MEM36

MEM
MEM
MARINE ENGINEERS MESSENGER
Issue 36
24 July 2017
HULL BIOFOULING RESEARCH CALLS FOR ACTION
POTENTIAL FOR LNG FUEL ACROSS THE IBERIA
ICS PLEASED WITH IMO PROGRESS ON ENVIRONMENT
BEWARE THE BIOFUEL
BOURBON TO DEVELOP THE AUTONOMOUS OSV
RAY OF SUNSHINE FOR GERMAN OEMS

MEM
MARINE ENGINEERS MESSENGER
MEM Issue 36
24 July 2017
Telegraph
MAN Diesel & Turbo is a key supplier to a project underway
to demonstrate the feasibility of fusion as a future energy
source. MAN Diesel & Turbo’s fabrication specialists in
Deggendorf is contributing to the ITER project, by fabricating
“port stubs, fabricated for the Italian company Walter Tosto,
which will the stubs in ITER’s vacuum vessel. This will house the
fusion reactions and act as a first safety containment barrier.
“We are helping to bring the source of the sun’s energy
down to earth,” says Dr. Uwe Lauber, CEO of MAN Diesel &
Turbo. “Our experts participating in the construction of a fusion
reactor which may soon demonstrate power can be generated in
the same way the sun does it.”
The ITER project is funded and run by seven member entities:
Japan, the European Union, the United States, Russia, China, South
Korea and India. In southern France, 35 nations are collaborating to
build the world's largest tokamak – a magnetic fusion device designed to prove the feasibility of fusion as a
large-scale and carbon-free source of energy based on the same principle that powers our sun and stars.
The first ITER order to MAN was booked in 2012. It encompassed the delivery of 18 so-called Upper
Ports to Russian JSC NIIEFA, the Efremov Institute of Electrophysical Apparatus. More than 1000t of
stainless steel is currently being processed by MAN in Deggendorf in order to deliver the Upper Ports
starting this summer.
MAN received the second ITER order from Indian multinational conglomerate Larsen & Toubro, which
is manufacturing the critical Cryostat at Hazira, India. This order comprises the assembly of the Cryostat.
The largest stainless steel high-vacuum chamber ever built (16,000m³), which provides a high vacuum,
ultra-cool environment for the vacuum vessel and the superconducting magnets. With this order, MAN was
one of the first companies on the construction site in France, when works started in mid-2016.
Please note, the next edition of MEM will be published on the 21 August
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3

LNG
POTENTIAL FOR LNG FUEL ACROSS THE IBERIAN PENINSULA
With the global fuel sulphur limit of 0.5% entering into force in 2020, the
interest towards LNG as a marine fuel is increasing. However, one of the main
obstacles to the accelerated uptake of LNG is the uncertainty regarding future
market volumes for LNG. DNV GL has addressed this issue in a recent market
study on the future LNG market in the Iberian Peninsula.
DNV GL conducted the study on behalf of the six-year CORE LNG as Hive
Project 1, which aims to provide an investment plan for LNG fuelling in Spain
and Portugal. The €33M project is coordinated by Enagas, and co-funded by the
European Commission.
The study forecasted the potential future demand for LNG as a ship fuel and
the required future infrastructure for the areas around Spain and Portugal and
other areas covering the Mediterranean and Atlantic. The results have
contributed to the CORE LNG as Hive project’s recommendations for the
development of the LNG supply chain infrastructure, involving over 40 ports in
the project area.
Fernando Impuesto, project coordinator from Enagas (pictured top right),
said: “The consortium partners selected DNV GL to execute the demand studies
of the project based on the fact that DNV GL has been at the forefront of the
development of LNG as a ship fuel. Through this market study we have a strong
decision basis to prepare the supply side on the Iberian Peninsula in meeting
future demand for LNG bunkering at competitive conditions.”
Despite LNG fuelled shipping being high on the maritime agenda, the market
drivers have appeared to change, with a shift towards emissions compliance.
The study revealed a huge potential for LNG as a marine fuel that will utilise
the current spare capacity of the existing LNG import terminals. The
consolidated quantitative results show that by 2030 up to 2Mm³pa of LNG is to
be bunkered by ships and by 2050 approximately 8Mm³pa of LNG.
The market study further concludes that existing LNG terminals will need to
develop break bulk capacity to allow for loading LNG to small carriers and LNG
bunker vessels. In most ports, development of local intermediate storage
capacity needs to be synchronized with increasing LNG demand by larger
vessels. Small carriers for delivering batches of LNG to ports are expected to play a key role in the future.
However, to realize the predicted LNG supply chain in 2030, about €1bn of capital expenditures (CAPEX)
investment will be needed, adding up to a total cost of €3.7bn in 2050.
“DNV GL’s market study has clearly shown the major potential LNG has as a fuel in the region,” Liv Hovem,
Senior VP, DNV GL – Oil & Gas, added (pictured). “We hope that the conclusions from our study will help
shipowners, natural gas suppliers, bunker companies, port authorities and LNG terminal operators gain the
confidence they need to move forward with LNG as a fuel for a more sustainable shipping industry.”
BV GRANTS APPROVAL IN PRINCIPLE FOR W-FRSP
Bureau Veritas has granted Approval in Principle to Wison Offshore & Marine’s newly-developed floating
storage regasification and power generation barge.
Dubbed the W-FSRP, the barge integrates functions of LNG loading and storage facilities, regasification and
power generation.
Maarten Spilker, Senior Solutions Director of Wison Offshore & Marine said: “With the interest in small scale
LNG-to-power growing, we are developing the building blocks for a
lean and integrated supply chain. Combining LNG storage,
regasification and power generation on a single facility significantly
reduces the cost of infrastructure and makes small scale gas-topower
solutions more attractive.”
Jiahui Wu, Technical Manager of Bureau Veritas China said:
“Bureau Veritas is very pleased to be involved at the very early stage
of this 50MW FSRP design and to provide necessary technical
assistance to Wison in order to help shipyards develop a safe and
effective power supply solution for near shore floating facilities to
end users. Wison is one of the most active players in the new sectors
of offshore market such as floating power plant.”
4

The barge is designed to supply 50MW electrical power using LNG as primary fuel and MDO/HFO as backup.
The FSRP will be of shallow draft barge type moored at a jetty, inter coastal or alongside river bank where the
environmental condition is benign.
The W-FSRP features an integrated onboard LNG storage, regasification facility, and power plant and can be
towed/shipped and installed in remote areas. Either LNG storage or MDO storage allows about 14 days
operation. However, a larger hull to accommodate more MDO storage or larger LNG tanks is available if
requested.
LNG CONTAINMENT
GTT SYSTEM FOR MOL LNGCS
GTT has received an order from the Chinese Shipyard Hudong Zhonghua Shipbuilding for its NO96-L03+
containment system for installation to four 174,000m3 LNG carriers which will be built for Mitsui O.S.K. Lines
Ltd. (MOL). Delivery of the first vessel is scheduled for late 2019.
Philippe Berterottière, Chairman and CEO of GTT said: “We are very pleased to further strengthen our
relations with our partner Hudong Zhonghua. This is an extraordinary order, a very large and major
shipbuilding project to which we are proud to contribute. In addition, the four vessels concerned will be
equipped with the technology NO96-L03+, a success for the new GTT technologies recently developed.”
The new insulation system is an evolution of the well-known NO96 technology which equips more than 200
vessels in the world. The configuration of the containment system “guarantees” a boil-off rate of 0.1% cargo
volume per day.
EU MRV
VERIFAVIA SHIPPING EXCEEDS 1000 SHIPS UNDER EU MRV
Verifavia marked a significant milestone in the company’s history with over 1000 ships and Monitoring Plans
(MPs) under assessment for compliance with the European Union’s Monitoring, Reporting, and Verification (EU
MRV) regulation.
Verifavia Shipping will be working with several leading global shipping companies towards timely, efficient
and cost-efficient EU MRV compliance. In addition, Verifavia continues to certify EU MRV solutions and systems,
which seek to streamline the data collection and reporting process for shipping companies needing to comply
with the EU MRV Regulation. The company currently has circa 60 shipping companies spanning 1052 ships and
16 ICT providers on its client roster.
5

EMISSIONS
ABS UPDATES ADVISORY AHEAD OF 2020 SULPHUR CAP
Classification society ABS has updated its guidelines on Exhaust Gas
Scrubber Systems (Scrubber Advisory) to help industry prepare for
IMO’s 2020 global sulphur cap.
The updated Advisory includes background on air emission
regulations and explores the diverse types of available scrubber
technologies along with the associated installation and operational
challenges for each.
“As we close in on 2020, scrubbers are under increasing
consideration as a solution for many vessels,” said ABS Director of
Environmental Performance Thomas Kirk.
“By utilising this Advisory to understand the unique characteristics
of the available scrubber technologies, the marine industry will be able
to make smarter decisions on the future of their fleets.”
ABS introduced the world’s first scrubber-ready notation, providing
guidance for owners who are planning to retrofit their vessel with a
SOx scrubbers. By looking ahead during the design phase and
accounting for possible retrofits in the future, owners are better
prepared for future regulatory requirements and able retrofit their
vessels more cost effectively.
ABS also published the ABS Guide for Exhaust Emission Abatement
which applies to vessels fitted with an exhaust emission abatement
system, including SOx scrubbers, selective catalytic reduction systems and exhaust gas recirculation for nitrous
oxide (NOx) emission control. ABS can provide further support by completing a techno-economic analysis of
the arrangements. Such studies consider the impact of capital and operating expenses to determine the life
cycle cost of the installation, providing critical information to support vessel owners and operators in the
decision-making process.
ICS PLEASED WITH IMO PROGRESS ON ENVIRONMENTAL ISSUES
The International Chamber of Shipping (ICS) has given its support to “a good start on the development of a CO2
reduction strategy”, following the outcome of the recent Marine Environment Protection Committee (MEPC
71). The ICS said it is confident it will match the ambition of the Paris Agreement on climate change and that
significant progress was made on the general outline of an initial strategy for adoption in 2018.
ICS Director of Policy, Simon Bennett, said: “Though no detailed decisions have yet been taken by IMO, the
industry’s specific proposals have been well received by a number of governments among both developed and
developing nations, and there is generally willingness on all sides to give further consideration at the next IMO
working group on the strategy in October.”
In a submission to MEPC71 from the ICS and other shipping associations, the industry proposed that IMO
should adopt a few CO2 reduction objectives on behalf of the international shipping sector, while emphasising
that that delivery of truly ambitious CO2 reductions will be dependent on the development of alternative fossilfree
fuels. Specifically, the industry proposed that the sector’s total CO2 emissions should not increase above
2008 levels, thus establishing 2008 as the year of peak emissions from shipping, and that IMO should agree
upon a percentage by which the total emissions from the sector might reduce by 2050.
“Encouragingly, there seems to be a general understanding among nearly all IMO Member States that IMO
needs to adopt a truly ambitious strategy if it is to remain in control of regulating CO2 from ships, so that the
application of unilateral measures such as the proposed incorporation of international shipping into the EU
Emissions Trading System and the resultant market distortion will be unnecessary,” said Bennett.
ICS has welcomed the IMO decision to adjust the implementation dates of the IMO Ballast Water
Management Convention so that existing ships, delivered before the entry into force of the Convention on 8
September this year, will not be required to install treatment systems until after their first International Oil
Pollution Prevention (IOPP) survey after 8 September 2019.
Bennett added: “This is a victory for common sense that will allow shipping companies to identify and invest
in far more robust technology to the benefit of the environment.”
ICS says that existing ships will now be able to install equipment typed–approved in accordance with the
more stringent standards that IMO adopted in 2016. The industry should therefore have greater confidence
that the systems ships are required to install will indeed be fit for purpose in all operating conditions
worldwide, which was not the case with several of the systems approved using the old IMO guidelines.
6

L'ASTROLABE LAUNCHED WITH IMO TIER III
EIAPP ENGINES
The launch of the L'Astrolabe, a 72m polar logistics vessel
fitted with a complete Wärtsilä propulsion machinery
package and Wärtsilä NOR (NOx Reducer) SCR (Selective
Catalytic Reduction) exhaust gas cleaning systems for all
the main engines, took place this month
L'Astrolabe is the first vessel operating with the
International Maritime Organisation's IMO Tier III EIAPP
(Engine International Air Pollution Prevention) certified
Wärtsilä diesel engines.
The ship was built by PIRIOU (France) for the French
Southern and Antarctic Lands Administration. It will be
used to transport personnel and supplies to the Dumont
d'Urville research station in Antarctica.
The four IMO Tier III certified eight-cylinder Wärtsilä
20 diesel engines are combined with Wärtsilä NOR
systems to be fully compliant with the IMO Tier III exhaust
emission regulations set out in Annex VI of the MARPOL
73/78 convention. The IMO Tier III EIAPP certification
was carried out according to Scheme B based on the
requirements of IMO Resolution MEPC.198(62). The Tier
III EIAPP certificates were issued by Bureau Veritas.
The full scope of supply comprises four Wärtsilä 20
main engines, two Wärtsilä controllable pitch propellers
and shaft lines including Wärtsilä reduction gears,
Wärtsilä NOR systems, and a Wärtsilä tunnel thruster.
SCR technology is currently the primary means for NOx
abatement, and Wärtsilä's NOR system is available for use
with all Wärtsilä medium speed engines. The system
enables vessels to be compliant with global NOx emission
control area regulations. Furthermore, with the Wärtsilä
NOR the overall performance of the engine and exhaust
gas cleaning system is optimised in terms of emissions
reduction, noise abatement and engine efficiency. Wärtsilä
provides IMO and EPA Tier III certificates for its engines
combined with a Wärtsilä NOR system.
"We have been pleased to deliver this combination of
engines and SCR systems in the same scope of supply, and
take full responsibility for exhaust gas emissions,
performance, documentation, statutory approvals and
certification. Such packages are convenient for shipyards
and ship operators, and triggered by IMO regulations are
expected to be specified by an increasing number of
shipyards and ship owners. The engine needs to be SCR
compatible, and the SCR should be fit for purpose. It has
been a pleasure to work with Chantries Piriou,” says Juha
Kytölä, Vice President, Environmental Solutions, Wärtsilä
Marine Solutions.
"For this type of vessel operating in the most
challenging ice and weather conditions, the engine
selection had to be carefully made. We know and respect
Wärtsilä's capabilities and technical know-how, and we
are confident that we have made the best possible choice
for this important vessel," says Vincent Faujour, PIRIOU
CEO.
L'Astrolabe will have accommodation for 60 persons, a
cargo capacity of 1400t, and is fitted with a helideck large
enough to accommodate two helicopters.
Type Approved
to IMO MEPC
227 (64)
MARIPUR NF
CLARIMAR MF
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wastewater management systems are the merchant, naval and
megayacht sectors most effective solutions for meeting
stringent IMO MEPC 227(64)
rules.
Compact and economical
with the lowest operating
costs of any sewage
treatment plant, CLARIMAR
MF and MARIPUR NF are
proven to reduce
coliform bacteria, TSS,
COD, nitrogen and
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Mark Beavis - Managing Director
Nádrazňi 72, CZ -15000 Praha 5,
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Tel: +420 724 011 775
Email: mbeavis@acomarine.com
Web: www.acomarine.com
7

NEW DNV GL NOX TIER III COMPLIANCE GUIDE
Classification society DNV GL has developed a new brochure to offer a set of best practices for the design of
ships subject to NOx Tier III requirements. It also offers guidance on the considerations that should be
considered at the newbuilding stage.
To ensure the success of any newbuilding plan, shipowners should carefully consider the future operation of
their vessels in the newbuilding planning stage, including the implications of the different technological
solutions for reducing NOx emissions and how to fulfil the NOx Tier III requirements. In order to fulfil the
stricter NOx Tier III emission limits, ship operators have the possibility of choosing from various options. The
optimal compliance option will depend upon many factors, including a vessel’s individual trading pattern,
engine size and speed. The brochure examines selective catalytic reduction (SCR), exhaust gas recirculation
(EGR), the use of alternative fuels, internal engine modifications, direct water injection (DWI), fuel-water
emulsion (FWE) and intake air humidification.
Installing NOx Tier III-compliant technology can offer benefits beyond simply achieving compliance with
emissions regulations. Demonstrating a company’s commitment to ensuring sustainable operations has become
increasingly important. In addition, the installation of Tier III-compliant technology also goes hand in hand
with direct financial benefits, as many major ports offer substantial discounts on harbour fees if a vessel
complies with third party environmental schemes such as the ESI.
The new brochure can be downloaded free of charge on DNV GL’s website
here: https://www.dnvgl.com/maritime/publications/NOx-TIER-3-Update-download.html
FUEL
BEWARE THE BIOFUEL
Widely touted as the optimum
solution for slashing greenhouse gas
emissions, it turns out biofuels may
not be the panacea to clean shipping
after all. A report commissioned by
the UK Department for Transport
(DfT) and now-defunct Department
of Energy and Climate Change
(DECC), suggests that they come with
a health warning.
The UK Royal Academy of
Engineering study found that an
increase in biofuels must only be
made if a risk-based approach is
taken to guarantee that the use of
biofuels cuts greenhouse gas
emissions.
“While they have [biofuels] been
enthusiastically adopted in some countries, notably Brazil, first generation biofuels manufactured from crops
like corn have proved controversial. There have been concerns that increased demand for crops drives the
conversion of land to agriculture, with the consequent risks of an increase in deforestation, drainage of
peatlands, loss of biodiversity, as well as associated usage of freshwater, fertilisers and pesticides,” write the
authors.
Alongside incentivising development of lower-risk, second-generation biofuels, the report supports the
setting of a more stringent cap for supply of crop-based biofuels, obviously intended to reduce the risk of
indirect land-use change.
The report recommends incentives to ensure that, where possible, marginal land not suited for food
production is used to produce biofuels from energy crops. It also pushes for audit and certification schemes to
be strengthened to ensure the local situation is considered. It also calls for greater investment in ‘second
generation biofuels’ such as waste cooking oil, municipal solid waste, the dregs from whisky manufacture or
even fatbergs – the bane of sewer management companies.
Currently, the take up of biofuels in the shipping sector is small, but under projections released by the
Danish Shipowners Association in 2016 the use of bioenergy could be on the rise.
Under some low emission scenarios biofuels could provide about 35% of the total fuel supply in 2050. More
conservative scenarios estimate biofuels could provide 10-13% of the total shipping energy demand in 2050.
The International Energy Agency’s 2017 “technology roadmap” considers biofuels might constitute around
27% of global transport fuel supply in 2050, while the OECD and BP project a 7% share for biofuels by 2030.
8

AUTONOMOUS SHIPS
BOURBON TO DEVELOP THE AUTONOMOUS OSV
Offshore services company Bourbon, Automated Ships Ltd and Kongsberg have
agreed to collaborate on the design and building of what could be the world’s first
fully-automated prototype vessel for
offshore operations.
Bourbon will leverage its expertise in
building and operating a standardised fleet
to provide detailed input to the development
and design of the Hrönn project, ensuring
flexibility, reliability and cost efficiency to operate
safely and effectively in the demanding offshore
environment.
ASL and Bourbon will join forces in the second phase of the project
to search the subsidies to finance the effective construction of the prototype.
Hrönn is a light-duty, offshore utility ship servicing the offshore energy, hydrographic & scientific and
offshore fish-farming industries. It can also be utilised as a ROV and AUV support ship and standby vessel, able
to provide firefighting support to an offshore platform working in cooperation with manned vessels.
Automated Ships Ltd has progressed the original catamaran design of Hrönn since the project launch in
November 2016, opting for a monohulled vessel of steel construction, to provide more payload capacity and
greater flexibility in the diverse range of operations.
Bourbon’s entry to the Hrönn project follows recent news that it has joined forces with Kongsberg in a new
collaboration to develop digital solutions for next generation connected and autonomous vessels. The two
companies will execute joint projects to develop innovative ways of efficient operations in the offshore services
industry, with a fast time-to market.
Kongsberg will contribute its technology expertise and deliver all major marine equipment necessary for
the design, construction and operation of Hrönn, including all systems for dynamic positioning and navigation,
satellite and position reference and marine automation and communication. Its vessel control systems
including K-Pos dynamic positioning, K-Chief automation and K-Bridge ECDIS and Radar will be replicated at
an Onshore Control Centre, allowing full remote operations of Hrönn.
Hrönn’s Sea trials will take place in Norway’s officially designated automated vessel test bed in the
Trondheim fjord and will be conducted under the auspices of DNV GL and the Norwegian Maritime Authority
(NMA). The Hrönn will ultimately be classed and flagged.
“In this era of digitalisation of industrial services, we are pleased to join this forward-looking project thus
demonstrating the positioning of Bourbon as a world reference in terms of operational excellence and
customer experience,” said Gael Bodénès, Chief Operating Officer, Bourbon Corporation.
HYBRID POWER
CORVUS ENERGY TO ELECTRIFY FARSTAD PSV
Corvus Energy will supply a lithium ion based energy storage system (ESS) to Farstad Shipping’s platform
supply vessel Far Sun. The Orca Energy ESS from Corvus will supply electrical power to the PSV’s propulsion
system electrical network to enable environmentally-friendly and lower cost operations.
“As we have experienced with many vessel types, the Orca ESS is ideally suited for the hybridization of the
Far Sun,” says Ronald Hansen, Global Service Manager of Corvus Energy.
“Through close collaboration with Vard
Electro, our teams have developed a lean
solution which meets the aggressive
environmental, safety, performance and
operating cost objectives of Farstad and
Statoil.”
“The energy storage system will provide
significant savings for Farstad and Statoil
over time, enabling the ship to more
efficiently utilise energy produced by the
generators, as well as simplifying the use of
shore power. This will substantially reduce
consumption and emissions. Another effect is
less noise from ships in port,” adds Christian
Søvik, VP Global Services of Vard Electro.
9

FUGRO VENTURER GOES ELECTRIC
System integrator Alewijnse Marine has completed the full electrical outfitting of the sophisticated survey
vessel Fugro Venturer. The 72m vessel was built at the Fassmer GmbH & Co. KG yard in Berne, Germany and can
be deployed for a wide range of survey solutions, from seismic surveys of offshore wind farms to oilfield
inspections. The vessel commenced operations in June in the deep waters of Ireland’s Atlantic margin and the
far North of the Barents Sea.
Alewijnse Marine was involved with the first design, producing, installation and commissioning of all electrical
systems, such as the advanced main power generation- and distribution systems, engine room alarm and
monitoring system, navigation- and communication systems, closed circuit TV installation (CCTV), public
address and general alarm system, lighting and wheelhouse consoles.
For Alewijnse, the Fugro Venturer was a unique project, as the company was involved at the electrical design of
the vessel from the first design stage on. This resulted in high quality of the systems, as proved during
acceptance tests and sea trials. Alewijnse Project Manager René de Ruiter said: “We are proud to have been
involved in the design and building of such a beautiful and complex vessel. We are convinced that the Fugro
Venturer provides Fugro with a high-quality addition to its survey vessel fleet.”
BALLAST WATER
LLOYD’S REGISTER TO OVERSEE COLDHARBOUR’S USCG TESTS
UK-based ballast water system manufacturer Coldharbour Marine has signed a contract with Lloyd’s Register
(LR) to oversee the complete range of tests required by the US Coast Guard (USCG) in its BMWS type approval
process.
LR has Independent Laboratory Approval from the USCG and will work closely in the type approval tests
with Marine Eco Analytics (MEA), a test laboratory in the Netherlands. Revised and more comprehensive G8
tests agreed by the IMO’s Marine Environment Protection Committee at its 70th meeting in November 2016
will be undertaken at the same time.
Coldharbour Chief Executive Andrew Marshall said that the company had been fully committed to
undertaking US type approval tests as soon as possible. However, until recently, there had been no test
laboratory suitably configured and accredited to carry out effective testing of the company’s in-tank ballast
water treatment system, as opposed to other manufacturers’ in-line treatment products.
“We were extremely impressed with the type approval process conducted jointly with Lloyd’s Register and
the UK’s Maritime and Coastguard Agency when we undertook the original tests required for IMO approval,”
commented Marshall.
“These were carried out with the utmost diligence at MEA in the Netherlands for which we have the highest
regard. MEA now has suitable accreditation from the USCG so we can proceed with the USCG testing protocols.”
Marshall said that MEA had originally been identified as a facility of choice because its location provides a
ready supply of sea water from the North Sea and brackish water from the Wadden Sea. This, he said,
guaranteed that tests would cover all types of water which ships could encounter. A second key reason for
choosing MEA was that the facility carries out its tests using natural water collected by barges, meaning that
10

samples contain natural fauna and flora
rather than seeded or farmed organisms
which often have different survivability
characteristics.
“There’s no point doing these tests if the
results could later prove unreliable,”
Marshall, pictured to the right of Nick
Brown, said. “We believe we have a firstclass
in-voyage treatment technology for
large ships which ensures that the ballast
water discharge standard can always be
met. Why wouldn’t we want the most
robust testing procedures that produce
reliable results? Lloyd’s Register will act as
test supervisor on behalf of the USCG and
will oversee every process whether at sea
or on land.”
Lloyd’s Register’s Flans Kemp, Type
Approval Business Development Manager, Marine & Offshore, commented: “Lloyd’s Register is delighted to be
working with Coldharbour Marine to oversee the testing required by the US Coast Guard’s type approval
process and revised IMO requirements. This work will build on the knowledge from the initial IMO type
approval and Lloyd’s Register has every confidence that the system will pass the robust testing procedures
once again.”
Coldharbour’s determination to ensure a fault-free testing system is demonstrated by the fact that the
process will not begin until around next April when the correct number of naturally occurring marine
organisms – 100,000 per tonne of water – are found in the waters of the Wadden Sea and North Sea. The season
during which organism blooms contain sufficient zooplankton and phytoplankton extends from about April to
September each year. Marshall believes that the full range of land tests required in the USCG type approval
process is likely to take approximately five months.
GOLTENS TO RETROFIT BWMS FOR BP SHIPPING
Goltens has been awarded a contract for the engineering and retrofit installation of OceanSaver ballast water
treatment (BWT) systems onboard two of BP Shipping’s gas carriers. The vessels to be retrofitted are the two
138,000m3 LNG vessels British Innovator and British Merchant.
Goltens will undertake the engineering and prefabrication work in 2017 and then complete the installation
services in 2018. “We look forward to working closely with BP and applying our well-proven process to the
retrofit of these two gas carriers in the most efficient manner,” says Roy Strand, Chief Operating Officer of
Goltens Worldwide.
BUREAU VERITAS LAUNCHES ‘MY BWMP’
To help shipowners secure their International BWM Certificates and approved BWM
plans in time for the entry into force of the Ballast Water Management Convention,
classification society Bureau Veritas has introduced ‘My Ballast Water Management
Plan’.
My BWMP provides shipowners with immediate online quotations, the ability to
pay online, to submit their documents and then receive their approved BWM plans.
It also enables Bureau Veritas to manage the high volumes to be processed within a
very short time-frame. My BWMP is easy and it provides a rapid process for
entering the required details for individual ships or fleets to secure a tailor-made
quotation and enable the required documents to be submitted by a client shipowner
or ship manager.
Philippe Donche-Gay, President of Bureau Veritas Marine & Offshore, pictured,
said: “We wanted to provide owners and managers with a fast, practical resource to
help them to meet the 8 September deadline with confidence and help ensure that we can manage the volume
of work within the necessary time-frame. My BWMP brings e-business to the class business and we are also
now looking at how it can be extended to provide further services giving access to our expertise in other areas.”
My BWMP will also provide technical, regulatory and commercial information and content related to the
BWM Convention. It is accessible directly at www.mybwmp.bureauveritas.com or
at www.veristarInfo.com
11

PROPULSION
BRUNVOLL SIGNS CONTRACT WITH ULSTEIN DESIGN & SOLUTIONS
Brunvoll has signed a contract with Ulstein Design & Solutions for delivery of propulsion and manoeuvring
systems for an exploration type cruiseship.
The Ulstein CX103 design for US-based SunStone Ships will include a Brunvoll gearbox and propeller
system, rudder, steering gear, tunnel thruster and control systems. The propulsion system is a twin screw
diesel-electric system driven by electric power. The bow thruster is of controllable pitch type, and the rudders
are conventional full spade rudders with rotary vane steering gears.
RUDDERS
VAN DER WELDEN HIGH-EFFICIENCY RUDDERS FOR COSCO BOXSHIPS
Van der Velden Marine
Systems, part of the Damen
Shipyards Group, will deliver
rudders to China’s Dalian
Shipbuilding Industry Co (DSIC)
and Shanghai Waigaoqiao
Shipbuilding for installation to
five 20,000TEU boxships
The vessels for COSCO are
expected to be launched in 2018.
Van der Velden will supply its
largest ATLANTIC rudders with
ART (Asymmetric Rudder
Technology) design and bulb,
each having an area of
approximately 100m2 and
weighting over 250t.
The rudders are specially
optimised for minimum
cavitation at high speed, as well
as ensuring first-class coursekeeping
and manoeuvrability.
Their water-lubricated synthetic bearings are long-lasting and require little maintenance. The rudders are
designed for easy dismounting when inspections and repairs are needed.
“We are very proud that China COSCO Shipping Corporation Limited, one of the largest container shipping
lines in the world, has selected Van der Velden Marine Systems as the supplier for the rudders on their newest
mega container vessels,” says Van der Velden Marine Systems Managing Director Wim Knoester. “With these
contracts, we are pleased to say that we have strengthened our position in the Chinese market.”
COATINGS
NEW COATINGS FOR THE SPLASH-ZONE
The splash zone, that vulnerable area above the waterline of an offshore structure that is most affected by
corrosion, impact and abrasion, can now be protected with a new coating system developed by Denmark’s
Hempel.
Hempadur Multi-strength 35840 and 35842 are two-component, epoxy based, anti-corrosive coatings
incorporating overlapping glass flakes to improve resistance to water permeation. Unlike conventional
coatings, these two products are almost solvent-free and contain reactive diluents (instead of conventional
solvents) to create superior cross-linking properties. This significantly enhances their resistance to corrosion
and also avoids the potential for solvent entrapment when applying paint at high dry film thickness.
Hempel is providing the new coating in two variations to give a choice of film thicknesses whilst maintaining
identical protection. The high solids ratio (99%) and low VOC (Volatile Organic Compound) content also makes
them much kinder to the environment.
“There are many products that have been developed to protect the splash zone, but we are bringing a
different technology approach to the market that delivers enhanced protection with minimal environmental
impact,” Hempel’s Oil & Gas Segment Manager, Simon Daly said. “Our products are easy to apply and hardness
develops quickly during the curing process which allows for quicker handling – this makes them ideally suited
to pre-fabricated items”
Hempadur Multi-strength 35840 and 35842 have both been pre-qualified to NORSOK M-501 System 7A and
7B; including extensive testing to ISO 20340:2009 for a variety of relevant corrosion categories.
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SUBSEA INDUSTRIES WELCOMES RESEARCH INTO HULL BIOFOULING
A study into the extent to which biofouling on ships’ hulls is contributing to the spread of invasive aquatic
species in the Mediterranean Sea – a phenomenon commonly associated with ship ballasting operations – has
been welcomed by Belgium-based marine coatings supplier Subsea Industries.
According to recent research published by Tel Aviv University’s School of Zoology, half the ships passing
along the Mediterranean coast of Israel are carrying invasive ascidians, presenting a global threat to
ecosystems around the world.
TAU’s Dr. Noa Shenkar, who led the research, said: “These organisms are passing through the Suez Canal,
latching onto ropes and the bottom of the ship. They're filter feeders, so they cover and clog every surface they
latch onto, creating a lot of drag for the ship and damaging marine biodiversity in their new environments.
They're a major threat to our coasts and are very costly to shipowners."
Among the wide occurrence of non-indigenous ascidians (NIA), TAU researchers also discovered a
Caribbean species new to the region. The findings, state the authors of the report, “strongly support the
hypothesis that marine vessels constitute a substantial vector for the introduction and dispersal of NIAs”.
Subsea Industries’ founder and chairman Boud Van Rompay, said: “The NIA threat is increasing because the
antifouling systems in use since the TBT ban have been less effective in eliminating hull fouling. There is
currently no miracle cure that will, on its own, prevent the spread of NIAs. The only known way of removing
the threat is to clean the fouling organisms off mechanically, which is only possible with a hard-type coating.
This ensures the underlying protective coating is not damaged. The industry has to consider taking a different
approach to hull protection.”
This is a view supported by the research findings. The Monitoring the Magnitude of Marine Vessel
Infestation by Non-Indigenous Ascidians in the Mediterranean paper states that “self-polishing hull coatings are
ineffective” in controlling biofouling in “hidden and protected” areas.
The research also finds: “The method of rapid high-pressure fresh-water wash fails to provide adequate
treatment for removal of invertebrates inhabiting internal hidden areas; especially ascidians, that can survive
the dry-docked time outside the water. Of greater concern is that it allows vessels to continue their regular
operations and at maximal speed for longer periods; conducting a thorough maintenance procedure every 3–4
years rather than every 1–2 years.”
Commenting on the findings, Van Rompay said: “This research substantiates what we said in January this
year; that the entry into force of the Ballast Water Convention will not alone prevent the transfer of invasive
aquatic species. There has to be mandatory legislation in place to prevent biofouling on ships’ hulls. Hopefully
this research will generate greater awareness of the problem and result in appropriate action.”
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COMPRESSORS
TMC COMPRESSORS FOR STAR CRUISES SHIPS
TMC Compressors (TMC) has won a contract from MV Werften to supply a complete compressed air system to
two cruise ships the German shipyard group is building for Genting Hong Kong’s Star Cruises.
Under the contract, TMC will manufacture and deliver four 85kW marine compressors as well as four RD600
air driers to each of the two cruise ships. The equipment will be delivered to Werfen’s yard in Wismar,
Germany, where the cruiseships are being built.
The yard is building two Global Class 204,000grt cruiseships for Star Cruises. The 340m leviathans will be
among the largest vessels built, accommodating more than 5,000 passengers across 20 decks and 2,400 cabins.
“Any equipment supplier to the maritime industries would be proud to deliver technology to what will be
the world’s largest cruise ships in terms of passenger capacity. TMC is no different. We have an extensive track
record of deliveries to cruise vessels, but it is always exciting – and a stamp of approval – to be able to
participate in major projects such as this,” says Per Kjellin, Managing Director of TMC.
The ships are scheduled for delivery in 2020 and 2021.
BEARINGS
DNV GL APPROVES FEDERAL-MOGUL’S SELF-LUBRICATING BEARING
Federal-Mogul Powertrain’s self-lubricating deva.tex 552
Marine composite bearing system has been certified
by DNV GL.
As the marine industry seeks lower and more
consistent friction levels from self-lubricated
bearings, deva.tex 552 is claimed to provide a
solution that inspires a move away from
traditional metal bearings towards composite
materials.
“We are delighted to receive validation of the
deva.tex 552 technology,” explained Gian Maria
Olivetti, Chief Technology Officer, Federal-
Mogul Powertrain.
The assessment by DNV GL includes
several important steps, including analysis of
the criticality of the product, the
manufacturing process applied and the vendors’
proficiency. Technical support, design reviews and
surveys to ensure compliance with relevant rules and requirements
are all part of the procedure. In the case of deva.tex 552, specialist
facilities at the University of Ghent, Belgium, were used to evaluate the material under different load- and
running conditions in various configurations and with the effects of contamination considered. Underwater
tests were carried out at various loads and sliding speeds to validate wear rates, friction levels and durability.
The entire manufacturing process, from qualification of the raw materials to the final product, was audited to
ensure consistently high quality.
“Insurance and investment funding for a new marine project increasingly depends upon the use of approved
materials throughout,” explained Federal-Mogul DEVA’s Offshore Marine & Dredge business development
manager, Stefan de Goey. “Offshore equipment and components must be independently certified for meeting
regulatory requirements before they can be specified for installation and integration. Certification means we
meet those requirements and can offer the benefits of a composite solution without the need for additional
validation processes and time consuming additional testing.”
deva.tex 552 Marine is part of the Federal-Mogul DEVA product family, which offers high performance, selflubricating
bearing materials suitable for rotational and oscillating movements where conventional lubrication
is not possible for submerged applications. Developed for applications requiring high load capacity with
excellent durability, deva.tex 552 Marine’s construction protects against underwater swell and offers maximum
long term dimensional stability.
The deva.tex materials are glass fibre-reinforced composites, produced using a cross-winding technology.
The base material delivers high strength, while the sliding layer contains non-abrasive fibres and solid
lubricants that ensure excellent tribological properties, even in damp environments or under edge loading
conditions. The solid lubricants used within the matrix provide very low coefficients of friction and wear rates
in both wet and dry running conditions.
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SERVICE
ROLLS-ROYCE SIGNS SERVICE AGREEMENTS
Siem Offshore and Subsea 7 have signed a joint three-year service agreement with Rolls-Royce. The agreement
covers a total of 74 offshore vessels. This is the first agreement the two Siem-owned companies have signed
with the same service provider.
Under the agreement, Rolls-Royce will maintain and service all of the equipment it has delivered to the two
companies’ offshore vessels.
Steinar Sandberg, Siem Group, Head of Group Procurement, said: “Naturally, we believe we can save money
by jointly entering into this kind of service agreement. We have a modern and technically advanced fleet that
requires good follow-up throughout the vessels’ working lives.”
Knut Hovland, Rolls-Royce, Director, Marine Services, said: “We have delivered equipment to around a
quarter of the world’s registered fleet. As a result, we also have service assignments and long-term agreements
with a large number of ship owners globally. We also have a network of service stations at 34 locations worldwide,
so we can be close by whenever equipment needs servicing or repair.”
At present, aftermarket services account for roughly 40 per cent of Rolls-Royce Marine’s revenues. Longterm
agreements account for around a quarter of this. The company is now exploring digital opportunities to
provide ship owners with a growing range of new and more effective service solutions. These include new
types of services based on surveillance of ships’ operations and equipment from control centres located on
shore. Rolls-Royce recently signed its first “power-by-the-hour” agreement with the Norwegian logistics and
cargo company Nor Lines.
“We are particularly pleased to sign new service agreements in these current times. We have obviously been
affected by the fact that many vessels in the offshore market are still laid up, and it will be interesting to see
what impact this will have on the service market going forward,” said Knut Hovland.
MONITORING
CMAXS TO MONITOR MOL SHIPS
Mitsui O.S.K. Lines (MOL) has selected the ClassNK CMAXS diagnostic monitoring system for an additional two
ships. The next-generation diagnostic monitoring system ClassNK Consulting Service Co developed is now
installed on a total of six MOL-operated ships.
The two news ships will feature CMAXS e-GICSX, a system which monitors electrically controlled main
engine supplied by Mitsui Engineering & Shipbuilding Co and CMAXS LC-A for auxiliary engines supplied by
Daihatsu Diesel. The software utilises sensor data acquired from data logger and VDR among others, and offers
diagnoses of onboard machinery and equipment to enable condition monitoring maintenance and avoid
unnecessary downtime. Sensor data acquired by ClassNK CMAXS is integrated into a cloud database, CMAXS
Web Service, allowing the information to be shared both on board and on shore.
15

FEATURE ARTICLE
RAY OF SUNSHINE FOR GERMAN OEMS
Marine and offshore equipment suppliers in Germany have to develop new markets, digitalise and produce
innovative products if they are to respond to the continuing weak demand from other countries and growing
competition in global shipping markets, according to a report by the VDMA, (Verband Deutscher Maschinenund
Anlagenbau, Mechanical Engineering Industry Association) Europe’s largest industry association.
“Our high-tech sector with its more than 65,000 employees has still not seen the end of the decline in
incoming orders, but there is a ray of hope on the horizon. We can say this because of the flexibility of marine
and offshore equipment suppliers, as well as the good economic data from the German machinery and plant
engineering industry that is now becoming apparent,” explains Dr. Alexander Nürnberg, Chairman of VDMA –
Marine Equipment and Systems.
“Overall mechanical engineering increased its forecast for machine production in real terms to plus 3% in
2017. However, this certainly does not apply to the maritime area on average. Although last year sales declined
only slightly to €11.1 billion, incoming orders slumped significantly by 14%. We predict that there will be no
major improvement for the sector as a whole also in 2017,” says Nürnberg.
However, individual maritime markets and segments are definitely optimistic: for ferries there is high
demand in the short and medium term, and the same applies for electrical engineering systems and
components, which with the ongoing process of automation are absolutely vital for the smooth, efficient
operation of ships and plants.
“It is to be hoped that in the medium term the gratifying economic developments in the mechanical
engineering industry will also have a positive effect on the entire maritime sector,” emphasises Nürnberg.
Meanwhile, the shipping market is continuing to consolidate, new business models are changing the supply
situation and established models are losing significance. “The growing digital possibilities have to be
intelligently used in the interaction between operators, shipyards, equipment suppliers and beyond,” explains
Martin Johannsmann, executive board member of VDMA – Marine Equipment and Systems.
Learning from one another across sectors is thus the motto of the equipment and system suppliers. Their
solutions are in demand in shipbuilding as well as associated areas in the maritime environment such as
logistics, port technology and energy.
There is currently a great deal of discussion about Industry 4.0, but implementing and profitably applying
networked production and services involve considerable hurdles for many companies. This process is
proceeding fast and continuously in the maritime sector.
“Today we supply from the data generated by a whole variety of sensors onboard vital information for the
entire shipping sector,” explains Martin Johannsmann in describing a new business model from his company
environment.
16

“In Finland, the autonomous unloading
of cargo ships is already beyond the
research phase and now undergoing
practical testing, thanks to integrated
systems from our company group,” adds
Alexander Nürnberg.
Another example: port cranes from
German makers supply information
worldwide on equipment operating
condition and performance optimisation
as well as the condition of the cargo being
trans-shipped, cooperating with upstream
and downstream logistics systems.
“Companies that are not alive to this
development will be among the losers of
digitalization,” warns Johannsmann. In the
production of maritime technologies,
competitive advantages are also realised
via intelligent automation solutions. New
sensor technology, data evaluation
algorithms and interface definitions (OPC
UA) have to be integrated.
Digital solutions contribute significantly
to the achievement of economic and
environment-friendly goals in shipping.
This involves the use of electric hybrid
propulsion systems, as already deployed
on ferries, to reduce environmentally
harmful emissions. And in overseas
transport the set climate objectives can be
realised with the intelligent use of
alternative fuels, which can successively
replace fossil fuels on ships. “E-fuels” will
play a particularly important role in this
respect. Makers of large engines and the
VDMA are thus advocating a maritime
energy transition. It is important here to
think beyond the internal combustion
engine in itself and consider the overall
propulsion system.
According to a survey by the
Fraunhofer CML, nearly all (93%)
operators (shipping companies) anticipate
SAVE MILLIONS IN DRYDOCK
COSTS AND OFF-HIRE TIME
Hull of cruise ship after 5 years with Ecospeed coating with no replacement or major repair. This is the state
of the hull when the ship came out of the water, without any cleaning or touch-up in drydock.
When your hull coating never
needs replacing or major repair,
you can save a lot of money in drydock
fees, off-hire time, materials and labour.
Most hull topcoats are designed to be
replaced once or twice every five years.
The full hull coating scheme has to be
fully replaced every 10 - 15 years down
to bare steel.
Over that time period, the coating
degrades and becomes rougher until it’s
no longer worth trying to patch it up.
And it costs you a fortune in fuel to
compensate for the additional hull
friction.
Imagine a coating that’s guaranteed for
10 years and is expected to last 25
without replacement or major repair. A
coating that gets smoother over time,
not rougher!
Imagine coming into drydock after 3 or
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coating only requires a few minor
touch-ups and doesn’t even need to be
washed off.
Call us today for a quote to convert your hull to Ecospeed or start off right,
with Ecospeed, on a new build.
EU Office
Phone: + 32 3 213 5318
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info@ecospeed.be
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US Office
Phone: + 1 727 443 3900
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.be
a digitalisation of their maintenance processes in the next few years and expect proposals for solutions from
industry. An initial VDMA study found that precisely particularly successful companies in after-sales business
focus on developments from the area of Industry 4.0, namely remote services and condition based
maintenance, as well as management of services via management information systems.
“The second study we commissioned, which is currently running, is concerned with digital service. From this
we expect specific ideas for our sector,” explains VDMA Managing Director Dr. Jörg Mutschler.
Other European countries are the main export market for German equipment suppliers for the first time
again in a number of years (claiming 37% of exports, previous year: 31%). The explanation for this is the stable
order situation for leading European shipbuilding companies in their special segments. The long-standing
frontrunner Asia follows with 34%.
The most important Asian countries, China and Korea, roughly retained their shares of exports of German
suppliers, with China accounting for 21% and Korea close on 10%, whereas the share for the rest of Asia in
2016 fell significantly from 6.5% to 3.5% compared with the previous year’s period. Trade with North America
also declined proportionately, from 11% in 2015 to only 9% in 2016.
Ship newbuilding orders are at low level with 223 oceangoing ships totalling 4,951Mgt ordered worldwide
in the first quarter of 2017 (1st quarter of 2016: 172 with 6,759Mgt), including 19 in South Korea (8), 66 in PR
China (35), 5 in the Philippines (2), 28 in Japan (53) and 51 in EU-28 (23), including 1 in Germany (1). Global
orders on hand for vessels came to 4,840 (5,807) units as of the 1st quarter of 2017.
17

COMPANY NEWS
WÄRTSILÄ'S PROSPECTS FOR 2017
Wärtsilä's overall development in 2017 is expected to be relatively unchanged from the previous year. Demand
by business area is anticipated to be as follows:
● Solid in Services with growth opportunities in selected regions and segments.
● Good in Energy Solutions, thanks to increasing electricity demand in the emerging markets and the
global shift towards renewable energy sources, which will support the need for distributed, flexible,
gas-fired power generation.
● Solid in Marine Solutions (raised from soft), thanks to a favourable vessel contracting mix. The general
marine market environment remains challenging, as the merchant, gas carrier, and offshore segments
continue to suffer from overcapacity, slow trade growth, and the financial constraints of customers.
Wärtsilä's current order book for 2017 deliveries is €2,087 million. Wärtsilä will continue to focus on
improving efficiency, which is expected to partially offset lower volumes in the marine markets. The pricing
environment in Energy Solutions' markets has stabilised, but the order book is still impacted by the
competitive pressure seen in previous years. The good performance in Services is expected to continue.
Jaakko Eskola, President and CEO, said: "The first half of 2017 was characterised by good development in net
sales, largely due to an increase in the number of power plant deliveries, as well as by solid earnings. Order
intake developed well in all business areas. The power plant project pipeline has continued to materialise into
orders at a healthy pace, thanks to the growing interest in flexible, gas-fired technologies. Furthermore,
although the marine markets remain challenging, a favourable vessel contracting mix supported the
development of Marine Solutions' orders received, particularly in the second quarter. Activity in the service
markets was broadly stable, with healthy demand for long-term agreements. I am pleased that our customers
continue to see the value of entering into service partnerships with Wärtsilä, which provides a good basis for
future development.
“Wärtsilä's ambition is to become an agile technology company dedicated to improving customers' operations
by being a leader in smart marine and smart energy ecosystems. The recent acquisitions of Eniram and
Greensmith, as well as our cleantech innovations, demonstrate our active role in enabling sustainable societies
and in helping customers to benefit from smart technologies. To support the development of our digital
services and products, we are launching digital acceleration centres where promising ideas are developed and
co-created into service concepts and products together with customers and partners. I am confident that the
investments into our company-wide digital transformation will drive new business opportunities, ultimately
strengthening our competitive positioning, and supporting our long-term target of profitable growth."
CLASSNK RELEASES PSC DETENTION DETAILS
ClassNK has released its annual report on Port State Control. The report aims to assist ship operators and
management companies in maintaining compliant operations by providing information about ships detained by
PSC as well as deficiencies that were found on board from many port states in 2016.
To help its customers improve safety management systems and overall fleet quality, ClassNK has included a
breakdown of deficiencies which shows that fire safety-related deficiencies continue to be the most frequent
detainable deficiencies item. ISM, lifesaving appliances and safety of navigation also remain major items where
many detainable deficiencies are found.
The ClassNK report also provides detailed analyses on PSC detentions by flag state, port state, ship type,
ship size, and ship’s age as well as a summary of major amendments made to international conventions such as
the SOLAS Convention. These amendments have further widened the scope of PSC inspections, a trend that will
undoubtedly continue as the rules applied to ships increase and diversify.
The PDF version of the Port State Control Annual Report can be downloaded for free by accessing the
ClassNK website via this link: http://www.classnk.or.jp/hp/pdf/publications/Publications_image/PSC16E.pdf
MEM Marine Engineers Messenger
Editor Patrik Wheater
Contributions: Charlie Bartlett
Publisher: Seaborne Communications Ltd
Email: mem@seabornecomms.com
Web: www.seabornecomms.com
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
newsletter.
©2017 Seaborne Communications Ltd
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