MEM64

MEM
MEM Issue 64
10 September 2018
MARINE ENGINEERS MESSENGER
MAN ENERGY SOLUTIONS UNVEILS DUAL-FUEL LPG ENGINE
A NEW PERSPECTIVE ON ALTERNATIVE FUELS
STUDY REVEALS TRUE OPERATIONAL COST OF OIL-LUBRICATED SHAFT SYSTEMS
LATEST GAS ENGINE IN THE BERGEN RANGE INTRODUCED
NEW PODDED PROPULSORS FROM ROLLS-ROYCE
MAN AND TOTE CELEBRATE THREE YEARS OF LNG FUEL EXPERIENCE
MTU ANNOUNCES HYBRID SHIP PROPULSION SYSTEMS
AND MORE...

MEM
MARINE ENGINEERS MESSENGER
Telegraph
It was not by accident that the organisers of SMM had chosen the motto
"Trends in SMMart Shipping": Digitalisation is one of the key drivers of
the industry, along with environment protection. Indeed many exhibition
stands gave evidence of this, frequently using touchscreens, simulators
and virtual reality goggles to make their innovative technologies more
tangible for visitors.
SMM this year reflected all technical advancements, from lube oil
filters offered by the specialist Bollfilter to the signal horn by Zöllner
through to Furuno's radar system and a ship engine manufactured by the
global market leader, MAN Energy Solutions.
The diversity of exhibitors and visitors along with the amount of new
technical innovations on show - many of which you will read about in this
edition - was indicative of a buoyant industry positive about the near
future.
An event that received plenty of attention was the "Maritime 3D-
Printing Show Area”, something that had never been seen at a maritime
trade fair before. "3D printing is a technology that really catches on, and
our conversations have been going very well," summarised Lina Harms
who represented the Maritime Cluster Norddeutschland, one of the
partners of SMM. SMM was again complemented by high-profile
conferences covering specific topics such as digitalisation (Maritime
Future Summit), environment protection (Global Marine Environmental
Congress), ocean research (Offshore Dialogue) as well as security and
defence (Maritime Security & Defence).
All in all, the general mood has clearly improved, compared with the
year 2016 where the effects of the shipping crisis were still felt very
strongly. For example, as the four-day SMM came to an end, Trond Rolstad
Paulsen, Sales Manager Sensing & Digital Solutions at the Norwegian
technology company Kongsberg, summed up: “It's very good this year,
very well visited, especially on the opening day. People seem to have a
positive mindset and appear willing to invest."
Bernard Meyer, CEO of Meyer Werft, one of the world's leading cruise
ship yards, arrived at a similar conclusion: "It was once again an
outstanding show of the maritime industry."
It is encouraging to see the sector's economic situation being assessed
in much more positive terms than in recent years.
MEM Issue 64
10 September 2018
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The information published in MEM does
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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.
©2018 Seaborne Communications Ltd
3

FURL
A NEW PERSPECTIVE ON ALTERNATIVE FUELS
The rapidly approaching 2020 fuel
sulphur cap and newly announced
IMO greenhouse gas (GHG)
reduction strategy have put the
spotlight onto alternative fuels for
shipping. DNV GL’s new AFI
platform offers a comprehensive
and continually updated overview
of alternative fuel projects,
bunkering infrastructure, suppliers,
and technologies.
“Alternative fuels and
propulsion technologies should be
on the radar of every shipowner,
especially those in the market for a
newbuilding in the near future,”
said Knut Ørbeck-Nilssen, CEO of
DNV GL – Maritime. “The AFI
platform has been developed to
provide a clear picture not only of
the fuels and the surrounding
infrastructure, but to build links
between suppliers and owners and
charterers. The knowledge
collected on the platform is
expanding into a 360-degree view
of the sector, allowing all
stakeholders to make informed
decisions.”
The AFI platform builds on
DNV GL’s LNGi portal, but with an
expanded focus that covers LNG,
LPG and methanol, as well as
emission reducing technologies
such as scrubbers and batteries.
The platform consolidates a
wealth of detailed technical
information on these fuels and
technologies, including their
bunkering infrastructure, and
examines their capabilities and
limitations, as well as giving
practical insights into their
implementation and operation.
ALFA LAVAL ADDRESSES 2020 FUEL CHALLENGES THROUGH
Alfa Laval claims a unique depth of expertise in
marine fuel treatment, encompassing not just fuel
separators but the whole chain from bunker tank to
engine.
As onboard operations change in
response to fuel sulphur regulations,
the company is optimising and
updating the technologies in its
portfolio to meet the new challenges.
The result, says the company, will be
improved engine protection and
increased energy efficiency, despite
more varied and less predictable
fuels.
With the global sulphur cap taking in effect in 2020,
onboard fuel handling will become more complicated
than ever before. “There will be many options for
compliance and every vessel will have to choose the
route that makes most sense for their operation,”
explained Serdar Sengun (pictured), Global Sales
Manager Marine Separation, Alfa Laval. “No matter
what customers choose, it will have dramatic
implications for the fuel line. But Alfa Laval is taking a
complete and forward-thinking approach to fuel line
optimisation.”
A number of new fuels and fuel blends have
already entered the market, and more are likely to
appear once the global sulphur cap is in place. For
many fleets, 2020 will also mean going from
existing single-fuel systems to multi-fuel
operations. If not managed properly, using
multiple fuel oils can result in a variety of
issues – especially when the fuels are
unfamiliar. The problems can range from
clogged fuel systems to, in the worst case,
engine stoppage.
“As refineries recalibrate for lower sulphur
content, we also anticipate a continued
increase in the proportion of cat fines in marine fuel
oils,” added Sengun. “Already, we have seen a huge
rise in cat fines, which cause major problems if not
separated from the fuel before it reaches the engine.”
“Matching the separator feed to engine load is
critical to achieving the highest efficiency and engine
protection, as field tests have clearly shown,” said
Sengun. “After separation, matching the fuel to the
maker’s specifications is critical for the engine, its
injection systems and the safety of the vessel. All of
these processes have to occur smoothly and safely,
no matter what fuel is used.”
4

LUBRICANTS
ENGINE PROTECTION BEYOND 2020, ACCORDING TO SHELL
Marine lubricant choices to
address International Maritime
Organization restrictions on the
fuels used by ships from 2020
must be based on verifiable
cylinder oil performance data and
engine testing to cover all
operating conditions, according to
the new General Manager of Shell
Marine, Joris Van Brussel.
“Recent months have seen some
movement by mainstream
shipowners towards exhaust gas
scrubbing to meet the 2020
marine fuel sulphur cap,” said
Joris. “These customers will
continue using high sulphur heavy
fuel oils with two stroke engines,
and demand lubes that are proven
to protect cylinders against cold
corrosion under extreme stress,
such as Shell Alexia S6 or the
higher BN Shell Alexia 140.
“However, with just over a year
to go before the new restrictions
enter into force, a significant part
of the market will shift to fuels
with less than 0.5% sulphur,
where other cylinder oil
formulations with a lower BN
number is expected to deliver
optimum performance.
“The two-stroke product
portfolio for 2020 is largely in
place, but we expect that there will
be a requirement for significant
volumes of higher BN cylinder oils
to be replaced by BN40 or BN70
grades.”
STUDY REVEALS TRUE OPERATIONAL COST OF OIL-LUBRICATED SHAFT SYSTEMS
Thordon Bearings has published a study highlighting
the commercial and environmental benefits of
seawater-lubricated propeller shaft bearing
arrangements, indicating that shipowners can make
substantial operational savings by giving up the
outdated oil lubricated shaft.
The study, the findings of
which were presented for the
first time during the SMM 2018
trade fair in Hamburg, Germany,
was carried out in response to the
increase in oil and oil-based
Environmentally Acceptable
Lubricant (EAL) lubricated
sterntube bearing failures, which
are placing an additional and
unnecessary financial burden on shipowners.
Despite the introduction of legislation to reduce
shipping’s impact on the oceans, together with
shipowners’ ever-present need to reduce operational
costs, the majority of commercial ocean-going vessels
continue to use a system that is increasing risk and is
costly to operate.
“It is quite staggering that over 95% of all new
commercial ships continue to be built with oil
lubricated propeller shafts – a system that is not only
operationally expensive but environmentally
questionable,” said Craig Carter, Thordon Bearing’s
Director of Marketing and Customer Service.
“Our Future, Our Ocean paper presents the case
for water lubrication to shipowners and shipbuilders
as a commercially and technically viable way of
increasing profits while achieving corporate
sustainability goals.”
The 14-page document explains that while the low
capital expenditure of an oillubricated
system is an obvious
attraction, any financial advantage
is completely lost once the vessel
enters the water. This, cites
Thordon Bearings, is due to the
costs associated with purchasing
lubricating oils, the regular
maintenance and unscheduled
drydockings required to repair or
replace faulty shaft seals.
While emergency seal repairs alone can cost
anywhere from US$150,000 to US$300,000,
excluding drydock costs, the paper furthers that the
constant topping up of an oil-lubricated system,
combined with the regularity of aft seal failure, can
cost shipowners in excess of US$6.5 billion over a
twenty-five-year period.
The paper reveals that for a typical single screw
bulk carrier turning a 650mm shaft, the total cost of
operating an oil-lubricated system over 25 years
(including capital investment) is US$605,925 against
$370,000 for a seawater-lubricated arrangement.
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5

MAIN ENGINES
MAN BENEFITS FROM CRUISE ORDER SURGE
MAN Energy Solutions says that it is currently
experiencing a record order-intake within its cruise
business.
The company reports that, in the first eight months
of 2018, it has won orders to supply seven new cruise
ships with engines plus exhaust-gas-treatment
systems – with a cumulative value close to a threedigit
million EUR amount.
The orders total almost 300 MW of installed power
for cruise ships ranging in size from 50,000 to
approximately 140,000 gross tons, and running on fuel
types from HFO to LNG. Delivery is scheduled from
end-2019 to 2022.
Sokrates Tolgos – Head of Cruise Sales & Tendering,
MAN Energy Solutions – said: “These orders
demonstrate in a nutshell MAN’s capability to provide
state-of-the-art, efficient engine technology along with
emission-reducing solution packages regardless of the
fuel type preferred by the customer.”
The engine technology and emission-reduction
concepts ordered cover a wide range of MAN’s
solution portfolio for the marine business: from type
NEW METHANOL ENGINE HITS THE MARINE MARKET
32/44CR engines with fully electronic common-rail
injection systems capable of operating on HFO, to
dual-fuel type 51/60DF engines that enable the use
of both LNG and oil-based fuels. The orders also
include MAN’s proprietary NOx-reducing SCR system
as well as closed-loop-type wet scrubbers sourced
from MAN partners.
Within the frame of the GreenPilot
project, Gothenburg-based
ScandiNAOS AB has developed
marine methanol engine concepts.
The spark ignited methanol engine
that has been installed and tested in
the Swedish Pilot boat ‘GreenPilot’
has now been followed by a
compression ignited methanol
engine.
The GreenPilot project is led
and initiated by Swedish Maritime
Technology Forum, part of RISE
Research Institutes of
Sweden. The first delivery
to client of the new engine
for full scale operation is
scheduled for January
2019. Both engines are
based on Scania 13L
marine diesel engine and
can be delivered either for
variable speed
(propulsion) or single
speed genset applications.
ScandiNAOS led the design
work for the conversion of Stena
Germanica to methanol operation
in 2015 and has provided the
methanol engine and
modifications of the onboard
system for the GreenPilot project.
Partners in the GreenPilot
project are ScandiNAOS, Swedish
Maritime Technology Forum part
of RISE Research Institutes of
Sweden, SSPA, the Swedish
Transport Agency and the
Swedish Maritime Administration.
Co-financers are the Swedish
Transport Agency, the Swedish
Maritime Administration and
Methanol Institute.
6

MAN ENERGY SOLUTIONS UNVEILS DUAL-FUEL LPG ENGINE
MAN Energy Solutions has
revealed its latest two-stroke
engine type, a dual-fuel MAN B&W
ME-LGIP engine designed for LPG
running.
MAN Energy Solutions’ Thomas
Knudsen, Head of the two-stroke
business unit, said: “The ME-LGIP
builds on the success we have had
with our ME-GI and ME-LGI dualfuel
engines, which have won over
250 orders since their
introduction to the market.
Employing essentially the same
proven technology, we can now
add LPG to the expanding list of
non-HFO and alternative fuels that
our two-stroke technology can
exploit.”
Interest in using LPG as a fuel,
within and outside of the LPG
carrier segment, is growing due to
its sulphur-free character,
widespread availability and ease of
bunkering. In gas mode, the ME-
LGIP engine operates on just 3%
pilot oil and down to 10% load.
Ultimately, we expect the engine to
operate without the need for pilot
oil.”
Bjarne Foldager, ‎vice president
sales & promotion – two-stroke
business unit, said: ”The ME-LGIP
can also burn liquid volatile
organic compou nds, a deliberate
move on our part since the IMO
will inevitably turn its focus
towards the reduction of volatile
organic compounds in the future.
Accordingly, we view the ME-LGIP
as also ideally suited to the
propulsion of shuttle tankers and
very large crude carriers.”
The Diesel principle provides
the ME-LGIP engine with high
operational stability and efficiency,
including during load changes and
fuel change-over, while defining
properties such as a stable changeover
from one fuel type to another
with no fuel-penalties are
maintained. The negligible gas slip
of the ME-LGIP engine makes it the
most environmentally friendly,
two-stroke technology available.
MAN Energy Solutions also
reports that the ME-LGIP engine
has experienced an up to 18%
reduction in CO2 and circa 90%
reduction in particulate matter
when running on LPG, compared
with HFO.
MAN Energy Solutions won the
first order for the new engine back
in March 2018 when Hanjin Heavy
Industries announced that it would
construct two VLGCs (very large
gas carriers) in its Philippines
Facilities for EXMAR, the Belgian
integrated gas shipping company.
The 80,000m3 newbuildings will
each be powered by an individual
MAN B&W 6G60ME-LGIP Mk9.5
engine.
LPG was chosen as a fuel option
for the VLGCs to comply with the
new IMO sulphur-emission
legislation due to enter force in
2020. Engine delivery to the yard
has been scheduled for December
2019 and, upon construction, the
carriers will be chartered by
Statoil.
The ME-LGI (-Liquid Gas
Injection) concept can be applied
to all MAN Energy Solutions lowspeed
engines from 50-bore and
up, either ordered as an original
unit or through retrofitting.
With the ME-LGIP engine, LPG
joins the list of liquid,
environmentally-friendly fuels that
can power MAN Energy Solutions’
portfolio of two-stroke, dual-fuel
engines, which are available from
all licensees. MAN Energy
Solutions further reports that it
expects ME-LGIP installation
aboard merchant vessels to be
extremely competitive price-wise,
compared to other, dual-fuelburning
engine types.
LPG’s future as a viable fuel for
general marine transportation
looks promising as it will not
require as large an investment in
infrastructure – such as bunkering
facilities – in contrast to other,
gaseous fuels. As a widespread
energy source, availability is high
and LPG is easier to store and
handle, compared with cryogenic
gaseous fuels.
Furthermore, LPG is
traditionally a cheaper fuel than
MGO yet delivers the same
performance and efficiency.
Importantly, the ability to use LPG
cargo as a supplemental fuel
source provides significant cost
savings for LPGC owners or
charterers, including reduced time
and fees for fuel bunkering.
Accordingly, MAN Energy
Solutions expects a strong demand
for the ME-LGIP engine from very
large gas carriers (VLGCs) and
coastal vessels from its
introduction.
With a new injection concept,
initially developed for methanol,
the ME-LGI concept greatly
expands the company’s dual-fuel
portfolio and enables the
exploitation of more low-flashpoint
fuels such as ethanol,
dimethyl ether and, now, LPG.
7

LATEST GAS ENGINE IN THE BERGEN RANGE INTRODUCED
Rolls-Royce has launched
its latest in a series of
liquefied natural gas
(LNG) fuelled
marine engines.
The Bergen
B36:45 model is
designed in
accordance with
the Rolls-Royce
philosophy of a
common platform
for all fuel options
and applications,
and can be
configured to meet
the specific engine
requirements of
customers.
Power output of the
LNG-fuelled B36:45 engine is
identical to that of the liquidfuelled
B33:45 at 600kW per
cylinder at 750 rpm. Specific
energy consumption is a low
7300kj/kWh mechanical ISO
including two engine driven
pumps; specific lubricating oil
consumption is less than
0.4g/kWh.
The B36:45 is available in six,
eight and nine-cylinder in-line
configurations. A V-12 version is
now in development, which will
be followed by a 20-cylinder V-
engine for very high-power
applications.
The proven lean-burn Otto
cycle combustion B36:45
technology has been developed
during Bergen Engines’ extensive
experience with LNG-fuelled
engines so that methane slip,
which contributes to greenhouse
gas emissions, has been
minimised.
Kjell Harloff, Rolls-Royce
Commercial Marine, Senior Vice
President – Engines, said: “This
new engine builds on the success
of the Bergen B35:40-series
engine and offers a variety of new
benefits to our customers,
including rapid response to
changes in load and speed, high
reliability and clean burning.
“This makes the B36:45 ideally
suited for mechanical ship
propulsion installations, driving
either controllable or fixed-pitch
propellers. The engine is equally
at home operating at constant
speed driving alternators in gaselectric
propulsion or auxiliary
power generation systems.”
The latest Bergen gas engines
are able to achieve up to 22
percent lower Green House Gas
(GHG) emissions than the
equivalent diesel-fuelled version.
“As most LNG is sulphur-free
fuel, sulphur oxides (SOx) and
particulate matter emissions are
virtually eliminated, while
emissions of nitrogen oxide (NOx)
are reduced by over 90 percent
compared to an equivalent diesel
engine. This means that the
Bergen B36:45 is able to meet
IMO Tier III and EPA Tier 3
emission levels without the need
for additional selective catalytic
reduction (SCR) systems.
In the case of the new B36:45,
the main structural components
are the same as those used in the
B33:45-series liquid fuel engines.
The crankcase, common to all
engine types, incorporates all air
and oil galleries, minimising
external pipework and ensuring
stiffness and operational safety.
Individual cylinder heads
and three-piece connecting rods
allow the complete head, liner,
piston and upper conrod to be
withdrawn for overhaul and
replaced, as an assembly, without
disturbing the engine bottom end.
Leif-Arne Skarbø, Chief
Technology Officer at Rolls-Royce
Power Systems, Bergen Engines,
added: “Other benefits for end
users and shipbuilders arising
from this modular approach are
that the product is configurable,
and production is simplified,
resulting in a highly competitive
cost per kW and straightforward
installation and maintenance.”
For the gas version, different
liners, pistons and heads are
employed, giving a 30mm
increase in cylinder bore
compared with the existing, wellproven,
liquid-fuelled B33:45.
The stroke remains unchanged, at
45cm. Other changes involve the
fuel system and injectors, which
are Bergen Engines’ own design
and make for reliable operation
with gaseous fuels. The robust
variable valve timing system
allows optimum response to load
changes, regardless of the grade
of fuel.
8

PROPULSION
NEW PODDED PROPULSORS FROM ROLLS-ROYCE
Rolls-Royce has unveiled
ELegance – a completely
new podded propulsion
system designed to meet
market demand for smaller,
more compact units.
The ELegance pods –
one with an open propeller,
the other ducted –
complement and complete
the company’s existing
portfolio of mechanical and
electric propulsion
systems.
Per Nahnfeldt, General
Manager Product – Electric
Propulsion, Rolls-Royce,
said: “For many years we
have recognised the gap in
the propulsion market for
smaller pods, including iceclass,
in the 1.5MW to 7MW
power range. These new
pods – based on our Permanent
Magnet technology – complement
our broad product portfolio and
sit well with our range of
frequency drives and electrical
systems. We can now provide a
complete fully electric propulsion
package.”
The use of permanent magnet
(PM) motors in podded
propulsion provides a high motor
efficiency over all speed ranges.
Their use also results in a pod that
optimises the trade-off between
electric, mechanical and
hydrodynamic efficiency.
Andreas Seth, Rolls-Royce SVP
Electrical, Automation & Control –
Marine, said: “Our PM technology
and know-how has become a
game changer for many of our
product innovations. In this case
the PM technology and the motor
fitting in the casing have allowed
us to create a sleek, slimline pod,
which adds significantly to
hydrodynamic efficiency.”
Nahnfeldt added: “The pods
feature a ‘twin tail’ concept to
further improve efficiency while
significantly reducing cavitationinduced
noise and vibration. A
new integrated hull fitting
interface also allows a compact
head-box to be used, which
minimises drag and further
improves hull efficiency. This also
allows the height and tilt of the
pod to be adjusted, allowing
operators to select the optimum
propeller size for the vessel.”
The 1A Super and Polar Code 6
ice class pods have also been
designed with installation and
maintenance simplicity in mind.
For example, should the pods
need to be replaced they can
be lifted and mounted in
water. This builds on the
experience from the
underwater mounting of
Rolls-Royce azimuthing
propulsors and provides a
means for replacement of the
complete units, including the
steering gear, for ease of
maintenance and service in,
as well as out of, drydock.
“Both pushing and pulling
pods have been designed with
several layers of redundancy
on critical and hard-to-reach
components, with service
points positioned for easy
access,” said Nahnfeldt.
Maintenance is optimised
by way of fewer moving parts
within the below-thewaterline
housing and the
only components that require drydocking
service are the pod’s
bearings and seals. These
however have a life expectancy of
ten years or more before they
need replacing.
“This reduced maintenance
requirement correlates directly to
low life-cycle costs,” said
Nahnfeldt, adding that with a
focus on environmental safe
operation, the robust sealing
solution that has been selected
has no oil-to-sea interfaces.
Should system oil leak at all, it is
fed into a dedicated sump
connected to the ship’s bilge
system.
Rolls-Royce is now building a
4.6MW ELegance pod at its Rauma
facility in Finland and is in
discussions with shipowners to
install the pod in a pilot project.
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9

MTU ANNOUNCES HYBRID SHIP PROPULSION SYSTEMS
As of 2020, Rolls-Royce will launch a range of
completely integrated MTU hybrid ship propulsion
systems onto the market. The propulsion systems
will also be made available for yachts, work boats,
ferries and patrol boats in a power range extending
from around 1,000kW to 4,000kW per powertrain.
Rolls-Royce is planning to test a new MTU hybrid
system incorporating Series 2000 engines in 2019.
“The combination of diesel engines and electric
motors, in addition to batteries, will offer our
customers significant benefits in a variety of marine “This is something we are quite capable of doing as
applications. The most important being efficiency, a result of decades of experience in system integration
environmental compatibility and the flexibility of the and with the aid of our Blue Vision New Generation
propulsion system,” said Knut Müller, Head of the Hybrid automation system,” he added.
Marine and Government Business at MTU.
The systems will be offered in a variety of power
Rolls-Royce will be offering complete hybrid ranges to suit individual customer requirements. As of
propulsion systems from MTU for ships, consisting of 2020, systems incorporating MTU Series 2000 engines
MTU internal combustion engines, electric drive combined with one or two electric motors per power
modules, transmission systems, batteries, monitoring train each with 150 kW of electrical output, will be
and control systems, in addition to other electronic launched on the market. As of 2021, MTU will then
components. “We will provide integrated systems to extend its portfolio with the addition of hybrid systems
our customers, together with an appropriate selection based on the power delivered by MTU Series 4000
of propulsion modes that are easy to operate,” Müller engines and as many as four electric motors.
explained.
EMISSIONS
PURE SOX SECURES FUTURE FLEXIBILITY
According to Alfa Laval,
SOx compliance and the
approaching global
sulphur cap are among
the marine industry’s
most pressing concerns.
The company says it is
not only working to
meet today’s scrubber
demand, but also
securing long-term
peace of mind for those
who invest in its PureSOx systems.
“Alfa Laval’s focus is securing the
compliance of our customers, both
CO2 CHALLENGE MOVES AHEAD
The CO2 Challenge has now moved
into the second stage, the project
partners Cargill, Rainmaking and
DNV GL announced. The CO2
Challenge looks to find and scale
technologies capable of reducing
vessel greenhouse gas emissions
by 10%.
Since the project was
announced in June 2018, the CO2
Challenge has received some 70
applicants from 20 different
today and for the future,” said
Erik Haveman, Sales Director,
Exhaust Gas Cleaning. “Naturally
we want to meet the
demand that currently
exists. But we also want
to ensure that our
customers are a step
ahead, so that they can be
confident in meeting
tomorrow’s challenges.
“Many customers today are
purchasing open-loop PureSOx
systems,” said Haveman. “But there
is the possibility of stricter water
countries; the scouting process
uncovered a further 68 start-ups.
The project team, which
consists of representatives from
DNV GL, Cargill and Rainmaking,
are in the process of interviewing
the applicants.
The CO2 Challenge has received
a wide variety of technical
applications, including wind
propulsion, engine optimization,
discharge regulations in the future.
By preparing all open-loop
deliveries for easy upgrading to a
hybrid system, we give PureSOx
customers room to adapt if tougher
laws appear.”
Going forward, PureSOx can be
designed to handle fuels with
sulphur contents above 3.5%. This
will be useful if higher-sulphur fuels
are offered to the market, for
example as a result of changing
refinery output after 2020.
digital, air lubrication, hull
optimisation and more.
“DNV GL is very proud to be
working with a partner like Cargill,
who are demonstrating their
vision for more efficient and
environmentally responsibility
maritime operations,” said Trond
Hodne, DNV GL - Maritime Sales
and Marketing Director.
10

STABILISERS
SKF OFFERS STABILITY TO EXPEDITION VESSELS
SKF has won a €2.25 million order to deliver two
pairs of retractable fin stabilizers, including novel
dynamic stabilizer covers, for a 182.9m research
expedition vessel currently being fitted out at a
Norwegian shipyard.
SKF will manufacture and deliver two pairs of
retractable fin stabilisers for the control of the
vessel’s rolling motions, along with its innovative
new SKF Dynamic Stabiliser Cover system which has
been designed to reduce drag at the fin box openings
and reduce fuel consumption for the vessel by more
than 1%.
SKF's Type Z stabiliser is designed so that the fin
can be fully retracted and housed entirely within a
vessel without any hull protrusion. , These stabiliser
systems are simple to operate, the associated control
system being fully adaptive to the ship’s speed, sea
state and vessel roll motion, with selectable single or
twin fin deployment of ±60° working angle in zero
speed mode.
The SKF Type Z stabiliser is accompanied by its
innovative SKF Dynamic Stabiliser Cover, the design
of which comprises of two specially shaped air
cushions, fitted to the top and bottom of the fin box
with small steel rails. In normal operation, the
cushions are inflated using compressed air from the
vessel’s existing pneumatic systems. Inflated, the
cushions form a smooth, streamlined cover over the
fin box opening to achieve a significant reduction in
drag.
When the stabiliser fin is to be extended or
retracted, air is released from the cushions which are
then deflated by the water pressure outside the hull,
creating room for the fin’s movement.
When deployment or housing is complete, the
cushions can be re-inflated. Control of the covers is
fully integrated into the stabiliser fin control
systems, requiring no additional action by the crew.
Delivery of the fin stabilisers, dynamic stabiliser
covers and associated control systems is scheduled
for the beginning of September 2018.
BEARINGS
THORDON SEAWATER LUBRICATED BEARINGS GUARANTEED FOR A LIFETIME
Thordon Bearings is offering its
award-winning COMPAC seawater
lubricated propeller shaft bearing
system with a lifetime bearing wear
life guarantee.
To date, the COMPAC bearing
has been offered with a 15-year
wear life guarantee, but
with the development
announced today at
the SMM 2018 trade
show in Hamburg,
Germany, Thordon,
the global leader in
seawater lubricated
propeller shaft bearings,
is guaranteeing that its
tough polymer bearings will not
need to be replaced throughout a
vessel’s operational life.
The extended wear life of a
component critical to vessel
performance is based on an
extensive study of the performance
data of the 550-plus COMPAC shaft
bearings in operation on
commercial vessels, dating back
more than 25 years.
Thordon Bearings’ President and
CEO, Terry McGowan, said: “After
evaluating the performance and
operational data of the ocean-going
merchant vessels that operate
COMPAC seawater lubricated
bearings we
found that if
the
environme
nt was
controlled -
ensuring an
adequate supply
of clean water consistently
delivered to the shaft bearings – the
COMPAC bearing wear was
minimal. Environmental protection
is of course high on the list of
priorities for ship owners, but
system reliability, reduced
operational expenditure and
maintenance are other key factors
influencing the purchasing
decision.”
“We believe our system meets
these commercial ship owner
priorities, and this is why we are
pleased to now offer our COMPAC
bearings with a lifetime guarantee.
With the announcement today, we
are taking the seawater lubricated
propeller shaft to the next level.”
The COMPAC bearing is
guaranteed to meet Classification
Society propeller shaft bearing wear
specifications for the lifetime of the
vessel or Thordon Bearings will
supply new bearings free of charge.
According to VesselsValue.com, the
average merchant ship lifespan is
25 years.
The guarantee is subject to prior
approval by Thordon Bearings and
limited to the supply of replacement
bearing(s). All operators of
commercial tonnage operating with
>300mm diameter shafts can
benefit from the guarantee,
although the complete COMPAC
system must be specified.
11

COATINGS
DISSOLVABLE PACKAGING
FOR SELEKTOPE AGENT
Swedish bio-tech innovator I-
Tech AB has developed a new
‘drop-in, dust-free’ dissolvable
packaging system to enhance
the way its antifouling active
agent Selektope is added to
marine coatings during the
manufacturing process.
The expanded polystyrene
(EPS) container, which can be
added to paint without being
opened, fully dissolves almost
instantaneously without leaving
any traces in the coating system.
This innovative packaging
therefore allows for the dust
free charging of 100% Selektope
powder material to a liquid
paint batch, eliminating dust
formation completely. It also
allows the paint manufacturer
to make optimal use of available
Selektope and improves safety
in the paint processing plant.
Each EPS container is
supplied within a CurTec HDPE
screw lid jar with locking
mechanism making it durable
with improved impact
resistance for transport. The
complete EPS container system
can hold 300-800g of
medetomidine (the chemical
name for Selektope) as a dry
powder within a very low
weight (18g) EPS container.
BALLASTING
PUREBALLAST 3 EX DECKHOUSE SOLUTION MEETS
PRODUCT TANKER NEEDS
A new Alfa Laval
PureBallast 3 Ex
deckhouse
solution has
been validated
for product
tankers with
Framo ballast
pumps. The
solution allows
Alfa Laval
PureBallast 3 Ex
to be installed on deck – without
any changes to the ballast pumping
system on board.
Modern product tankers use
submersible ballast pumps to
eliminate the ballast pump room
and create more space for cargo.
This means their ballast water
treatment systems must often be
installed in a deckhouse. However,
the filter backflushing sequence
may require water pressure in
excess of available pressures from
today’s market-standard ballast
pump design.
“The situation is a Catch-22 for
owners of product tankers, who
may have to alter a functioning
AQUARIUS BWMS GAINS USCG APPROVAL
pumping system to support ballast
water treatment,” said Anders
Lindmark, Head of Alfa Laval
PureBallast. “Working together, the
technical teams for Framo pumping
systems and Alfa Laval ballast
water treatment systems have
developed a deckhouse solution
that removes this headache.”
The new deckhouse solution
incorporates a booster pump unit
into the PureBallast 3 Ex system, as
well as other modifications to
increase backflushing pressure. The
modifications ensure that sufficient
backflushing pressure will be
generated by the ballast water
treatment system itself.
Wärtsilä’s Aquarius BWMS has been
granted Type Approval by USCG. This
approval verifies that the product has
met the specified regulatory, technical,
and safety requirements, and
represents an endorsement of its
design and efficiency principles.
As part of the approval process, the
Aquarius EC (Electro-Chlorination)
system’s technology underwent an extensive land
and sea test programme, during which it delivered
exceptional performance.
“We are naturally delighted that following a stringent review and
investigation process, the USCG has granted Type Approval. This follows
similar approval given by the IMO in 2013. Since Wärtsilä offers both EC
and UV (Ultra-Violet) technologies, we are uniquely able to provide
impartial advice to owners and operators regarding the most suitable
system for their particular needs,” said Timo Koponen, Vice President,
Processing Solutions, Wärtsilä Marine Solutions.
The Aquarius EC is capable of treating ballast water volumes from
250m3/hour to 4000m3/hour. It utilises a simple and efficient two-stage
process, comprising both filtration and an electrolysis unit. The resulting
neutralisation effectiveness is continuously monitored to ensure full
compliance with MARPOL discharge regulations.
12

ALFA LAVAL LAUNCHES NEW REACTOR FOR LARGE BALLAST WATER
Alfa Laval is introducing a new UV reactor size to the
Alfa Laval PureBallast 3 family. Optimized for 50%
more flow than the current largest reactor size, the
1500 m3/h version will enable streamlined and
cost-effective configurations for tankers and other
vessels with large ballast water flows.
With the introduction of the 1500 m3/h reactor,
PureBallast 3 systems will become even more
optimized for large ballast water flows of 1000
m3/h or more. A 3000 m3/h system will be
achieved with just two reactors, for example, while a
1500 m3/h system will go from two reactors to one.
Having fewer reactors will reduce the complexity
and cost of installing a large-flow ballast water
treatment system. Since UV systems are already
smaller and more cost-effective to install than
electrochlorination systems, this may further shift
the balance towards UV among tankers and other
vessels with large ballast water flows.
“Many ship owners are reconsidering what
they’ve been told about ballast water treatment for
large flows,” said Anders Lindmark (pictured), Head
of Alfa Laval PureBallast. “Heating needs, tanks for
high-salinity water and the management of
chemicals add size,
complexity and
cost for
electrochlorination
systems.
PureBallast 3 is
already highly
competitive for
large flows – and
will be even more
so with the 1500
m3/h reactor.”
In the case of a
1500 m3/h system, the new reactor will mean not
only a reduction in footprint, but also improved
OPEX through a substantial reduction in power
consumption. When updating the range of
PureBallast 3 configurations, however, Alfa Laval
has kept lifecycle cost in focus. Although it could be
constructed with the 1500 m3/h reactor, a 1200
m3/h system will be more energy efficient with two
600 m3/h reactors, thus ensuring the lowest costs
over time.
ECOCHLOR GUARANTEES BALLAST WATER COMPLIANCE
Ecochlor is offering a compliance
guarantee with its Ecochlor
ballast water treatment
system.
The EcoCare Compliance
Guarantee, says the company
demonstrates a
“commitment to stand firmly
behind its products and
services. This guarantee not
only mitigates risk, but it will
provide clients with the
assurance they are investing
in the best system available
today and into future.”
EcoCare is a multifaceted
guarantee that ensures regulatory
compliance with IMO, USCG and
individual U.S. state standards.
Additionally, the guarantee
addresses system efficacy as it
pertains to treating ballast water
for invasive species
contamination. Finally, it insures
against financial penalties up to
$1,000,000 relating to possible
fines, port charges, delays and offhire
if ballast water properly
treated using Ecochlor’s
BWTS fails an invasive
species test.
John Morganti, Ecochlor’s
VP of Sales & Marketing said:
“Ecochlor is dedicated to
serving our clients wellbeyond
the usual ballast
water treatment industry
expectations. The EcoCare
guarantee is included with
the purchase of an Ecochlor
BWTS at no additional cost.
The guarantee expresses our
dedication and commitment to
providing the very highest
standards in support of our
clients’ ballasting operations.”
13

WASTEWATER
NEW BILGE SYSTEMS INTRODUCED BY SKF
GROUP
SKF Group has introduced launching two new products
from the company's bilge water treatment and
monitoring solutions portfolio. The new Turbulo
SolidMaster and Turbulo HycaLogger systems are
designed to improve the de-oiling process of currently
installed oily-water separator systems and provide
accurate records of the content of bilge discharges in the
event of MARPOL 73/78 compliance disputes,
respectively.
The Turbulo SolidMaster is a filtration system
installed between oil skimming equipment, such as SKF's
Turbulo Sludge Buoy, and an oily water separator (OWS),
such as SKF's Turbulo Mechanical Phase Breaker system,
to mechanically remove suspended solids from bilge
water and thus help to extend the life expectancy of the
OWS separation elements. Removal of these solids also
reduces incidences of 'false' oil high alarms which may
delay discharge of otherwise adequately treated oily bilge
water. Additionally, Turbulo SolidMaster will support an
Integrated Bilge Water Treatment System (IBTS) which is
(still) a voluntary but IMO-recommended system to
minimize the amount of oily bilge water generated in
machinery spaces, by treating different types of liquids
e.g. leaked water and oil separately.
Turbulo SolidMaster is comprised of a deep filtration
unit made in the form of a metal perforated cylinder that
is reusable. This unit is then equipped with two
disposable filter bags that need to be exchanged when
saturated. The saturation of the filter bag will be
indicated by pressure gauges.
The Turbulo HycaLogger is an electronic data logging
device that collects and records sensor measurements
e.g. of flow rate and oil content, pursuant with the
MARPOL 73/78 regulations. In addition, these
measurements are time-stamped and correlated with
instantaneous geographical location information
provided by an external GPS system. These data are
recorded in a database that can be exported via a USB
port into a csv-file running on an tablet or laptop.
The Turbulo
HycaLogger can
be mounted
directly on the
OWS or located
conveniently
near to it. The
system is
provided with a
4.3 inch touchscreen
that
displays the
measured values
while facilitating
manual control
inputs.
Type Approved
to IMO MEPC
227 (64)
MARIPUR NF
CLARIMAR MF
ACO Marine's new MARIPUR NF and CLARIMAR MF advanced
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
phosphorous content to
levels significantly below
the mandated requirements.
Mark Beavis - Managing Director
Nádrazňi 72, CZ -15000 Praha 5,
Czech Republic
Tel: +420 724 011 775
Email: mbeavis@acomarine.com
Web: www.acomarine.com
14

ACO MARINE UNVEILS NEW RANGE OF ‘INTELLIGENT’ VACUUM TOILET SYSTEMS
Wastewater management
specialist ACO Marine has unveiled
a range of new vacuum toilets in a
development that marks the
company’s entry into this segment
of the marine sanitation solutions
market.
Introduced during Hamburg’s
SMM 2018 Trade Fair, the AVT 100
and AVT 150 (Vacuum Toilet)
series, the company’s first in-house
designed and manufactured toilet,
has been developed to provide
ship operators and shipbuilders
with a total wastewater
management solution, from first
use to discharge overboard.
With the new ACO AVT range,
ACO Marine now has the complete
marine sanitation package that
includes vacuum and gravity-based
toilets, vacuum generation, pumps,
holding tanks, grease separators
and membrane bioreactors
through to pipework, scuppers,
channels and waste stream
transfer systems.
Commenting on the importance
of the development, Mark Beavis,
Managing Director, ACO Marine
(pictured), said: “This new
addition to the ACO Marine
portfolio closes the sanitation loop
as we can now provide a one-stopshop
service for all
our customers’
shipboard
sanitation and
water management
needs.
“With our own
design we no
longer have to
source toilet
systems from thirdparty
suppliers and
can pass on these
savings to our
customers, along with a vacuum
toilet system that not only exceeds
the market requirement but, I
believe, sets the benchmark in cost
effective and sophisticated toilet
design.”
While the hydraulic variant –
AVT 100 – is being marketed
towards the commercial merchant
ship market, due in part to its low
cost and reduced maintenance
proposition, the more
sophisticated electronic version,
AVT Smart100, has been designed
to meet market demand from the
passenger ship sector for a lownoise,
“smart” toilet system
capable of intelligent operation.
The ACO AVT150 range is the
super silent variant targeted at the
luxury end of the market.
Compared to existing vacuum
toilets, both the Smart and
Hydraulic versions of the ACO
design use different operating and
control arrangements. For
instance, each toilet has fewer
components than competing
systems, obviating the need for
pneumatic valves – the component
most prone to failure in traditional
units. Instead, each AVT system
operates a patent-protected selfclosing/opening
pressure valve for
direct flushing.
It is the diagnostics function of
the intelligent ACO AVT 100,
however, that is expected to set the
standard in passenger ship
sanitation.
Incorporating a fullyprogrammable
microchip in the
control system, ship engineering
teams can, for the first time,
remotely
control,
monitor and
maintain all
the toilet’s
functions.
Operators
can adjust
flushing and
suction
sequences,
adjust water
pressures and
supply and
monitor the condition of each
toilet connected to vessel’s
wastewater system. Typically,
engineers would have to trace the
system back to find which toilet
had malfunctioned or wait for a
passenger to report a problem.
Jirí Lonícek, Head of Product
Management, ACO Marine,
explained: “For cruise and
passenger ship operators, in
particular, the ACO AVT Smart100
range offers a completely new
dimension to system maintenance
and operability, allowing operators
to remotely adjust the parameters
and flushing cycles of each
individual toilet.
“This significantly improves
maintenance schedules and
reduces operational costs, since
the smart technology
automatically alerts the operator
to which toilet on the network has
malfunctioned and which
component has failed. Ships’ crews
can effect repairs immediately and
before passengers get wind of a
problem.”
The ACO AVT Smart100 variant
is expected to be available for
deliveries in mid-2019.
ACO Marine is the leading
supplier of complete MEPC and
‘IMO Special Area’ compliant
vacuum and gravity-based
wastewater treatment systems to
the all sectors of the global
commercial and leisure marine
markets. Its bespoke wastewater
management solutions are
manufactured in the European
Union using only high-grade
materials to treat all wastewater
streams
15

ENVIRONMENT
WÄRTSILÄ WAKES UP THE OCEANS WITH CONNECTED SHIPPING-BASED ECOZONES
Wärtsilä’s has announced ‘An
Oceanic Awakening’ – which it
describes as “a global initiative
focused on the radical
transformation of the world’s
marine and energy industry into
one supremely efficient,
ecologically sound and digitally
connected ecosystem.”
The company says that
shipping is by far the most costeffective
way to move goods and
people around the world. As
consumer demand increases,
maritime businesses are faced
with major opportunities to
improve operational inefficiencies
that impose a significant negative
impact on profitability and
sustainability. Better port-to-port
fuel efficiency, reduced congestion
in ports and high traffic areas, the
introduction of real-time
communication between
stakeholders – these issues have
become critical to transforming
maritime trading today.
Highlighting and proactively
addressing these issues forms the
basis of Wärtsilä’s drive to
activate a fully-integrated smart
ecosystem. A feat requiring
collaboration across multiple
segments and industry verticals
and active involvement in
leveraging emerging technologies
to create new business
opportunities for the benefit of all.
Speaking at the SMM
exhibition in Hamburg, Marco
Ryan, Chief Digital Officer &
Executive Vice President, Wärtsilä
Corporation, revealed the
corporation’s ambitious
aspiration to connect 20 of the
most influential marine cities by
2020 into a network that will
inspire cooperation as an
essential ingredient to driving
forward this journey of
transformation. The network will
support the adoption and
deployment of best practices,
embrace digitalisation and
legislate new environmentally
friendlier, sustainable and
smarter ways of doing business
across our oceans.
Under the auspices of SEA20,
an assembly of key influencers
from five marine cities have
already been brought together to
determine how these cities can
best take advantage of a Smart
Ecosystem and all its cascading
benefits to society at large.
Visions spanning cutting-edge
transport provision along urban
coastline, the introduction of
marine-centric innovation hubs
and the positioning of off-shore
smart ports will be used to inspire
politicians and the global marine
sector to address problems
caused by rapid urban growth.
The Ecotone is a term for the
meeting of two natural
ecosystems creating a third one.
This vision suggests that the
SEA20 cities port areas begin
housing innovation hubs.
The Mangrove is a new
landmark providing a new way to
look at the coastline, both literally
and metaphorically, and is both
self-sufficient and fully powered
by renewable energy.
The Blue Belt (illustrated)
situates the new “smart port” at a
remove from the shore, while the
city coastline is given a radical
clean-up, ensuring swimmable
waters and a new setting for
residential and commercial
development at the core of the
urban environment.
16

SENSORS
SENSOR FUSION IS KEY TO KONGSBERG’S IBS TECHNOLOGY
New technology from Kongsberg’s extensive
autonomous vessels programme will contribute to
improving the operational and safety performance
of manned vessels with the launch of a new
generation of Integrated Bridge System (IBS).
Through its work on new autonomous vessels
such as YARA Birkeland, the world’s first all-electric,
zero emissions and autonomous container ship,
Kongsberg Maritime has developed a cutting-edge,
integrated technology platform designed to deliver
complete situational awareness through the process
of Sensor Fusion, where traditional navigation
sensors such as Radar and Sonar are combined with
cameras and lasers.
While Sensor Fusion informs the autonomy
controller of an unmanned ship, Kongsberg’s
application of the technology in its new IBS for
crewed vessels introduces a new level of awareness
for bridge crew, by delivering a holistic real-time
navigational picture based on precise data from
diverse sensors. The result is a seamless, userfriendly
presentation of vital data and more
effective operation of
navigation, remote
control and
advanced
manoeuvring,
automation,
energy
management and
safety systems.
Kongsberg
Maritime has further
developed several key functions to deliver improved
safety, especially in slow-speed situations. A new
all-speed autopilot combes traditional autopilot and
trackpilot functions with joystick and dynamic
positioning into a single, common control logic,
working from high-speed transit down to zero
speed electronic anchoring or station keeping.
Additionally, new automatic docking and soft
thruster assist functions improve safety for critical
operations.
DYNAMIC POSITIONING
ABB EYES AUTONOMOUS SHIPS WITH LATEST DP SYSTEM
The ABB Ability Marine Pilot Control dynamic
positioning (DP) system, is intended to simplify ship
manoeuvring with an intuitive touchscreen-based
user interface and enables safer, more efficient ship
operations.
With its user-centric design, ABB Ability Marine
Pilot Control reduces the workload on automating
navigational tasks and allows bridge officers to focus
holistically on the overall control and positioning of
the ship. The system integrates seamlessly with
existing onboard equipment and ensures ease of
installation and maintenance,
adding significant “bridge-topropeller”
value for the
shipowners.
One of the key benefits of
the new system is that it
allows the operator to switch
to joystick control for
manoeuvring the vessel at
any speed and all the way to
docking. ABB Ability Marine
Pilot Control employs
algorithms that calculate the
optimal way of executing a
command for controlling the
vessel in any operational
situation. The overall safety
of the operation is increased
as the crew is able to
maintain full situational awareness, rather than
having to focus on changing control modes.
The system has obtained Lloyd’s Register’s (LR)
Approval in Principle (AiP) certificate, announced at
SMM.
The new DP system can be connected to the ABB
Ability Collaborative Operations Center infrastructure,
which monitors the performance of ABB technology
on board and remotely connects operators with ABB
experts.
17

RADARS
WÄRTSILÄ’S NEW SOLID STATE RADAR OFFERING
Wärtsilä has announced the introduction of its new
Nacos Platinum solid state S-Band radar system. This
next generation marine radar offering promotes safety
via optimised target detection, regardless of the
prevailing environmental conditions.
Furthermore, the compact design enhances system
reliability, while the elimination of a magnetron
creates a significant reduction in maintenance costs
compared to conventional radar systems.
“Wärtsilä’s smart marine vision is to utilise the
latest technologies, together with high levels of
digitalisation and connectivity, to ensure even greater
efficiencies and added safety. We see this as being
SAFETY & SECURITY
MARLINK LAUNCHES REAL-TIME CYBER THREAT DETECTION
essential to ensure sustainable profitability for our
customers’ operations. The new solid state S-Band
radar system is entirely in line with this thinking,”
said Eberhard Maass, Product Manager, Navigation
Systems, Wärtsilä Marine Solutions.
Wärtsilä’s Nacos Platinum radar systems are an
integral part of the company’s industry-leading
navigation offering. They have particularly strong
market penetration in the cruise, ferry, and luxury
yacht segments. The solid state system is expected to
enhance this market position even further. The first
units are scheduled for delivery in mid-2019.
Marlink is unveiling
Cyber Detection, an
intelligent threat
detection solution
for the maritime
industry, as part of
its integrated ship
and shore-based
Cyber Guard
portfolio.
Cyber Guard
enables Marlink
customers to
protect, detect and
resolve any cyberthreat
through a
holistic
combination of
network resilience
and redundancy, dedicated
maritime cyber-security technology
and maritime Security Operation
Center (SOC) experts.
Cyber Detection, the latest
addition to the Cyber Guard
portfolio, monitors all outbound
and inbound network traffic
around the clock and enables
customers to view threats affecting
their vessels through an intuitive,
web-based dashboard. In addition,
customers may also set-up
notifications on critical threats to
be received by email and/or SMS.
Compromised assets may be
remedied using Cyber Guard
solutions, with additional, optional
assistance from a specialised team
at Marlink’s Security Operations
Centre (SOC).
“With the increasing use of
broadband communications and
the fast deployment of new digital
IT-based applications onboard
ships, cyber-security has become
even more critical to fleet and
business operations,” said Ghani
Behloul, Chief Marketing Officer,
Marlink.
Requiring no additional
installation of equipment onboard
vessels, nor upfront investment
(CAPEX) for the client, the Cyber
Detection service identifies more
than 50 different threat categories
(including malicious applications,
intrusion attempts, confirmed
intrusions, abusive usage and
social engineering), whatever type
of satcom technology used to
connect the ship, VSAT or MSS.
“Augmented by the SOC team’s
deep knowledge of how cyber
criminals target maritime industry
operations, continuous service
tuning and data analytics, the
dynamic nature of our Cyber
Detection service enables the
system to become more intelligent
over time, improving its ability to
detect advanced cyber criminality
on a maritime customer’s
network,” added Behloul.
Cyber Detection is suitable for
vessels equipped with Sealink
VSAT connectivity. In addition, the
service is fully compatible with
Marlink’s delivery of Fleet Xpress
as well as Inmarsat
FleetBroadband and Iridium
Certus.
18

DUALOG WARNS OF EMAIL SPAM ATTACKS AT SEA
Much like everyone else,
connected ships continue to face
the annoyance of spam and the
menace of cyber-attacks on their
IT systems. Over 18% of emails
scanned in the second quarter of
this year were rejected as spam
and just under 1% stopped
because they contained viruses or
damaging malware.
It’s a smaller percentage
compared to the global spam
average of 45%, and that’s
because Dualog takes email
security very seriously and its
Dualog Platform with email, file
transfer and internet services, is
built to the highest standards of
cyber resilience and security.
How can then the percentage
be lower? As one of the world's
leading providers of cyber secure
IT services to the shipping
industry, all data traffic within and
between our customers’ ships and
offices is verified and secure,
meaning that there will be a larger
number of always secure emails.
Dualog scanned a total of 19.3
million emails for viruses and
other threats in the second
quarter of 2018 alone. From the
incoming messages, 160,482
were identified as phishing
emails with links to unsecure
websites while a total of 148,010
viruses or malware were
detected and stopped. That
meant processing a staggering
180 Terabytes (or
180,000,000 MB) of data
in the period.
Walter Hannemann
(pictured), Product
Manager at Dualog, said
that while the number of
cyber-attacks was not on
the increase compared to
the last quarter, it was not
reducing either. But the
percentage swing between
emails with viruses or
those with phishing
malware was constantly
changing, depending on
what phishing campaigns
were in vogue.
“The attacks are also
worldwide with infected
computers used by spammers via
bots often based in different
countries. This is a widespread
problem, especially when you
consider we have seen a gradual
increase in the overall use of
emails in ships, many with data
attachments,” he said.
VIKING TO MARKET HYDROPEN FIRE SYSTEM
According to Norwegian company
Vestdavit, onshore infrastructure to
support polar operations is falling
behind a substantial influx of ships.
So manufacturers need to take
responsibility as well as
opportunities when it comes to
meeting demand for ‘winterized’
shipboard equipment.
“These are certainly
encouraging times for those
supplying equipment for the
harshest conditions, but
manufacturers must ensure that
the tools are really up to the job,”
said Vestdavit Managing Director,
Rolf Andreas Wigand. “The landbased
polar service infrastructure
is limited, making it critical that
shipboard equipment truly offers
the reliability and redundancy set
by the Polar Code. This is essential
for davits, whose operations
involve direct interaction with the
most unforgiving conditions.”
A surge in publicly-funded polar
scientific ships will enter service
2018-2021, joining British,
Chilean, Chinese, Norwegian and
Swedish polar survey and research
bodies. Elsewhere, US Coast Guard
plans for three new polar
icebreakers are also progressing,
while authorities in Canada and
New Zealand recently purchased
secondhand icebreakers to meet
medium term needs.
Meanwhile, over the 2018-2021
period, 22 new expedition ships
are due in service. Commercial
shipping, too, is firmly in the mix,
especially the Northern Sea Route
connecting Europe and Asia.
19

NEWBUILDS & DELIVERIES
MITSUBISHI SHIPBUILDING HAS EYES ON EURO FERRY MARKET
Reports from Japan suggest that
Mitsubishi Heavy Industries,
though its Mitsubishi Shipbuilding
subsidiary, intends to enter the
luxury ferry market in Europe as
part of the restructuring of its
business.
Mitsubishi Shipbuilding
president Koji Okura (pictured)
says it is to expand production
facilities at its yards in Shimonoseki
and Nagasaki in preparation for
orders from Europe. The Nagasaki
yard is currently building large
LNG carriers, but plans to begin
building ferries by end March
2021.
"We are looking at the
European market. We must win
there in price and performance (of
upscale ferries)," said Okura.
Reports suggested that the
company intends to focus on the
INDIA PRODUCES 13 STANDARD DESIGNS TO HELP
In an attempt to improve the prospects of the Indian
shipbuilding industry, the country’s Inland
Waterways Authority (IWAI) has produced a range of
13 standardised ship designs suitable for the river
Ganga (National Waterway-1).
The waterway presents particular challenges to
naval architects and shipbuilders, due to its complex
nature, moving channels and sharp bends. IWAI
hopes that the new vessel designs will open up
possibilities for improved cargo and passenger
transport. Support for the project comes from the
Indian Government, backed by the World Bank.
The designs, which have been produced in
cooperation with river vessel design specialist M/s
AUSTAL ROLLS OUT
LATEST DANISH FAST CAT
Austal Ships has celebrated the
successful roll out at its
Henderson, WA, yard of the Auto
Express 109m high speed ro-pax
catamaran ferry ‘Express 4’ for
Molslinjen of Denmark.
The milestone involved the hull
and superstructure leaving the
construction halls, followed by the
superstructure being lifted and
joined to the hull. The vessel is
now undergoing final fit out and
will commence sea trials shortly.
This next generation catamaran
commenced construction in April
2017. Featuring an advanced
design with optimised hull form to
minimise fuel consumption and
Austal’s industry leading Ride
Control System for superior seakeeping
and comfort, the vessel
supports over 1000 passengers,
425 cars, and will operate at
speeds up to 40 knots.
ro-pax market with “luxury
interiors”.
He added that the company is
additionally considering targeting
the luxury ferry market in Asia.
Mitsubishi Heavy spun off
Mitsubishi Shipbuilding was set
up in January 2018 as part of
MHI’s restructuring plans, when
the parent company said it was
withdrawing from the loss-making
passenger ship business.
DST of Duisburg, Germany, include dry and liquid
bulk carriers, ro-ro vessels, car carriers, container
carriers, LNG tankers, and tug/barge combinations.
The designers have already carried out model testing.
Other organisations involved include Indian Institute
of Technology, Kharagpur and the Indian Register of
Shipping.
The vessels have all been designed for low
environmental impact and high carrying capacity, at
draughts as low as 2m. It is hoped the initiative will
reduce the dependence of Indian shipbuilders on
foreign ship designs and will boost the Government’s
‘Make in India’ initiative.
INDUSTRY CONSORTIUM FORMED TO DEVELOP ‘GREEN’
CONTAINER SHIP
Wärtsilä has announced that
it is a party to an agreement
made between leading marine
industry players to
collaborate in developing new
levels of performance and
environmental efficiency for container vessels. The consortium, which
is led by Dubai based Zaitoun Green Shipping Ltd (ZGS), also aims at
creating a new business model for the container sector.
The seven companies making up the consortium are each
established experts in their own fields of expertise. Wärtsilä, as a
technology leader with the industry’s broadest portfolio of products,
systems and integrated solutions, is seen as being the equipment and
systems provider for the container vessel of the future.
In addition to ZGS and Wärtsilä, the other consortium companies
are MacGregor Finland Oy (MCG), a leader in cargo system solutions;
Carina Solutions (C4), a specialist company in project management and
supply chain processes; two-stroke engine designer Winterthur Gas &
Diesel (WinGD); Mitsubishi Heavy Industries Marine Machinery &
Equipment (MHI-MME), a provider of energy saving and
environmental solutions; and Gaztransport & Technigaz (GTT), an
engineering company expert in containment systems with cryogenic
membranes used to transport and store liquefied gas, in particular LNG
(Liquefied Natural Gas).
20

COMPANY NEWS
RIVER CRUISE SECTOR EMBRACES THE NEW KID ON THE BLOCK
ACO Marine has
taken a substantial
number of orders
from European river
cruise operators for
the supply and
retrofit installation
of the company’s
advanced
wastewater
treatment systems.
The company, the
water treatment
division of
Germany’s ACO
Group, will supply
wastewater management solutions
based around its Maripur NF
advanced sewage treatment plant
to ten river cruise vessels
scheduled to drydock this winter.
In addition to the Maripur NF
units, the turnkey package
includes grease separation
systems, holding and aeration
tanks, pumps and piping, and crew
training.
The vessels to which the ACO
scope will be installed include the
Rhine and/or Danube-operating
sister vessels MS Maribelle, MS
Prinzessin Sisi and MS Regina
Rheni, the 100m long sisters MS
Prinzessin Katharina and MS
Prinzesse de Provence, and the
110m long MS Vista Fidelio.
Pavel Havlik, Director – River
Cruises, ACO Marine, said: “Our
strategic decision to enter the
European River Cruise and Inland
Waterway market has paid
dividends not only for ACO Marine
but also for the owners and
operators of these remarkable
vessels.
“Given the recent orders, it
appears the segment has quickly
embraced the ACO Marine
solution. In addition to the ten
vessels undergoing retrofit this
winter, we will also retrofit
equipment to 30 river cruise
vessels scheduled to drydock
winter 2019.”
Mark Beavis, Managing
Director, ACO Marine said one of
the reasons the sector has been
quick to take up the ACO solution
is because of the company’s
commitment to after sales and
service.
“We’re not an install and forget
kind of company,” he said. “We
have built a systematic service
chain that includes remote
diagnostics and maintain regular
contact with our customers to
ensure their wastewater treatment
systems are running to
optimum. Our customers
and, ultimately, their
passengers benefit from
not only having a team of
specialists on call 24/7,
but from complete
wastewater management
solutions designed to
exceed existing and
anticipated regulations.”
Compared to the
commercial marine sector,
the regulations governing
pollution of inland
waterways segment are
very rigid.
“All current vessels are
required to upgrade their sewage
treatment systems to compliance
during their next scheduled vessel
inspection and therefore the
requirement for retrofit solutions
will be considerable. To meet this
requirement ACO Marine carries
out detailed onboard surveys to
enable the development of
bespoke solutions on a ship-byship
basis working with the vessel
owner/operators and the
installation shipyards to
incorporate all aspects of ship
system integration,” said Beavis.
With a low-height design and
capacity to treat the waste streams
generated from up to 250 persons,
the ACO Maripur is available in
modular sections to allow easier
access to the installation site using
existing access routes, reducing
the requirement to cut a hole in
the ship’s side.
VIKING ACQUIRES LIFEBOAT MANUFACTURER
Maritime safety equipment manufacturer and global service provider Viking Life-Saving Equipment has
announced it has acquired Norsafe, the Norwegian boatbuilder whose lifeboats are used throughout the
world. The acquisition is in line with Viking’s long-running strategy of putting the customer’s needs and
priorities first.
Established in 1903, Norsafe produces a full range of free-fall lifeboats and fast rescue boats with davits
and have supplied over 28,000 lifeboats to the global ship market over the years. Its advanced lifeboat
products are manufactured in accordance with the latest SOLAS requirements and approved by national and
certifying authorities for both ships and offshore use.
According to Viking, the synergies behind Norsafe’s entry into the Viking group are plain to see, and not
just because both companies are Scandinavian-based. In fact, they share virtually identical missions, both
aiming to keep people safe and leading their respective markets through constant innovation.
21

DNV GL RELEASES AUTONOMOUS AND REMOTELY OPERATED SHIP GUIDELINE
According to DNV GL, as digitalization continues to of shipping. To reach this potential, the industry
reshape the maritime industry, the first commercial needs a robust set of standards that enables new
autonomous vessels are due to launch in the next systems to reach the market and ensure that these
several years. To help build a safety culture around technologies are safely implemented.”
these new technologies, DNV GL has released a new The guideline covers new operational concepts
class guideline covering autonomous and remotely that do not fit within existing regulations, and
operated ships.
technologies that control functions that would
“A new set of sensor, connectivity, analysis, and normally be performed by humans. In terms of new
control functions in maritime technologies is laying operational concepts, the guideline helps those who
the foundation for remote and autonomous
would like to implement new concepts with a process
operations in shipping,” said Knut Ørbeck-Nilssen, towards obtaining approval under the alternative
CEO of DNV GL – Maritime. “Increased automation, design requirements by the flag state. For novel
whether in the form of decision support, remote technologies, suppliers can use the guideline to obtain
operation, or autonomy, has the potential to improve an approval in principle.
the safety, efficiency and environmental performance
MAN AND TOTE CELEBRATE THREE YEARS OF LNG FUEL EXPERIENCE
MAN Energy Solutions reports that
US shipping company TOTE
Maritime Puerto Rico has returned
very positive reports on its LNGpowered
containerships, ‘Isla Bella’
and ‘Perla del Caribe’ as they
approach the third anniversary of
commencing operations.
The 3,100-TEU sister ships serve
the route between Jacksonville,
Florida and San Juan, Puerto Rico
and are notable for being propelled
by the first ME-GI dual-fuel engines
produced by MAN Energy
Solutions.
Peter Keller, Executive Vice
President of TOTE, said: “The LNG
fuelled ME-GI engine represents
TOTE’s commitment to
environmental stewardship.
Importantly, LNG as a fuel
eliminates SOx and particulate
matter, significantly reduces NOx
and –increasingly importantly –
contributes to the reduction of
greenhouse gases. This gives us
the ability to move forward
aggressively in terms of air quality
which is especially important in
the pristine areas of the Caribbean
and Florida where our vessels
operate.
“LNG is the fuel of choice for
many operators going forward
and, in combination with this very
reliable dual-fuel technology,
provides the quality benefits that
we’re all looking for.”
He continued: “Acting as a
pioneer and adopting new
technology early in its lifetime
always bears an element of risk,
but our belief in the ME-GI’s
concept has proved justified.
Bjarne Foldager – Vice
President, Sales & Promotion,
Two-Stroke Business at MAN
Energy Solutions – said: “With
over 200 ME-GI units ordered or
already in service, the ME-GI
engine has gathered references in
every major marine segment and,
as confirmed by TOTE’s
experience, is mature technology.”
TOTE also reports that the six
MAN 9L28/32DF auxiliary engines
aboard the containerships have
performed as well as their main
counterparts.
22

FINCANTIERI TO EXTEND CHINESE COOPERATION AGREEMENT
Fincantieri and China State
Shipbuilding Corporation (CSSC),
have signed a Memorandum of
Understanding for the extension of
the industrial cooperation already
existing between the two groups to
all segments of merchant
shipbuilding.
The signing ceremony took place
in Beijing, at the presence of the
Italian Minister of Economy and
Finance Giovanni Tria, the CEO of
Cassa Depositi e Prestiti Fabrizio
Palermo, the CEO of Fincantieri
Giuseppe Bono, and the Chairman
of CSSC Lei Fanpei.
The agreement foresees the
parties to discuss the possibility to
extend their current collaboration,
which counts a joint venture
dedicated to the first cruise ships
ever built in China for the local
market and other related activities,
including a number of research and
development projects in several
areas of the shipbuilding, such as:
vessels for the oil & gas industry;
cruise-ferries; mega-yachts; special
vessels; steel infrastructures;
marine engineering and
equipment procurement as well as
cruise cabins, interior decoration,
and the establishment of a reliable
supply chain in the cruise segment
in China. The parties may consider
additional cooperation
opportunities and may therefore
extend the scope of the agreement
to other areas.
Fincantieri and CSSC will
establish a joint working group,
composed of 6 members with
appropriate technical expertise, 3
selected by each side. This group
aims, by the end of the year, to
conclude the preliminary
activities: to define potential
opportunities for each of the areas
identified for the collaboration, to
analyse the market size and to
identify preferential sales channel,
to analyse potential partnership
among CSSC and Fincantieri group
companies or its network of
suppliers.
23