MARINE ENGINEERS MESSENGER
11 July 2017
ALGAE BIOFUEL BREAKTHROUGH
BMWS INSTALLATION DATE DECISION
WINGD X52 ENGINE TESTS COMPLETE
SCHOTTEL LAUNCHES NEW RUDDERPROPELLER
GE AND FINCANTIERI TEAM UP ON POLLUTION SOLUTION
MSC TO ASSESS AUTONOMOUS SHIP SAFETY
MARINE ENGINEERS MESSENGER
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.
MARINE ENGINEERS MESSENGER
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DECISION REACHED ON BWMS INSTALLATION DATES
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
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.
THE ROLLS-ROYCE POWERED ROYAL NAVY AIRCRAFT CARRIER HMS QUEEN ELIZABETH SETS SAIL
FROM ROSYTH, SCOTLAND, TO UNDERTAKE EXTENSIVE SEATRIALS
WÄRTSILÄ TO POWER VIRGIN FLEET
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.
WINGD X52 DIESEL TESTS COMPLETE
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 POWERSHIPS OPT FOR MAN
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.
COSCO TAURUS BULLISH FOR ABB
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-
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
COSCO Shipping Taurus is 400m long and 58.6m wide
with capacity to transport 20,000TEU of which 1000TEU
will be refrigerated.
to IMO MEPC
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WATERJETS FOR NEW CAT
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.
NEW RUDDERPROPELLER TESTS A SUCCESS
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.
THE SWITCH AND STEERPROP UNVEIL NEW THRUSTER
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.
GE TO POWER SSB DSV
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.”
NEWMAR BATTERY CHARGERS FOR NYC FERRIES
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.
ROYAL NETHERLANDS NAVY INSTALLS THE FIRST USCG APPROVED BWMS
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
FIRST ASIAN BMWS SUPPLIER GETS USCG APPROVAL
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
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 SIGNS BWMS FLEET RETROFIT AGREEMENTS
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.”
D’AMICO GROUP VERIFIED AS FIRST MRV COMPLIANT FLEET
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 CO-OP ON POLLUTION SOLUTION
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
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
GLOBAL INDUSTRY ALLIANCE LAUNCHED TO SUPPORT LOW CARBON SHIPPING
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
US LNG BUNKERING STRUCTURE DEVELOPMENT
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 SECURES ORDER FOR NEW RESEARCH VESSEL
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.”
ONE PACK PRIMER FOR AL SUBSTRATES
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 TO DESIGN NEW STERN TRAWLER FOR HB GRANDI
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.
SIMULATION PLATFORM FOR FUTURE SHIPS UNDER DEVELOPMENT
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,
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DELTAMARIN TO ENGINEER
VIKING LINE ROPAX
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
MSC TO ASSESS SAFETY OF AUTONOMOUS SHIPS
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.
CYBER RISK MANAGEMENT RESOLUTION ADOPTED
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.
PRIMESHIP-HULL FOR BOX SHIPS RELEASED
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
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.”
RULES & REGULATIONS
NEW BV RULES SUPPORT HYBRID POWER TAKE-UP
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
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 FINALISES KEPPEL VEROLME TAKEOVER
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
“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 BECOMES MAN PRIMESERV ON-SITE RECOVERY
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 A RISK FOR IMAREST
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 AND DEERBERG MERGE GERMAN OPERATIONS
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 BEARING TEST CENTRE OPENS IN GERMANY
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
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
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