generated by working hull girder load on an FE model of an

entire ship.

ClassNK’s Dr. Toshiro Arima, Director of Rule Development Division, said: “To promote container carrier

safety, ClassNK released amendments to its Rules and Guidance for the Survey and Construction of Steel Ships

on 1 June 2017. In a further demonstration of its unwavering commitment to safety, ClassNK updated

PrimeShip-HULL for Container Carriers to incorporate these latest rule amendments. The software update also

including various improvements based upon users’ feedback will further increase the efficiency and quality of

container carrier structural design.”



French classification society Bureau Veritas has issued a new chapter to rules for electric and hybrid power


The new notations power management (PM), power back-up (PB) and zero emission (ZE) standards are

aimed at encouraging the wider uptake of energy storage systems (ESS).

"Industry uptake of hybrid and battery technology has been driven by environmental regulation. But owners

are also finding performance benefits and, for some operations, significant financial benefits seem likely –

particularly as the availability of renewable energy increases,” said Martial Claudepierre, Bureau Veritas

Business Development Manager.

Innovation has been led by the cruise and ferry sector. However, Claudepierre believes wider adoption is

being anticipated.

Electric power provided by an ESS can be used to reduce local air emissions when in proximity to centres of

population. It can also be used when a ship is in port, during manoeuvring or alongside or in emission control


areas (ECAs). Importantly, ESS can provide peak shaving, power smoothing and power for DP (dynamic

positioning) operations. This gives operators the flexibility and efficiency needed to meet operational


"Obvious candidates for ESS are cruise ships with high hotel loads when in port, ferries with regular port

visits and tugs with heavy peak load requirements. Ships with relatively short voyages making regular port

calls could plug into local power enabling access to electricity from renewable energy sources as well."

Seaspan's two new ferries delivered this year also broke new ground by combining LNG propulsion with


"We will see more of these hybrid solutions ordered and our new rules and notations will help ensure that

these systems can be designed and operated safely and efficiently, he said.



Damen Shiprepair & Conversion (DSC), a part of Damen Shipyards Group, announced the acquisition of the

Keppel Verolme shipyard from Keppel Offshore & Marine.

DSC’s acquisition of the yard follows an initial agreement made between the two parties in April of this year.

From 1 July, the Keppel Verolme shipyard, including its 250 staff members, will continue operations under the

Damen flag.

“We look forward to joining forces with the Verolme yard and its people. The facilities and personnel are

complementary to our existing organisation. This acquisition will enable us to serve our existing clients even

better while opening up new opportunities,” said Durk-Jan Nederlof, Managing Director of Damen Shiprepair &


With three dry docks – the largest of which measures 405 x 90m – and almost 2km of quay capacity, the

Verolme yard, located in Rotterdam’s Botlek harbour, will significantly expand DSC’s portfolio. DSC already

operates eight repair and conversion yards in the Netherlands and another eight abroad.


Metalock Denmark, a specialist in field-machining within the marine, wind and industry segments, has changed

its name to MAN PrimeServ On-site Recovery, becoming a full member of MAN PrimeServ, MAN Diesel &

Turbo’s after-sales division. MAN Diesel & Turbo took over Metalock in 2008, since when it has continued to

provide in-situ machining services globally from its base in Copenhagen.

Per Rud, Head of PrimeServ Diesel, said: “This is a strategic move on our part. We have long felt that there

were advantages to bringing MAN PrimeServ On-site Recovery – with its unique capabilities – into the

PrimeServ fold, essentially eliminating any gap between its customers and the PrimeServ organisation. I

welcome MAN PrimeServ On-site Recovery and am confident that this move will be beneficial for the nowexpanded

PrimeServ family and customers alike”

Stig Holm, Head of MAN PrimeServ On-site Recovery, said: “Our integration into the MAN family offers a

greater synergy to our customers with the easier access to global on-site support that belonging to the

PrimeServ network entails. With this move, MAN PrimeServ now supports all customers looking for partners

that offer all-in-one support for in-situ machining within our key segments with an increased focus on the

marine segment and up-tower repair for the wind industry. Essentially, MAN PrimeServ On-site Recovery’s

mission remains the same as always: to minimise the downtime of our customers’ equipment.”


Financial sustainability has been identified as a key risk to the Institute of Marine Engineering, Science &

Technology (IMarEST), as the organisation battles on to reduce a year-on-year operating deficit of more than


In its Financial Statement for YE 2016, published by the UK’s Charity Commission this month and which can

be downloaded here, the IMarEST reports incoming resources of £2.85M against expenditure of £3.94M. The

£1.1M deficit is a slight improvement on the £1.2M loss reported the previous year.

Despite a £240,000 contribution to its pension recovery plan, an increase to the pension deficit of £2.5M to

£4.2M was the primary factor affecting the YE 2016 Balance Sheet. Pension scheme liabilities were valued at

£15.8M at year end, an increase of £3.9M compared to an increase of £1.4M in the value of the schemes assets,

valued at £11.7M.

Total IMarEST funds being carried forward into the 2016-2017 financial year was £10.3M, a decrease of

about £2.7M on the 2015-2016 figure.

The report stated that one of the key objectives in the Corporate Plan (2012-2017) and related Delivery Plan

for Financial Year 2015/16 of the Institute is addressing financial sustainability, the key risk to the Institute.


“This requires that the operating deficit to be progressively reduced to the point at which it is covered by a

prudent level of drawdown on the investments. The Board of Trustees believes that it is essential for the

Institute to follow this strategy in the best interests of continued delivery of Institute activities carried out for

the public benefit in accordance with its charitable purposes, whilst following Charity Commission guidance.”


Evac Germany GmbH and Deerberg-Systems GmbH have merged to form Evac Germany GmbH. Operations at

the company’s two locations will remain unchanged, with the Oldenburg office continuing to focus on dry and

wet waste treatment systems and the Rellingen office on fresh water generation systems and retrofit projects,

as well as on the execution of Evac Complete Cleantech Solution with German shipyards.

Evac originally acquired Deerberg-Systems GmbH in February 2015.

“The integration of the company has proceeded well. The merger of the two German offices was a natural

step in the integration process as we wanted to simplify our organizational structure and make internal cooperation

easier. Of course, we also expect that these changes will help us improve both our customer service

and the efficiency of our operations,” said Tomi Gardemeister, President and CEO of Evac Group.

One of the key driving forces behind Evac’s strong growth record is the Evac Complete Cleantech Solution,

which meets all the waste, wastewater, and water management system needs of customers in the marine


“The acquisition of Deerberg-Systems strengthened our offering and naturally also increased our market

share in the cruise industry,” added Ljubo Jurisevic, President of the Evac Cruise Business Area. “The

acquisition also strengthened our role as a provider of waste solutions for cruise vessels at a time when the

trend is towards recycling rather than incinerating the waste generated on board.”


SKF has inaugurated its newly-built Sven Wingquist Test Centre in Schweinfurt, Germany, an investment

totalling €40M. The centre is claimed to be the first in the world capable of testing large-size bearings under

actual operating conditions. This allows for a more efficient development process for customers, as well as

improved bearing performance and increased service life.

The Sven Wingquist Test Centre has two testing rigs. One rig is designed for the testing of wind turbine main

shaft arrangements. The second rig will be used for testing bearings used in other industrial sectors, including

mining, construction, steel manufacturing and marine transport.

Combined with SKF’s continued development of diagnostics, condition monitoring and simulation methods,

these rigs will contribute to reduced testing and product development lead-times and provide deeper insights

into bearing performance.

Victoria Van Camp, CTO and President, Innovation and Business Development, said: “No other test centre is

capable of testing large-size bearings this accurately, under actual operating conditions, giving us and our

customers a significant strategic advantage. The technologies being used here in the Sven Wingquist Test

Centre will help save our customers time and resources, whilst supporting their ambitions of increased

reliability and service life.”

The test centre has received funding from the Bavarian Ministry of Economic Affairs, Media, Energy and

Technology and the German Federal Ministry for the Environment, Nature Conservation, Construction and

Reactor Safety.

MEM Marine Engineers Messenger

Editor Patrik Wheater

Contributions: Charlie Bartlett

Publisher: Seaborne Communications Ltd



The information published in MEM does not

necessarily represent the views of Seaborne

Communications Ltd. The publisher makes no

representation or warranty as to the accuracy or

correctness of the information or accepts

responsibility for any loss, damage or other liability

pertaining to the information published in this


©2017 Seaborne Communications Ltd


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