MEM39

More documents

Info

SCHOTTEL TO PROPEL RENATE Propulsion specialist Schottel has secured a contract for delivery of pump jets for the diesel-electrically powered passenger vessel MS Renate, the vessel under construction at Stahlbau Müller, in Oberwinter am Rhein, for Personenschifffahrt Josef Schweiger. The shipyard has ordered three Schottel Pump Jets for the 50m vessel, the first diesel-electrically powered passenger vessel to operate with Schottel Pump Jets on the German stretch of the Danube. This configuration makes it ideally suited for operation in the Weltenburger Enge Nature Reserve in the Lower Bavarian district of Kelheim. The energy-efficient vessel, with space for almost 500 passengers, will be powered by two SPJ 82s, each with a 361kW power output. An additional SPJ 57 pump jet, with a power rating of 180kW, will be integrated into the bow as a steerable transverse thruster. The bow thruster can be used as required, either for flexible manoeuvring in narrow channels or as an additional propulsion unit. A special feature of the azimuthing jet is that is installed flush with the bottom of the vessel and provides full thrust in all directions, without resistance, even in shallow waters. This, says Schottel, provides maximum manoeuvrability even at higher speeds of up to 12kn. The installation of a resilient mounting isolates the steel and cast-metal structure of the pump jet completely from the vessel’s hull. Moreover, high-frequency vibrations are filtered in this way. Consequently, the SPJ is an extremely quiet, low-vibration propulsion system and ensures maximum comfort on board the vessel, as well as protecting aquatic fauna. MS Renate is scheduled to enter service operation on the Danube in the spring of 2018. BEARINGS THORDON AND IMAREST PRESENT THE CASE FOR WATER LUBRICATION Shipping industry leaders attending London International Shipping Week (LISW) this week will be able to hear the case for water lubricated propeller shafts during an evening technical lecture organised by the Institute of Marine Engineering, Science & Technology (IMarEST). Taking place on Wednesday 13th September at the IMarEST’s London HQ, Thordon Bearings’ regional manager George Morrison, a chartered marine engineer with 23-years’ experience, will present a paper calling for full acceptance of water lubricated propulsion across the global shipping industry. Outlining how water lubricated propeller shafts have been used since the earliest days of shaft driven propellers, Morrison’s paper Water Lubricated Propulsion – A Case for Full Acceptance will explore the pros and cons of current shaft lubricating methods. It will propose the most environmentally sustainable, costeffective solutions available and also highlight a myriad of onboard applications for grease-free bearings, such as deck winches, lifeboat davits and cargo cranes. “The introduction of new pollution regulations has led to a return to seawater lubricated propeller shaft bearing systems, especially for those vessels trading in U.S. or Polar waters, where the discharge of oil from any oil-to-sea interface in quantities that may be harmful to the environment is restricted,” says Morrison. “The IMarEST Technical Lecture during LISW provides an excellent opportunity to explain how new technology for polymer bearings, shafting materials and system packages not only increase bearing wear life and reduce ship maintenance costs, but can also keep our oceans clean.” According to Morrison, when seawater lubricated propeller shaft lines are used rather than oil lubricated shafts or pods, operating costs are reduced substantially over the life of the vessel as there is no AFT seal, no lubricating oil, no storage of oil, no sampling of oil and no disposal of oil. Additionally, there are no costly seal repairs that can cost as much as US$300,000 per aft shaft seal. David Loosley, Chief Executive, IMarEST, says: “The IMarEST’s overarching vision is one of a world where marine resources and activities are sustained, managed and developed for the benefit of humanity. The Institute is always in full support of those seeking to find the most environmentally sound solutions for activities that may impact the marine environment and water lubricated propulsion is one such solution that calls for consideration.” The lecture will take place at 17.30 on Wednesday 13th September but for those that are unable to attend it will be streamed live on IMarEST TV. You can register to view the lecture on-line by clicking here. 12
ENGINE MONITORING CMAXS FOR MOL NEWBUILDS Daihatsu Diesel’s CMAXS LC-A engine monitoring solution will be supplied to two newbuilds under construction for Mitsui O.S.K. Lines (MOL). The Japanese enginebuilder introduced the cloud-based engine condition monitoring (ECM) and diagnostic solution to engender safer vessel operation and reduce in life-cycle costs. The CMAXS, launched at Norshipping 2017, provides a common platform for the centralised monitoring and management of NK-CMAXS alliance member’s main engines, auxiliary engines and auxiliary devices. This new service is offered through ClassNK Consulting Services, acting as distributors and managers of the service platform. The CMAXS LC-A’s key support functions stem from its ability to perform engine condition diagnosis based on data obtained from various sensors, and provide preventive maintenance alerts to correct incipient failures before they develop. This contributes to the avoidance of downtime from possible engine failure. To supplement and assist the customer’s onboard maintenance, a trouble-shooting function has also been installed, which displays the part that is most likely the cause of a fault and then links organically with our maintenance manuals, service parts lists and the service information screen. A CMAXS Web Service provides a dedicated website for centrally managing the CMAXS–contracted vessels. Automatic sharing of engine data is possible via ship-to-land communication, providing fleet overviews and targeted vessel monitoring of engines and auxiliary devices from any location. SAVE MILLIONS IN DRYDOCK COSTS AND OFF-HIRE TIME HVAC AERIUS CHILLS FOR CRYSTAL The MV Werften shipyard has contracted Aerius Marine to provide the air conditioning systems for three Endeavor class mega-yachts. The ships are being built for Genting Hong Kong’s Crystal Cruises brand, with delivery of the first of class, Crystal Endeavor, planned for 2019. The three luxury cruise ships have an ice class of PC6 and permit tours from the tropics to the polar regions. “We’re immensely proud to be contributing to these ships and bringing our experience that is based on the design and construction of air conditioning systems on more than 50 complex passenger ships to MV Werften,” says Thomas Arlit, CEO of Aerius Marine. “And we’re delighted to be part of, that passenger ships are being built at the MV Werften locations again.” “Already during basic design for the Endeavor class, the cooperation between the shipyard and our team worked very well,” emphasises Stefan Schleper, Director Passenger Ship Aerius Marine and added that “in addition to competence on both sides, an important factor for the successful completion of the ships is the ability to speak one language and, despite an international orientation, also remain connected to the region. “ 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
Page 1 and 2: MEM MEM MARINE ENGINEERS MESSENGER
Page 4 and 5: BALLAST BWM CONVENTION IN FORCE The
Page 6 and 7: This ensures that not only will our
Page 8 and 9: takes into account HSE requirements
Page 10 and 11: shore power infrastructure needs to
Page 14 and 15: CLASSIFICATION GLEN LYON FPSO UNDER
Page 16 and 17: SERVICE GE TO SERVICE TMS FLEET GE
Page 18 and 19: CARGO HANDLING MACGREGOR HACTCH COV
Page 20 and 21: Turku. We look forward to the deliv
Page 22 and 23: One of those most familiar with Spl
Page 24: on all these ships, since some were

MEM39

Create successful ePaper yourself

Delete template?

Save as template?