MEM38

MEM
MEM
MARINE ENGINEERS MESSENGER
Issue 38
28 August 2017
FUSION ENERGY BREAKTHROUGH
PRELUDE ENTERS LR CLASS
WÄRTSILÄ TO SERVICE ABB TURBOCHARGERS
USCG TYPE APPROVAL TESTS COMPLETE FOR EVOQUA SEACURE
SHIPPING “WAKES UP” TO ENERGY STORAGE POTENTIAL
SEAVIEW FLOATS OUT
MAN AND AKA WIN RUSSIAN ORDER
MTU ENGINES POWER 90TBP TUGS

MEM
MARINE ENGINEERS MESSENGER
MEM Issue 38
28 August 2017
Telegraph
The California State Lands Commission has approved Article 4.8 of its Biofouling Management Regulations,
aimed at minimising the transfer of non-indigenous species (NIS) from vessels arriving at California Ports.
The biofouling management regulations have also been approved by California’s Office of Administrative
Law and are now set to become effective on October 1, 2017.
In a letter to shipping agents and other parties, dated 15 August, Nicole Dobroski, Assistant Chief, Marine
Environmental Protection Division of the CSLC, explained that the provisions:
• Repeal the reporting requirements for the Hull Husbandry Reporting Form, the Ballast Water
Treatment Supplemental Reporting Form and the Ballast Water Treatment Annual Reporting Form;
• Adopt the Marine Invasive Species Program Annual Vessel Reporting Form.
The remaining requirements will be applicable after a vessel’s first regularly scheduled dry dock, after
January 1, 2018, or upon delivery on or after January 1, 2018, including requirements for:
• Developing and maintaining a Biofouling Management Plan;
• Developing and maintaining a Biofouling Record Book;
• Mandatory biofouling management of the vessel’s wetted surfaces;
• Mandatory biofouling management for vessels that undergo an extended residency period (i.e., remain
in the same location for 45 or more days);
The California State Lands Commission anticipates many questions about the upcoming implementation of
the biofouling management regulations and is developing a series of Customer Service meetings in northern
and southern California and an internet-based webinar to provide answers to any questions that may arise
from implementation.
There is increasing concern about the transfer of NIS by ships’ hulls. Last month a study was published by
Tel Aviv University’s School of Zoology highlighting that biofouling on ships’ hulls is contributing to the spread
of invasive aquatic species in the Mediterranean Sea. According to the research 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 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”.
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2

ENERGY
FUSION A STEP CLOSER
In the quest for fusion energy, scientists have spent decades experimenting with ways to make plasma fuel hot
and dense enough to generate significant fusion power. Researchers from the Massachusetts Institute of
Technology (MIT), however, may have found a breakthrough in what is deemed the “holy grail” of energy
research.
Researchers focused their attention on using radio-frequency heating in magnetic confinement fusion
experiments, like the Alcator C-Mod tokamak, one of several types of magnetic confinement devices being
developed to contain the hot plasma needed for producing controlled thermonuclear fusion power.
Using data from these experiments, researchers at MIT’s Plasma Science and Fusion Centre (PSFC), along
with colleagues in Belgium and the UK, created a new method of heating fusion plasmas in tokamaks.
The new method has resulted in raising trace amounts of ions to megaelectronvolt (MeV) energies — an
order of magnitude greater than previously achieved.
“These higher energy ranges are in the same range as activated fusion products,” PSFC research scientist
John C. Wright explained. “To be able to create such energetic ions in a non-activated device — not doing a
huge amount of fusion — is beneficial, because we can study how ions with energies comparable to fusion
reaction products behave, how well they would be confined.”
The new approach, recently detailed in the journal Nature Physics, uses a fuel composed of three ion species:
hydrogen, deuterium, and trace amounts of helium-3. Typically, plasma used for fusion research in the
laboratory would be composed of two ion species, deuterium and hydrogen or deuterium and He-3, with
deuterium dominating the mixture by up to 95 per cent.
Researchers focus energy on the minority species, which heats up to much higher energies owing to its
smaller fraction of the total density. In the new three-species scheme, all the RF energy is absorbed by just a
trace amount of He-3 and the ion energy is boosted even more — to the range of activated fusion products.
Wright was inspired to pursue this research after attending a lecture in 2015 on this scenario by Yevgen
Kazakov, a researcher at the Laboratory for Plasma Physics in Brussels, Belgium, and the lead author of
the Nature Physics article. Wright suggested that MIT test these ideas using the Alcator C-Mod, with Kazakov
and his colleague Jef Ongena collaborating from Brussels.
The successful results provide “proof of principle” enough to get scientists at the UK’s Joint European Torus
(JET), Europe’s largest fusion device, interested in reproducing the results. Like JET, C-Mod operated at
magnetic field strength and plasma pressure comparable to what would be needed in a future fusion-capable
device.
“The JET folks had really good energetic particle diagnostics, so they could directly measure these high
energy ions and verify that they were indeed there,” said Wright. “The fact that we had a basic theory realised
on two different devices on two continents came together to produce a strong paper.”
4

TURBOCHARGING
WÄRTSILÄ TO SERVICE ABB TURBOCHARGERS
Wärtsilä Corporation and ABB
Turbocharging have agreed to expand
their cooperation, with ABB granting
Wärtsilä Authorised Service Provider
status for the maintenance of its
turbochargers installed on Wärtsilä
four-stroke engines.
The six-year service agreement
covers standard maintenance and
performance optimisation and
represents an extension to the longterm
cooperation agreement both
parties inked in 2005.
To ensure smooth processes and
effective management of installation
performance, Wärtsilä and ABB will
share specific service data and
maintenance documents. This also
enables the inclusion of ABB turbochargers in the Wärtsilä Online Services offering. The Authorised Service
Provider status for standard maintenance includes disassembly, exchange of parts, balancing and reassembly of
ABB turbochargers installed with Wärtsilä four-stroke engines.
"Being able to look at the whole installation increases its availability and efficiency, optimising service speed
and agility. Customers can reduce their operational risk, ensure optimal tuning and save time by being able to
overhaul their ABB turbocharger at the same time as the engine. Wärtsilä's aim is to expand its leadership as a
global provider of quality services also to turbochargers. Thanks to this agreement, we are now able to serve
our customers even better by offering them ABB turbocharger services coupled with our engine knowhow
across 25 locations," says Tomas Hakala, Vice President, four-stroke Engine Services at Wärtsilä Services.
Herbert Müller, Head of Service, ABB Turbocharging, adds: "This agreement is a logical expansion of the
cooperation established for new engine developments, where we jointly aim to push the boundaries of engine
performance to new levels. With this new service agreement, ABB aims to foster our leading position in the
field of advanced upgrade solutions during the lifecycle to improve performance of our customers in their
businesses.”
The agreement will result in 25 authorised Wärtsilä turbocharger workshops with an expanded service and
maintenance offering. This is in addition to the 110 existing ABB Turbocharging Service Stations around the
globe. Customers will benefit from this expansion of authorised resources available to keep their equipment up
and running, and performing well.
PRIME MOVERS
MAN AND AKA WIN RUSSIAN ORDER
MAN Diesel & Turbo and partner Aspin Kemp and Associates (AKA) have secured a contract to provide dieselelectric
propulsion package for a multi-purpose supply vessel under construction for a federal Russian agency.
The contract marks the first successful collaboration between the two companies since MAN Diesel & Turbo
bought a 40% share in AKA – the Canadian electric-and-hybrid-systems company – in June 2017.
Four MAN 7L21/31 gensets, including alternators, will be delivered to an undisclosed shipyard
in St Petersburg. AKA’s scope of supply includes a 690V main switchboard, 690V-to-400V
transformers, electric propulsion motors and frequency converters, and drive
control and power-management systems.
The vessel is scheduled for a March 2018
delivery.
Wayne Jones, Chief Sales Officer – MAN
Diesel & Turbo, said: “This specialist vessel,
with its unique operational demands,
showcases MAN Diesel & Turbo’s competence
as a solution provider and the broader
capability we now possess with AKA’s
energy-management expertise.
5

Encouragingly for our new partnership, the previous vessel in this series was equipped with an identical
propulsion package, but from a different supplier.”
AKA’s CEO, Jason Aspin, said: “We are excited to deliver on this first order together with our new partner,
MAN Diesel & Turbo. Our expertise in energy management, and electrical-system integration, combined with
MAN’s vast experience in power-train solutions, allows us to deliver a completely integrated power and
propulsion system for this vessel, making it a WIN-WIN-WIN between our partnership and this client”.
The partnership with AKA represents part of MAN Diesel & Turbo’s strategic development programme,
"Basecamp 3000+", launched in 2016 when the company announced strategic acquisitions and partnerships to
expand its product range with respect to the global trends of decarbonisation and digitisation.
WÄRTSILÄ HYBRID FIRST FOR FISHERIES
A new fish processing and transportation vessel building at Spain’s Balenciaga shipyard for Norwegian owner
Hav Line, will be powered by a Wärtsilä arrangement based around a 10-cylinder W31 prime mover.
The low-emission vessel, a Wärtsilä design, features a hybrid propulsion solution that makes use of a
battery-powered power take-in/ power take-off system. By absorbing most of the engine's load fluctuations
and vessel load variations through the batteries, the engines can be operated close to its optimum design
point, thereby providing the highest level of efficiency.
When the vessel is delivered next summer, it will be the first fisheries vessel to adopt such a power
arrangement.
"The fish farming industry, like other marine industry sectors, is seeking better ship designs and greater
efficiencies that reduce overall operating costs and lessen the environmental impact. Wärtsilä is proud to have
been selected for this project that introduces the world's first hybrid propulsion system for this kind of vessel,"
says Riku-Pekka Hägg, Vice President, Wärtsilä Ship Design.
Wärtsilä has also been contracted to supply auxiliary engines, gears, sterntube seals and bearings, CP
propellers and remote control and automation systems.
Following its introduction in 2015, the Wärtsilä 31 was recognized the world's most efficient four-stroke
diesel engine by Guinness World Records.
MTU ENGINES POWER 90TBP TUGS
Rolls-Royce and Turkey’s Sanmar Shipyards have signed a contract for the delivery of eight MTU Series 4000
engines for four new terminal tugs, including an option for a further four engines.
The tugs will be fitted with two 16V 4000 M73L MTU engines, each delivering an output of 2,700kW at
1,850rpm.
Ali Gürün, Projects Director of Sanmar Shipyards, commented: “We were impressed by MTU’s technical
support, the service and the reliability of the MTU engines, which is why we will also be equipping our new
Robert Allen/ Rastar 2900sx tugs with MTU engines.”
Knut Müller, Head of the Marine and Government Business Division at MTU, said: “This is the first time
high-speed engines are being used to power harbour tugs in this power class. To date, it has only been possible
to use medium-speed engines for harbour tugs with a bollard pull of over 85t. We are delighted that we have
now been successful in entering this market.”
The speed of the engine has been reduced to 1850rpm specifically for this application in order to provide
the Shipyards with direct control of the propeller without an intermediate gearbox.
6

The Robert Allen/ Rastar 2900 SX terminal tugs, with a length of just under
30m, will be added to the fleet operated by the Danish towage company Svitzer
as of 2018.
The tugs are to be used in the Tanger-Med Port in Morocco, the
operators of which have now signed a 20-year contract with Svitzer for
terminal towage services. The port is strategically located on the
north-west coast of Africa, close to the entrance to the
Mediterranean on the Strait of Gibraltar, and is the second
busiest container port on the African continent.
MTU and Sanmar have signed an additional
contract for the delivery of four 16V 4000
M63 engines, each delivering 2000kW of
power for two tugs with a 70t bollard pull.
These new contracts now bring the number of
tugs built by Sanmar to date and fitted with MTU
engines to 16. Half of the tug types currently
available from Sanmar Shipyards are fitted with MTU
engines.
VOLVO PENTA’S MOST POWERFUL ENGINE
An exciting milestone has been reached for Volvo Penta, with its new 1000hp 13l engine, especially for owners
of large yachts, who will now be able to benefit from better propulsion performance.
The new D13-1000 sees Volvo Penta move into the 1000hp marine leisure engine market for the first time,
and provides higher performance, greater durability and more comfort than ever before.
The inboard engine and its equivalent from Volvo Penta’s Inboard Performance System (IPS) range – the
D13-IPS1350 – have been designed for the benefit of customers operating yachts of up to 120ft.
“This is hugely exciting for us to create our most powerful engine yet,” says Johan Wästeräng, vice president
for product management in the marine leisure segment at Volvo Penta. “It’s truly a landmark product for our
marine range, and really gives us a bigger step into the large yacht market. We’ve spent a long time talking to
customers about what they want, and refining our engine and IPS designs, so that we can offer unique
experiences with exceptional products that are ideal for world-class vessels.”
As a mark of its commitment to the marine leisure industry, Volvo Penta has carried out a major redesign of
the 13-litre engine model and drivetrain in order to offer an outstanding new product. High-end yacht
customers will be able to reap the benefits, as features such as new pistons, highly efficient injectors and
improved cooling systems, combine to produce 11 per cent more power than on previous engines.
The optimised power-to-weight ratio and excellent low-end torque of the D13-1000 provide incredible
power on demand. With this new engine, Volvo Penta is giving premium yacht owners the possibility to go
further and faster than ever before.
Volvo Penta’s D13-IPS1350 is an integrated package that matches the new D13 engine with an upgraded IPS
pod drive.
Upgrades to the IPS pod drive have been made to match the new engine. The D13-IPS1350 package is
available in twin, triple or quadruple installation; the latter of these provides power to the equivalent of
5400hp. Improved features on the new IPS drive can also be fitted on existing IPS units.
“The IPS drive has been upgraded so that it can handle the extra
performance from the new D13 engine,” says Björn Rönnvall,
product manager for the marine leisure segment at Volvo Penta.
“We have found that there is a demand for greater durability
with bigger yachts as the captain has to cruise to wherever
the owner wants it to be, so the usage is higher. Increased
low-end torque gives the vessel greater manoeuvrability
at low speeds, and with the compact configuration this
means there is more room on board for the luxuries that
high end yacht owners want. IPS gives versatility and more
freedom of design and performance – it really is the
ultimate choice for large yachts.”
“With 36 per cent better fuel economy this means that our
IPS package has a much greater cruising range than a typical inboard
engine,” says Rönnvall. “To put that into context, customers would be able to
cruise from Cannes to the Balearic Islands without having to refuel in Spain, or
from Miami to the Bahamas and back again on one tank of fuel.”
7

MARINE COATINGS
ECOSPEED DECISION VALIDATED BY ERNEST SHACKLETON
British Antarctic Survey’s decision to apply the Ecospeed hard coating to the hull of its new polar research
ship RRS Sir David Attenborough has been
validated after the recent drydocking of sister
vessel RRS Ernest Shackleton.
The 80m long vessel, coated with Ecospeed in
2009, drydocked last month at the Orskov
shipyard, in Frederikshavn, Denmark, where the
hull was found to be in “very good condition”.
BAS Superintendent Andrew Webb, said:
“Shackleton’s hull condition is the best I have seen
after typical ice year operations. We tend to
account for touch up coats every other year to
areas impacted by the ice, but this year we needed
to repair even less surface area than expected,
despite the vessel encountering heavy Antarctic
ice.”
The Orskov yard had to touch up areas in the
bow and rudder areas. A touch up coat was last
applied in 2015. Only remedial coats are required
as Ecospeed is a one-coat system and does not
need to be removed or reapplied.
The durability of the coating and the ease with
which repairs can be effected were the reasons
why BAS/NERC selected Ecospeed for the
newbuild RRS Sir David Attenborough.
“The shipyard initially wanted to apply its
preferred supplier’s coating system, but based on
our experience of this coating on the James Clark
Ross and Ernest Shackleton we wanted Ecospeed.
“We already had this system on the entire hulls
below the water line of both research vessels and
found it much easier to repair: it doesn’t need to be applied under such strict environmental conditions or
require the hire of any specialist application equipment.”
During 2013/14 BAS replaced the competitor system with Ecospeed across the entire hull of James Clark
Ross, which is scheduled to drydock this month (August).
Subsea Industries’ hull protection system will be applied to the hull of RRS Sir David Attenborough, the polar
research ship under construction at the Cammell Laird shipyard in Birkenhead, Liverpool, UK. The 15,000gt
research vessel, scheduled for operational duties in 2019, will be one of the most advanced polar research
vessels in the world.
RRS Ernest Shackleton, launched in 1995, is a logistics vessel used to transport cargo, fuel and passengers.
The ship has basic scientific capability and undertakes research work in the Antarctic.
Built by Kverner Klevin Leirvik, Norway as the Polar Queen for the Rieber Shipping of Bergen she was
deployed in the Antarctic by other national programmes before being acquired by The British Antarctic Survey
in August 1999.
CORROSION PREVENTION
CATHELCO ICCP FOR THREE RUSSIAN TRAWLERS
Cathelco is supplying hull corrosion protection systems for three trawlers under construction as part of
Russia’s fishing fleet modernisation programme.
The freezer trawlers, being built by the Vyborg Shipyard for the Arkhangelsk Trawl Fleet JSC, will operate in
the North and Far East fishing basins. Each vessel will be equipped with the latest trawl equipment enabling
the production of up to 160 t of raw fish products per day.
The first in the series of vessels, named Barents Sea, is 86m in length and 17m in breadth will be rated to
ICE3 class with hull strengthening to Arc4. The trawler will have an automated fish filleting and canning plant
together with facilities for processing fish oil and meal.
8

The Cathelco impressed current cathodic protection
(ICCP) systems will protect the underwater surfaces of the
ship’s hulls from corrosion in the most demanding Arctic
conditions.
Unlike sacrificial anodes which may have to be changed
at every drydocking the ICCP anodes have a life in excess
of 15 years. This reduces maintenance costs as well as
ensuring that the hull receives reliable protection.
“This is one of a number of projects where we have
worked in close collaboration with Vyborg Shipyard to
provide a technical solution which will work effectively in
Arctic waters”, said Anna Siodlak who has supervised the
project at Cathelco.
The purpose of the ICCP system is to neutralise the
corrosive activity which occurs on the surface of the hull
by enveloping it in a small, but effective impressed
electrical current. The system consists of an arrangement
of hull mounted anodes and reference electrodes which
are wired to a control panel. The reference electrodes
measure the electrical potential at the hull/seawater
interface and send a signal to the control panel which
raises or lowers the output to the anodes accordingly.
“Systems for fishing vessels are easily installed and
usually consist of two aft mounted anodes and reference
electrodes, therefore the number of hull penetrations are
kept to a minimum”, Anna Siodlak explained.
Cathelco are world leading suppliers of ICCP systems
for vessels of every size ranging from workboats and
fishing vessels to cruise vessels and container ships with a
record of more than 20,000 installations. They also
produce marine growth prevention systems (MGPS)
which prevent blockages in seawater pipework caused by
bio-fouling.
Type Approved
to IMO MEPC
227 (64)
MARIPUR NF
CLARIMAR MF
BALLAST WATER
SGS READIES FOR BWMS COMPLIANCE
aqua-tools, the specialist in water microbiology, has
delivered the first in series of 30 state-of-the-art Rapid
ATP Ballast Water Monitoring Systems to SGS Group.
The Geneva-based testing and certification body has
agreements in place with several countries to inspect and
monitor the treated ballast waters of vessels entering
their ports, the latest of which is The Kingdom of Saudi
Arabia.
Vessels discharging ballast water in Saudi Aramco
ports will be required to present a ballast water report
and sample from 16 August 2017.
Dr. Vladimiro Bonamin, Vice-President, Global Business
Development Manager, SGS Groups, said: “With the entry
into force of the Ballast Water Management Convention
next month, ballast water monitoring will become an
important aspect of the port state control function, as
inspectors test treated water for compliance. aqua-tools,
in collaboration with SGS Group (Switzerland) and
LuminUltra (Canada), has developed a Rapid ATP
technology designed to be the most reliable and effective
ballast water monitoring solution on the market.”
According to Bonamin, existing bioluminescence
methodologies used to monitor Adenosine Tri-phosphates
(ATP), a molecular structure, like DNA, that is found in all
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9

living organisms, “are ineffective in high
salinity waters and while an accepted
method for testing surface waters, these
rudimentary solutions do not provide a
reliable tool with which to test the efficacy
of ballast water treatment systems”.
Marc Raymond, Managing Director, aquatools,
said: “Our test protocol is based on the
bioluminescence principle, whereby the
proportion of light correlates exactly with
the number of Adenosine Tri-phosphates
found in ballast water. Other luminometers
measure the light but these use a very
rudimentary measurement ‘pen’ to take a
small sample of the water. This is ineffective since the reagent required to extract the ATP
from the organism is heavily diluted and does not provide an accurate measurement from
which to assess efficacy across the entire spectrum specified in the IMO D2 parameters list.
“We have developed a unique method for extracting the ATP from the cell walls of all
marine organisms, including those with hard shells, in a process that takes just five minutes. Our method
analyses each fraction: >50μm (most often zooplankton), 10-50μm (most often phytoplankton) and bacteria,
which other ballast water monitoring systems struggle to achieve.”
“While much focus has been given to the ballast water treatment system, there has been little discussion
about enforcement,” said Bonamin. “Existing ballast water testing methods could mean that incorrect
measurements are taken, resulting in heavy financial penalties for shipowners. We now have the technology
available to provide 100% indicative but accurate readings more or less immediately, without having to send
samples off to laboratories.”
aqua-tools’ ATP 2G technology can be used onboard vessels and by enforcement agencies to rapidly analyse
treated waters onboard vessel during the deballasting process, providing results in less than 40 minutes.
SGS Group now has agreements in place to implement ballast water compliance verification tests and
certification in seven countries, with the service available in USA, Canada, South Africa, Germany, Italy, Spain,
Belgium, the Netherlands, Finland, UAE, India, China, South Korea, Australia, Thailand and Taiwan.
The 30 Rapid ATP Ballast Water test kits will now be distributed to SGS Group offices in all those countries
by which it has been contracted to carry out ballast water verification tests.
USCG TYPE APPROVAL TESTS COMPLETE FOR EVOQUA SEACURE SYSTEM
SeaCURE Ballast Water Management System (BWMS), the electrochlorination based solution pioneered by
Evoqua Water Technologies, has successfully completed all biological
efficacy US Coast Guard Type-Approval tests.
Tests were carried out under the supervision of classification
society Lloyd’s Register and the independent laboratory NSF
International will now compile test data for submission to the
USCG for imminent approval.
Matt Granitto, Business Manager, Ballast Water, said: “We
are delighted that the SeaCURE system has successfully
completed and exceeded all testing requirements and
protocols for USCG certification. It has been a lengthy process
but the importance of these tests and USCG Type Approval
cannot be undervalued.
“The testing regime we opted for was the most stringent
because it uses natural organisms in natural environments
over those that are manufactured. By using real organisms, it
takes a lot longer as nature doesn’t always have sufficiently
high organism counts.”
All testing was carried out by NSF International. The first
five tests in brackish waters took place in Baltimore
harbour in the summer of 2015 by NSF partner Maritime
Environmental Resource Centre (MERC). Another partner
laboratory, Great Ships Initiative (GSI), then carried out five
freshwater tests in the summer of 2016, with the final set of land
10

ased tests (marine water) completed by Holland’s MEA-NL, working in conjunction with classification society
Lloyd’s Register, on 27th July 2017. Shipboard testing was conducted in various locations around the globe
with scientists from MERC.
NSF International was the first independent laboratory to be certified by the USCG for BWMS testing and is
widely regarded as the most stringent testing regime there is for a ballast water management system, as Ian
Stentiford, Evoqua’s Global Vice President, Electrochlorination, attests.
“We deliberately selected an independent laboratory that would challenge the SeaCURE system as part of
the whole approval process. The testing NSF partners carry out is extensive and places considerable demands
on the system in real-life, operational conditions. Testing uses real organisms, in different salinities, different
water temperatures and different local environments, taking into account organism regrowth.
“It is very stringent; but we knew that if the SeaCURE system could pass these tests, then shipowners will be
confident that the system they have invested in is very robust and it can actually do what it has been designed
for in all at-sea operating conditions encountered.”
The SeaCURE system is one of the smallest electrochlorination-based ballast water treatment systems to
have completed USCG testing, with one unit capable of treating up to 6,000m3/h from an easy-to-install skid of
just 2m x 1.5m.
Evoqua anticipates receiving USCG BWMS Type Approval
before the end of the calendar year.
POWER
SHIPPING “WAKES UP” TO ENERGY
STORAGE POTENTIAL
ABB will optimise the safety and
environmental credentials of a new Louis
Dreyfus Armateurs wind farm
Service Operation
Vessel (SOV) by
installing Onboard DC
Grid power
distribution to enable
the cost-efficient
integration of batteries.
As an integral part of
the power system, the Power and Energy Management System (PEMS) will ensure safe and efficient operation
of the vessel. The hybrid system enables lean operation with fewer running generators without compromising
on safety, meaning less maintenance and better fuel consumption over the long-term.
“Shipping is waking up to the many advantages of energy storage,” said Juha Koskela, Managing Director of
ABB’s marine and ports business. “With the industry starting to use batteries more and more, and fuel cells
becoming a viable option, we fully expect the Onboard DC Grid to gain further traction.”
The Onboard DC Grid will integrate two sets of batteries used primarily for spinning reserve and peak
shaving. Power peaks during operation can be covered by the battery rather than starting another engine.
Again, battery power can act as backup for running generators, reducing the need to run spare generator
capacity. In addition to ship efficiency gains, the mode of operation has long-term benefits for ship engines, as it
increases efficiency through higher engine load and reduces running hours overall.
The Onboard DC Grid has been installed on a wide range of vessels including ferries, OSVs and a cable layer.
“This project shows how energy storage is a cost-effective solution that maximize energy efficiency and safety,”
said John Olav Lindtjørn, Global Product Manager for Onboard DC Grid at ABB Marine & Ports.
“Energy storage can be used for many purposes onboard; sometimes it serves as the sole energy source but
for this windfarm vessel it is being deployed as an effective supporting element for the main engine.”
The whole power system is controlled by integrated PEMS, enabling the generators to run at variable speeds
and charge the batteries in the optimal way while at the same time maximizing safety and efficiency. This
contrasts with traditional AC systems, where generators run at fixed maximum speed irrespective of the power
demand onboard, leading to excessive engine wear and poor fuel efficiency at lower loads. The ship’s crew of
up to ninety will also benefit of the reduced vibrations.
The Louis Dreyfus Armateurs ship will be built by Cemre Shipyard in Turkey. The vessel design is a SOV
vessel by Salt Ship Design. The SOV will operate on four wind farms off the German coast, enabling the
maintenance of the turbines by wind farm technicians.
11

PROPULSION CONTROL
GE RENEWS PARTNERSHIP WITH P&O CRUISES
Carnival’s P&O Cruises brand has selected GE Marine Solutions to provide upgrades on critical components
onboard its 77,499grt cruiseship Oceana.
Formerly the Ocean Princess, the 1998-built cruiseship had GE’s Syconum 2 electronic controller onboard.
However, this will now be replaced with GE’s new generation of power electronics controllers on the four
propulsion drives.
Enabled by a decentralised architecture, the new digital propulsion controller benefits from a compact
design, reducing its installation costs while improving operational safety through enhanced efficiency, asset
availability and operational precision.
Donnacha O'Driscoll, Carnival UK senior vice president, said: “Following the successful first-phase upgrade
provided by GE on Queen Mary 2 last year, we are delighted to continue this partnership with GE and embrace
its latest technology to ensure smooth sailing for our guests.”
Harnessing the power of digital technology, GE will also carry out extensive shop tests at its Belfort Centre of
Excellence using its real-time simulator.
The upgrade provided to the Oceana is expected to be completed in Hamburg at the end of this year.
“We have, in total, equipped 30 vessels across the Carnival Corporation brands with our electric propulsion
systems. Our expertise in propulsion controls upgrades is also well-acknowledged by Carnival Corporation &
PLC and vessel owners worldwide,” said Tim Schweikert, president & CEO, GE’s Marine Solutions.
MONITORING
NAVIS LAUNCHES NEW BLUETRACKER
Hull Monitor assists ship
operators in data-driven
decision-making for the
best scheduling of Navis, a
division of the Cargotec
group, has introduced
Hull Monitor, a new
module for the fleet
performance
management software
Bluetracker.
Hull Monitor tracks the
degradation of the hull
performance – resulting
from self-polishing,
fouling or damage – by
way of speed loss
calculations and visualizations, and correctively accounts for influencing factors such as weather (in accordance
with ISO 19030).
The effects of the condition of the ship's hull and the propeller on the bunker consumption of a ship are
significant and measurable. The new industry standard ISO 19030 – developed by shipping companies, paint
and propeller manufacturers, data analysts and scientists – which recently took effect, describes the
appropriate methods for measuring changes in the hull and the propeller performance.
With Bluetracker Hull Monitor, shipmanagers and owners are able to access data from ongoing ship
operations, on the basis of which they can determine the optimum point in time for a maintenance measure on
the underwater hull. Ship managers, informed via an automatic notification function, can also react much more
quickly to sudden, exceptionally high-speed losses or changes to the hull outside of defined limits – e.g. in case
of damage due to grounding, etc. – and thus save on extra expenditures for fuel.
In addition, Bluetracker Hull Monitor also offers complete transparency based on the KPI calculations,
including drill-down functionality all the way to the raw data details. This consequently contributes to boosting
the confidence of ship managers in the accuracy of the outer skin and propeller performance statistics.
A further key advantage of Hull Monitor is that the effects of maintenance measures on the underwater hull
– such as periodic renewal of the paint during docking intervals, hull cleaning, coatings, modification of the
vessel's hull, etc. – are analyzed by comparative visualization between the regressive states after the measures
and the actual state. This way Hull Monitor helps to obtain a precise picture of the intended benefits from the
individual measures and thus provide a data-based decision-making aid for future investments with
demonstrably appropriate measures for efficiency gains for the ship in the respective area of operation.
12

“The IMO Ship Energy Efficiency Management SEEMP has recognized the importance of hull performance,
but did not specified how to use this potential. Thanks to the new approach of Bluetracker Hull Monitor, ship
owners and managers can use the collection of the hull’s lifetime data to monitor the adaptive regression and
define suitable hull maintenance events exactly when maintenance is needed,” says Guenter Schmidmeir,
General Manager EMEA at Navis, “They also can verify the performance effect of the taken measurements e.g. a
new coating or hull cleaning. As a data specialist, the software module includes plausibility checks and
automatic notification if the data deviates from the defined standard to ensure a reliable data quality.”
Hull Monitor is a benefit to the operators of container ships who are bound to reaching ports on-schedule
while sticking to a specific fuel consumption, and therefore place special value on the reliable monitoring of the
underwater hull performance. Ship managers of other types of ships can also effectively and transparently
manage existing performance guarantees (e.g. from paint manufacturers) with Hull Monitor.
IMES DEVELOPS SENSOR FOR PERMANENT ENGINE MONITORING
To optimise engine performance and to help reduce NOx and CO2 emissions, IMES has developed a new
combustion sensor, TCS-01CA, to continuously monitor cylinder pressures on two-stroke diesel engines.
The measuring tool facilitates better cylinder balancing and performance evaluation and is designed for
permanent installation on marine diesel engines. The sensor is installed in a special adaptor between cylinder
cover and indicator cock, as this
reduces the build-up of combustion
deposition at the sensor membrane
significantly. IMES offers these
special adaptors for MAN and
Wärtsilä engines.
The TCS-01CA is sensor has “closed
face” to provide protection against
the build-up of soot. As a result, the
sensor is said to offer very good
thermodynamic characteristics,
ensuring cylinder pressure
measurements can be made with high
precision (< 1% Full scale).
The sensor has been successfully
trialled on the cargo ship Hedda
Schulte, where after more than
10,000 operating hours the sensors
continued to deliver constant high
accuracy and reliability.
The software that forms part of the
package enables an easy collection,
management and comparison of
engine performance data. It
compares actual ISO corrected
measurement with the reference data
at any load point. Performance
graphs and reports give a quick
status of an engine and suggest
actions to take for optimising engine
performance. This enables extensive
savings by reducing fuel and oil
consumption as well as engine
repairs caused by inadequately
adjusted engines. This is not only a
financial advantage for the shipping
companies, engine manufacturers
and generating plant but also a big
advantage for our environment as
optimal adjusted engines comply to
IMO TIER III limitations on NOx and
SOx in Emission Control Areas.
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.
www.
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
5 years and finding that your hull
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
Fax: + 32 3 213 5321
info@ecospeed.be
US Office
Phone: + 1 727 443 3900
Fax: + 1 727 443 3990
info@ecospeed.us
.be
13

USERS OF NAPA SOFTWARE CAN ACHIEVE MRV COMPLIANCE
NAPA has updated its performance monitoring and reporting systems to enable simple, straightforward
compliance with EU Monitoring, Reporting and Verification (MRV) legislation.
Users of NAPA Shipping Solutions, ClassNK-NAPA GREEN and NAPA-DSME Power can easily generate MRV
reports and include their performance monitoring software as their data collection method in the monitoring
plan due on 31st August 2017.
From 1st January 2018, vessels larger than 5000gt calling at any EU and EFTA (Norway and Iceland) port
must monitor, report and verify their CO2 emissions. This data must be collected on a voyage-by-voyage basis
and submitted to the EU electronically via the EMSA portal on either an annual or voyage basis. Companies
must present a plan for compliance with this legislation by 31st August 2017, which must contain the method
of collecting the monitoring data. To support customers in achieving compliance easily, NAPA software includes
reporting features for EU MRV across its portfolio of performance monitoring systems.
Users of NAPA Shipping Solutions, ClassNK-NAPA GREEN and NAPA-DSME Power can generate
automatically created annual or voyage-by-voyage MRV reports and export them as CSV files, requiring only a
small process change by crew. Crew must update the performance monitoring system with changes of activity,
like being in port or at anchor, known as phase information. With that information, the performance
monitoring system automatically completes the rest of the process, collecting data on fuel consumption from
main engines, auxiliary engines, gas turbines, boilers and inert gas generators, and reporting for each engine
the fuel type and fuel consumption data (where fuel meters are in use). This data is then automatically shared
with shore-based teams, ready for export from NAPA Office as a CSV file and submission to the EMSA portal.
Risto Kariranta, Director of Services, NAPA Shipping Solutions commented: “Complying with EU MRV
presents a significant challenge globally for ship owners and operators with vessels visiting European waters.
Determining data collection methods before the end of August, and completing that data collection, compiling
and submitting reports from next year could all take significant man hours. As leaders in supporting
productivity in ship operations, as well as supporting efficiency-led CO2 reductions, we are pleased to offer our
customers systems that make this process as easy as possible for vessels with performance monitoring systems
installed.
“For each performance monitoring system NAPA supports, NAPA Shipping Solutions, ClassNK-NAPA GREEN
and NAPA-DSME Power®, we have enabled simple, one-click report generation for MRV, enabling voyage-byvoyage
or annual reporting to be completed as simply, and quickly as possible. This functionality has also been
designed to meet reporting criteria and be compatible with the IMO’s fuel consumption data collection system
from 2019.”
14

CLASSIFICATION
PRELUDE ENTERS LR CLASS
Shell’s floating liquefied natural gas (FLNG) facility Prelude has officially entered into Lloyd's Register class. At
488m long, 74m wide and displacing about 600,000t of water, Prelude is the largest floating offshore facility in
the world.
Last month Prelude arrived at its operating location in the Browse Basin, offshore northwest Australia. It will
be moored at a depth of 250m and will not be drydocked for the first 25 years of its expected 50-year
operational life. The facility required around 260,000t of steel to build and its turret is the largest ever built. It
has been designed to withstand category five cyclones and its technology has generated over 150 patents.
LR has been actively involved with the project from the start, helping to ensure it will operate safely by
applying FLNG expertise through classification, equipment certification, validation and verification against
performance standards Prelude’s substructure and turret have been designed and constructed in accordance
with LR’s Rules for Floating Offshore Installations at a Fixed Location and its topsides certified to an agreed set
of industry codes and standards. LR also confirmed compliance of the facility with Shell’s design and
engineering practices, where applicable, and the performance standards specified by Prelude’s safety case.
Daryl Attwood, LR’s Prelude Project Director, commented: "It has been a great honour for us all to
participate in this world class project, collaborating with an excellent group of clients represented by the best
managers and technical experts from Shell, Technip, SBM, and SHI. LR project managers, design appraisal
specialists and surveyors from Aberdeen, London, Dubai, Perth and Korea have contributed significantly to
getting the facility to this stage, ably supported by colleagues certifying equipment packages literally around
the world."
The intended risk based classification scheme is expected to benefit from use of the latest in remote
inspection technologies to gather accurate and repeatable survey data to allow a predictive and focused
approach. The LR team in Perth will be welcoming colleagues from LR’s Geoje office in the coming months to
assist in the transition from the yard through offshore commissioning to the operations phase.
Jeff Baker, LR’s Offshore Business Development Manager for Australasia, said: "The LR Perth team is
privileged to support this exciting, huge and complex project going ahead and to continue the strong business
relationship between Shell and LR globally. By using the latest in ROV and AUV deployed equipment, we see big
opportunities for improvement in the safety, accuracy and manner of offshore facility inspection in service and
we anticipate that this will flow on to a new way of approaching classification."
BEARINGS
A NEW DIMENSION IN RENK ROLLER-BEARING TEST SYSTEMS
Augsburg-based RENK Test System GmbH, a subsidiary of RENK AG, has delivered two unique test rigs to serve
as the critical components in the world’s most powerful test centre for large bearings. Commissioned by SKF in
Schweinfurt a few weeks ago, the test rigs will help to optimise the performance of future generations of large
bearings. The objective is the development of even more compact, robust, lower-friction and longer-lasting
large bearings.
15

The bigger of the two test rigs is the world’s first for testing not only the main bearing of a wind turbine up
to 6m in diameter but also the entire bearing assembly. The control software RENK Dynamic Data Systems
(RDDS) enables the rig to test every conceivable load case occurring in wind energy plants, e.g. in extreme
storms or with a tumbling rotor.
The two test systems, the Main Shaft Test Rig (MSTR) and the Dynamic Development Test Rig (DDTR), are a
thousand times bigger than a “normal” RENK test rig rated in kilonewtons.
In contrast, the systems installed in Schweinfurt operate on a meganewton scale. With combined load input,
the MSTR can act on the tested bearing with a bending moment of 40MNm and a dynamic force of 8MN both in
axial and radial directions. The smaller DDTR, engineered to thoroughly test large bearings in the shipbuilding,
mining, paper, cement and steel industries, can deliver a commendable performance, too.It achieves speeds of
up to 250 rpm while applying loads of up to 7MN to the bearings.
Such testing of new components, geometries or materials here, too, accelerates the torture suffered by the
bearings. The sheer dimensions and weight of the two test systems are gigantic. Featuring an energy recovery
system, the MSTR is around 9m wide, 11m tall and 8m deep.
. Since the designs will facilitate extremely efficient testing and also contribute toward a resource-friendly
production of future generations of large bearings, they have been sponsored to a total value of around €3.5
million by the Bavarian State Ministry for Economic Affairs and Media, Energy and Technology and the Federal
Ministry for the Environment, Nature Conservation, Building and Nuclear Safety.
HISTORY
VICTORY FOR BAE SYSTEMS
Specialist engineers from BAE Systems are working with the National Museum of the Royal Navy on a unique
project to help preserve HMS Victory, the world’s oldest commissioned warship, for future generations.
The work will see engineers install a new structural support system for the ship, which is part of the most
extensive restoration project of the 252-year-old warship following her repair after the Battle of Trafalgar.
Ian Mcneeney, Head of Commercial and Business Development at BAE Systems, said: “We are privileged to
carry on our continued support work on HMS Victory, Lord Nelson's flagship at the Battle of Trafalgar and one
of the UK’s most popular visitor attractions.
“The work conducted on HMS Victory, underlines our long term commitment to supporting the past, present
and future fleet of the Royal Navy following the arrival of HMS Queen Elizabeth.”
16

Andrew Baines, Project Director at The National Museum of the Royal Navy, said: “HMS Victory is a unique
museum object of international importance. This type of support is a first for any historic ship, and it’s essential
we get it right.
“The new support system design and the installation process has been painstakingly developed over the past
five years.
“The expertise we have gained, and will continue to gain in the delivery of this project, will not only
safeguard Victory’s future but help us to support other historic ships around the world.”
Since HMS Victory first docked in Portsmouth Naval Base, she has been supported on 22 steel cradles and a
concrete plinth. In order to preserve HMS Victory’s wooden hull, the existing cradles, which were installed in
1925, will be replaced with 134 precisely positioned props. The props will evenly distribute the ship’s load to
recreate the natural stresses experienced on the hull when the ship was supported by water.
The work to restore HMS Victory began in 2011, which included removing the masts and booms before work
could begin to prevent water damage and reduce rot. The project has also seen the ship’s hull repainted and
refurbishment of Admiral Lord Nelson’s Cabin and the Great Cabin.
A new walkway onto the ship provides visitors with easier access to parts of the ship that were previously
unseen. The project has also seen the instalment of a new fire detection and suppression system.
HMS Victory is the oldest warship in the Royal Navy’s fleet and is the flagship of the First Sea Lord, Admiral Sir
Philip Jones KCB ADC. She will remain open to the public as a visitor attraction throughout the restoration
project which is due to complete in 2018.
SHIP DESIGN
DELTAMARIN AND RMC START WORK ON FINNISH NAVY PROJECT
Deltamarin has signed contracts with Rauma Marine Constructions (RMC) for the basic design of deck outfitting
and machinery for the vessels to be built in the Finnish Navy’s Squadron 2020 project. The work will be done
on the client’s premises in Rauma and Turku and will last until spring 2018.
“Deltamarin is well-known for passengership designs, especially ropax ferries, and cargo ship designs, for
example bulk carriers and special vessels. However, over the years we have also participated in several navy
and coastguard projects. We are now very proud to have the opportunity to be involved in this modernisation
project for the Finnish Navy fleet,” says Janne Uotila, Director, Engineering & Concept Development at
Deltamarin.
The Squadron 2020 project will replace seven vessels, which have already been or are scheduled to be
decommissioned. The Navy’s capabilities will be upgraded to counter modern threats by procuring four multirole
corvettes.
The vessels will have capacity for year-round and long-endurance at sea in all the weather and ice
conditions of the Baltic Sea. The vessels will be constructed in Finland on a separate contract while the combat
system to be installed on the vessels will be procured on the basis of tendering.
17

NEWBUILDS & DELIVERIES
FIRST STAN TUG FOR GREAT LAKES
The first of ten Stan Tug 1907 ICE vessels has been delivered by Great Lakes Shipyard to its sister company The
Great Lakes Towing Company, both based in Ohio, USA.
Cleveland is a significant milestone in a licencing programme agreed between Damen Shipyards Group and
Great Lakes Shipyard following discussions that began in 2014. While the initial agreement is for the series
build of ten tugs for Great Lakes Towing, the vessels will also be available to third party buyers on a priority
basis.
The Stan Tug 1907 ICE is a compact design capable of 30t bollard pull. Its relatively small size and high
manoeuvrability make it ideal for the narrow waterways with their many low bridges that characterise the
Great Lakes region. The ability to operate safely in icy waters is also essential given the very cold temperatures
that occur there in the winter.
Cleveland has got off to a good start. On her first morning in service it “was put to work for two ship assists.
The first was for Fednav International Limited, Montreal, and the second was for Rand Corporation, based in
New Jersey,” reported Joe Starck, President of Great Lakes Shipyard and the Towing Company.
“Both tows went without a hitch and the feedback then and since has been very positive. One of the pilots on
the first day even commented that the new tug made manoeuvring much easier. The boat has performed even
better than we expected, without the need for the typical “tweaks” that are normally required after completion
of a new tug.”
As was expected, the build of the Cleveland was something of a learning experience, not least because
various European working practises had to be translated into their American equivalents, and numerous
adaptations had to be made to meet USA regulations. However, with these achieved for the Cleveland and the
production process now fully optimised, the follow-on hulls will be completed more quickly and efficiently.
“Damen was always there when we needed them,” continued Starck. “It has truly been a pleasure to work
with them, and we have really enjoyed getting to know the entire Damen team. They’re a first class
organisation.”
SEAVIEW FLOATS OUT
MSC Seaview was floated out this month at Fincantieri’s Monfalcone shipyard.
MSC Seaview is the second of MSC Cruises’ Seaside generation of cruiseships, based on a highly-innovative
prototype designed to bring guests closer to the sea than ever before, for warmer climates and the ultimate sun
and sea cruise experience. The vessel is set to come into service in June 2018, just six months after MSC
Seaside will first come into service in December 2017 with her Grand Voyage from Trieste, Italy to Miami, USA
in December 2017.
18

Pierfrancesco Vago, MSC
Cruises’ Executive Chairman,
commented: “The float out of MSC
Seaview is another significant
milestone in the expansion of our
fleet. She is part of a ten-year
investment plan that will have
already seen the delivery of six
new ships by 2020.
“At MSC Cruises, we are truly
leading the way with our ship
designs, as each new class of
ships that we bring into service is
rooted in meeting the needs of
holidaymakers of different ages, demographics and holiday desires. With MSC Seaview, in particular, our vision
has been inspired by our passion for the sea and we are appealing to guests who are seeking the classic
elements of a holiday – sun and sea - taken to the next level with a one-of-a-kind fully immersive and
interactive seaside experience even whilst cruising at sea.”
Vago added: “We are already the market leading cruise brand in the Mediterranean and Europe and the
deployment of MSC Seaview in this key region will help us further push boundaries by bringing one of the most
innovative cruise ships to an area that we are deeply committed to and is a cornerstone of our business.”
Giuseppe Bono, CEO of Fincantieri, stated: “MSC Seaview is a challenge that Fincantieri is proud to carry out
successfully, as demonstrated by the milestone reached today. She is a spectacular ship, the second of a new
generation that is testing all of our best technical and managerial skills, considering that the float out takes
place less than nine months away from that of the prototype that launched this class of ships, MSC Seaside.
These two beautiful ships require a real endeavour and our Group will deliver them to meet the high
expectations of the shipowner in terms of reliability and product quality.”
At 323m long, the 154,000grt behemoth will have a maximum capacity of 5,179 guests.
DORIA SEATRIALS SUCCESS
Western Marine Shipyard has successfully carried out seatrials aboard the Doria, its new 54m offshore patrol
vessel.
The Bangladesh yard’s vessel achieved a speed of 35.9kts and has a range of 1 500 nautical miles based on a
3.6t per day of fuel. Equipped with a Servogear Ecoflow propulsor, the Icarus Marine-designed vessel features a
water jet sited in the centre of the transom, working as a booster.
Gunther Migeotte, Executive Director of Icarus Marine said: “I am very happy to have the Servogear Ecoflow
on the vessel as it offered the best performance for the vessel allowing us to make speed with a more
comfortable safety margin that any other propulsion system could offer.”
When delivered, the vessel will be operated by the Kenyan Ministry of Fisheries.
WALK-TO-WORK CSV MAKES PROGRESS
Acta Marine’s 120 POB walk-to-work vessel’s hull construction passed the halfway mark late July at Crist
shipyard in Poland.
The ULSTEIN SX195 designed construction support vessel has been designed to be used to support Acta
Orion on offshore wind construction projects and decommissioning and oil and gas platforms.
Hull construction started at Crist, Poland, in February 2017, and the completed hull is expected to be towed
to Ulsteinvik, Norway early November
2017. Thereafter Ulstein Verft will
complete the outfitting of the vessel and
the installation of the SMST provided
mission equipment - motion
compensated gangway and 3D crane.
Delivery of Acta Marine’s CSV-120 is
slated for end Q1 2018. The vessel will
break new grounds in workability, infield
agility, offshore logistics and
comfort on board combined with a low
fuel consumption.
19

PHOTOCAPTION
The second cruise ship for Dream Cruises, World Dream, has floated out of Meyer Werft’s covered
building dock, following extensive tests of the safety systems together with machine and equipment
trials. After leaving the dock, the ship will berth at the pier in the shipyard port to be fitted with its funnel
and other final works and trials. Sea trials are planned for mid-September, in the North Sea.
The 151,300grt World Dream has an overall length of 335m and is 39.7m wide.
FEATURE ARTICLE
MAINTENANCE OF FIRE SUPPRESSION INSTALLATIONS MUST BE A PRIORITY
Submitted by Coltraco Ultrasonics
Fire poses the of biggest threat to ships and crew. Indeed, a study published by the Finnish Transport Safety
Agency showed that almost 800 fires happened in European waters between 2004 – 2014, 10% of which were
classed as serious, needing external support to extinguish the fire.
In some of these cases, investigators found that fire suppression installations may not have been working at
full capacity, which led to the fires being classed as “uncontrollable”.
A good example this is the fire that engulfed MSC Flaminia. In July 2012, the containership was exposed to
an uncontrollable fire which tragically lead to three fatalities and two severely injured crew members, as well
as dire damage to the ship structure and its cargo.
In this case, the CO2 system failed when it actuated without instruction in the engine room, although the
discharge was intended for cargo hold 4. It turned off the auxiliary boiler and auxiliary fan for the main engine,
leading to raging inferno that required three salvage tugs to deal with. However, the extent of the fire meant
that the salvage teams could not enter the vessel for four days. Cargo holds 3-7 were significantly damaged and
the ships structure was weakened, requiring replacement. Under the pressures, the hatch covers lost their
integrity and bulkheads were severely buckled, which led to water ingress in all cargo areas.
According to Coltraco Ultrasonics, gaseous extinguishing installations are difficult systems. There are few
who understand them in all their complexity. The main factor that needs to be understood is that they must be
able to actuate, or release gas, in the event of a fire. But what if the extinguishing instillation cannot actuate
fully because there isn’t enough gas within the cylinder?
20

Gaseous extinguishing systems are
highly pressurised, yet the risk of leaking
and discharging is accepted as part of
their use, with the regulations
recommending regular upkeep. IMO
SOLAS FSS Ch5. 2.1.1.3 states: “Means
shall be provided for the crew to safely
check the quantity of the fire
extinguishing medium in the container”
Often this is misunderstood and
systems are only checked annually
during inspections by accredited marine
servicing companies. This is not enough
– the crew must take responsibility for
its own fire protection. However, crews
are often not trained or certified to shutdown,
dismantle, weigh and re-install
the gaseous cylinders.
Adding to this, the details of their
leakage within the regulations which is
troubling. ISO 14520-1 clearly states
that: “If a container shows a loss of agent
quantity or a loss of pressure (adjusted
for temperature) of more than 5 %, it
shall be refilled or replaced.” Given that the gaseous systems are designed specifically to the individual need of
the vessel then a 5% loss of agent may mean that they would not fully extinguish the fire. The only way to
determine a cylinder is free from leakage is to check its contents. But if the crew cannot weigh their own
cylinders, because they are not certified to do so, then how is it possible?
One solution is by way of Coltraco Ultrasonics’ Portalevel MAX Marine which tests the CO2 fire installations
onboard for leaks. The system is designed primarily for the vessels’ crew to inspect large fire suppression
systems of up to 600 cylinders, facilitating more frequent checks and generally improving fire safety
management onboard ship. The system enables identification in under 30 seconds and needs only one operator
to use, instead of the traditional 15 minutes, with two people laboriously weighing each cylinder. The
maintenance of installations must be a priority. It need not be expensive nor time consuming.
COMPANY NEWS
SAMSKIP TO ACQUIRE NOR LINES
Samskip has announced that it will acquire activities associated with Nor Lines AS, in a major expansion of its
shipping, transport and logistics businesses in Norway.
Subject to approval by Norway’s competition authorities, Samskip has agreed with the DSD Group to acquire
the activities of Nor Lines, which generate an average annual turnover of €110 million.
“The Nor Lines takeover represents a major opportunity for Samskip,” says Ásbjörn Gíslason, Chief Executive
Officer, Samskip Logistics. “It is a natural but significant extension of our shipping and logistics activities in
Norway which will further broaden our customer offerings. Nor Lines’ financial performance has been
disappointing in recent years, but we are confident that by combining our respective strengths and refocusing
the business we will create synergies, improve efficiency and provide customers with enhanced services.”
Samskip’s presence in Norway has been significantly strengthened over the past years through internal growth
and several acquisitions. Samskip now transports around 90,000 TEU a year between Norway and Northern
Europe, a volume it aims to further increase through the Nor Lines acquisition. The frigoCare (fully owned by
Samskip) cold store and terminal in Aalesund serves an important hub in both Samskip’s container system and
Nor Lines vessel system. Samskip also owns a 50% share in Bergen based Silver Sea AS, which operates a fleet
of 14 reefer vessels. Samskip’s combined annual turnover after the Nor Lines takeover will make it a major
player in the market.
AKER ARCTIC JOINS A NEW ARCTIC PROJECT
A consortium of 13 research organisations and industrial partners from six countries has launched a joint
development project, SEDNA, to address improved safety and efficiency in arctic ship operations.
Funded by the EU’s Horizon 2020 programme, the three-year project sets out to develop a novel risk-based
approach to arctic navigation, ship design and maritime operations.
21

SEDNA focuses on the main topics including the modern bridge systems with state of the art tools,
improvement in voyage planning incorporating data transfer and big data utilisation, research on the anti-icing
solutions, safety assessment of low flash point fuels as well as risk-based methodology in the design and
operation for ice-going vessels.
"This international development project provides a good platform to further improve the areas in safety and
efficiency of the designs for the arctic shipping and navigation" states Mr Reko-Antti Suojanen, Managing
Director of Aker Arctic Technology Inc.
Further information of the SEDNA project can be found from the project website.
KR TO AUDIT BANGLADESHI-FLAG VESSELS
Korean Register (KR) signed an agreement last week with the government of Bangladesh to deliver services on
behalf of the Bangladeshi flag administration, carrying out vessel surveys and issuing certificates in accordance
with international conventions.
KR is now able to conduct the relevant surveys and audits and to issue certificates to Bangladeshi flagged
ships for compliance with SOLAS, MARPOL, ITC, ICLL, and MLC.
KR has been working to obtain the authorization to deliver statutory services to Bangladesh, anticipating an
increase in sea-borne transport between Southern Asian countries and Bangladesh, which currently enjoys
annual GDP growth of about 6%.
Lee Jeong-Kie, Chairman and CEO of KR, said: “We are delighted to receive the authorization to deliver
statutory services on behalf of the Bangladeshi government. This means that we will be able to provide a wider
range of sought after services to our customers in a timely manner, adding value to their businesses in
Southern Asia, including those in India and Sri Lanka.
“This new authorization demonstrates our commitment to continually enhancing the quality and range of
services we offer to our clients, wherever they are in the world.”
NAPA AND NDES COOPERATE
NAPA, the global maritime software, services and data analysis provider, and Japan’s NTT Data Engineering
Systems (NDES) have signed collaboration agreement on ship design and manufacturing support systems and
on the commercialisation of engineering services that will streamline integration between early stage design
and production planning.
NAPA and NDES will initially develop and commercialize interface modules that enable 3D data linkage
between NAPA’s structural design software NAPA Steel and NDES’s 3D ship structure viewing
software Beagle. NAPA Steel supports basic ship structural design, while Beagle supports production planning
and design review using 3D models. With this interface, users will be able to take the 3D design data
from NAPA Steel, created mainly for basic design purposes, and seamlessly create visualizations using Beagle –
allowing production plan examinations to be conducted at early design stages.
It is currently possible to study production in Beagle using 3D data created with 3D-CAD tools at the
production design stage. However, thanks to this collaboration, users will be able to conduct production
reviews at the initial design stages, enabling significant production cost reductions by optimising structural
design and production schemes using NAPA product models earlier in the design stream.
NAPA and NDES are convinced that this will facilitate smooth collaboration between design and
manufacturing in shipbuilding process, and enable the incorporation of manufacturing considerations at the
basic design stage, greatly reducing the total cost of ship design and manufacture.
MEM Marine Engineers Messenger
Editor Patrik Wheater
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
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©2017 Seaborne Communications Ltd
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