Fairplay August 2012 Magazine

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IHS Fairplay Solutions
AUGUST 2012
ISSUE 189
More makers join the dual-fuel club
Communications: More opt for VSAT
Special Focus: Disagreement over lubes
viait ua at the 8MM 2012, the lnternational Varitime Conlerence and Lxhibition
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fairplay.co.uk August 2012 Fairplay Solutions | 3
O
ver the past fewmonths Solutions has
been applauding the shipping indus-
trys new-found sense of self interest
and is happy to tip its hat to the International
Chamber of Shipping or at least its chair-
man, Masamichi Morooka, who has just sent
a letter to the IMF explaining in no uncertain
terms why shipping should not be seen as a
cash cowto be milked for funding climate
change mitigation or for any other reason.
The need for such a letter follows a speech
made by IMF managing director Christine
Lagarde at the Rio sustainability summit back
in June. In her speech Lagarde repeated the
position adopted by the UNFCCand its envi-
ronmentalist allies that shipping and aviation
should contribute a quarter of the annual
$100Bn promised by developed countries.
Given that the IMF has spent alot bail-
ing out, or guaranteeing to bail out, cash-
strapped states in the Eurozone, the Fund is
certainly likely to nd it hard to assist states
in the developing world. But, as Morooka
pointed out to Lagarde, shipping produces
no more than 3%of annual manmade CO
2
emissions, so it is iniquitous that it should be
called upon to pay 25%of the promised fund.
More to the point, Morooka highlighted,
around two-thirds of the world eet are
registered in Kyoto non-Annex 1 countries.
Under the common but diferentiated re-
sponsibilities ruling of the Kyoto treaty, those
ships would not necessarily be required to
contribute under any market-based meas-
ure the IMOmay come up with. The whole
burden would therefore have to fall on the
small proportion of the world eet registered
in developed Annex 1 countries. The efect,
Morooka acknowledged, would be an exodus
of ships to ags not required to contribute.
There is no doubt that the nancial posi-
tion of large parts of the shipping industry
is at least as precarious as any of the nation
states that the IMF is bailing out but without
recourse to any of the nancial assistance
those countries are being ofered. There may
be some justication in blaming some of the
industrys ills on over-ordering, but there
were other factors at play.
Had shipowners foreseen the events of
2008, they certainly would not have ordered
the quantity of ships that they did, but in
many cases they were reacting to the opinion
of economists who sawtrade continuing to
growas the worlds population expanded.
Even after the 2008 meltdown, there was a
general consensus that things would get back
on track quite quickly.
Now, the world economy seems to be head-
ing for the rocks once more and shipowners
are no longer prepared to bet on a brighter
future. The combination of slowsteaming
and ships going into lay-up may even result in
shippings contribution to CO
2
output falling
below3%. The IMF recently said that auster-
ity regimes are not necessarily the way to
encourage growth and has begun to promote
the idea that consumerismneeds a boost.
With most of the worlds trade carried in
ships, taxing the industry more will not make
goods cheaper or aid economic growth. In-
stead, it will make the essentials of life food
and energy even more costly to the worlds
people, further reducing any spare cash they
may have.
Afordable transport of goods is key to
economic growth and Moroorkas hands-of
message is a timely reminder of that fact.
fs
Shippings ghtback against cash-grabs continues as the ICS takes on the IMF
Taxing the
industry more
will not make
goods cheaper
or aid economic
growth
COMMENT
Hands off
Malcolm
Latarche
Editor
Vor|d C|ass
ooring
www.vicioayarioe.co
4 | Fairplay Solutions August 2012 fairplay.co.uk
CONTENTS
Bu||d|ngs On||ne
www.fa|rp|ay.co.uk/newbu||d|ngs
News
6 News: French owners ght sulphur rules;
TTS buys Sietas crane division; BV opts for
online certicates; Rembrandt gets green
light; Saab launches fth-generation AIS
10 Special focus: Lube manufacturers
in open disagreement over best solutions
for matching low-sulphur fuels and upper
cylinder lubes
Features
12 Engines & turbochargers: Solutions
looks at how engine and turbocharger
makers can help with EEDI compliance;
More makers to offer dual-fuel engines
28 Communications: Service providers
and equipment-makers latest offerings;
Defending against viruses and malware;
Crew-calling developments
12
Editorial
Executive editor: G Paul Gunton
Editor: Malcolm Latarche
Associate editor: Stephen Spark
Contributing editors: David Foxwell, David Tinsley
Technical reporter: Steve Valentine
Design
Head of design: Roberto Filistad
Senior designer: Matt Ramsdale
Designer: Carolina Lorenzo, Tim Willis, Amair Ahmed, Ria Chantler
Production
Director EMEA, production services: David Ward
Production manager: Jane Lawrence
Production controller: Martyn Buchanan,
Sarah Treacy, Elisa Hembry
General
Publisher: Jon McGowan
Director, EMEA editing and design: Sara Morgan
Group publishing director: Sean Howe
Senior vice-president IHS: Michael Dell
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2012 IHS. All rights reserved.
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Printed in the UK by Warners Midlands plc.
ISSN: 2048-3546
This publication
was produced using
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28
Contents August 2012, Issue189
28
CONTENTS
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Next month
SMM preview
Solutions lifts the curtain and takes a look
at the attractions of this years biggest
marine equipment exhibition
German marine technology
From shipbuilding to equipment of all
types, German technology is at the
forefront of the shipping industry
Operations
36 Update: DP issues come to the fore as
the offshore eet grows, bringing pressure
on training and challenging reliability
39 Innovations: Commuter ferry combines
air support and lightweight materials
41 Troubleshooter: MAIB investigates two
incidents resulting from machinery failure
Newbuildings
44 News: Fifth box ship for Danaos;
B.Delta25 orders; Farstads rst of four
46 Notable newbuildings: Combined
power plant for Island Crusader; Stanford
Buzzard well prepared to face pirates
50 Fleet analysis: Looking back at 10
boom years and forward to hard times
52 Data: Summary of ships on order and
the latest new orders
Regulars
03 Comment: Solutions applauds the
International Chamber of Shippings
warning to the IMF
66 Echosounder: Scientists swap clean
hulls for gleaming teeth; Is jumping ship a
new craze for ferry passengers?
Subscribe:
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36
41
46
66
12
50
European operators are being
targeted by equipment-makers
fromthe USA keen to open new
markets for their products.
Last month, Parker Racor,
a division of Parker Hannin
Corporation, announced the
release of its bilgewater treat-
ment systems for the European
market. This followed the award
of MEDWheelmark certication
in accordance with the European
Union Marine Equipment Direc-
tive 96/98/ECas amended by
Directive 2010/68/EU.
The BMS series of bilgewater
oil-water separators employ a
proprietary membrane assembly
to remove emulsied oil. Other
features include an advanced
three-stage systemoptimising
the separation and removal of
free and emulsied oils, robust
construction, corrosion-resistant
materials, permanent oil-attract-
ant media, quiet operation, IMO-
compliant detection controls
and automatic diversion valves.
The resulting efuent has an oil
content not exceeding 5 parts
per million.
The BMS bilgewater oil-water
separators use a simpler adsorp-
tion technology that neverthe-
less meets IMOMEPC107(49)
regulations. Organic clay is used
to adsorb oil emulsions.
In the viewof Kelly Sullivan,
Racor Village marine business
unit manager, The units we de-
veloped exceed the IMOrequire-
ments while also being compact,
efcient, durable and great value.
Also looking to expand sales in
Europe, US-based ballast water
treatment (BWT) systemmaker
Hyde Marine stated last month
that it has selected Scanunit
as the exclusive sales agent in
Sweden for Hyde Guardian BWT
systems. Scanunit will begin sell-
ing, installing and servicing Hyde
Guardians systems immediately.
Hyde Guardians chemical-free
BWT process treats ships ballast
water by ltration and ultraviolet
disinfection. The unit received
IMOapproval inApril 2009 and
has gained type approvals from
several class societies.
German shipyard Sietas has
sold its Neuenfelder Maschinen-
fabrik (NMF) crane manufactur-
ing division to the Norwegian
TTS Group. Subject to approvals
fromcreditors and the monopo-
lies commission, the deal is to be
concluded early this month.
Ofcial receiver Berthold
Brinkman said: The sale of
NMF to the large shipbuilding
supplier TTS means we have now
found substantial buyers for
each of the three companies in
the Sietas Group. This is good for
the further development of the
companies themselves and also
good for the maritime sector in
Hamburg, which will gain new
momentumfromstrong ship-
building companies like TTS, the
LrssenGroup (Norderwerft) and
the VeKa Group (Sietas Werft).
This solution was welcomed at a
NMF stafmeeting by the works
committee and employees.
French owners have welcomed
a proposal from the European
Community Shipowners Asso-
ciations (ECSA) to exempt certain
vessels and shipping routes from
stricter marine fuel sulphur limits
until 2020.
Armateurs de France (ADF)
said that the proposal, which is to
be submitted to European Union
member states, was given strong
and unanimous support by the
ECSA board at its latest meeting in
Cyprus in late June.
Referring specically to the
0.1% limit scheduled to be
introduced in European sulphur
emission control areas in the Bal-
tic, North Sea and English Channel
in 2015, ADF said that ECSA had
agreed that a rigid and brutal
implementation of the limit would
be catastrophic for the future of
the shipping sector.
Extra time was necessary, the
organisation said, to prepare new
ways of reducing sulphur emis-
sions such as the use of liqueed
natural gas fuel and exhaust gas
scrubbers, which were currently
neither technically ready nor eco-
nomically viable.
It called on the French govern-
ment to take the case of French
and European owners to the IMO,
which xed the dates for introduc-
tion of the 0.1% sulphur limit.
At a time when companies
have been rendered fragile by a
difcult economic situation, they
need more than ever the unfailing
support of the authorities, said
ADF chairman Raymond Vidil.
Frenchback
sulphur
exemptions
USmakers target Europe
COMMUNICATION COMPANIES EQUIPMENT REGULATION TRAINING TECHNOLOGY OPERATIONS YARDS
News
TTSacquiresSietascranedivision
REGULATION EQUIPMENT
COMPANIES
P
a
r
k
e
r
H
a
n
n
i
n
Parker Racors BMS bilgewater
separators have been awarded MED
Wheelmark certication
NMF supplies marine cranes
and lifting equipment, rang-
ing fromsmall bulker cranes to
super-heavy-lift cranes of above
1,000 tonnes capacity. The com-
pany is considered the market
leader for heavy-lift cranes with
more than 60%market share for
cranes above 150-tonne capacity.
NMF will become part of TTSs
existing activities in Germany.
Expected turnover of NMF in
2012 is 88Mand at the end of
May 2012 the value of existing
orders was 95M.
Paris-based classication soci-
ety BureauVeritas has initiated
a completely newIT-based cer-
tication and ship status system
aimed at reducing the workload
of shipowners and operators and
simplifying access to ship infor-
mation and status.
Explaining the rationale behind
the newservice, Claude Maillot,
BVs ships in service director, said,
We have seen the ships clas-
sication certicate growfrom
one simple page into a document
with many pages and annexes
which are built up of both printed
and handwritten entries. It has
become unwieldy, error-prone,
open to confusion and difcult
to maintain. Maillot went on to
say BVs newcertication system
once more makes the ships certif-
icate of classication a single-page
document. All the supporting
documentation is migrated online
and set out in a standardised,
easily accessible format, which,
he said, cuts down the chances of
error, confusion and fraud.
The newBVcerticate of clas-
sication contains only the key
identity of the ship and nota-
tion information. It is printed
on recycled paper embossed
with a logo aimed at preventing
fraudulent copies. All the other
information that used to be at-
tached as annexes is nowupdated
electronically and can be accessed
by owners and by charterers and
port authorities if given access by
the owner. Authorised users can
go to BVs website and print of
what they need on ship status.
The ship status information is
divided into sections: ship par-
ticulars, owner/manager details,
cargo and ballast capacities, class
and statutory status, planned
inspection items, one-year survey
planner, continuous and/or PMS
lists, regulatory information and
BVcontacts.
The class and statutory status
section contains all certicates
which is what most authorities
and charterers need surveys,
audits, recommendations, non-
conformities and memoranda.
The owner can print this section
completely or just the to-do list,
selecting items due in one, two
or three months. This system
avoids confusion as there are no
more handwritten updates or rec-
ommendations on certicates,
said Maillot. At the same time,
we have enhanced the way own-
ers and operators can see the ship
status, which will help with plan-
ning maintenance and surveys.
There is a graphical presentation
of all surveys, audits, recom-
mendations, non-conformities
and planned maintenance and
continuous survey items due in
the next 12 months.
The newsystemalso allows the
ships stafto update the central
record via VeriSTARInfo when
planned maintenance items have
to be done by a specic date. The
itemis then veried by a BVsur-
veyor on the next ship visit.
Saab has announced that the
companys advanced fth-
generation R5 AIS products are
commercially available.
Its R5AIS products are the
rst to incorporate within a
type-approved Class Asys-
temsoftware-dened radio
transceivers plus high-speed
analogue-to-digital convert-
ers. Designed on platforms
that are built to growwith
newrequirements, the new
products are claimed to permit
quick and easy installation of
extra units with support for
redundant/multiple control
and display units (CDUs), USB
keyboards and ash drives.
Sensor information available to
R5 transponders can be relayed
on the ethernet interface, and
additional CDUs can be used to
display and monitor any sensor
data available on the network.
As well as VHF ship-to-ship
and shore-to-shipAIS messages,
the R5 can process other signals
and future additional AIS mes-
sages and e-nav radio channels.
The entry level, water-
resistant, single-box R5 Solid
AIS permits SOLAS compliance,
primarily for coastal shing
vessels and inland waterways. At
the high end of the market, the
R5 Supreme AIS is a two-unit
systemwith a separate CDU
and transponder. The IMO-
compliant AIS transponder is
a type-approvedAIS Class A
systemfor SOLAS-class vessels,
allowing incorporation with a
ships integrated bridge system.
The R5GPS and DGPS naviga-
tion systems are type-approved
for carriage by SOLAS-class
ships. The newnavigation
systems feature additional R5
CDUs for redundant or slave
navigation display conguration
using ethernet.
New-generation
AISlaunched
BVputs certificates online
Former CEO and co-founder of leading ballast water
treatment (BWT) business OceanSaver, Stein Foss, has
set up an independent company with three partners,
creating what he says are revolutionary lters designed
specically for ballast water treatment.
The new company, Moss Hydro, believes the emerging
BWT system market faces challenges of supply because
there are very few lter manufacturers. Furthermore,
some existing lters are prone to blockages from ocean
sediment and other organics, he suggests.
Foss and his colleagues including Aage Bjrn
Andersen, the former OceanSaver SVP of business de-
velopment/research and development have engineered
their own solution.
Moss Hydro lters have been created for optimised
self-cleaning and minimal maintenance. Made from
super-duplex stainless steel, they are claimed to be
corrosion-free and between 50% and 70% lighter than
conventional lters. The lters are manufactured in a
highly automated factory in Norway.
Moss Hydro will begin taking initial orders for its
single- and multi-screen lters (prototypes have been
tested up to a capacity of 3,200m
3
/h) in September, with
production starting in in the nal quarter of this year.
Ballast specialist turns tofilters
NEWS
EQUIPMENT COMPANIES
COMPANIES
B
u
r
e
a
u
V
e
r
it
a
s
NEWS
Acomprehensive ship security
training package, developed by
computer-based training (CBT)
specialist Seagull, has received
Norwegian MaritimeAuthority
(NMA) approval. The programme
fully complies with the Manila
Amendments to the STCWCon-
vention andCode. The courses
will be available in September.
Seagull has issued more than
10,000 ship security ofcer
(SSO) certicates since 2003,
and these will remain in force
until 1January 2017. The revised
STCWintroduces more stringent
requirements for onboard secu-
rity training, with a particular
focus on ensuring that seafarers
are properly trained in case of
attack by pirates. The Manila
Amendments require all seafarers
to receive generic security aware-
ness and familiarisation training,
and those with specic security-
related duties must have suitable
training for their role.
Seagull has developed two new
CBT training levels: Level One
covers security-related familiari-
sationand awareness, and is for all
seafarers; Level Two is for seafar-
ers who have designated security
duties. Its existing SSOcourse
Level Three of the Seagull Secu-
rity onboard training system has
also been updated in line with the
Manila Amendments.
All three levels include
modules CBT 115Security
Awareness andCBT 156Piracy
andArmed Robbery plus a work-
book with practical exercises.
Level Three training also incor-
porates e-learning modules CBT
115and 156with the addition
of the SSOcourse (CBT 121)
and a workbook.
The newcourses have been
certied by classication society
Det NorskeVeritas through the
SeaSkill programme.
Seagull security
traininggets
greenlight
Rembrandt approved
Japanese classication society ClassNKhas
released what it claims is the worlds rst software
package for use with the newIACS Harmonised
Common Structural Rules (HCSR) for bulk carriers
and oil tankers, which were released at the begin-
ning of July 2012.
The HCSRnot only unies the existing CSRfor
bulk carriers and tankers, which were introduced
in 2006, but also incorporate the IMOs Goal-Based
Standards (GBS) with the aimof further rationalis-
ing shipbuilding regulations. In order to incorporate
input fromindustry groups and end-users, IACS
released the rst draft of the rules for public com-
ment on 1 July.
ClassNKexecutive vice-president Takuya Yoneya
said that the HCSRwill have a major impact on
shipbuilding and design: As a newset of global
requirements for the industry, newsoftware will
be essential for yards and designers to efciently
test and implement the newrules. By releasing
this newsoftware for use with the rst draft of the
newHarmonised CSRwe hope to make it easier for
yards and designers around the world to familiarise
themselves with the newrequirements.
The newsoftware is not just an update but a com-
plete renewal of ClassNKs existing CSRsoftware.
In addition to strengthening features included in
ClassNKs existing software, the newsoftware
provides extra functions such a Case Study tool
that allows users to assess the efects of changes to
the parameters of initial ship designs. In addition,
the latest software automatically generates 3D
models for hull structural analysis directly from
rule calculation data.
The newsoftware not only makes use of data
produced by existing CSRsoftware, but also is said
to integrate smoothly with all major 3DCAD/CAE
software systems and ship performance calculation
software, which greatly simplies data transfer
between systems.
To support the implementation and testing of
the rst draft of the Harmonised CSR, ClassNKis
providing its newsoftware at no charge to shipyards
and designers.
Class NKfirst for newCSR
TRAINING EQUIPMENT
REGULATION
and at a reasonable price. It uses
highly accurate ship models that
include more than 750 param-
eters, ensuring that the user ex-
periences identical ship-to-ship
interaction as a real ship would
in, for example, ship-to-bank
interaction, squat and shallow-
water efects.
Simulations can be replayed
in video format with track plots
and data information printed or
saved electronically, providing a
very structured training regime.
In the latest version of PC
Rembrandt, the tidal current
and wind settings have been en-
hanced to accommodate a given
ports unique physical features,
which can afect current ow
and wind speed.
PC Rembrandt can also
provide Client Server, which is
a multi-user mode that allows
multiple vessels to operate in a
single operational scenario, each
of which is under independent
human control.
Det Norske Veritas has given
Class S accreditation to BMT
Argosss marine manoeuvring
simulator, PC Rembrandt. The
class society agreed that PC
Rembrandt met the Standard for
Certication of Maritime Simu-
lators no 2 of 14 January 2011.
The standards purpose is to
ensure that simulations include
an appropriate level of physical
and behavioural realismin ac-
cordance with recognised train-
ing and assessment objectives.
The PC Rembrandt system
operates directly fromS57 ENC
chart data and is claimed to be
a highly accurate, capable and
exible alternative to full-mis-
sion bridge marine simulators,
allowing the user to load any
port database with relative ease
B
M
T
A
r
g
o
s
s
DNV has approved BMT Argosss
PC Rembrandt simulator
Special focus
W
hen the combination of slow
steaming and low-sulphur fuels
rst became popular there was a
great deal of discussion and debate around
the subject of cylinder lubricants and the
efect diferent base number (BN) products
would have on the condition of the main
engine. Over the past two months the debate
has ared again with manufacturers publicly
disagreeing with each other over the validity
of the base number arguments.
The base number is a measure of the alka-
linity reserve in an oil and thus indicates the
oils ability to neutralise the corrosive prod-
ucts of combustion caused by the sulphur
content of the fuel. Lubricant manufacturers
responded to the advent of sulphur emissions
control areas (SECAs) by introducing lubes
with lower BNs. Conventional wisdomsug-
gested that ships would need to change
lubricants when entering or leaving SECAs
and switching fuels. This was never likely
to prove popular, so most makers have been
developing products with more exibility.
At Posidonia in June, Castrol suggested
that owners should choose a lubricant based
upon their ships predominant operating
conditions. The manufacturer said it was
expanding its range of products and had
taken several factors into account during
the development of its latest 80BNproduct,
which extends the range beyond 70BN.
The idea of a single, mid-range cylinder
oil solution for all vessels as sulphur limits
are reduced may be seductive, but our eld
evaluation shows this does not ofer the best
margin of safety, maintained Paul Harrold,
Castrols technology manager, marine and
energy lubricants.
Slowsteaming has overturned traditional
assumptions concerning engine performance
because marine engines are not designed to
operate below85%power for prolonged pe-
riods, Harrold explained. At lower loads, the
cylinder oils feed rate is reduced, limiting the
available BNto neutralise acids and reducing
the oil lmthickness. This can mean lubri-
cants degrade, increasing the potential for
acidic corrosion and greater wear rates. Low-
er engine operating temperatures caused by
slowsteaming further increase the risk of
cold corrosion, said Harrold, adding: Higher
BNlubricants provide greater neutralisation
and hence better corrosion protection across
the fuel sulphur range while slow-steaming.
Castrol stressed that it was not suggesting
that ships should carry a range of lubricants,
but rather that they should choose a lubricant
best suited to the ships operating prole.
According to Harrold, a 40BNproduct is the
best choice for a ship operating for prolonged
periods in ECAs and a 70BNproduct for one
with intermittent ECA operations. For a ship
operating mostly outside ECAs and practising
slowsteaming, Castrols 80BNproduct was
the best choice, he maintained.
The manufacturers new 80BNproduct
is actually a relaunch of the older Cyltech
80AW. Castrol told Solutions: Several
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Ensuring the right lubricant is
used can prevent problems with
pistons and liners
Dissenting views on lube BNs
The relaunch at Posidonia of a high-base-number cylinder lubricant has
reignited the debate over ways to meet the challenge of low-sulphur fuels
NEWS: special focus
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products, old, existing and newwere tested,
including a product we used to have in our
portfolio. Cyltech 80AWhad ceased being
actively promoted until our eld ndings
identied the need for higher BN. Better anti-
wear protection, to prevent engine damage
when slow-steaming with high-sulphur fuels,
is essential, hence it has been relaunched to
address this need.
Press coverage of the relaunch has
prompted some competitors to question
Castrols assumption that single oil solu-
tions are not necessarily the way forward.
Total Lubmarine, expressed concern over
the suggestion that ship owners and opera-
tors must choose a high or a lowBN marine
cylinder lubricant (MCL) based upon their
predominant operating patterns.
The French manufacturer agrees that gen-
eral operations for two-stroke diesel engines
are becoming more severe and increasing the
technical challenges required for deposit con-
trol, cleanliness and wear protection. How-
ever, it contends that over the past decade,
conventional MCL wisdomhas changed. The
BNargument is nowan outdated one, it says,
because BNalone is not enough to explain
the neutralisation performance of a lubricant.
Total Lubmarine believes that the implica-
tions of this high BNwith conventional
chemistry approach are risky and perhaps
even dangerous.
Jean-Philippe Roman, technical director,
said: It is important to note that it is not the
level of basicity that is dangerous, but the un-
derlying chemistry with which products are
formulated. For anyone relying upon the con-
ventional MCL chemistry which the major-
ity of lubricant suppliers nowrecognise as
outdated it is understandable that the only
option is to increase the BN. However, this
presents a high-risk strategy: too lowa BNfor
the sulphur content can lead to acid corrosion
of the liners, whilst too high a BNcan lead to
hard calciumdeposits and an increased risk of
bore polishing and liner scufng.
According to Lubmarine, any sugges-
tion that ships choosing a high- or low-BN
lubricant to suit their predominant operating
patterns will need to carry only one cylinder
oil is not only restrictive but also potentially
dangerous. Without a back-up providing the
option to switch between high- and low-sul-
phur fuels and corresponding MCLs, certain
route changes would prove impossible and
operational safety could be compromised.
The company agreed that any newcylinder
lubricant launched to the market must be
tested in all conditions and not just in those
that suit the product. Slow-steaming de-
mands superior wear control, and ve years
of at sea evaluation has proved the reliability
of the universal concept. Total Lubmarine
says it can attest that the iron measured in
the drain oil which denotes engine wear
is lower with its newest multipurpose MCL
than with a conventional mid- or high-BN
lubricant. Its Talusia Universal product is
approved by leading two-stroke engine
manufacturers such as MANDiesel &Turbo,
Wrtsil and Mitsubishi Heavy Industries,
the company noted.
Total Lubmarines views were echoed
almost immediately by another leading lube
manufacturer when ExxonMobil Marine
announced the launch of Mobilgard 560VS,
which it dubs an advanced variable-sulphur
cylinder oil.
Developed through extensive laboratory
and in-service testing, Mobilgard 560VS has
passed testing with MANDiesel &Turbo,
Wrtsil, and Mitsubishi HI, for use in two-
stroke marine diesel engines operating with a
wide range of residual fuels.
ExxonMobil Marine said a wide range of
eld trials conducted using fuel with vari-
able sulphur levels of between less than 1%
to nearly 4%, showed Mobilgard 560VS, a
60BNoil, consistently delivered excellent
piston cleanliness. This was achieved even
while operating at the same lowfeed rates as
Mobilgard 570, a70BNcylinder oil. In vessels
operating under extreme conditions, such as
slowsteaming or ultra-lowfeed rates down
to 0.45g/kWh, tests showed that Mobilgard
560VS could help to minimise scufng and
wear, the company said.
Our customers face increasing pressure
to reduce sulphur emissions while achieving
operational cost efciencies. We developed
Mobilgard 560VS as a single lubricant solu-
tion that can address this challenge by help-
ing to reduce wear, extend engine life and en-
sure optimal reliability across a wide range of
operating conditions, said IainWhite, eld
marketing manager, ExxonMobil Marine.
With North American coastal waters set
to implement a 1.0%sulphur ECA in August,
Mobilgard 560 VS will provide ship owners
and operators with the convenience of being
able to use the same cylinder lubricant as
they transition fromdeepsea operation with
traditional fuels to ECAs in coastal areas that
demand use of low-sulphur fuel, White said.
In common with many of its competitors,
ExxonMobil also ofers support services
that it says can help ship engineers optimise
feed rates, extend cylinder and ring life, and
minimise oil consumption. For example,
through ExxonMobils proprietary MobilGard
Cylinder Condition Monitoring Programme,
ship engineers can soon detect any poten-
tial changes in cylinder condition, such as
elevated iron levels. In eld trials, the use of
Mobilgard 560VS, in conjunction with the
MobilGard Cylinder Condition Monitoring
Programme, enabled several companies to
operate with cylinder oil feed rates of nearly
25%belowOEMrecommended levels, with
extremely lowwear rates. Mobilgard 560
VS will be available at major supply points
worldwide later this year. It will serve as the
replacement for ExxonMobils Mobilgard 570
cylinder oil.
The nal decision as to whether to use
a single lubricant or continue to switch
between products depending on fuel being
burned remains with individual shipowners
and they will doubtless take into account
their trust in particular products and the
experience gained in operation. Assuming
that single multipurpose lubricant products
performas promised, then their benets
will be much appreciated by the crewwho
will not need to carry out regular lubricant
changes. Similarly, the operator will appreci-
ate that the cost savings coming fromless loss
of product that will conceivably ofset the
higher prices charged for newproducts.
fs
Modern cylinder lubricants
should reduce the need for
costly maintenance
FEATURE: engines andturbochargers
M
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ngine-makers have been obliged to
contend with many challenges since
the advent of Marpol Annex VI. First
NOx then SOx and nowCO
2
outputs have
come under the regulatory microscope while
simultaneously soaring fuel prices have seen
customers demanding efciency improve-
ments and engines capable of running at
loads far belowwhat was once considered
optimum. There is some overlap between the
demands, since any reduction in fuel use will
bring about a corresponding cut in emissions,
but things are never so simple and there have
been many technical issues to address in
satisfying both demands.
Historically, marine engines particularly
low-speed engines have not been produced
in great numbers, so development tended
to be quite slow. The boomin shipbuilding
experienced over the past decade, which
at one point sawengine-makers struggling
to keep pace with demand, ensured record
incomes and a corresponding ability to invest
in developing newengines.
The result has been a number of new
engines and improvements to existing ver-
sions fromall the major manufacturers and
the licensees that produce the vast majority
of large two-stroke units for container ships,
bulkers and tankers.
Development has not been limited to the
large two-stroke sector by any means, and
Engine development has accelerated
in recent years in response to
impending regulation
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Not since the advent of the turbocharger has there been such
a rapid advance in marine diesel technology as in the past 10
years or so. Responding to regulation and customer demand,
engine and turbocharger makers have invested heavily in
R&D to make their products cleaner and more efficient
T
he rst marine order for MANDiesel
&Turbos newTurbo Compound
Systemincluding Power Turbine and
Generator (TCS-PTG) came last December
when German shipowner Reederei Horst
Zeppenfeld decided to install the systemin a
pair of 4,700teu container vessels being built
by Samjin Shipbuilding inWeihai, China. The
order includes an option for two extra vessels.
The TCS-PTGallows for an extra 5%of addi-
tional power in the formof electrical energy
to be extracted fromthe vessels MANB&W
6S80ME-C9.2 main engines. The power
turbine is installed in the exhaust gas stream
parallel to the turbochargers and receives up
to 13%of the exhaust gas owdiverted from
the exhaust gas receiver. The power turbine
drives a generator via a reduc-
tion gearbox and the electric-
ity generated is fed into the
ships grid.
The TCS-PTGs should help
Zeppenfeld both save fuel and reduce the
operating costs of their gensets as these can
be run on part-load when the unit takes over.
During sea passage, if no reefer containers are
carried, the TCS-PTGmay even fully replace
a genset.
In many cases, the installation of a TCS-
PTGunit will also allowthe user to minimise
the installed genset power output and to
reduce corresponding investment costs ac-
cordingly. In addition to the TCS-PTGs, MAN
Diesel &Turbo will also supply two pairs of
educ uc-
ric- c-
e
help
and redu duce ce tthe he
ensets as these can
the unit takes over
Power turbine
wins first order
TCA88 turbochargers to Zeppenfeld.
MANDiesel &Turbo sees growing poten-
tial for waste-heat-recovery systems. As alter-
natives to the TCS-PTG, the company ofers
a SteamTurbine and Generator (STG) system
that recovers energy froman exhaust-gas
steamboiler and the MARC_HRSTMsystem,
which is a combination of STGand TCS-PTG
that recovers up to 10%of the energy froma
main engines waste heat.
fs
Generator
Coupling
Gearbox
Power turbine
Control flaps
ng
demand for ofshore ships is driving an
increase in the numbers of medium- and
high-speed engines required.
But perhaps the big story of recent times
is the interest in LNGas a marine fuel. After
initial references on LNGcarriers, dual-fuel
engines are being installed in ofshore ships
and ferries operating in northern European
and US Gulf waters. As well as growing inter-
est in the dual-fuel engines being built, or
planned, by just about every major engine-
builder, there has been some take-up of
gas-only engines, although so far they can be
counted on one hand.
LNGis heavily promoted as a clean fuel,
and with some justication in terms of the
physical condition of the engine and in its
environmental impact as measured by NOx
reduction. LNG-burning engines are also ben-
ecial in terms of EEDI ratings. This is a little
ironic, for, although they may produce less
CO
2
directly, the phenomenon of methane
slip may mean that they contribute more in
the way of CO
2
equivalent warming potential
than oil-burners; however, methane is not
accounted for in EEDI formulae. Whether
LNGbecomes a mainstreamfuel remains to
be seen, but it is highly unlikely to displace
diesel on a global scale.
The introduction next January of the EEDI
for newbuildings will certainly inuence the
type of engine selected by owners and yards.
The initiative has been heavily criticised
throughout its controversial progress from
concept to mandatory requirement and that
controversy is unlikely to end soon. Meeting
the EEDI benchmarks is most easily achieved
by installing a derated or less powerful engine
than would normally be chosen for a specic
ship type. This has led to critics warning that
it will lead to under-powered vessels that
could be at the mercy of the elements and un-
able to make headway in heavy seas. Should
that come about, the blame will lie with
legislators and designers, not engine-makers
or their products.
A derated engine is probably a better choice
than a smaller engine of the same power
output because the former can be upgraded
with minimal efort whereas there may be
insufcient roomto allowreplacement of a
smaller engine.
The introduction of super-long-stroke
engines that permit the use of larger-
diameter propellers may well be one way of
improving efciency and so ofers scope for
engine-makers to assist designers in meeting
EEDI requirements. EEDI rules also allow
for energy-saving devices to be taken into
account when calculating a ships individual
rating, which has spurred some development
into engine and turbocharger congurations.
Turbocharger cut-out systems and vari-
able turbocharger geometry that permit slow
steaming were heavily promoted as fuel-saving
measures for container ship operators. They
can help operators of existing ships but will be
of limited use in satisfying EEDI because they
are designed to provide maximumefect at
lowor very lowengine speeds, whereas EEDI
calculations are based on 75%MCR.
Of course, the fuel-saving potential of
these concepts still holds true and own-
ers installing themwill see fuel savings
regardless of the EEDI efect. However,
systems such as MANDiesel &Turbos Turbo
Compound Systemincluding Power Turbine
and Generator (TCS-PTG) not only help meet
EEDI ratings but can also reduce auxiliary
fuel consumption by making more use of
the potential energy of the engines exhaust
gases; payback time on investment is as short
as two to three years.
Two-stage turbocharging is another devel-
opment that is expected to improve the EEDI
ratings of four-stroke engines and to give fuel
savings over the whole load range.
It is becoming harder to coax ever more
efciency out of marine engines and the
potential efciency gain fromeach new
development is never going to have the same
impact of the rst turbocharger. But so long
as the trend for fuel prices remains upwards,
the R&Deforts of engine and turbocharger
manufacturers will continue to bring wel-
come relief to operators.
fs
M
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The wor|d`s most versat||e eng|ne programme has been further extended w|th the new u|tra-|ong-stroke
MAN B&W G-type. |onger stroke and |ower eng|ne speed |norease the eng|ne effo|enoy - and prov|de
the opt|on of se|eot|ng a |arger and more effo|ent prope||er for tomorrow`s energy-opt|m|sed aft sh|p de-
s|gns. Fue| oonsumpt|on and OO
2
em|ss|ons are reduoed by up to 7%. Take a green step |nto the future!
F|nd out more at www.mand|ese|turbo.oom
6-og|oes NAh 8&w 680N-09 NAh 8&w 670N-09 NAh 8&w 660N-09 NAh 8&w 650N-89
6reeo NAh 8&w 6-og|oe
hew ultra-loug-stroke optimises the effcieuc]
New lease of life
for long-serving genset engine
I
ntroduced to the market in the mid-1960s,
and the subject of various modernisation
and refinement projects over the
intervening years, MANs L23/30H genset
engine has been released in an uprated
Mark 2 version. With gains of up to 10% in
power, and improved design, installation
and production features, new life has been
injected into the popular, reliable four-stroke
from the Holeby stable in Denmark.
The development of the L23/30HMk2
constitutes the first step in the revamping
of the auxiliary engine programme after the
Holeby genset portfolio was repositioned
recently within MANs Copenhagen-
based two-stroke organisation. The engine
upgrading was carried out by technicians at
Holeby, and the licensee network is quickly
taking the Mk2 series in hand, to the extent
that the first models are set to be rolled out
towards the end of this year.
The higher output largely reflects the
adoption of the latest radial turbocharger
technology, in the shape of MANs TCR
series in place of the NR/Rgeneration, as
well as the take-up of power reserve in the
design. The ratings in the Mk2 range, up
to a maximum175kWper cylinder at the
900rpmrunning speed, do not allowfor any
overload, bar one hour at 110%load at the
acceptance test. The switch of turbocharger
also has a signal bearing on the reduced fuel
consumption figures for the Mk2, down
by 34g/kWh across the various models at
maximumload.
By uprating an existing unit, MANavoids
the need to apply for a completely newtype
Table 1: MAN L23/30H engine series
Design version L23/30H Mk1 L23/30H Mk2
Rated speed (rpm) 720/750/900 720/750/900
Rating per cylinder (kW) 130/135/160 142/148/175
Mean effective pressure (bar) 18.2/18.1/17.9 19.9/19.8/19.6
Maximum firing pressure (bar) 130/130/135 145/145/150
Specific fuel oil consumption
(g/kWh) @100% load
194/195/196 191/191/193
Turbocharger (MAN) NR/R TCR
Table 2: L23/30H Mk1/Mk2 power output comparison
Engine size/model
kW/cyl (engine/*generator)
L23/30H Mk1
kW/cyl (engine/*generator)
L23/30H Mk2
720rpm (60Hz) 130kW/cyl 142kW/cyl
5 cylinders 650kW/620kWe 710kW/675kWe
8 cylinders 1,040kW/990kWe 1,136kW/1,079kWe
7 cylinders 945kW/900kWe 1,036kW/984kWe
8 cylinders 1,080kW/1,025kWe 1,184kW/1,125kWe
6 cylinders 960kW/910kWe 1,050kW/998kWe
* Generator kW, based on nominal generator efficiency factor of 95% MAN Diesel & Turbo
In addition to conferring enhanced
efficiency, the TCRturbocharger promises
improved serviceability. The engines
simplified, integrated nozzle cooling system
reduces installation costs, while a monocoque
design saves weight and production cost.
Rather than the GGG30 grey iron frame
material used for the Mk1, the newversion
employs GGG40, which has come to be used
for other engines.
So well established is the L23/30Hthat
more than 10,000 such engines have been
manufactured. South Korean licensee
Doosan reported the sale of the first uprated
model to Samjin Heavy Industries, with
delivery by December for installation in a
newbuild ordered by a European operator.
MANsaid that several other licensees
had signed technical agreements for the
production of L23/30HMk2 models destined
for European-contracted tonnage.
The rationale behind the integration of
the Holeby genset division into MANs Low
Speed Business Unit is that the four-stroke
engines involved are exclusively produced by
licensees, and can logically be aligned with
the two-stroke business model. This leaves
MANDiesel &Turbos Augsburg headquarters
free to concentrate on its own production of
the larger-bore four-stroke designs.
fs
approval, as would be demanded by many
classification societies, and will substantially
reduce development time and costs.
The L23/30HMk2 will be matched to
meet IMOTier II requirements. Generally
speaking, the gensets characteristically long
time between overhaul remains unchanged
at 16,000 hours for the 720/750rpmmodels
and at 12,000 hours for the 900rpmversion.
M
A
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&
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An uprated version of MAN
Diesel & Turbos L23/30H
genset has been launched
Turn ycur dI nIc nfcrmIcn nd
ycur nfcrmIcn nIc pcwer
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integrates existing vessel instrumentation and automation data into uselul inlormation. iShip provides
realtime operational and event data so vessel operators and engineers can visualize, analyze,
distribute, collaborate and act.
visit www.WOiship.comor contact us at saIes@wosuppIy.nI
IHS Fairplay Ports & Terminals Guide 2011-2012
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The subscription package includes the four volume printed set plus CD-ROM.
The CD-ROM combines comprehensive information with a powerful
database offering electronic distance tables, tanker berth details and also
includes port photographs. Can be used in the offce and onboard ship.
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Over 4,000 port plans.
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The latest edition of the Guide includes up-to-date information on more than 10,000 ports and terminals worldwide.
The complete guide to ports and terminals.
A
s interest in LNGas a marine fuel
grows, more engine-makers are devel-
oping dual-fuel engines in anticipation
of increased uptake for the technology.
Since Wrtsil began the trend with its
50DF engines for French built and owned
LNGcarriers in 2003, it has been joined
by MANDiesel &Turbo, which had its rst
marine dual-fuel reference in 2010 with the
Spanish-built LNGcarrier Castillo de Santiste-
ban. Also looking to join the club with rst
references soon are Caterpillar, which has a
MaKdual-fuel ofering that is under test-
ing in Germany (see page 22), and Himsen,
which plans to start commercialising its rst
DF engines shortly (see page 21).
InApril, Cummins announced its plans
to produce dual-fuel engines from800hp
to 3,500hp (5972610 kW) for high-
horsepower markets. The rst in the product
portfolio, QSK50Tier 2 for oil and gas well
servicing applications, will begin production
in mid-2013 and will be followed by other
QSKseries engines, including units able to
meet EPATier 4 nal emissions regulations.
Although not aimed at the marine market,
the development of such engines signies
a further shift away fromsingle-fuel power
plants in a variety of applications.
The marine sector is rmly in the sights
of Mitsubishi Heavy Industries, which
announced its plans for a duel-fuel engine
range in early July. Its UEC-LSGi will be a
low-speed, dual-fuel marine diesel engine
within the UECengine series (the companys
two-stroke, low-speed marine diesel engine
brand). The engine is scheduled for a market
launch in 2015.
Until then, MHI will be developing new
components including a newdirect fuel injec-
tion system, and a gas-fuel supply system
and control system. Preliminary tests should
take place before the end of March 2014.
The company will then conduct verication
tests for full-scale engines with dual-fuel use
capability and bring an 11,00018,000kW
class power output UEC-LSGi engine with a
cylinder bore of 600mmon to the market.
More makers join
dual-fuel club
MHI has said the UEC-LSGi en-
gines will employ the difusional combustion
method, in which high-pressure gas, at about
300bar, is injected in the air compressed by
the cylinder stroke and ignited by the pilot
ame by a very small amount of fuel oil. MHI
claims this method better responds to changes
in gas fuel composition and sudden changes
in engine load, compared with the pre-mixed
combustion method, in which low-pressure
gas is mixed with air and then compressed.
MHI also has a newly developed series of
low-speed two-stroke engine that will make
its seagoing debut in a very large ore carrier
(VLOC) under construction at Namura Zos-
enshos Imari yard.
The UEC80LSE-Eco diesel is an electroni-
cally controlled addition to Mitsubishis ca-
thedral engine line-up and has been specied
for a 250,000dwt bulker ordered by Rio Tinto
Marine. The Anglo-Australian mining group
has ordered three or four such newbuildings
of the so-called Wozmax (WesternAustralia
maximum) type fromNamura.
Mitsubishis technical programme involves
companion UEC80LSE and UEC80LSE-Eco
designs. Whereas the former is a conven-
tional, mechanically actuated engine, the
UECC80LSE-Eco employs solenoid valves,
rather than a camshaft, to control fuel injec-
tion quantity and timing. The exhaust valves
and starting air are also solenoid-actuated.
The new800mm-bore generation is in-
tended as the successor to the 850mm-bore
UEC85LSII type, the largest in the compa-
nys home-grown two-stroke portfolio.
: engines andturbochargers g g
MHI ha
gines will employ
method, in which
W
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In 2003 Wrtsils 50DF engine
became the first dual-fuel prime
mover to be used in ships
Through a maximumoutput of 4,440kW
per cylinder at the top rating, the 800mm
series ofers a 15%advance in power relative
to its predecessor. As with the UEC85LSII,
the newengines are targeted at very large ore
carrier and very large crude carrier applica-
tions. The design of the Eco version builds on
proprietary technology and experience with
Eco variants operating since June 2005.
The rst UEC80LSE-Eco is under produc-
tion and scheduled for delivery to Namuras
shipyard in November this year. The recipient
Wozmax bulker incorporates a capacity-
optimised design in which the beamhas
been extended to give a shallower draught
for full-load operations out of terminals in
Western Australia. These outlets serve the
export iron ore trafc fromRio Tintos mines
in the Pilbara region. However, the invest-
ment in the 250,000dwt vessel class has
been made with wider trading needs and op-
portunities in mind, including future export
ows fromthe groups nascent Simandou
iron ore project in Guinea.
Rio Tintos mineral products are mainly
carried in chartered vessels, but possessing
some tonnage of its own gives the company
exibility over timing and freight rates that
are not always accessible on the open market.
A major goal of its shipping enterprise, re-
ected in the current newbuild programme,
is to reduce unit fuel consumption and CO
2
emissions per tonne of cargo transported to
customers inAsia and elsewhere.
fs
Main particulars
Mitsubishi UEC80LSE/UEC80LSE-Eco engines
Cylinder bore 800mm
Piston stroke 3,150mm
Stroke/bore ratio 3.94 to 1
Maximum output per cylinder 4,440kW @ 80rpm
Cylinder congurations 5,6,7,8
Running speeds 7280rpm
Power range P1, P2, P3, P4 ratings 14,57535,520kW
Maximum power range P1 rating 22,20035,520kW
BMEP, maximum (P1) rating 21.0 bar
Specic fuel oil consumption, 100% load, P1 rating,
UEC80LSE type
168g/kWh
SFOC, 100% load, P4 rating, UEC80LSE 161g/kWh
SFOC, 100% load, P1 rating, UEC80LSE-Eco type 166g/kWh
SFOC, 100% load, P4 rating, UEC80LSE-Eco 159g/kWh
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Hermann-Blohm-Str. 1
20457 Hamburg/Germany
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I
ntegration of the Bergen range of medium-
speed diesel and lean-burn gas engines
with the MTUhigh-speed engine portfolio
of the TognumGroup is in prospect after the
latters takeover by Rolls-Royce and Daimler.
By June, the Rolls-Royce/Daimler joint-
venture company Engine Holding had
secured 99%of Tognums shares. The transfer
of the Bergen engine business to German-
registered Engine Holding took place early
this year, and full absorption will occur once
Rolls-Royce and Daimler have acquired 100%
of Tognums shares.
Vested with the collective MTUand Bergen
portfolio, the planned engine undertaking
will be well placed to become a leading player
in the marine market and ofshore oil and gas.
The growth strategy will build on the devel-
opment of the existing production, techno-
logical and commercial network, and on new
investments to strengthen the product range.
Most closely identied in the maritime sec-
tor with its MTUbrand of high-speed diesels,
Tognumsupplies engines, propulsion systems
and components for marine, defence, energy
and industrial applications. The group has
key engine technologies in-house, including
turbocharging, fuel injection and automation.
Rolls-Royce is a leading provider of power
systems and equipment for aerospace, marine
and energy companies, with strengths in
ship design and marine equipment, and its
stake in the medium-speed engine market
is represented in the Bergen brand. Automo-
tive group Daimler has capabilities in engine
technology and manufacturing expertise, and
already had a 28.4%shareholding inTognum.
As DaimlerChrysler, Daimler had owned
MTUuntil it sold the business to private
equity rmEQT in 2005, which placed the
manufacturer into a newholding company
under the Tognumname. Daimler bought
back into the company when it was oated in
2007. At that time, MTUsaid that its exclu-
sive rights to the sale of Daimlers Mercedes-
Benz engines, for adaptation for of-highway
applications, were secured for the long-term.
Rolls-Royces Bergen engine activities com-
prise three main elements: business in the
distinct marine and power generation mar-
kets, plus the production centre at Bergen,
which is supported by a modern, specialist
foundry and R&Dfacilities. The medium-
speed, reciprocating engine business occupies
a strong position in the ofshore marine
segment, complemented by rapidly develop-
ing gas-fuelled engine sales in both shipboard
and stationary applications.
Fromits fountainhead plant at Frie-
drichshafen, MTUruns a network of 10
manufacturing and assembly facilities around
the world, and a newfactory is due to open
in Poland next year. The Stargard Szczecinski
production complex will turn out crank-
cases, cylinder heads and other high-volume
components for MTUSeries 2000 and 4000
engines, supplying Friedrichshafen and the
plants inAiken (USA) and Suzhou (China).
The recent takeover of Bavarian genset
manufacturer Aggretech has increased the
breadth of its energy plant business.
As stated in the public tender ofer
document issued last year, Daimler and
Rolls-Royce intend to develop and grow
the business of Tognumto create a
self-standing, world-leading reciprocating
medium- and high-speed engine and engine
systems enterprise.
Investment is foreseen in both medium-
and high-speed diesel and gas engines,
further developing the existing brands, to
give a broader product range and improve
competitiveness. An important goal is to
strengthen capabilities in engine-based sys-
tems for selected market segments. A focus
on through-life customer support is seen as a
way to generate added value and raise service
levels. The business plan for Tognumenvis-
ages investments of around 1Bn ($1.2Bn) in
capital equipment and R&Dover three years.
There is no intention to relocate or close
major Tognumoperations, least of all high-
speed engine and systems production and
technological R&D; in fact, current manufac-
turing sites will be augmented by newfacili-
ties as the business grows. Nor will Tognum
be converted into a non-German company.
With its engineering and technology com-
petence, Daimlers contribution to the
newundertaking would be as a partner in
engine systemresearch and development,
focused on newgoals as to both efciency
New engine
force in the making
and environ-
mental perfor-
mance. In addi-
tion, Daimlers
global network
would be
brought to bear in
further develop-
ing the Tognum
business.
Recently, Rolls-Royce
nalised a multifaceted equipment package
deal that included MTUhigh-speed engines.
Worth 7M($10.9M) to Rolls-Royce, the
contract is the rst systemsale incorporating
MTUengines to have been signed since the
acquisition of Tognum. The Fjellstrand yard is
to convert the recipient vessel froman exist-
ing hull into a multipurpose ofshore ship for
the Norwegian company Norside Supporter.
The equipment order was landed by the
groups sales teamin the Bergen-domiciled
ship systems ofshore division. We are
very excited about reaching this important
milestone, said Halvard Hauso, senior VP for
power electric systems at Rolls-Royce. We
would not have secured such an extensive
contract if we didnt have the smaller MTU
engines to ofer, as our larger Bergen engines
were too big for this project, he added.
In addition to four 1,700kWmain gensets
fromMTU, the integrated systempackage
includes a diesel-electric propulsion system
comprising two Azipull main azimuth thrust-
ers, two tunnel thrusters and one swing-up
thruster, a DP2-class dynamic positioning
system, and automation, plus an engineering
package fromgroup company Navis Consult.
The customer wanted as many products as
possible to be delivered through a single
supplier, including engineering and system
commissioning.
Rolls-Royce is also understood to be prepar-
ing the engine-roomdesigns for other of-
shore vessel projects where MTUauxiliaries
would be used in conjunction with Bergen
main propulsion machinery.
fs
S
uch is its drive and unerring product
development that Hyundai Heavy
Industries Engine &Machinery
Division (HHI-EMD) is aiming for an overall
sales level in 2016 that is 75%higher than
this years goal.
While identied most strongly with
production scale in all its spheres of activ-
ity, HHI has consistently augmented its
construction and manufacturing capabili-
ties with investments in its technological
strengths. This process is especially evident
in the engine division.
Engine production was conned to
manufacturing licensed designs fromthe
start of the divisions operations in 1978
through to 2000, but fast-expanding
HHI-EMDgained newimpetus and new
dimension in 2001 with the release of the
rst model of the home-grown HiMSEN
engine range.
The rapid and ongoing development of
the HiMSENportfolio, which has substan-
tially reduced HHIs own dependence on
licensed designs of auxiliary engine while
opening up newmarkets in both marine
and landside power plant, has contributed
greatly to the groups technological ad-
vance over the past decade.
Ploughing back 6%of revenue into
R&Dhas resulted in an extensive range of
HiMSENdesigns that embrace not only
medium-speed diesels and gas engines, but
also newhigh-speed types and soon-to-be-
unveiled dual-fuel versions.
HHI-EMDs newstrategy of zero toler-
ance towards any repetitive quality prob-
lems underscores the divisions prioritisa-
tion of quality of products and after-sales
service. Given a proven track record in
volume output coupled with keen pricing,
and an engine design approach that has re-
ected customers sometimes understated
requirements about ease of maintenance
and reduced complexity, the preoccupation
with quality and customer satisfaction
issues can be expected to give added impe-
tus to the rise of the HiMSEN brand.
Marine engines account for around two-
thirds of HHI-EMDs total sales. A further
10%or so derives fromengines for station-
ary diesel power plant and packaged power
stations. The balance comes fromthe manu-
facture of propellers, hydraulic machinery,
pumping equipment and industrial robots.
Nowthe company is extending its activi-
ties into environmental products, including
ballast water treatment systems and emis-
sions reduction equipment.
In terms of neworder intake, the divi-
sions target for 2012 is reported to be
$3.6Bn, up from$3.1Bn in the preceding
year. Ofsetting the anticipated sluggish
demand fromthe shipbuilding industry
over possibly the next 18 months, eforts
are being intensied with regard to exports
of packaged power plant.
HHI-EMDplans to start selling its newly
developed high-speed diesel engine, the
H17/21V, in the near future. Covering the
1,6803,200kWpower band in its various
vee-formcongurations, the 170mm-bore
H17/21Vreceived type approval fromnine
classication societies last December.
Gas engines gure prominently in recent
and prospective developments of the
HiMSENrange, and the company an-
nounced in June that it had started shipping
the newH35/40GVmodels after test run-
ning had been completed.
The gas-fuelled, vee-formdesign, with
an output of 480kWper cylinder, provides
for power concentrations up to 9,600kW.
Aimed at marine, ofshore and station-
ary power applications, the H35/40GVs
rst export order arose froma Middle East
power plant project.
HHI has a commanding 35%share of the
international large diesel engine market,
and the group is aiming to be in the top
three worldwide for gas engines by 2013,
with a 15%stake.
The division is also developing a family
of dual-fuel engines. Marketing of the rst
in the series, the H35DF, will followtype
approval tests.
fs
Hyundai pursues
bold strategy for
home-grown engines
Tognum has continued
to invest heavily in the
MTU engine production
network. A new plant at
Stargard Szczecinski in
Poland will manufacture
cylinder heads and other
volume components
T
o
g
n
u
m
W
hen it comes to engine type, the
two-stroke has traditionally been
the preserve of larger bulkers, tank-
ers and container ships while smaller ships
have generally been tted with four-stroke
engines. In expanding its range of RT-ex
engines, Wrtsil has slimmed down and
recongured the layout of its 50 version so
that it can be considered for a more diverse
range of ships.
The newlayout sees the A170-L turbo-
charger fromABBTurbo Systems moved from
the exhaust-side of the engine and positioned
directly above the ywheel at the driving end.
Wrtsil licensee Hyundai Heavy Industries,
South Korea, recently completed the rst
shop tests on an RT-ex50 version-Dengine
to feature anA170-L turbocharger unit from
ABB in the newlayout. The HHI tests veri-
ed that the conguration provides a viable
alternative to other engine types featuring a
smaller cylinder bore and higher speed. The
rst engine to pass the test will be installed
on a newbuild at HHIs Ulsan yard for an
undisclosed owner.
According to Alexander Mutter, ABBTurbo
Systems manager sales engineering marine,
The Dversion engine is one of Wrtsils
latest generation high-efciency RT-ex
models, and is designed for optimised perfor-
mance over the full load range.
High-efciency here means consuming
1g/kWh less fuel over the whole engine load
range when compared with the previous
Slimmed-down engines
offer shortsea alternative
standard engine version, in line with
fullling the International Maritime Or-
ganizations Tier II NOx requirements.
For derated engines and special tun-
ings, efciency gains are even greater.
Depending on the engine load,
efciency gains of as much as
4.5g/kWh are possible, according
to the Wrtsil layout data for this
engine. Mutter said that the A170-L
needed to accommodate pressure ra-
tios of up to 4.8, and achieve efciency
as high as 68%at full load, and as much as
3%more at part load.
For ABBTurbocharging, the shop tests
focused on achieving the correct scavenging
air pressure and conrming efciency over
the whole engine load range. Stability against
surging was also veried, as was the turbo-
chargers ability to operate belowset speed
and temperature limits.
In addition to conrming the congura-
tions ability to save fuel and cut emissions,
the shop tests conrmed that the Dengine
working with the A170 unit achieved smoke-
less operation, especially at lowloads. Mutter
added that the newlayout provided more
space in which to service the turbocharger.
The RT-ex50 derated engine runs on
lower rpms and consumes less fuel, which
allows lower emission values to be achieved
including smokeless operation, especially at
lowengine load. It can be used in place of oth-
er engine types featuring a smaller cylinder
bore and higher speed. Wrtsil claims that in
many cases the engines higher performance
allows one cylinder to be dispensed with,
which reduces maintenance costs. Because
of the lowspeed of the engine and propeller,
the fuel consumption compared with a four-
stroke-powered vessel is greatly reduced.
fs
E: engines andturbochargers
standa
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gani
Fo
in
De
ef
4.
to
en
need
tios
as hig
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For AB
focused on
MaK dual-fuel engine launched
A
dual-fuel version of the MaKM46
engine should be in commercial pro-
duction by 2014.
The M46 DF dual-fuel engine boasts
a power rating of 900kWper cylinder at
500rpmand 514rpmin diesel and gas modes.
It is available in in-line and vee congura-
tions. The engine is under test at Caterpillars
plant in Rostock, Germany.
Caterpillar Marine Power Systems states
that the M46 DF can switch fromgas to
diesel mode during operation, which provides
the exibility to operate vessels in all geo-
graphical areas, whether the fuel in use is gas,
marine diesel oil or heavy fuel oil.
In gas mode, the M46 DF is stated to have
industry-leading fuel consumption and will
comply with IMOTier III as well as US Envi-
ronmental ProtectionAgency Tier 4 regula-
tions. The engine has been designed to allow
retrotting of current M43Cengines.
It was important for us that M46 DF and
M43Cshare the same footprint features and
the same systeminterfaces. The M46 DF was
designed to provide operators with industry-
leading thermal efciency for lowest total
cost of operation, said Detlef Kirste, MaK
product denition manager. Kirste added that
the engine ofers optimised load response and
load stability.
With a bore of 460mmand stroke of
610mm, the engine was designed for electric-
drive and mechanical propulsion systems.
fs
TC A170 ABB turbo system
A
B
B
P
owering options using dual-fuel
medium-speed machinery have been
increased through MANs develop-
ment of a newseries targeted at the broad
market typically served by diesel engines in
the 320mm-bore category. The 350mm-bore
35/44DF design delivers up to 530kWper
cylinder the highest power output in the
segment for a dual-fuel engine and will
meet IMOTier III emission requirements
when running in natural gas-burning mode.
The 35/44DF will be manufactured at Augs-
burg in vee-formand in-line congurations,
encompassing 10models up to a 20-cylinder
version. Testing of the 35/44DF prototype be-
gan recently, and i in-line engines are expected
to be available from2014. The additions
to the portfolio will incorporate common-
rail technology, as in the L32/44CRand
V32/44CRengines MANproduces for diesel-
mechanical and diesel-electric applications.
The newdesign will be ofered at 720rpm
and 750rpmrunning speeds, at respective
mean efective pressure ratings of 20.1/20.0,
thereby covering the power band from
3,060kWto 10,600kW. By comparison, the
32/44CRgeneration of diesel machinery
serves the power range up to 11,200kW,
since it yields 560kWper cylinder.
The 35/44DF has been conceived not only
for newbuilds but also for retrotting in place
of the 32/44CRengine, so shipowners can
satisfy future, tougher emissions legislation
without having to t exhaust after-treatment
plant. Afording a high degree of fuel exibili-
ty, capable of ingesting HFO, MDO, MGOand
natural gas, the newDF models are expected
to be operated principally in gas mode and
will be able to switch over fromgaseous to
liquid fuel and vice versa at any time and load.
In gas mode, ignition is by pilot oil, using an
injection systemindependent fromthe main
common rail injection systemfor running in
liquid fuel mode.
Technologies and advanced features com-
bined in the 35/44DF encompass high-ef-
ciency turbocharging, intelligent gas control,
double-wall gas piping, air/fuel ratio control,
pressure relief valve, on-engine electronics,
and knocking control, as well as intelligent,
pilot and main common rail oil fuel injection.
The arrival of the 35/44DF in the MAN
four-stroke family was presaged in the an-
nouncement in September 2010 of the diesel
machinery contract for Fjord Lines two new-
build cruise ferries. It was said that the four
10L32/44CRmain engines ordered for each
vessel, could be retrotted to allowdual-fuel
operation, subject to development of a DF
version being completed.
The newseries complements the larger
51/60DF design, for which further sales have
been announced through the engines nomi-
MAN increases dual-fuel offering
Turbo options
for EEDI
I
n the past fewyears turbocharger devel-
opment and exibility have been seen as
essential to meeting ever more stringent
emission measures and as a means of allow-
ing slowsteaming at engine loads below
those previously considered normal.
The advent of the Energy Efciency Design
Index (EEDI) for newbuildings fromnext
year is likely to cause operators to give some
thought to the ways that turbocharging
design and operation can inuence the EEDI
rating of newvessels. In May at a presenta-
tion in Copenhagen, MANDiesel &Turbos
senior manager, marketing turbocharger,
Joerg Albrecht, explained howhis company
sawthe situation.
He discussed ve aspects of turbocharging
and explained their impact on EEDI and fuel
consumption in general. After the advent of
slowsteaming strategies in 2008/9, turbo-
charger cut-out was one of the rst methods
adopted to overcome some of the problems
that the sailing at slowspeed can cause
engines. On large container ships, engines are
often tted with three or more turbocharg-
ers, but the efciency of all falls with low
engine loads.
Cutting out a single turbocharger at
lowloads means that the efciency of the
remaining turbos is less afected by the
reduced exhaust gas ow. This method saves
fuel when slowsteaming but, since the EEDI
is calculated at 75%MCR, when all turbos
on board need to be in operation, it does not
reduce fuel use nor does it cut CO
2
emissions
for EEDI purposes.
Another way to accommodate slowsteam-
ing is the exhaust gas bypass, which works
with turbochargers optimised for part-load
working. In this case, the exhaust gas bypass
is necessary to prevent the turbocharger over-
speeding. As with turbocharger cut-out, this
method has the advantage of reducing fuel
consumption at part-loads and even returns a
very small saving at the 75%MCRpoint. On
the down side there is a small increase in fuel
consumption above 80%MCR.
Very similar results are possible with
what MAN Diesel &Turbo markets as VTA
(variable turbine area) and other manufac-
turers call VTG (variable turbine geometry).
Not all turbocharger development has
been concerned with slowsteaming or low
engine loads. MANDiesel &Turbos TCS-PTG
5
0
0 25 50
-5
-10
-15
b
e
-
b
M
C
R
i
n
g
/
K
W
h
Load in % MCR
Reference
VTA
TC cut-out (1 out of 4)
2 stage Turbocharging (4 stroke only)
EGB
TCS-PTG
Inuence of turbocharger on EEDI
Technical data
MAN 35/44DF dual-fuel engine
Bore 350mm
Stroke 440mm
Speed 720/750rpm
Mean effective pressure 20.1/20.0 bar
Per-cylinder output 510/530kW
No of cylinders
6, 7, 8, 9, 10 in-line;
12, 14, 16, 18, 20 vee
Power range 3,06010,600kW
SFOC (specic fuel oil consump-
tion) @100% MCR
187g/kWh
SFGC (specic fuel gas
consumption) @100% MCR
7,700kJ/kWh
SLOC (specic lube oil
consumption)
0.5g/kWh
e
nation for Sovcomots LNGcarrier construc-
tion programme in South Korea. The closest
model to the 35/44DF in the dual-fuel range
fromarch-rival Wrtsil is the 34DF, which
gives 450kWper cylinder at 750rpm.
MANhas unveiled a purely gas-burning
reciprocating engine, the 20V35/44G, with
the same cylinder dimensions and maximum
output as that of the 35/44DF, although
this 10.6MW
Otto-cycle engine
is intended for sta-
tionary use in power
plants. The prototype
was red up on the test stand last September,
and the rst engines will be subjected to
eld testing by pilot customers in 2013. In
addition to very high efciency, the single-
stage turbocharged engine
complies with emission limits
solely through internal features, rather
than requiring add-on equipment.
US licensee Fairbanks Morse already ofers
a 320mm-bore dual-fuel engine generator
set, the FM-MAN32/40DF Enviro-Design,
in vee-formmodels, for stationary power
generation applications up to 6,720kWe.
fs
systemis made possible because the use of
high-efciency turbochargers allows much of
the exhaust gases to be diverted to drive the
power turbine. The systemonly cuts in above
50%loading, but fromthat point it permits
substantial reductions in the EEDI rating.
Another concept that promises worthwhile
savings in fuel and emissions, and which is
being developed by several engine and turbo-
charger manufacturers, is two-stage turbo-
charging. Initially, it was aimed at improving
the performance of four-stroke engines, but
work is in hand to extend the idea to two-
stroke engines as well.
Two-stage turbocharging brings together
many of the technologies already mentioned
and enables the charge-air pressure to be
increased substantially while simultaneously
reducing exhaust emissions, despite the in-
creased specic engine output. Two-stage sys-
tems consist of two turbochargers of diferent
sizes connected in series. The exhaust gas
coming fromthe engine drives the turbine of
the smaller, high-pressure turbocharger (the
rst stage), which in turn drives the turbine
of the larger, low-pressure turbocharger (the
second stage). The low-pressure turbo-
chargers compressor draws in ambient air
and sends it via an intermediate cooler to the
high-pressure turbochargers compressor.
Here, the air is compressed again and, via a
further charge-air cooler, sent to the engine.
The systemadapts to varying operating
conditions either through controlled turbine
bypass or by variable nozzle rings (VTA).
Two-stage compressors also have bypasses
designed to suppress compressor surging.
The demands placed on the individual
turbochargers in the high- and low-pressure
stages vary considerably fromeach other.
The high-pressure stage is charged by the full
exhaust, but receives only a comparatively
lowvolume of previously compressed air
fromthe low-pressure stage. For this reason,
the high-pressure stage employs a smaller
compressor. In contrast, the conditions for
the low-pressure stage are similar to those
encountered in single-stage turbocharging
though at lower pressure ratios.
Two-stage turbocharging brings an
improvement in fuel consumption across
almost the entire load range with the greatest
efect being seen around the 75%MCRmark
where EEDI is calculated.
End-users acceptance of two-stage turbo-
charging is likely to take some time, but the
promised fuel savings should prove attractive
enough to bring pioneering owners forward
to test systems in active operation. The
major manufacturers such as MANDiesel &
Turbo, Wrtsil and ABB are convinced of the
benets and all are working individually on
developing the concept.
The three companies along with a num-
ber of other organisations are also working
together under the auspices of the Hercules
engine project, the third stage of which got
under way recently.
fs
EEDI Measuring Point
75 100
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Grand milestone
for Wrtsil Qiyao
I
n June, Wrtsil reached an important
milestone with the production of the
1,000thWrtsil Auxpac 20 generating
set. The eight-cylinder unit was produced
for Jiangsu Rongsheng Heavy Industries, the
largest shipyard in China, at Wrtsil Qiyao
Diesel Companys works in China. WQDCis
a 50/50 joint venture betweenWrtsil and
Shanghai Marine Diesel Engine Research
Institute (SMDERI), established in 2005.
The rst Wrtsil Auxpac 20 was produced
in 2006. It is a standardised medium-speed
generating set, based on the well-proven
Wrtsil 20 engine, and is widely used in
merchant vessels as an auxiliary power pro-
vider. It features lowoperating costs, reliable
performance and easy installation.
Speaking at the celebratory event, WQDC
managing director StefanWiik commented:
With 1,000 of these engines having been
built, sold and successfully used around the
world, the quality of the Wrtsil Auxpac
20 unit has been well and truly established.
Equally, the ability of the WQDCproduction
facility to build these units efciently, cost-
efectively and on time is again conrmed.
Reaching this milestone is a clear indicator of
our experience in developing solutions that
meet customer requirements.
The Wrtsil Qiyao Diesel Company joint
venture is an important part of Wrtsils
strategy in producing its engines close to its
customer base. Asia represents a key strategic
area for Wrtsils Ship Power business.
fs
O
nce a regular choice for some ship
types particularly cruise ships gas
turbines may be returning to favour.
GE Marine reported in late June that its LM
aero-derivative gas turbines are poised to
re-emerge in the commercial marine market
as a prime power producer, especially in new
LNG-fuelled applications such as fast ferries,
LNGcarriers and FPSOs.
Trends may come and go in the commer-
cial marine industry, but what has remained
a constant, reliable choice for shipowners and
operators worldwide are our fuel-exible and
emissions-friendly line of LMgas turbines,
said Brien Bolsinger, general manager, GE
Marine. GE has an impressive eet of gas
turbines in commercial service, including
more than 90 LMs delivered since 1995 for
17 cruise ships, four high-speed yachts and
18 fast ferries. Over 1,200 LMgas turbines
also power ships for 31 navies worldwide,
Bolsinger added.
In the mid-2000s, marine gas oil (MGO)
burned in gas turbines became far more costly
compared with the HFOused by diesels, mov-
ing the market back towards diesels. NowGE
Marine believes gas turbines are more cost-
efective than diesels, especially in the light
GE predicts turbine
take-up to increase
of 2014 and 2016 IMOand US Environmen-
tal ProtectionAgency (EPA) regulations.
These requirements will encourage greater
use of gas turbines burning alternative ma-
rine fuels such as LNG, Bolsinger stated.
GE Marine listed areas where it believes gas
turbines outperformtraditional diesels.
Gas turbine emissions are inherently low
and meet todays IMO(global) and EPATier
3 levels for NOx (using GEs standard single
annular combustor burning natural gas fuels).
With GEs dual-fuel Dry LowEmissions com-
bustion system, LMgas turbines are said to
meet even the most stringent pending 2016
levels when burning either MGOor natural
gas fuels without exhaust after-treatment.
The LMengines can operate on a variety of
fuels, including MGO, bio-diesel, biosynthet-
ic parafnic kerosene blends and natural gas.
Fuel exibility is benecial in dual-fuel opera-
tions to meet newemissions regulations.
High power-to-weight ratios permit
smaller engine rooms. Gas turbines coupled
with alternate hybrid and electric propulsion
architectures can therefore increase the
space available for revenue-earning cargo.
The ease of maintenance and quick engine
change-out for gas turbines compared with
diesel technology improve ship availability.
The repair intervals for combustor and hot-
section turbines can double to more than
25,000 hours when burning natural gas,
greatly reducing maintenance costs.
Because they incorporate the latest design
technologies and corrosion-resistant materi-
als, each LMengine provides maximum
reliability and parts life. GE claims that its
LM2500 family of gas turbines demonstrates
99%reliability even when operating in the
harshest marine environments.
fs
QDC Shanghai
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rtsil Qiyao
in China. WQDCis
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establis
rtsil Auxpac 20
6. It is a standardised me
generating set, based on the wel
Wrtsil 20 engine, and is widely
merchant vessels as an auxiliary pow
vider. It features lowoperating costs
performance and easy installation.
Speaking at the celebratory event, W e esel ng e Resear Sp ng a e celebratory event,
GE believe high bunker fuel costs mean its
LM2500 gas turbines could now prove to
be cost effective
G
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ic
If youre tired of rising SATCOM costs, come on
over to the mini-VSAT Broadband world!
Get KVHs new report
Comparing KVH mini-VSAT Broadband
to Legacy Solutions at:
www.minivsat.com/one
How did KVH become
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*
*Euroconsult Report, March 2012 and NSR, May 2012
K V H I N D U S T R I E S W O R L D W I D E
World HQ: United States | info@kvh.com EMEA HQ: Denmark | info@emea.kvh.com Asia-Pacific HQ: Singapore | info@apac.kvh.com
+1 401.847.3327 +45 45 160 180 +65 6513 0290
2012 KVH Industries, Inc. KVH, TracPhone, and the unique light-colored dome with dark contrasting baseplate are registered trademarks of KVH Industries, Inc. mini-VSAT Broadband is a service mark of KVH Industries, Inc.
Affordable
Offering versatile airtime
options with metered
rate plans at 1/10th
the cost
Reliable
One manufacturer,
one network, one
end-to-end solution
with 99.5%
uptime
Small
Antennas 85%
smaller than
other maritime
VSATs
Fast
Data rates
up to 4 Mbps
Global
Unied C/Ku-band
network covers
95% of Earth
Versatile one-dome hardware solutions
for any vessel or application
antenna dish diameter
37 cm (14.5") 110 cm (43") 60 cm (24")
Meet us at SMM, Hamburg, September 4-7 Stand #B6.405 & Outdoor Stand #B5.FG.017
FEATURE: communications
VSAT
New services and equipment from satellite and VSAT
service providers and manufacturers continue to be
announced regularly. Solutions looks
at some of the latest offerings
and crew welfare
in question
M
aritime communications have
been dominated by the changes
that occurred when GMDSS was
introduced and by Inmarsats stranglehold on
the provision of long-range communications.
That hold has gradually been weakened, rst
by Iridiumand nowby other suppliers.
Very small aperture terminals (VSATs) are
a hot topic in the maritime communications
sector newinstallations and additions to
suppliers portfolios are announced practical-
ly every week yet in the worlds commercial
eet VSAT has been adopted by only a limited
number of ship operators. Most remain
unconvinced by manufacturers arguments
that the average vessel needs it and are happy
enough with the capabilities and quality of
Inmarsat-C, which allows the bridge to report
a vessels location and to communicate with
owners and port agents.
Areas of VSAT growth are likely to be those
in which capacity is critical, such as the
ofshore, cruise or superyacht sectors, where
people with time on their hands demand
quality communications services. Inmarsat,
which recently reported a fall in its core mari-
time business, has encouraged subscribers to
migrate to Fleet Broadband. It sees recovery
coming in a couple of years with the arrival of
Inmarsat Global Xpress and the rise of a new
generation of Ka-band maritime terminals.
Vizada has launched an addition to its
Pharostar maritime VSAT portfolio, which is
designed for easier installation and greater ac-
cessibility. Boasting data rates up to 1.5Mbps,
Pharostar users will benet froma newrange
of service plans based on data allowances
that complement the traditional throughput-
based VSAT ofering. Packages start from
5GB for an airtime cost of $1,000, with easy
top-up options.
New60cmand 80cmcompact and reli-
able Ku-band antennas have been added to
the existing 1mantenna choices and can be
delivered preassembled for simpler and faster
installation on board. Pharostars coverage is
to undergo two extensions this year, bringing
services to vessels operating in the South
Atlantic and the Indian Ocean.
Vizada XChange enables the IT manager
to switch connectivity fromVSAT to MSS,
ensuring continuous communications as the
ship enters or exits the coverage zones. Ac-
cess to, and management of, Vizada anti-virus
software and web compression is also handled
throughVizada XChange. Crewcan use a
single card to access the prepaid communica-
tions options of voice, email and web.
O3bMaritime is launching its VSAT service
next year, promising download speeds of
350Mbps to ships at sea. The rst customer
has already signed up, as Royal Caribbean
Cruises has agreed a multi-year, multi-
million-dollar contract. That deal will see
O3b deliver high-speed satellite broadband
services to the 8,000 guests, stafand crew
members aboard Oasis of the Seas by mid-
2013. O3b Networks chief executive Steve
Collar said that this service will provide the
cruise ship with connection speeds that are
an order of magnitude higher, and latency
that is four times lower, than are ofered by
other suppliers.
This service dedicates a single beamto a
vessel, tracking the ship throughout its voy-
age. The use of a dedicated beamallows O3b
to ofer impressive bandwidth speeds, which
the company says exceed anything available.
Keeping the crewhappy with a range of
services is another important selling point for
the marketing departments of communica-
tions services. Doubts remain about the num-
ber of ships that have crewcalling and the
number of owners that really want it.
In the ofshore sector, however, demand
certainly exists for these facilities, as non-
seafarers aboard support and construction
vessels can outnumber the crewby two to
one. The prestige ships owned by major liner
operators are potentially in the market too,
but less so the chartered-in ships that com-
prise up to half those operators eets.
Broadband satellite networks fromprovid-
ers such as Inmarsat and Iridiumare encour-
aging ship operators to consider enhancing
ships business and crewwelfare, with the
possibility of integrating the systems used
by the individual vessels into the eet
management and shore systems. The use of
email, voice over internet protocol (VOIP),
web browsing and internet access may seem
obvious facilities to provide, but not all com-
panies necessarily want themor are capable
of providing them.
T
h
r
a
n
e
&
T
h
r
a
n
e
Thrane & Thrane Sailor Fleet
Broadband installation
The VSAT services, with their xed month-
ly prices, may eventually persuade most
owners to allowcrewcalling conceivably
some will even see it as a way of cutting costs
by requiring contributions fromcrews, who
are already accustomed to paying for access
to personal communications but whatever
services are provided, costs and data security
need to be controlled. So long as fuel prices
continue to rise and freight rates plateau or
even fall, owners will be obliged to look for
savings at every level of their operation.
Communication costs will denitely be on
the list of candidates for cost-cutting even if
the trend for sending ever more data between
ship and shore persists. Operators and service
providers alike will have to be prepared to
take some tough decisions.
fs
I
H
S
/
T
im
W
illis
Launched in February this year, Iridiums
second-generation maritime broadband plat-
form, Iridium Pilot, is claimed to provide high
bandwidth at low cost.
Building on Iridiums OpenPort service, which
was created three years ago to provide a low-
cost service for ships business and crew calling,
Iridium Pilot can provide internet and email
access and crew calling, with other functions
such as VPN access into corporate IT networks.
Pilot is, the company claims, the lowest-cost
broadband product available. It offers three
telephone lines and a separate data link, and can
allow crew to make private calls. The hardware
is solid-state design, with no moving parts. Its
integrated rewall means that there is no need
for an additional computer to provide protection.
The rewall helps control usage and costs by
monitoring and restricting outbound data trafc
without affecting incoming trafc. Users dene
a list of acceptable IP addresses; all others are
blocked, thereby avoiding the risk of running up
unexpected charges. A new antenna has been
developed, although it is not essential to upgrade
to use the new service, and a utility included
with Pilot helps nd the optimal position for the
antenna and troubleshoot its performance.
Pilot can operate at up to 134kbps, although
the majority of Iridiums customers operate at
32kbps. Iridium plans to launch a new constella-
tion from 2015 that will provide up to 1.5Mbps to
cater for the demand for extra bandwidth.
Newcomer O3b Networks delivers high-
speed broadband connectivity everywhere on
Earth within 45 of latitude north and south
of the Equator. O3bMaritime is said to deliver
communications at sea that are equal to those
experienced at home on shore.
O3bs steerable beams are used to track a
ship along its normal route. The ship is main-
tained within the beam centre as O3b receives
latitude/longitude updates at two-hour intervals
via an in-band or out-of-band channel. If the ship
has to change course, beam tracking is updated
in real time.
Within a typical system, the end-to-end ser-
vice consists of a Juniper SRX240 router, which
handles handover and connectivity. It provides
a GigE link to the ships local area network and
the connection to the ViaSat high-speed modem.
The router also connects to antenna controllers
within the vessel, which link to 1.2m or 2.2m
shipboard tracking antennas mounted on the
ships deck.
New services and newcomers
A
s with all computer systems, shipping
companies IT operations are con-
stantly exposed to threats frommul-
tiple sources, and those threats are increasing
at a dramatic rate, particularly as internet ac-
cess through ship networks increases. At the
same time, there is a need to control costs.
When systems on board are used for vital
data transfer ashore and are also directly
connected to essential equipment on board,
there is a need to install security systems as
are commonly used ashore. SkyFile Anti-
Virus, developed by Vizada and its partner
Sophos for specic use on satellite terminals
is one of the products available that claims
to ofer protection against viruses, worms,
trojan horses and other forms of malware.
Two years ago, Sophos, which is responsi-
ble for the virus detection and the associated
software, identied approximately 50,000
threats every day. Today, this gure has
increased threefold, with the result that the
Controlling
threats and costs
company has to ward of150,000
pieces of malicious code a day.
Other threats exist within its
network, Vizada notes. With so
many points of presence world-
wide, all connected MPNgateways
are protected with rewalls to
handle shoreside trafc. SkyFile
trafc can be blocked for security
purposes. A big shipping company
can connect via VPNto funnel traf-
c to its head ofce, using an MPLS
connection, so that internet is
not used and the highest level
of protection is provided.
Logically, as the number of data
connections increases, so do the
associated threats. The consum-
erisation of IT that is, the use by
consumers of smartphones and tablet
computers in a professional environment
is a major contributory factor. This trend is
S
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r
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k
/
I
H
S
/
M
a
t
t
R
a
m
s
d
a
le
Keep trim
Dynamic fore and aft trim measurement by
Marinestar can lead to more economical use
of bunker fuel.
Fugro SateIIite Positioning, Norway
Tel: +47 21 50 14 00
Fax: +47 21 50 14 01
E-mail: marinestar@fugro.com
Web: www.fugromarinestar.com
emails, the company maintains, since they
are scanned for viruses on the email servers
and the chance of infection is very small. The
real threats to a vessels computers are likely
to be USB sticks, CDs, DVDs, oppy disks and
similar external media that can be infected
by a virus and brought aboard a ship by crew
members, agents, engineers and others.
The Port-IT Antivirus software is claimed
to run on virtually any PCaboard a vessel and
does not slowdown a computer when it is
installed. In addition, it is compatible with
any email systemon the market and can, for
instance, be used as AmosConnect AntiVirus
or SkyFile Anti Virus.
Email is used for sending automatic up-
dates to the antivirus software. The system
potentially ofers cost savings, the company
suggests, because the charge for an engineer
to x an infected onboard computer is likely
to exceed the annual subscription fee for
Port-IT Antivirus.
Cost control is the focus of systems such as
Telaurus Communications se@COMMsuite,
which provides the controls and management
tools to take advantage of the newbroadband
technologies. Its proprietary rewall system
protects the vessel fromunwanted connec-
tions associated with broadband technology
and allows connection control and ltering
before charges are incurred.
The systems automatic link control facility
manages the satellite link so that the ships
master and crewcan communicate without
having to set up a connection. By using the
se@REMOTE application, shore-based IT staf
can remotely access and monitor onboard
systems. Filters dictate which websites and
internet applications can be accessed and
protect each se@COMMaccount-holder from
unwanted and overlarge emails.
Telaurus Communications se@SHIELD
is a fully functional anti-virus solution for
ships at sea. Said to be cost-efective and
user-friendly, it was developed to protect PCs
on board vessels fromtrojans, viruses, worms
and spyware.
The billing systemis simple but exible
enough to cater for the diferent account
types required by a ship manager or owner;
these can be based on the crewor vessel, pre-
or post-paid, or include third-party billing.
fs
as prevalent aboard ship as it is on
land, with more crewmembers
bringing their own devices on board. All these
developments require managers to stay one
step ahead to maintain IT security.
A fewyears ago a shipping company would
have its vessels pick up an anti-virus CDat
port and download the updated software be-
fore they set offor the next destination, but
todays anti-virus initiatives are more sophis-
ticated. A systemsuch as SkyFile Anti Virus
will launch an average of six daily automatic
updates, each of themensuring protection
against up to 50 types of malicious code.
During 1H/2011, Vizada sawthe number
of SkyFile Anti Virus registrations increase by
200%. Shipping companies businesses have
become increasingly international, with ves-
sels away fromshore for long periods of time
relying heavily on data communications, so
protection fromviruses has become a major
consideration for IT and data communica-
tions managers.
Based in Rhoon, the Netherlands, Port-
IT ofers what it calls a maritime antivirus
solution. The major threat is no longer from
I
n May, Inmarsat announced the launch of
the Fleet Broadband Multi-voice service,
which enables up to nine telephone calls
to be made simultaneously through a single
Fleet Broadband (FB) terminal.
This enhancement to Fleet Broadband
will let shipowners and managers keep crew
communications separate from operational
ones. It could also provide crew members
with more privacy, making it easier for
them to make personal low-cost calls away
from the bridge.
The unique selling point is that Fleet
Broadband Multi-voice is integrated into In-
marsats core network and terminated into
public telephone networks, which ensures a
high-quality voice service. Two levels of ser-
vice are available: Standard, which supports
up to four simultaneous calls from a Fleet
Broadband 150, 250 or 500; and Enhanced,
which supports up to nine simultaneous
calls on an FB250 or FB500.
Fleet Broadband users have two ways to
access the multiple voice calling capabil-
ity. Users of Thrane &Thrane Sailor Fleet
Broadband terminals can create a fully
integrated solution with just a rmware
upgrade and additional handsets. For
other FB terminals, Vocality has developed
PBX hardware that can be used alongside
the terminal to access the additional
telephone lines.
Fleet Broadband Multi-voice can be ac-
cessed on existing FB equipment and with
the same per-minute tarif for both pre-paid
and post-paid calls. It also supports the
505 emergency calling capability that con-
nects a vessel immediately to a maritime
rescue co-ordination centre.
The upgrade to a new FB service has led
Inmarsat to announce that it expects zero
growth over the next two years and has
dismissed as scaremongering rumours that
the new FB system will charge customers
for access to the GMDSS.
The threat to income will remain until
Inmarsat introduces its $1.2Bn Global
Xpress Ka-band broadband satellite service
in 2014, after which it expects revenue to
grow. In the meantime, to recover some lost
revenue, and possibly to prepare for Global
Xpress, Inmarsat has increased the price of
its Fleet Broadband basic plan and is charg-
ing ships for having its hardware on board.
Inmarsat has now sold 50,000 ISatPhone
Pro handsets and expects to reach its target
of 10% market share later this year.
fs
O
slo-based Marlink, is expanding its
portfolio with the introduction of new
C-band services on the iDirect plat-
form. Marlink says this will enhance network
efciency and open up newoptions for cus-
tomers using Sealink global C-band coverage
for business critical applications. The services
will be among the rst in the industry to make
use of DVB-S2withAdaptive Coding and
Modulation (ACM) technology on regional,
multi-regional and global maritime C-band.
The implementation of a newstate-of-
the-art platformfor Sealink global C-band
coverage has been made possible following
the recent upgrade of Marlinks global VSAT
network with the integration of iDirects
Evolution X5 Satellite Router. The improved
efciency of C-band services through the use
Marlink claims a first
Inmarsat
provides
a new voice
I
n
m
a
r
s
a
t
P
roponents of crewcalling are agreed
that email is one of the most impor-
tant services available to the crew.
Vizada recently reported that its popular
e-messaging tool, SkyFile Mail, which has
been going for 12 years, has been adopted by
10,000 active vessels.
In late June, Vizada announced the launch
of a newedition of SkyFile Mail. Dubbed
SkyFile Mail Premium, it has been designed
for business users, with easy integration
into an existing ofce IT environment. By
ofering full compatibility with Microsoft
Outlook, Thunderbird and other POP3/SMTP
clients, it allows integration with existing
email tools on board. The SkyFile engine
permits customers to continue using their
existing common email interface.
SkyFile Mails automatic notication push
feature means that ships ofcers can choose
to receive important emails immediately,
without the need for manual actions. They
can store suspicious emails in a quarantine
le before delivery so as to increase protec-
tion frompotentially risky mails or spam.
The Premiumservice also ofers extra-long
text messaging (up to 1,500 characters)
and access fromshore through non-satellite
connectivity (3G, Wi-Fi and WiMax). In the
pre-launch phase, 150 vessels signed up for
the service which is fully compatible with
MSS and VSAT connectivity services.
Vizada has enriched its SkyFile Mail
software with newfeatures, which also are
available for the Premiumversion. They in-
clude exible and improved connectivity for
third-party apps, enhanced management and
supervision of vessel sub-accounts, ltering
for private and corporate account, direct ac-
cess to SkyFile eNOADwith a single click and
a split billing feature over IridiumOpenPort.
Available in nine languages, including
Chinese and Russian, SkyFile Mail is said to
be ideal for crewmessaging. Both editions
ofer prepaid messaging in combination with
Vizadas Universal Card and crew-account
portability, with MyMail function, used by
more than 8,000 crewmembers.
Another serive provider SpecTec has
launched a newversion of the mail applica-
tion within its Asset Management Operating
System(AMOS). According to the company,
Connected crew
AMOS Mail 9.2 transforms the world of mar-
itime communication and claims users can
save up to 80%in costs because of its highly
optimised, solid compression algorithm.
AMOS Mail has improved integration with
SpecTecs software applications, AMOS Busi-
ness Suite and AMOS2 Enterprise Manage-
ment Suite, with which it shares the same
database engines.
Fromversion 9.1 onwards, AMOS Mail
is able to run on Sybase, Oracle and Mi-
crosoft SQL Server database management
systems and MySQL. It is compatible with
all Microsoft operating systems,
The appearance of the user interface and
customisation facilities are all said to be
improved over earlier versions. The revamp of
the client user interface and all the database
management tools includes a newHTML-
enabled editor for incoming and outgoing
messages. Spotlights and smart folders
ensure that messages can be searched for and
organised efciently.
The AMOS Mail Service lets the software
run in background and automatically after
a server reboot, allowing all devices to be
accessed no matter to which computers they
are connected.
Communication costs can be controlled
with the assistance of message categories.
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See the container
at SMM, stand A1.F0.007
of DVB-S2 withACMand Automatic Beam
Switching on iDirect is said to feature user-
friendly operation and high exibility and to
enable customised scalable options.
With always-on true broadband access
ofered by Sealink, Marlinks C-band services
are aimed at vessels that require constant,
high-speed IP access for converged voice,
data and Internet applications, all delivered
through a single platform. The current
generation of customised Sealink services
already ofer high levels of network efciency
based on the SCPCplatformand Marlinks
decision to ofer C-band on the newiDirect
platformofers greater choice for customers
while securing performance for the future.
The introduction of iDirect features such
as Automatic BeamSwitching on Sealink
C-band enables seamless, virtually global
coverage and enhanced quality of service
with data rates ranging up to 8Mbps and in
some cases beyond. Thanks to the exibil-
ity inherent in Sealink services, Marlink
claims it is able to tailor a communication
solution for specic requirements and
business critical applications across various
maritime segments.
fs
N
orwegian manufacturer of stabilised
marine antennae Jotron announced in
early July that it has implemented the
openVSAT Antenna Control Protocol (VACP)
developed by the router manufacturer STM
Group. Jotron has completed interoperability
testing with STMs suite of broadband satel-
lite routers for mobile VSAT networks.
Handover between satellite footprints
often sufers fromminute-long interruptions
of service. STMand Jotron have therefore
developed VACP to provide very high service
availability and short service interruptions
when passing through multiple footprints.
The protocol also minimises the efect of
blockages. Extensive work has been under-
taken between STMand Jotron to optimise
the protocol and its performance. This open
protocol eliminates the need for proprietary
coding to make newantennas work with STM
satellite routers.
VACP is a TCP/IP-based protocol that facili-
tates the exchange of information between
an antenna controller unit and a satellite
router. It allows the satellite router to com-
mand the antenna and enables automatic
beamswitching to transfer connectivity from
one satellite beamto the next as a vessel
passes through multiple footprints.
Handover between beams on the same sat-
ellite is claimed to be near-seamless, with fast
handover to other beams. The VACP is com-
patible with future beamhandover require-
New equipment
on show J
o
t
r
o
n
Jotron VSAT
antenna controlled
by VACP
I
n
t
e
llia
n
Intellians v110GX
Ku-band VSAT antenna
ments for Ka-band. It also enables service
providers and customers to meet government
regulations by commanding the antenna to
mute the signal in no-transmit zones.
Intellian used its rst appearance at Posido-
nia to showofits newVSAT communications
technology. The v110GXthree-Axis Ku-band
VSAT communications antenna, with fully
optimised Ku-/Ka-band antenna reector and
radome, is enhanced to meet future standards
of RF performance and capability.
The 1m(41in) v110GXhas been designed
to provide unparalleled performance for both
current Ku-band services and also Inmar-
sats forthcoming Global Xpress Service. The
antennas functionality will transforminto
GXhigh-throughput broadband service glob-
ally when Inmarsats I-5 Ka-band satellites
become operational in 2014.
Intellians newgeneration gyro-free satel-
lite search function enables the v110GXto
acquire and lock on to the satellite without
requiring separate input fromthe ships gyro-
compass. The three-axis stabilised pedestal
assembly ofers unlimited azimuth and
enhanced elevation range.
The antenna can be monitored and con-
trolled remotely, maximising operational
efciency for service providers, operators and
end-users.
NYKLine has agreed a deal to install Trac-
Phone V7 mini-VSAT systems fromKVHon
its container vessels. The service, which oper-
ates over 60cmantennas, will be provided
by KVHs partner in Japan, SKY Perfect JSAT,
under the OceanBB brand name.
This is a second major recent contract win
for KVHwith a major Japanese carrier. In late
2011, MOL LNGTransport conrmed a deal
to implement mini-VSAT on three of its LNG
tankers after completion of a trial.
NYKoperates container ships, PCTCs, dry
bulk carriers, crude oil tankers and LNG
tankers, more than 100 of which will be
equipped with the broadband service to sup-
port NYKs IBIS (Innovative Bunker and Idle-
time Saving) project with real-time commu-
nications between ships and stafon shore.
VSAT supplier KVHwill upgrade its mini-
VSAT broadband network this year with the
addition of global C-band satellite coverage
overlaying its Ku-band footprint. This dual-
band maritime satellite communications
network will provide multi-megabit service
covering 95%of the Earths surface, including
the worlds major shipping routes, ofshore
oil elds and commercial shing grounds.
A global VSAT network will be created
using a single, relatively small antenna to pro-
vide ofshore connectivity to vessels almost
anywhere they travel.
K
V
H
KVH TracPhone
V7 with modem
and control unit
With around 2,000 systems sold, the mini-
VSAT broadband network is already the larg-
est maritime VSAT systemservice, featuring
the broadest Ku-band coverage area.
The TracPhone V11 satellite communica-
tion systemis an onboard terminal that uses
a single stabilised antenna with a dual-band
transmit and receive capability, allowing it
to switch between the mini-VSAT broadband
networks global C-band and Ku-band satellite
coverage. The 1mantenna delivers robust and
seamless worldwide broadband connectivity
at all times and is 85%smaller and lighter
than other solutions available on the market.
The V11 is one systemand is claimed to be
more reliable than multi-antenna systems.
It also uses the same below-deck modemfor
both the C-band and Ku-band, so users are
not in contention when trying to use difer-
ent networks, settings or protocols to run
onboard applications.
fs
communications
The complete guide to the worldwide merchant feet.
Receive data from IHS Fairplay: the sole global
issuing body of the IMO Ship, Company and
Registered Owner numbering system.
Every subscriber also receives access to Shipfnder
Online, where you can gather intelligence 24 hours a
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Discover more at
www.ihs.com/RoS
or contact us at
emea_marketing@ihs.com
The latest edition of Register of Ships includes the most thorough details on all sea-going,
self-propelled merchant ships of 100 GT and above, irrespective of their classifcation.
Builder & date of build
Cargo facilities
Ship identifcation numbers
Tonnage & dimensions
Details of 100,000 ships
Operations
UPDATE INNOVATIONS TROUBLESHOOTER
M
ost, though by no means all,
work done by vessels in dynamic
positioning (DP) mode is oil-related.
The driving force in the offshore oil and
gas market is the price of crude, which is
influenced by many factors. In recent months,
the oil price has been high, exploration and
production budgets have increased and
demand for DP vessels has risen.
As Joe Farrell-Dillon, marine engineering
manager at Global Maritime Consultancy,
noted in a recent presentation, after the credit
crunch of 2008/09 the price of oil dropped
markedly, then recovered to a level above
$100 per barrel, but since then has fallen
once more.
The largest single driver of demand at
present is the offshore oil and gas industry
in Brazil, where massive sums of money are
being spent developing deepwater pre-salt
fields. In the USA, Farrell-Dillon noted, the
DP market in the Gulf of Mexico is evolving,
notably as a result of post-Deepwater Horizon
influences. Drilling units are likely to be the
largest area for growth in the area, and that
fact is reflected in the number of units being
delivered, particularly to US-based drilling
contractors. As many as 18 DP drilling
vessels are due to come on line this year,
most for US-managed companies, Farrell-
Dillon explained.
Before the Deepwater Horizon incident, DP
assurance for mobile offshore drilling units
(MODUs) was less focused and arguably
more process-driven. The direct effect of
Deepwater Horizon on the DP industry
has been greater regulatory scrutiny and
assurance before works starts, particularly
for MODUs.
There is also recognition that, whilst DP
was not a cause of the incident, regulators
have identified DP capability as the most
likely area that could potentially result in a
similar major event, Farrell-Dillon noted. The
fact that the draft US Coast Guard policy
letter issued in December 2011 included
DP systems is a reflection of the increased
interest, and this is likely to result in regulatory
adoption of guidance documents such as
those authored by the Marine Technology
Society (MTS), the International Association of
Marine Contractors (MCA) and the IMO.
At this stage, Farrell-Dillon explained,
the specifics of how the US Coast Guard
will enforce the requirements are unclear.
However, it is clear that the drilling sector
in US waters is in a state of flux and
the outcome is far from resolved, and
construction vessels such as well intervention,
heavy lift and vessels operating within the
500m zone are likely to be affected in a
similar manner to DP MODUs.
The structure of DP fleets and management
S
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Offshore support vessels
account for around 95% of
DP vessels
Fast pace of development
poses challenges for DP sector
As more dynamically positioned vessels enter service so the demand for DP operators has
grown, regulatory requirements have increased and questions have been raised about the
quality of analyses of vessels DP capability
OPERATIONS: update
systems for them are highly varied, and there
is an especially wide range of vessels in the
same DP class. Older tonnage often falls far
short of current industry standards, which
means there may be significant deviation
between two vessels with the same published
capability. This is recognised and the use of
other assurance tools such as ASOG, which
identifies vessels weaknesses independently
of class, is likely to become more popular
with end-users.
The recent discovery of the first pre-salt
deepwater deposits in Angolan waters has
triggered new demand for seismic and
support vessels. In two years or so the data
analysis is likely to have been completed,
following which a new drilling campaign will
begin. The water depths necessitate use
of fifth- or sixth-generation drillships, said
Farrell-Dillon, driving up demand for these
units. An increased number of platform supply
vessels and other support services will also
be needed. Should the Angolan discoveries
prove to be of a similar magnitude to the
Brazilian offshore fields, the area will see
significant growth for DP operations in the
short to medium term.
The greater depths required for drilling in
the South Atlantic present challenges of a
kind never encountered before, so vessel
selection and management will have to
undergo further risk analysis and additional
control measures.
From the DP perspective, the challenges
of operating in ultra-deep water are
significant, Farrell-Dillon explained. Mooring
structures in water depths in excess of
2,000m exposes them to greater wave and
current movements and can give rise to
destructive harmonics.
The challenges of placing structures
accurately are significant. For example,
traditional mooring ropes with length
tolerances of 2% are no longer acceptable,
and this has led to the development of
mooring lines with tolerances of 0.5%.
Two major gas developments were recently
confirmed for the Browse Basin, Western
Australia. Work has started on construction
of the Ichthys LNG project at Blaydin Point,
Darwin, Northern Territory, which requires an
889km pipeline to be built from the Ichthys
field to the LNG plant and the construction
and installation of the preliminary processing
modules offshore. The subsea flow line
construction and installation has been
awarded to McDermott in co-operation with
Heerema, and the export pipeline has been
awarded to Mitsui-Europipe. LNG Production
is expected to start by 4Q/2016.
Work has begun on Prelude, the first of
the Shell FLNG vessels for deployment in the
Browse Basin, which is to start up in 2017.
It is anticipated to be first of many. At 488m
long and 74m wide, it will be the largest
offshore facility ever built and is designed to
remain on the field for 25 years. A flexible
raiser connects some of the subsea flowlines
to the turret, which is moored to the seabed.
The Prelude unit weathervanes about the
turret using three stern-mounted thrusters.
The US Energy Information Administration
estimates that, based on todays consumption
rates, 250 years-worth of gas supplies are
available worldwide, with 40Trn ft
3
of stranded
gas offshore Norway, 60Trn ft
3
off east
Africa and 30Trn ft
3
off Brazil. Each location
presents an opportunity for FLNG and the
associated infrastructure, which will be served
by units operating in DP mode.
Recent discoveries of gasfields in 1,700m
of water in the eastern Mediterranean have
generated considerable interest and in
combination with activities offshore Egypt the
area is likely to be one of increasing activity
for DP operations.
Opportunities offshore
Farrell-Dillon believes decommissioning
will be another growth area for DP. On the
UK Continental Shelf many mature fields
will cease production and over the next 30
years almost 500 platforms, 8,000 wells,
4M tonnes of steel and several hundred
wells, manifolds and pipelines will need to be
decommissioned.
Offshore windfarms represent yet another
big opportunity for DP vessels. At the end
of 2011, 53 windfarms, with an operating
capacity of 3,800MW, were to be found in
northern European waters. Arrays to generate
a further 5,000MW are under construction
and another 100,000MW of offshore projects
are either proposed or under development.
Construction contracts for offshore windfarms
in European waters were worth some 8.5Bn
($11.4Bn) in 2011. Once completed, they
will add 2,800MW of installed capacity. The
European Wind Energy Association has set a
target of 40GW installed by 2020 and 150GW
by 2030. Clearly, there is significant growth
potential for DP.
According to Farrell-Dillon, however, the
trend for more sophisticated vessels has
not necessarily led to safer vessels. Their
complexity means that the new vessels
require extensive testing and verification
during construction and before they start
revenue-earning work. New methodologies,
such as advanced factory acceptance testing
and hardware in the loop, can help reduce
commissioning time and increase confidence
in these advanced systems. Current DP
control systems are very reliable, noted
Farrell-Dillon, who nevertheless warned that
when failures do occur, crew are so surprised
that appropriate action is not always promptly
taken. The lessons learned in the past are not
always appreciated, he said.
The issues of safest mode of operation
and the issue of open/closed bus ties needs
to be addressed in a consistent manner,
insisted Farrell-Dillon. The current varied
approach in the industry leads to confusion,
he maintained.
The large increase in number of DP
vessels and the associated demand for
qualified DP operators is the greatest
challenge facing the industry, he concluded.
The commitment to DP assurance is variable
between contractors, some being more
attentive than others. It is expected that there
will be a move from compliance, which is
relatively easy to document, to competency
which will prove to be far more difficult.
Joe Hughes, DP assurance lead at
GL Noble Denton, noted that clients
expectations of DP vessels vary widely,
from relatively low to very high, and in many
cases may be influenced by other business
imperatives. Given that the maritime sector
of offshore oil and gas is predominantly
self-regulating (the recent US Coast Guard
initiative apart), many believe that this will
always be the case. However, in Hughess
view, this is likely to change as client
expectations rise, and demands placed on
owners of DP vessels could well change too.
Is it enough to rely on classification
society DP rules? asked Hughes. The
honest answer is to say no. However, many
owners go no further than subscribing to the
compliance culture, which goes little beyond
obtaining class approval.
The basis for almost all standards and
guidelines relating to the technical and
assurance aspects of DP vessels is found
in IMO MSC/Circ.645 Guidelines for vessels
with dynamic positioning systems. Published
in 1994, these guidelines have been used by
all classification societies in the development
of their DP rules and although each class
society has interpreted the circular slightly
differently, its essential principles remain.
OPERATIONS: update
Circular 645 also provides the philosophical
basis for most of the standards and
guidelines issued by industry bodies. IMCAs
M Series of publications provides more than
50 sets of guidelines on DP-related topics,
and some of the M Series in particular the
various IMCA guidelines relating to DP failure
modes and effects analysis (FMEA) and
annual DP trials are cited as requirements in
the small print of many oil company contracts.
Two years after the publication of Circular
645, IMO published another set of guidelines,
MSC/Circ.738 Guidelines for dynamic
positioning system (DP) operator training. This
provides the benchmark for the critical area
of operator training, experience, qualifications
and certification, and is the basis for many
operator competency programmes. The
influential role of IMCA in the DP sector
is underlined by IMOs adoption, without
amendment, of IMCA M 117 Training
and experience of key DP personnel and
published it as MSC/Circ.738.
As Hughes noted, however, the role of
provider of industry guidelines is no longer
the sole preserve of IMCA, and in recent
years the DP Committee of the Marine
Technology Society (MTS) has been active
too. In 2010 and 2011, the MTS published
two guidance documents, one on DP
operations and the other on DP vessel design
philosophy. While IMCAs origins are as a
trade association, the DP Committee of MTS
is an entirely independent body, comprising
individual members from across the global
DP community, whose stated mission is to
promote a greater international understanding
of dynamic positioning and related issues.
The MTS guidance document on DP
operations has been adopted by DNV,
which issued it in January 2011 as a DNV
recommended practice guide, DNV-RP-E307.
It is perhaps too early to predict the influence
that these MTS guidance documents will have
across the DP sector although it is known
that at least one oil major is in the process of
adopting them, Hughes explained.
In practical terms, an owner is likely to
have to submit a series of documents to
clients and provide other evidence that the
required standards have been achieved.
These documents include the vessels DP
FMEA, the annual DP trials reports, vessel
DP operating manual and procedures, and
details of the ways in which competency and
manning standards are set and achieved.
The DP FMEA is the most important
document relating to the technical capability
of a DP vessel. There continues to be much
debate on the subject, to which Solutions will
return in a future issue.
Without exception in the DP sector,
including the classification societies, this has
been interpreted that a DP vessel requires
a DP FMEA and a set of DP FMEA proving
trials, Hughes explained. There may be
other ways of performing a complete survey
of the DP system and a complete test of
the DP system, but in the DP sector it is the
FMEA and proving trials.
Similarly, without exception, classification
societies require owners or shipyards to
produce DP FMEAs and to conduct DP
FMEA proving trials to the satisfaction of
the society prior to the award of a dynamic
positioning class notation.
Hughes maintained that the class route to
a satisfactory FMEA has not been consistent
nor has it achieved a high standard, and he
noted that the class societies compliance
and approval processes do not deliver DP
FMEAs and proving trials of sufficiently high
quality on a consistent basis. He added that
he had seen many very poor quality DP
FMEAs and proving trials documents, all of
which have been approved by class and been
the basis for awarding a DP class notation.
fs
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Specialist offshore vessels
require an especially high
standard of DP
OPERATIONS: innovations
A
battery-powered fast commuter ferry,
using a new concept of air cushion
support, is being developed under an
EU-sponsored research initiative known as
the BB GREEN project. The partners in the
3.2M ($3.9M), three-year scheme which
is co-ordinated by SES Europe, a subsidiary
of Norway-based Effect Ships International
recently completed the first year of R&D work,
involving extensive tank testing in Sweden.
The main aim is to develop robust, zero-
emission maritime transportation solutions to
fulfil future community and customer needs.
The project demands a radical and bold
approach, with the proviso that new vessels
can be introduced quickly, cost-efficiently and
without affecting current infrastructure.
Pivotal to the work is Effect Ships
Internationals Air Supported Vessel (ASV)
technology. Design development has been
followed by comprehensive tank testing of
two candidate hullforms, one a catamaran
and one a monohull, at SSPA Swedens
facilities in Gothenburg.
The envisaged BB GREEN commuter
ferry will have a length of approximately
20m, beam of 6m and a design speed in
the 3035kt range, and is to be trialled on
waterways around Rotterdam by project
partner Aqualiner. Speeds will vary between
22kt and more than 30kt depending on the
route and local operational requirements.
Hull hydrodynamic efficiency is fundamental
to the feasibility of the concept. The ASV-
based solution has been benchmarked
against modern planing monohull designs of
similar design speed and displacement. The
favoured ASV Mono design demonstrated
a reduction of nearly 50% in hull resistance
over a very wide speed range. Some 80%
of the ASVs displacement is supported by
a solid cushion of air, considerably reducing
the hulls wetted surfaces and resulting
in remarkably low resistance, even at low
speeds. Model tests were conducted at
speeds of 1050kt.
Low wake-wash has been a key
performance criterion, and tank test results
demonstrated values that are reported to
have been well below the levels set by the
Dutch authorities for operation in sheltered
waters. Provided that the European
Commission approves the projects
continuation, a full-scale vessel will be built,
outfitted and fully instrumented for test and
demonstration purposes in the Netherlands.
Tenders will be invited shortly from European
yards and boat builders.
Norwegian company Diab, one of the
project participants, will be responsible
for composite engineering and will supply
the specification for the carbon sandwich
composite to be employed in the full-scale
prototype, to secure a light and strong hull.
Weight reduction is essential as it affects the
vessels power requirement, battery size,
wake-wash and operational economy.
Development of the battery pack and
driveline has been entrusted to Amberjac
Projects of the UK. The batteries will be
based on lithium-ion titanate nano-cell
technology. The test vessel will incorporate
a 200kWh battery pack, to give an operating
range at high speed of about 7nm. The
chosen cell technology is regarded as
the only solution that can effectively meet
the needs of the operating profile for
a waterborne commercial application.
Expectations are said to have been confirmed
by the accelerated testing carried out in the
projects first year, which involved more than
10,000 cycles with fast charging.
Pod propulsion is contemplated, so as to
ensure high efficiency and manoeuvrability.
The projects spokespersons, Ulf Tudem
of SES Europe/Effect Ships International,
and Gerbrand Schutten, of Aqualiner, report
that this green fast ferry initiative has
generated considerable interest. Many routes
and service networks, within and beyond
Europe, have already been identified as highly
suitable for the new concept. The BB GREEN
commuter ferry could have a variety of design
expressions, depending on users specific
requirements. Lloyds Register will evaluate
safety and regulatory aspects for the new
type of waterway transport.
ASV utilises pressurised air, generated by
fans and compressors and fed into air cavities
that are solid, integrated parts of the hull, with
a rigid periphery to the air cushion so formed.
The concept differs from air lubrication, where
a mix of air and water is used to lubricate
the underwater hull. ASV technology is
claimed to be substantially more efficient than
air lubrication.
fs
Bringing together a whole range of potential fuel-saving
concepts from air cushioning to composite construction in a
single ship is a big step, but starting small is a good way of
investigating the combination
Tank testing of Effect Ships'
ASV was carried out at
SSPA's Gothenburg facility
S
S
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A
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OPERATIONS: troubleshooter
A
fter it issued a report in June 2011 of
a collision involving a Dutch-agged
ship in the UKport of Immingham,
MAIB raised the alarmover the number of
incidents involving controllable-pitch propel-
lers (CPPs).
As the 5,800dwt general cargo vessel was
berthing, control of its CPP was lost, which
resulted in contact with a tug. Entering port,
the master moved the bridge lever for propel-
ler pitch control to half astern. Noticing that
the forward motion had not been fully ar-
rested, he put the lever to full astern several
times, trying to synchronise the bridge lever
with the physical position of the pitch indica-
tor and regain control.
With the propeller pitch in the full astern
position, the master followed the pilots
advice and activated the engine emergency
stop. He ordered the chief ofcer to drop both
the anchors.
The contact resulted in damage to both
vessels, with the cargo ships stern being
breached above the waterline. The incident
could have had led to injury to personnel or
caused severe ooding or pollution, the inves-
tigators found.
They noted that the vessel had sufered
frompropulsion plant problems after a
serious engine-roomre in January 2011.
Many of the electronic components had
been replaced during recommissioning of the
CPP control system, but, the MAIB stated,
insufcient attention had been paid to the re-
adjustment and calibration of the astern pitch
controls, which led to major discrepancies
between astern pitch demand and response.
The report added that during the subse-
quent sea trial, tests had not been carried out
on the full range of astern movements and
the mismatch went undetected.
Problems with the control of astern pitch
occurred immediately after the ship restarted
trading. The manufacturer of the CPP system
conducted an investigation, in which the
crewcarried out timed pitch response tests.
Unfortunately, the investigation was not suf-
ciently detailed to allowthe correct conclu-
sions to be drawn.
The crewwere unable to reproduce the
problemwhen service engineers visited the
ship. Therefore, with no apparent defect in
the CPP system, no attempt was made to
check the response to astern pitch control
demands. According to MAIB, insufcient
crosschecks were employed during the
commissioning trials to detect the cause of
the fault, which proved to be an incorrectly
adjusted potentiometer that could have been
quickly and easily corrected.
Investigators also found that the checklist
used by the crewduring newinstallations has
a series of logical steps and checks to guide
stafthrough the commissioning process.
However, because the repair to the ships
propulsion systemhad not been considered a
newinstallation, the checks were not applied.
The investigators were of the opinion that a
discrepancy in the setting of the astern posi-
tion feedback potentiometer was more likely
to be spotted if a checklist of this kind were to
be employed for commissioning after repairs.
The potentially dangerous underlying fault
therefore remained undetected because the
control of astern propulsion had not been
adequately tested. MAIB asked classication
societies for more detailed guidance to help
in establishing more uniformstandards for
use in the trials of propulsion control sys-
tems. Concern was expressed at the frequen-
cy of CPP-related accidents over the past 20
years. MAIB recommended that classication
societies introduce a requirement for all CPP
systems to be fully tested during commission-
ing trials, in both ahead and astern modes.
The onboard response to the emergency
was criticised by the MAIB, which called into
question the masters attempts to regain
control of the pitch and said that his lack
of knowledge may have made the situation
worse. Aserious concern was the masters lack
of familiarity with the propulsion system. A
basic mistake highlighted was that the master
believed he could recover the situation by
synchronising the pitch control lever with the
pitch indication needle.
Although he was aware of the backup con-
trol button, the master forgot to use it during
the emergency and thereby bypass the pro-
pulsion control systemand restricted pitch
control. A possible reason suggested, MAIB,
was the buttons position and appearance.
The report says it was harder to understand
why the master did not activate the emergen-
cy stop button, which was more accessible,
before he was prompted by a pilot. As it was
not activated earlier, the subsequent delay
in releasing the port anchor had reduced the
chances of stopping the ship before it made
contact with the tug.
According to the report, 90 incidents relat-
ing to the failure of CPP systems have been
reported to the MAIB in the period between
1991 and 2010. Control failure was attrib-
uted as the direct cause in 75 of those cases.
MAIB also urged the owner to reviewits
safety management system, to improve crew
training and conduct safety drills so that crew
can respond more effectively should engine
control systems fail.
fs
Failure of equipment that caused vessels to collide, one
with another vessel at berth and the other with a berth itself,
are highlighted in two reports from the Marine Accident
Investigation Branch (MAIB)
CPP failure
causes accident
M
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Graduated scale with
astern pitch position
Closed-loop
control system
M
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OPERATIONS: troubleshooter
Machinery failure
leads to contact with berth
T
he ships main propulsion failed as it
approached its berth. Although the
starboard anchor was let go, the vessel
could not be stopped and sufered minor dam-
age to its bow. Nobody on board was seriously
injured and there was no pollution.
Shortly after clearing the port of Dover,
the centre main engine was stopped to save
fuel, which left the port and starboard main
engines running for the crossing of the Dover
Strait. The fourth engineer ofcer noticed an
oily mist surrounding no 2 air compressor
(AC2) so selected the number 1 air compres-
sor (AC1) as the running compressor, leaving
AC2 as standby. He then returned to the
engine control roomto report his actions.
The third engineer (3EO) left the engine
control roomto investigate an alarmthat
indicated the lubricating oil pressure onAC2
was low. AC1 was running, but AC2 was
stopped and its oil pressure warning light
was illuminated. He checked the AC2 oil
level and then tried to start it. AC2 immedi-
ately tripped, so he removed the compres-
sors crankcase door and sawthat the main
lubricating oil discharge pipe assembly had
detached and that the bottomend bearing
had overheated and failed.
The 3EO, in consultation with the relief
chief engineer ofcer (RCEO), assessed that
AC2 was unusable. The compressor was iso-
lated and the two men returned to the engine
control room. Once inside, the engineers
noticed that the air pressure in the main air
receiver was dropping.
A little later, the master ordered the centre
main engine to be started. It was turned over
on air and started up. All three engines were
placed on standby in readiness for manoeu-
vring into port and control of the steering
systemwas switched fromautomatic to
manual. At this time, the vessel was ap-
proaching Calais.
During the approach, multiple lowair
The second incident involves a ro-pax vessel, which made
contact with a berth in Calais, France, on 22 October 2011
pressure alarms sounded. The pressure in the
main air receiver had fallen to less than 15
bar and in the control air receiver to about 8
bar. The RCEOand the 3EOleft the engine
control roomand started to search the engine
roomfor a possible air leak.
The RCEOreturned to the engine control
roomand informed the second ofcer on the
bridge about air pressure loss and his concerns
about losing the main engines clutches. The
second ofcer asked whether there was going
to be a problemwith the engines. The master
was aware of the telephone conversation.
The vessel lost propulsion when all three
main engine clutches disengaged in very
quick succession. The loss of propulsion
came at a critical point as the vessel was still
making 4.3kt and was only about one ships
length fromits berth. Although letting go the
starboard anchor reduced the vessels speed
to 2.5kt, it did not prevent it striking the
berth. The use of both anchors might have
been more efective.
In summary, the contact with the berth
resulted froma loss of propulsion when the
ship was in the nal stages of approach. The
loss of propulsion was caused by the near-
simultaneous disengagement of the ships
main engines clutches, as a result of the
reduction in the pressure of the control air
fromthe faulty compressors. The clutches
disengaged because the control air pressure
fell to belowthe minimumof 8 bar required
to keep themengaged.
The report found that the on-watch engi-
neers did not knowthat AC1 was operating at
reduced output and they incorrectly ascribed
the reduction in control air pressure to an air
leak. The total loss of propulsion was avoid-
able and the overall response to the reduction
of control air pressure and the subsequent
loss of propulsion lacked direction and co-
ordination. The vessel had two air compres-
sors, one of which had recently become
unserviceable. The other was defective and
operating belowits intended capacity.
Investigators identied that the clutches
connecting the ships three main engines
to their shafts had disengaged concurrently
following a reduction in control air pressure.
The cause of the reduction was incorrectly
diagnosed by the on-watch engineers, who
were unable to restore propulsion. There
was a delay between the discovery of the
loss of control air and the bridge teambeing
informed of the situation. This denied the
master sufcient time to assess the alterna-
tive courses of action available.
fs
M
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AC1 and AC2 air compressors
fairplay.co.uk/newbuildings November 2011 Fairplay Solutions | 1
Your denitive guide to the latest orders www.fairplay.co.uk/newbuildings
Newbuildings AUGUST 2012
Newbuildings: news Notablenewbuilding Fleet analysis regional profile Newbuildings: data
M
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Deltamarin has entered into
a contract with Guangzhou
Wenchong Shipyard of the
CSSC group for the design of
B.Delta25 bulk carriers.
The rst contract is for a
28,000dwt bulk carrier. The yard
plans to deliver a series of four
vessels between June 2014and
March 2015to US shipowner
Seaboard Marine.
Deltamarin will be responsible
for the basic design, part of the
detailed design and the technical
procurement handling. The work
will be carried out at the compa-
nys ofces in Europe andChina.
The single-hull bulk carriers
44 | Fairplay Solutions August 2012 fairplay.co.uk/newbuildings
Hyundai Samho HI delivered
140,565dwt, 13,100teu Hyundai
Ambition to Danaos Corporation
on 28 June to complete a series
of ve container vessels for the
Greek owner.
The box ship, which has
started a 12-year time charter,
has an loa of 366m, a beam of
48.2m and a draught of 15.5m.
Det Norske Veritas classed
Hyundai Ambition. Its four sister
vessels were commissioned in
February, March, May and
June this year and consist of
Hyundai Together, Hyundai
Tenacity, Hyundai Smart and
Hyundai Speed.
Registered in Monrovia, the
vessels prime mover is a MAN-
B&W 12K98ME-C engine that
provides 72,240kW at 102rpm.
Its service speed is 24.7kt.
Danaos Corporations eet is
reported to consist of 64 ships
in operation that together can
handle a total of 363,049teu.
Danaos
shows
Ambition
HYUNDAI SAMHO HI
STX FINLAND RAUMA
SantaInes is christened
Hamburg Sd celebrated the
christening of its latest container
vessel, Santa Ines, on 27 June at
the Geoje yard of Daewoo Ship-
building &Marine Engineering
(DSME) in South Korea.
The 7,100teu vessel is the
nal newbuilding of a series of
10 box ships, each of which is
tted with 1,600 reefer points.
After its delivery at DSME on 29
July, the 92,910dwt Santa Ines
was phased into Hamburg Sds
service betweenAsia and South
Africa/east coast SouthAmerica.
Newbuildings eight and nine
of the current Santa series,
Santa Ursula and Santa Barbara,
have been delivered and were
christened in July and August
respectively in their particular
area of operation. Other sister
vessels in the Santa series are the
Clara, Catarina, Cruz, Rita, Rosa
and Teresa.
Classed by Germanischer
Lloyd, Santa Ines has a Wrtsil
8RT-ex96Cprime mover, which
generates 45,760kWat 102rpm.
Sailing under the Liberian ag,
the newbox ship has an overall
length of 299.95m, a breadth
of 42.8m, a draught of 13.5m
and a service speed of 22.2kt.
DSME
NEWBUILDINGS: news
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The Ministry of Fisheries and
Marine Resources of the Re-
public of Namibia took delivery
of the research vessel Mirabilis
on 28 June at shipbuilder STX
Finlands Rauma yard.
The event was marked by a
ag-changing ceremony, wit-
nessed by representatives of the
customer, classication society
BureauVeritas and STXFinland.
Registered inWalvis Bay,
Namibia, Mirabilis has an over-
all length of 62.4m, a beamof
14mand a draught of 4.7m.
The ship is tasked with moni-
toring sh stocks and providing
assistance for the control of
shing. It has facilities for the
sorting, processing, freezing
and storage of sh. The versatile
vessel will also be used for col-
lecting biological samples from
the seabed and for water quality
research and analysis.
Additionally, there are facili-
ties for meteorological research
and a dynamic positioning
systemthat enables the vessel to
operate in anyAfrican sea, in all
weather conditions and during all
seasons, with no restrictions. It
can accommodate 44crewmem-
bers and research personnel.
Researchvessel for Namibia
CSSCyardtakes B.Delta25
Deltamarin B.Delta25 bulk carrier
GUANGZHOU WENCHONG
will have shallowdraught and
good manoeuvring capabilities
and are intended for operation
in restricted water depths, with
very lowfuel consumption. These
characteristics have been the
focus of the design.
The vessels have an overall
length of 175m, a beamof 27m
and a draught of 8.7m. Their grain
capacity is 37,000m
3
and they
have a service speed of 14kt.
The B.Delta25design sup-
plements the B.Delta series,
which also includes B.Delta37,
B.Delta64and B.Delta82designs.
Deltamarin has said it wants to
apply a combination of hullform,
propeller, rudder and main engine
solutions in a novel way to gain
improvements and generate con-
sistent results in testing.
Deltamarin has a number of
contracts for the larger handy-
size B.Delta37 bulk carriers,
which are under construction
at the Tianjin Xingang yard of
the China Shipbuilding Industry
Corporation (CSIC), and the
Chengxi (CSSC) and Yangfan
group shipyards in China.
fairplay.co.uk/newbuildings August 2012 Fairplay Solutions | 45
Samsung HIs Geoje yard deliv-
ered a pair of crude oil tankers
on 29 June this year.
Stena Bulk took delivery of the
Suezmax tanker Stena Supreme,
which is the joint-largest tanker
in its eet and has a cargo
capacity of 167,400m
3
.
Sailing under the Bermuda
ag, the 159,031dwt vessel has
an overall length of 274m, a
breadth of 48m, and a draught
of 17m.
Classed by Bureau Veritas, the
ships MAN-B&W 6S70ME-C8
main engine provides 19,620kW
at 91rpm and can maintain a
service speed of 15.5kt.
Delivered to Kyklades Maritime
Corporation, which is based
in Piraeus, where the tanker
is registered, the 115,723dwt
Nissos Paros has a capacity of
123,650m
3
.
The ABS-classed vessel has
an overall length of 249.97m, a
breadth of 43.8m and a draught
of 15m.
A service speed of 15.7kt is
provided by the ships MAN-B&W
6S60MC-C main engine, which
produces 13,560kW at 105rpm.
Samsung
delivers
tankers
SAMSUNG HI
NEWBUILDINGS: news
STX OSV LANGSTEN
Far Scotsmanis first of four
Farstad Shipping in Norway
took delivery of platformsupply
vessel Far Scotsman on 2 July
fromSTXOSVLangsten. Follow-
ing usual STXOSVpractice, the
hull of the vessel was built at the
builders Tulcea yard in Romania.
Sailing under the ag of the
Isle of Man, the PSVwill trade
the spot market in the North Sea.
Classed by Det Norske Veritas,
the ship is the rst of the PSV
08 CDdesign that was jointly
developed by Farstad and STX
OSV. The vessel has an overall
length of 81.7m, a breadth of
18m, a draught of 6.5mand an
open deck area of 800m
2
.
Two vessels of the same design
are under construction in STX
OSVs Vietnamyard and an op-
tion for a second European-built
vessel was declared last year. The
rst Vietnamese-built ship of the
type, Far Skimmer, is scheduled
for delivery in September and the
second, Far Sitella, in February
next year. The second European-
built ship, Far Spica, is due to be
handed over in March 2013.
The PSVs three 7L27/38
MAN-B&Wengines provide
2,380kWat 800rpmand a
maximumspeed of 10.5kt fully
loaded. It can accommodate 12
crewand 12 passengers.
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Bigboost for
Brazils yards
Brazilian state oil and gas
producer Petrobras announced
the delivery on 9July of the
48,300dwt products tanker Srgio
Buarque de Holanda fromEstaleiro
Mau, in Niteri, Brazil.
On 25November 2011, after a
long delay, Estaleiro Mau deliv-
ered the rst vessel in the series.
Celso Furtado became the rst
ship Petrobras has taken froma
Brazilian shipbuilder in 14years.
The products tanker is the
third oil tanker in Transpetros
$5.32Bn, 49-ship Promef eet
expansion programme. The
second, Joo Cndido, has been
built by Estaleiro Atlntico Sul
(EAS), Pernambuco; it was com-
missioned on 14 May at EASs
Ipojuca yard.
The 2016deadline for delivery
of all 49vessels is not guaranteed,
a Transpetro spokesman said.
Classed by Lloyds Register and
sailing under the ag of Brazil,
Srgio Buarque de Holanda has
an overall length of 182.85m, a
breadth of 32.2mand a draught
of 12.8m.
Wagenborggets Fuldaborg
FERUS SMIT
Ferus Smit, of Leer, Germany,
delivered 14,500dwt general
cargo ship Fuldaborg on 2 June to
Wagenborg Shipping, of Delfzijl
in the Netherlands.
Registered in Delfzijl, the two-
hold, two-hatch ship has an loa
of 154.6m, beamof 17.2mand a
draught of 8.19m.
Classed by BureauVeritas,
Fuldaborg has a grain capacity of
17,420m
3
and can house 475teu.
Its Wrtsil 9L32Cengine pro-
vides 4,500kWat 750rpmand
allows a service speed of 14kt.
The cargo vessel has seven
sister ships that Ferus Smit has
built, or is building, for Wagen-
borg. In service are Beatrix, Fivel-
borg, Flevoborg and Fraserborg.
Reestborg and a seventh ship are
planned for delivery in 2013.
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General cargo vessel Fuldaborg
SHANGHAI WAIGAOQIAO
ESTALEIRO MAUA
Nan Chiau Maritime took
delivery of 318,000dwt Chang
Bai San on 3 July fromShanghai
Waigaoqiao Shipbuilding. The
vessel is operated by Danish com-
pany Nova Tankers and under the
management of OceanTankers.
Classed by ABS, the Singa-
pore-registered VLCC has an
overall length of 333m, breadth
of 60m, draught of 22.64m and
cargo capacity of 334,900m
3
.
Its MAN-B&W 6S90MC-C main
engine can produce 29,340kW
at 76rpm.
VLCC
delivered
NEWBUILDINGS: notable newbuilding
Skeleton view of Island Crusader showing
location of vessels LNG fuel tanks,
engines and propulsion machinery
N
orways ofshore service vessel com-
munity characteristically displays a
willingness to embrace technological
step-changes in both design and engineer-
ing, a factor that continues to benet the
countrys maritime cluster as a whole. Island
Ofshore exemplies that spirit, with its lat-
est investment providing a newapplication
for gas-fuelled propulsion plant in a highly
challenging environment.
The recently delivered Island Crusader has
been built to a Rolls-Royce UT-series platform
supply ship design embodying a combined
gas-electric and diesel-electric installation.
This employs Bergen lean-burn gas engine
technology, giving newdimension to the
UT ofshore vessel range. While dual-fuel
machinery has a well-established presence
in the ofshore market, factors inuencing
the selection of gas engines for this vessel
included their environmental performance
and the growing gas supply infrastructure.
Island Crusader encapsulates the
UT776CDG design, the gas-fuelled variant
of the type nominated by the owner for its
six in-service platform supply vessels. As
with the preceding UT776CD class, the new
solution ensures considerable operating
exibility in a system that promises impor-
tant savings in overall fuel costs, with the
added benet of minimising the release of
atmospheric pollutants. A salient aspect of
the arrangements is the ability to maintain
Crusaders combined
power plant cuts costs
If there is one area of shipping where innovation in design and technology happens fastest
then it is the offshore sector; Solutions takes a look at another unique new vessel
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Skeleton view of Island Crusader f showing r
location of vessels LNG fuel tanks,
engines and propulsion machinery
Th Th Theeee re re re re rece ce ce ce cent nt nt ntly ly ly ly dddddel el el eliv iv iver er er ered ed ed ed ed Is Is Isla la land nd nd nd CCCru ru rusa sa sa sade de de derrr hhhhhas as as as rrr
ue uenc nc ncin ing
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an an andddd th th th theeee gr gr gr gr grow ow ow ow ow owin in in inggg ga ga ga gassss su su su supp pp pp pp pply ly ly ly iiinf nf nf nfra ra ra rast st st stru ru ru ruct ct ct ctur ur ure. e. e. e. e.
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ta tant nt ssav avin ings gs iinn ov over eral alll fu fuel el ccos osts ts, wi with th tthe he
ad adde dedd be bene nett of of mmin inim imis isin ing th thee re rele leas asee of of
at at atmo mosp sphe heri ricc po poll llut utan ants ts.. AA sa sali lien entt as aspe pect ct ooff
th th theee ar ar arra rang ngem emen ents ts iiss th thee ab abil ilit ityy to to mmai aint ntai ainn
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NEWBUILDINGS: notable
Principal particulars
UT776CDG-type Island Crusader
Length overall 96.00m
Length bp 82.75m
Breadth, moulded 20.00m
Depth, main deck midship 8.20m
Draught, design 6.20m
Draught, maximum midship (summer) 6.60m
Corresponding deadweight 4,750dwt
Gross tonnage 4,676gt
Deck cargo 2,650t
Liquid cargo 800m
3
Propulsion system Gas-electric/diesel-electric
Gas engines 2 2,190kW
Diesel engines 2 1,920kW
Propulsion motors 2 2,500kW
Dual use of LNG/diesel gensets:
Speed @ 4.0m draught 17kt
Speed @ 6.2m draught 15.8kt
Use of LNG gensets only, or diesel gensets only:
Economic speed, all modes 1215kt
Class DNV
Flag Norway
All gures approximate.
dynamic positioning to DP2 standard on gas
engine power alone.
With the UT776CD, the favourable hull
lines contribute to a very lowconsumption
rate over a wide range of operating draughts,
afrmed the companys managing director,
Havard Ulstein. We believe that the most
signicant contribution to reducing emis-
sions is to reduce fuel consumption for a
given amount of work done. Going for LNG
fuel is a logical step in reducing emissions
even further, he added.
Island Crusader and a sister ship were
ordered in 2010 fromSTX Norway Ofshore,
nowSTXOSV. Hull construction was as-
signed to the Braila yard in Romania, with
equipping and completion undertaken at
STXOSVs Brevik premises on the west coast
of Norway.
The gas-electric/diesel-electric propulsion
systemhas an efective gas tank capacity of
about 200m
3
, corresponding to 1020 days
operation on gas alone, depending on the
actual operating prole. The 96m-long Island
Crusader will be deployed in the North Sea,
undertaking transport, supply and service
duties between onshore supply bases and
ofshore drilling sites. The vessel is also tted
for oil recovery.
Power is delivered fromfour main gen-
sets, based on two Bergen gas engines and
two Bergen diesels, each driving Marelli
alternators. The prime movers consist of
two nine-cylinder models of the C26:33
gas engine, rated at 2,190kWapiece, and
two six-cylinder C25:33 diesels, each
of 1,920kW. Propulsive efect is
delivered by two Azipull thrusters,
absorbing a maximum2,500kW
in each case and incorporating
forward, pulling-type propel-
lers. The auxiliary outt
comprises a swing-up
azimuthing unit in the foreship plus two
tunnel bowthrusters.
It is anticipated that most transits will
be made on the gas engines alone. Should
a higher than normal power output be
required, a diesel genset can be brought
on line.
While DP2 positioning can also be assured
with just the gas engine plant, difcult sea
conditions above a signicant wave height
of 3mcan be met by starting a diesel engine
to introduce extra power. The diesel-electric
installation will also serve the vessel in any
deployments where no LNGbunkering infra-
structure is available. The gas engines will,
in turn, provide an additional power reserve
in such situations, assuming that a sufcient
amount of LNG has been taken aboard.
Bergen gas engines have a high thermal
efciency, and it is claimed that emissions
are actually lower at lowengine loads the
reverse of the situation with most diesel en-
gines. The C-series can accept rapid changes
in load and ofer a high power density, espe-
cially attractive to vessels such as those used
in ofshore work and towage.
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fairplay.co.uk/newbuildings
tric propu
stemhas an efective gas tank capac
ab abou out 200m
3
, corresponding to 1020
op oper eratio ionn on gas alone, depending on t
ac actu tual al oope pera rati ting prole. The 96m-long
Cr Crus usad ader er wi will ll bbee de deployed in the North
un unde dert rtak akin ingg tr tran ansp spor ort, supply and servi
du duti ties es bbet etwe ween en oons nsho hore re supply bases an
of ofsho hore re ddri rill llin ingg si site tes. s. The he ves essel is also
fo forr oi oill re reco cove very ry.
Po Powe wer is is ddel eliv iver ered ed ffro rommfo four ur mmai ain gen-
se sets ts,, ba base sedd on on ttwo wo BBer erge genn ga gass en engi gine ness an and
tw two Be Berg rgen en ddie iese sels ls, ea each ch ddri rivi ving ng MMar arel elli li
al alte tern rnat ator ors. s. TThe he ppri rime me mmov over erss co cons nsis istt of of
tw twoo ni nine ne-c -cyl ylin inde derr mo mode dels ls ooff th thee C2 C26: 6:33 33
ga ga gas en engi gine ne,, ra rate tedd at at 22,1 ,190 90kW kWapi piec ece, e, aand nd
tw twoo si six- x-cy cyli lind nder er CC25 25:3 :333 di dies esel els, s, eeac achh
of of 11,9 ,920 20kW kW. Pr Prop opul ulsi sive ve eeffec ectt is is
de deli live vere redd by by ttwo wo AAzi zipu pull ll tthr hrus uste ters rs
ab abso sorb rbin ingg aa ma maxi ximu mumm2, 2,50 500k 0kWW
in in eeac achh ca case se and nd iinc ncor orpo pora rati ting ng
fo forw rwar ard, d, ppul ulli ling ng-t -typ ypee pr prop opel el-
le lers rs. Th The au auxi xili liar aryy ou out ttt
co comp mpri rise sess aa sw swin ing- g-up up
wi wi
co co
of of
to to
in in in
Shift to gas: platform supply vessel Island
Crusader uses two lean-burn gas engines and
two diesels in her electric propulsion system.
NEWBUILDINGS: notable newbuildings
E
arlier this year Norways state-owned
oil company Statoil announced that
it, together with partner ExxonMobil,
had made a signicant gas discovery ofthe
coast of east Africa when they drilled the
Zafarani exploration well.
Statoil revealed that it had found up to
5Mft
3
of gas, making this the companys
fth-largest discovery in the previous 12
months. Speaking at the time that the nd
was announced, TimDodson, Statoils execu-
tive vice-president for exploration, said the
discovery was the rst Statoil-operated one
in east Africa and was an important event
for the future development of the Tanzanian
gas industry.
Not long afterwards, BGGroup conrmed
its fourthTanzanian gas discovery fromthe
Jodari-1 exploration well located in Block 1
ofshore southernTanzania. A partnership
of BGGroup and Ophir Energy plc have had
exploration successes in all four wells so far
drilled inTanzania, Jodari-1 being located
around 39kmofthe south coast of Tanzania
in a water depth of 1,150m. More recently
still, BGGroup has entered the Kenyan mar-
ket and completed an initial seismic survey
in the countrys waters. Its rst step was to
address the risk of piracy there by subcon-
tracting security services fromDrumCussac,
supported by Kenyan Navy personnel.
These announcements have served to
highlight the opportunities that exist ofeast
Africa, and other companies drilling there
include Eni and Anadarko. A potentially lucra-
tive newmarket is opening up for ofshore
support vessels to support rigs in the area.
The harsh, deepwater environment ofeast
Africa means that powerful, sophisticated
tonnage is needed. At present, only a few
support vessels are operating there compared
with other well-known oil and gas provinces,
but as demand increases, more are likely to
move to the region. Those vessels will need
to be large, powerful and sophisticated, and
their owners and operators will need to bear
another factor in mind the threat of piracy.
Anecdotal evidence suggests that because
Tanzania and other countries that potentially
possess oil and gas reserves are so close to
Somalia, many owners think twice about
deploying their vessels to the region. Indeed,
Somali pirates have already tried to attack
much larger, more easily defended ofshore
units such as Ocean Rig Poseidon, which was
being operated on behalf of Petrobras when
it came under attack in October 2011. Fortu-
nately for all concerned, the onboard security
measures, together with assistance fromthe
Tanzanian Navy, were sufcient to prevent
the attack being successful.
Owners planning to deploy ofshore sup-
port vessels to the region need to undertake a
thorough risk assessment before doing so and
should have procedures and protocols in place
to deal with the likely security threats. They
will probably need to adapt their vessels to
enable themto withstand a possible attack.
If they calculate that the risk is worth
taking, they could followthe example of
Stanford Marine, part of UAE-based Stanford
Marine Group (SMG), which was awarded a
Buzzard protected against predators
East Africa is emerging as a potentially important area for offshore oil and gas exploration,
but the vessels working there need protection against pirate attack
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Stanford Buzzard has
been modied to
withstand pirate attacks
NEWBUILDINGS: notable newbuildings
contract by BGInternational Tanzania (BG
Tanzania) for the platformsupply vessel
(PSV) Stanford Buzzard.
The time charter contract for the newly
delivered vessel, valued at $36M, sees the
environment-friendly, DP class 2 unit work-
ing in an area that has witnessed pirate activ-
ity in the recent past. It will be supporting
BGTanzanias 4-8 exploration and appraisal
wells, which are located in Blocks 1, 3 and
4 of the Maa Deep ofshore basin and the
northern portion of the Ruvuma Basin. The
contract highlights the expansion plans of
Stanford Marine into African waters, and to
support its Tanzanian operations the com-
pany opened a satellite ofce in Mtwara, near
the border with Mozambique.
Stanford Buzzard is the rst of two large
PSVs built by Fujian Mawei Shipbuilding in
China for SMG, with Stanford Hobby follow-
ing later this year. To ensure the security of
both vessel and crewin pirate-infested wa-
ters, it includes a secure citadel fromwhich
the vessel can be controlled even while under
pirate attack.
The 5,000dwt Stanford Buzzard is an MMC
887 design fromMMCShip Design in Poland
and has an overall length of 87moverall and
breadth of 18.8m. It four Cummins QSK60-
D(M) main engines each develop 1,900kW.
The vessel has two 2,000kWstern thrust-
ers and is also equipped with a 910kWbow
thruster and a retractable thruster of 800kW,
both of which were supplied by Rolls-Royce.
With its diesel-electric machinery, this
vessel has signicantly lower fuel consump-
tion and CO
2
emissions compared to a
conventional design, illustrating Stanford
Marines eforts to reduce its carbon foot-
print, declared Elias Nassif, CEOof Stanford
Marine Group.
He explained that the vessel was designed
with deepwater ofshore supply operations
in mind and can carry 3,500 tonnes of cargo.
It is provided with 1,000m
3
of deck space,
while crewbenet fromcomfortable, well-
nished accommodation, mostly in the form
of one- and two-person cabins with modern
en suite facilities.
After delivery to Stanford Marine, Stanford
Buzzard sailed to a yard in China to undergo
several security upgrades before proceeding
to Tanzania. The upgrades included the instal-
lation of blast-proof windows, netting de-
signed to counter rocket-propelled grenades
(RPGs), armour bullet-proong with ceramic
material and a citadel capable of safely accom-
modating all of the personnel and allowing
themto maintain control of the vessel and
the onboard communications froma hard-
ened location that pirates cannot breach.
Other important upgrades to Stanford
Buzzard include security cages designed to
prevent easy access fromone level of the
accommodation to another. There is also a
drop gate to prevent intruders fromthe low-
er levels gaining access to the wheelhouse
fromthe exterior of the vessel. The RPG net
runs around the exterior of the wheelhouse
deck and is designed to disarma grenade
before it is able to hit the wheelhouse deck.
Blast-proof lmhas been tted to all of the
windows in the wheelhouse to prevent inju-
ries fromshattered glass in the wheelhouse,
and soft armour steel boxes have been tted
around the railings surrounding the wheel-
house deck to protect personnel on the bridge
frombullets and to act as a shield for armed
guards should they need to engage pirates.
Drop bolts have been tted on all doors
leading fromthe wheelhouse to the citadel to
prevent easy access to the main stairway and
the citadel, and steel plates have been tted
on all windows on doors that lead into the ac-
commodation so that pirates cannot tamper
with door locks or look in to the accommoda-
tion fromoutside.
Steel gates have been tted at the entranc-
es between escape hatches, steering room,
tank room, engine roomand bowthruster
compartment to prevent easy access into the
accommodation fromthe engine room, and
steel bars have been tted to windows around
the accommodation on the PSV. Soft armour
mattresses have also been provided to the
wheelhouse to provide bulletproof protec-
tion. Each crewmember has been provided
with a bulletproof vest and helmet for use
when the vessel is under attack.
All of the internal doors on Stanford Buz-
zard have been reinforced with steel plates
to prevent easy damage and, in addition to
standard door locks, supplementary locking
arrangements have been included to ensure
that doors leading to the citadel are secure at
all times.
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General arrangement Stanford Buzzard
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Security cages have been tted to prevent easy access
from one part of the ship to another
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Stanford Buzzard was tted with a
range of protective measures
NEWBUILDINGS: eet analysis
F
or some time Solutions has been car-
rying regular monthly reports on a
specic country or region and on a
particular vessel type. During that period
we combined our July and August issues, but
nowthat we have returned to publishing
every month, and so as to maintain an annual
comparison, the analysis section this month
looks at the combined output of yards over
the past 10 years.
In the rst fewyears of the 21st century
fewwould have predicted the massive boom
in ordering that was to take place. Certainly,
there was good reason to expect a big increase
in tanker construction brought about by the
accelerated phase-out of single-hull tankers,
but beyond that there were no other manda-
tory regulation issues that seemed to herald
an increase in demand for other ship types. It
is fair to say that in the aftermath of the Twin
Towers outrage in September 2001 most
economic experts were predicting a fall-ofin
world trade.
In fact, not only did world trade not de-
crease but it reached levels that confounded
all predictions. A sudden increase in demand
for goods and commodities in many coun-
tries particularly China, Russia and India
drove a demand for shipping capacity that
exceeded supply.
Encouraged by that demand, traditional ship
operators ordered newvessels and were joined
by nancial institutions and capital that saw
the potential for prot fromowning but not
operating ships. Others, too, sawan opportu-
nity to cashin, withthe result that repair yards
switched to building and greeneld shipyards
sprang up rapidly in India and elsewhere.
Had it not been for the economic crash of
2008, the crisis of over-tonnaging in almost
Lean times ahead
for yards
With our return to publishing 12 issues a year after some
years, Solutions analysis of shipbuilding takes a different
form for this month only
every sector of shipping and the spectre of
deserted building docks would simply be the
stufof nightmare rather than an uncomfort-
able reality.
Looking only at cargo, passenger and
ofshore ships, in the 10 years from1 January
2003 to the end of this year an astonishing
25,940 ships will have been completed (as-
suming all of those scheduled with a 2012
delivery date are completed on time). The
likelihood of all this years due ships being
delivered according to schedule is remote,
but if they are then 2012 will probably set
a record in terms of annual ship production,
with more than 4,000 being built. To date,
the most productive year in terms of ship
numbers was 2010, when 3,177 vessels were
handed over.
The rate of annual deliveries increased
steadily over the decade, from1,455 ships in
2003 to 2010, but has since declined. How-
ever, it is the forward orderbook that must
be of biggest concern to builders and a source
of relief to operators. Assuming no cancella-
tions and all 2,259 of the as-yet uncompleted
2012-scheduled ships being delivered in the
remaining months, the 1,983 vessels expect-
ed in 2013 are under half this years total.
Looking further ahead, the picture
becomes bleaker still for builders, as
only 638 ships are expected in 2014,
158 the following year and just 34
ships booked for delivery in 2016
and beyond.
That is a complete reversal of the
situation ve years ago when potential
buyers of newbuildings were lucky to nd a
slot less than three or four years in advance.
Orderbook (nos)
1: Bulkers ................. 1,920
2: Car carriers ............... 39
3: Container................. 543
4: Other dry ................. 784
5: Offshore .................. 955
6: Passenger ............... 127
7: Tankers ................ 886
8: Gas carriers ...........180
Emma Maersk personies the
trend towards ever larger box
ships over the last decade
D
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NEWBUILDINGS: eet analysis
Orderbook (dwt)
1: Bulkers 151,511,109
2: Car carriers 661,294
3: Container* 43,447,446
4: Other dry 9,969,882
5: Offshore 9,648,993
6: Passenger** 241,354
7: Tankers 64,876,006
8: Gas carriers*** 8,476,962
* 3,689,408teu ** 2,494,228gt *** 15,076,338m
3
Ship production
0
1000
2000
3000
4000
5000
s
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50
100
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2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016
d
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Actual
Projected
Total dwt
That backlog almost certainly explains why
this year, coming at a similar period after the
crash of 2008, has the largest orderbook ever.
Under the present circumstances it is
difcult to foresee when or even if shipbuild-
ing will recover to the level prevailing at the
turn of the century. World population growth
should imply a growth in trade, but altering
trade patterns will inevitably afect shipping
in ways that are still uncertain. As examples,
the owof oil to Europe and the USA from
the Middle East and west Africa is declining
and newmarkets are being found for con-
sumer goods as the middle classes inAsia and
Africa expand. The worlds fastest-growing
economies are becoming concentrated in
Africa, so the owof goods and commodities
to and fromthe continent may well be one of
the fewbright spots for shipping in the com-
ing decades.
Regulation also has a big efect on shipbuild-
ing and, as mentioned, the demise of single-
skin tankers was one of the initial spurs to
growth. No similar changes are on the horizon,
and engine-makers seemto be well in control
of the emissions issue save for CO
2
.
The amount of CO
2
emitted correlates
directly to the amount of fuel burned and
that in turn depends on the efciency of the
engine and the speed at which the ship is
intended to operate. Slowsteaming reduces
the gure dramatically. But in the event of an
upturn in world trade the quickest means of
matching capacity to demand is by speeding
up, which is a strategy that may not be avail-
able to future generations of vessels.
Next year sees the coming into force of
EEDI rules for some ship types, although
even that is subject to the possibility of waiv-
ers by individual ag states. Once it is in force,
it is generally anticipated that restricting
maximumspeed will be the easiest means by
which to comply. As time progresses the EEDI
rating becomes stricter and will conceivably
be met by even slower ships and ships built
fromdiferent, lighter materials.
With fewer than 3,000 ships in the post-
2012 orderbook most of which will not be
subject to EEDI because work has already be-
gun on themor the ship type is not subject to
the newregime the competition between
the neweco-friendly ships and the existing
eet is hardly likely to be to the detriment of
ships nowtrading or due to be delivered soon.
Even if the newer EEDI-compliant vessels are
much more fuel-efcient, any improvement
in market conditions will mean that opera-
tors of older vessels will still dominate the
market and freight rates will be dictated by
their ability to meet demand.
Over the past decade, very fewship types
have not seen an increase in the number of
newbuildings, but output of some types has
grown much faster than others. Container
ships are one example and bulk carriers
another. Demand for container carriers was
driven by a complex set of factors: primarily,
there was a need to meet growing demand,
but the search for economies of scale was also
behind a substantial size increase, while the
desire to maintain market share meant that
each operator had to match the ordering pace
set by competitors.
It is quite sobering to think that in 2003,
the number of container ships with a capac-
ity exceeding 8,000teu could be counted on
the ngers of one hand. Four of these were
Maersk Line vessels Axel Mrsk, Anna
Mrsk, Arnold Mrsk and Arthur Mrsk, all
of a declared 8,272teu capacity. As with so
many Maersk ships, the capacity gure was
probably understated and it is not unusual to
see a capacity quoted in excess of 9,000teu
for these ships.
Having set the trend for large container
ships, Maersk has maintained it since with
the Emma Mrsk class in 2006 and the Triple
E ships of 18,300teu capacity nowunder con-
struction. Other owners have played catch-up
and there are now289 ships of 10,000teu
and above either in service or on order.
Bulker demand has been driven mostly by
increased demand for coal and ores. While
there is undeniably an excess of capacity, the
situation could have been much worse had
it not been for most operators adopting a
strategy of delaying scrapping of older vessels
during the boomyears.
In the tanker sector, growth factors include
the phase-out of single-skin ships and also
increased demand for newchemical and
product tankers, which is where most of the
growth in terms of numbers has occurred.
Included here too are LNGcarriers, demand
for which mushroomed over the decade and
is nowlooking to enter a second era of growth
as LNGreplaces oil as the fuel of choice for
power production around the world.
Midway through 2012 it would appear that
demand for all ship types has been sated with
the possible exception of ofshore-related
vessels. The diverse range of ships that fall
into this category AHTSs, PSVs, OSVs,
FPSOs and the like account for a fair propor-
tion of ships on order and are targeted by
builders as the best opportunity for the near
to mid-termfuture.
fs
NEWBUILDINGS: data
SUMMARY OF ON-ORDER VESSEL NUMBERS
Cumulative total of all known orders at world shipyards
Country of domicile No. Total dwt* Gen C Cont Tank Bulk Pass Misc Ro-Ro Reef Comb Offs
China 488 25,912,622 34 58 75 281 1 17 1 - - 21
Unknown 808 25,592,635 146 13 104 268 23 174 9 4 - 67
Japan 372 24,848,975 19 10 81 225 6 15 12 3 - 1
Liberia 152 15,738,697 - 9 61 81 - 1 - - - -
Hong Kong 188 15,688,520 11 20 29 111 - 8 1 - - 8
Korea (South) 155 12,652,725 25 34 21 55 - 4 8 - - 8
Chinese Taipei (Taiwan) 129 11,951,682 1 63 1 58 - 5 1 - - -
Singapore 434 11,688,300 26 23 67 89 1 33 5 - - 190
United Kingdom 151 10,254,645 5 20 26 59 5 7 - - - 29
Bermuda 112 9,735,852 - 4 53 42 4 1 - - - 8
Germany 235 9,718,391 62 84 12 56 8 4 2 - - 7
Brazil 137 9,581,465 1 3 30 19 5 5 - - - 74
Panama 133 9,258,626 2 11 21 91 2 3 - - - 3
United States of America 229 7,142,038 5 26 27 14 6 31 1 - - 119
Denmark 99 6,487,824 4 28 26 16 4 3 2 - - 16
Greece 87 5,879,207 - 7 34 37 1 2 5 - - 1
Marshall Islands 99 5,863,330 2 8 31 45 - 1 1 - - 11
Turkey 161 5,354,931 22 1 60 57 4 12 4 - - 1
Iran 52 4,839,980 7 4 19 10 - 2 8 - - 2
Norway 271 4,038,850 26 4 32 8 13 37 12 - - 139
Switzerland 56 3,757,290 2 24 2 10 1 2 - - - 15
France 119 3,322,820 - 13 5 23 1 6 3 - - 68
India 122 2,640,325 21 4 4 36 5 18 - - - 34
Israel 21 2,347,338 - 17 - 4 - - - - - -
Italy 45 2,099,917 2 - 16 7 4 5 3 - - 8
Oman 11 1,996,700 - - 2 4 2 3 - - - -
Russia 88 1,987,249 18 - 46 2 1 14 2 - - 5
United Arab Emirates 64 1,811,364 - - 11 11 - 10 5 - - 27
Kuwait 11 1,789,100 - - 11 - - - - - - -
Monaco 20 1,738,620 - - 17 2 - 1 - - - -
Netherlands 166 1,430,039 74 2 19 8 - 42 - - - 21
Canada 33 1,210,060 - - 1 27 2 2 1 - - -
Venezuela 23 1,186,625 - - 17 - 1 2 3 - - -
Vietnam 103 1,169,874 57 5 13 25 - 1 - - - 2
Cyprus 46 1,150,540 8 6 3 8 - 7 - - - 14
Virgin Islands (British) 29 1,117,700 1 - 2 13 1 3 - - - 9
Belgium 26 1,074,780 1 4 6 10 - 4 - - - 1
Thailand 30 892,064 1 - 3 21 - 2 - - - 3
Saudi Arabia 42 821,000 - 6 5 5 - 11 - - - 15
Ireland 21 556,000 7 - 4 8 - 2 - - - -
Cayman Islands 35 547,126 - - - 7 - 10 - - - 18
Sweden 18 501,400 - - 15 - - 3 - - - -
Croatia 7 448,800 - - 2 5 - - - - - -
Mexico 17 403,474 - - 8 - - 3 - - - 6
Philippines 12 361,105 - - 3 9 - - - - - -
Poland 4 330,400 - - - 4 - - - - - -
Indonesia 43 304,030 4 1 15 - 2 7 8 - - 6
Malta 14 303,944 3 - 2 2 1 6 - - - -
Ethiopia 9 279,000 7 - 2 - - - - - - -
Malaysia 122 266,728 12 - 2 1 2 20 17 - - 68
Liechtenstein 9 258,000 - 7 2 - - - - - - -
Madeira 2 158,000 - - 1 - - 1 - - - -
Chile 7 142,600 - 1 2 - - 4 - - - -
St Vincent 2 136,600 - - - 2 - - - - - -
NEWBUILDINGS: data
Isle of Man 10 115,000 - 2 - - - 7 - - - 1
Bahamas 4 75,000 - - - 2 - 1 - - - 1
Ukraine 11 67,140 4 - 1 1 - 4 - - - 1
Bulgaria 1 55,800 - - - 1 - - - - - -
Iraq 3 52,500 3 - - - - - - - - -
Barbados 3 49,500 - - 3 - - - - - - -
Romania 1 40,400 - - 1 - - - - - - -
Lebanon 1 37,000 - - - 1 - - - - - -
Montenegro 1 35,000 - - - 1 - - - - - -
Estonia 9 34,400 8 - - - - 1 - - - -
Iceland 3 24,400 - 2 - - - 1 - - - -
Finland 8 21,000 - - - - 5 1 2 - - -
South Africa 2 18,000 1 - - - - 1 - - - -
Papua New Guinea 5 17,500 1 1 - 3 - - - - - -
Greenland 5 14,700 4 1 - - - - - - - -
Portugal 1 13,000 1 - - - - - - - - -
Egypt 21 11,350 - - - - 3 17 1 - - -
Guernsey 3 11,000 - - 1 - - 1 - - - 1
Australia 19 10,595 - - 6 - 3 5 3 - - 2
Azerbaijan 5 10,000 - - - - - 1 2 - - 2
Argentina 5 8,400 - - 2 - - - - - - 3
Curacao 2 8,400 1 - - - - - - - - 1
Bangladesh 4 5,200 - - 4 - - - - - - -
Algeria 4 - - - - - - 4 - - - -
Angola 6 - - - - - - 5 - - - 1
Canary Islands 1 - - - - - - 1 - - - -
Cape Verde Islands 1 - - - - - 1 - - - - -
Colombia 1 - - - - - - 1 - - - -
Cuba 1 - - - - - - 1 - - - -
French Polynesia 1 - - - - - 1 - - - - -
Luxembourg 4 - - - - - - 3 - - - 1
Mauritius 2 - - - - - - - - - - 2
Morocco 1 - - - - - - 1 - - - -
New Zealand 2 - - - - - - 2 - - - -
Nigeria 2 - - - - - - - - - - 2
Peru 11 - - - - - - 11 - - - -
Qatar 9 - - - 1 - - - - - - 8
Reunion 1 - - - - - - 1 - - - -
Spain 8 - - - - - - 8 - - - -
Trinidad & Tobago 1 - - - - - - - - - - 1
Turkmenistan 1 - - - - - - - - - - 1
Total 6,053 271,505,192 639 526 1,070 1,885 119 632 122 7 0 1,053
* Total numbers here include vessels of unknown deadweight. Passenger, miscellaneous and offshore vessels are excluded in the calculation of a total deadweight due to the difculty of obtaining their deadweight and the
fact that gt is a more commonly used measure for these three categories.
When tomorrow comes
Face the future with predictability, and in compliance.
www.wilhelmsen.com/liferaftrental Liferaft Rental. No delays, no surprises.
Country of domicile No. Total dwt* Gen C Cont Tank Bulk Pass Misc Ro-Ro Reef Comb Offs
New orders by country of build
Country of build Dry Cargo Container Tanker Bulker Ro-Ro Totals
No dwt No dwt No dwt No dwt No dwt No dwt
China - - 9 357,000 8 407,600 15 815,400 - - 32 1,580,000
Korea(South) - - 4 600,000 6 560,072 - - - - 10 1,160,072
Philippines - - 5 311,460 - - - - - - 5 311,460
Japan - - - - 6 163,892 - - - - 6 163,892
ChineseTaipei (Taiwan) - - - - - - 2 70,000 - - 2 70,000
Vietnam 1 3,000 - - - - 1 10,550 - - 2 13,550
Total 1 3,000 18 1,268,460 20 1,131,564 18 895,950 0 0 57 3,298,974
New orders by country of owner
Country of owner Dry Cargo Container Tanker Bulker Ro-Ro Totals
ChineseTaipei (Taiwan) - - 4 600,000 - - 4 233,200 - - 8 833,200
UnitedStatesof America - - - - 3 362,800 4 112,000 - - 7 474,800
Germany - - 5 311,460 - - 2 71,400 - - 7 382,860
UnitedKingdom - - 5 310,000 - - - - - - 5 310,000
Sweden - - - - 6 300,000 - - - - 6 300,000
China - - 4 47,000 - - 3 213,600 - - 7 260,600
HongKong - - - - - - 4 255,200 - - 4 255,200
Japan - - - - 5 163,200 - - - - 5 163,200
Norway - - - - 2 107,600 - - - - 2 107,600
Liberia - - - - 1 91,500 - - - - 1 91,500
Bermuda - - - - 1 79,652 - - - - 1 79,652
Switzerland - - - - 1 26,120 - - - - 1 26,120
Vietnam - - - - - - 1 10,550 - - 1 10,550
Unknown 1 3,000 - - 1 692 - - - - 2 3,692
Total 1 3,000 18 1,268,460 20 1,131,564 18 895,950 0 0 57 3,298,974
Vessel types on-order by country of build
Country of build Dry Cargo Container Tanker Bulker Ro-Ro Totals
China 232 4,178,565 200 11,056,592 348 25,432,244 1,014 80,050,319 15 156,360 1809 120,874,080
Korea(South) 41 1,669,800 245 26,800,985 350 34,531,362 175 15,876,796 15 314,084 826 79,193,027
Japan 50 664,565 11 805,314 113 4,865,137 518 41,917,600 21 300,074 713 48,552,690
Philippines - - 13 860,260 3 321,415 48 5,333,628 - - 64 6,515,303
Brazil 1 10,900 3 113,400 50 3,587,165 2 160,000 - - 56 3,871,465
Vietnam 95 489,348 7 91,021 25 372,005 54 1,857,700 4 42,663 185 2,852,737
ChineseTaipei (Taiwan) 1 8,700 30 2,109,900 1 6,500 2 70,000 - - 34 2,195,100
India 31 131,355 - - 4 6,758 57 1,959,200 5 25,470 97 2,122,783
Iran 3 3,000 4 119,480 9 710,800 - - 8 9,950 24 843,230
Romania 13 43,890 4 452,000 10 111,150 3 228,860 - - 30 835,900
Turkey 20 152,125 6 66,500 50 369,383 2 38,000 2 3,500 80 629,508
UnitedStatesof America 4 199,288 - - 5 370,520 - - 1 26,600 10 596,408
Russia 22 143,096 - - 48 438,602 - - 2 560 72 582,258
Croatia 3 33,200 - - 7 167,815 3 156,100 2 10,000 15 367,115
Indonesia 6 25,350 1 4,180 13 105,400 2 104,600 10 10,800 32 250,330
Germany 11 103,300 1 8,400 2 8,000 - - 6 78,308 20 198,008
Netherlands 29 183,308 - - 4 6,300 - - - - 33 189,608
Bangladesh 32 174,300 - - 4 5,200 - - - - 36 179,500
Argentina - - - - 5 117,400 2 35,664 - - 7 153,064
NEWBUILDINGS: data
NEWBUILDINGS: data
Bulgaria 5 29,540 - - - - 1 55,800 - - 6 85,340
Ukraine 12 50,370 - - 4 29,780 - - - - 16 80,150
Malaysia 3 28,500 - - 1 2,500 1 7,618 25 29,210 30 67,828
Portugal - - - - 2 54,000 - - - - 2 54,000
Poland 9 41,980 - - 1 8,000 - - - - 10 49,980
Italy 1 13,000 - - 3 32,850 - - - - 4 45,850
Lithuania 8 34,400 - - - - - - - - 8 34,400
CzechRepublic 9 26,750 - - 1 2,500 - - - - 10 29,250
Egypt - - - - 1 2,700 - - 1 11,350 2 14,050
Thailand 1 1,100 - - 2 6,800 - - - - 3 7,900
Serbia 3 7,250 - - - - - - - - 3 7,250
Unknown - - - - 1 6,800 - - - - 1 6,800
Spain - - - - - - 1 5,000 - - 1 5,000
Israel 1 4,850 - - - - - - - - 1 4,850
Singapore - - 1 4,000 - - - - - - 1 4,000
Cuba - - - - - - - - 3 2,625 3 2,625
Greece - - - - 1 1,750 - - - - 1 1,750
UnitedKingdom - - - - 1 1,305 - - - - 1 1,305
Australia - - - - - - - - 1 400 1 400
France - - - - - - - - 1 350 1 350
Qatar - - - - 1 - - - - - 1 -
Total 646 8,451,830 526 42,492,032 1,070 71,682,141 1,885 147,856,885 122 1,022,304 4,249 271,505,192
Vessel types on-order by country of ag
Country of ag Dry Cargo Container Tanker Bulker Ro-Ro Totals
Panama 41 783,692 41 4,398,655 76 7,333,947 506 40,994,800 7 135,010 671 53,646,104
HongKong 34 1,013,690 75 6,544,540 43 4,129,320 242 18,920,403 - - 394 30,607,953
Unknown 28 500,075 32 2,087,600 43 3,431,996 242 20,783,092 7 105,700 352 26,908,463
Liberia 5 158,300 118 9,420,077 90 7,945,663 96 7,098,258 2 25,560 311 24,647,858
Singapore 21 542,000 74 6,263,482 103 5,524,583 98 11,151,689 11 98,550 307 23,580,304
Marshall Islands 22 882,870 9 384,600 73 6,691,009 105 9,979,968 3 45,170 212 17,983,617
Malta 29 420,988 7 372,000 81 10,008,073 66 4,455,068 2 26,200 185 15,282,329
China 14 163,628 17 432,800 77 1,602,640 208 12,453,189 1 6,300 317 14,658,557
Greece - - 18 1,451,925 41 4,309,450 38 5,293,700 - - 97 11,055,075
Bahamas - - 3 123,700 38 3,384,640 41 2,373,659 8 115,744 90 5,997,743
Cyprus 30 345,700 8 233,288 10 622,840 44 3,074,850 - - 92 4,276,678
UnitedKingdom 2 20,000 14 1,414,340 6 138,805 14 2,480,150 - - 36 4,053,295
DanishInternational Register 4 6,300 21 3,902,850 2 104,600 - - 2 24,000 29 4,037,750
Brazil 1 10,900 3 113,400 41 3,003,165 2 160,000 - - 47 3,287,465
Germany 8 51,364 23 2,481,570 3 33,000 3 128,400 - - 37 2,694,334
Bermuda - - 4 232,000 32 2,438,636 - - - - 36 2,670,636
Japan 14 29,165 1 2,114 47 1,082,289 10 1,243,480 6 25,824 78 2,382,872
India 21 41,185 4 292,000 4 635,958 23 922,738 - - 52 1,891,881
Italy 2 29,000 - - 15 1,229,031 5 504,000 3 101,200 25 1,863,231
Kuwait - - - - 9 1,564,900 - - - - 9 1,564,900
When tomorrow comes
Turkey 14 105,775 1 12,500 39 287,683 17 985,100 3 34,908 74 1,425,966
NorwegianInternational Register 8 404,000 - - 13 909,000 - - 6 61,300 27 1,374,300
Isleof Man 16 113,425 7 867,800 5 41,918 5 180,000 - - 33 1,203,143
Vietnam 77 388,106 5 74,021 13 309,953 22 398,799 - - 117 1,170,879
Malaysia 12 159,500 - - 4 962,500 1 7,618 17 26,460 34 1,156,078
Netherlands 101 821,308 7 70,940 17 67,565 3 105,000 - - 128 1,064,813
Antigua&Barbuda 61 512,972 9 141,800 1 8,209 4 256,600 - - 75 919,581
France - - 1 186,470 2 52,240 7 523,800 3 25,550 13 788,060
ChineseTaipei (Taiwan) - - 5 522,300 1 6,500 4 233,200 - - 10 762,000
Saudi Arabia - - 6 156,000 4 180,000 5 410,000 - - 15 746,000
Venezuela - - - - 11 678,000 - - 3 2,625 14 680,625
Canada - - - - - - 16 608,560 1 19,400 17 627,960
UnitedStatesof America 4 199,288 - - 5 370,520 - - 1 26,600 10 596,408
Thailand 1 1,100 - - 4 21,850 15 555,000 - - 20 577,950
Norway 8 158,250 - - 4 329,000 - - - - 12 487,250
Russia 23 132,896 - - 40 337,611 - - 2 560 65 471,067
Belgium - - - - 6 311,500 3 133,500 - - 9 445,000
Korea(South) 2 35,500 3 84,000 3 101,300 3 173,000 2 30,180 13 423,980
Ireland 1 14,000 - - 2 100,000 8 300,000 - - 11 414,000
Iran 3 3,000 4 119,480 6 270,550 - - 8 9,950 21 402,980
Denmark - - - - 9 331,995 2 65,000 - - 11 396,995
CaymanIslands - - - - 1 158,000 3 210,000 1 18,900 5 386,900
Croatia - - - - 3 152,610 3 156,100 - - 6 308,710
Barbados 2 10,370 - - - - 5 286,500 - - 7 296,870
Ethiopia 7 196,000 - - 2 83,000 - - - - 9 279,000
Gibraltar 13 49,257 1 10,600 6 64,890 - - - - 20 124,747
FrenchInternational Register - - 3 87,000 - - - - - - 3 87,000
Indonesia 4 1,350 1 4,180 9 66,500 - - 9 10,800 23 82,830
Brunei - - - - 1 73,900 - - - - 1 73,900
Azerbaijan - - - - - - 1 56,000 2 10,000 3 66,000
Vanuatu - - - - - - 1 58,000 - - 1 58,000
Jordan 3 52,500 - - - - - - - - 3 52,500
Belize 1 17,266 - - - - 1 35,000 - - 2 52,266
Chile - - - - 2 48,000 - - - - 2 48,000
St Vincent 1 8,000 - - 1 1,500 2 35,664 1 - 5 45,164
Sweden - - - - 1 39,000 - - - - 1 39,000
Switzerland 2 36,000 - - - - - - - - 2 36,000
Montenegro - - - - - - 1 35,000 - - 1 35,000
Argentina - - - - 3 23,400 - - - - 3 23,400
Luxembourg - - - - 3 22,590 - - - - 3 22,590
Finland - - - - - - - - 2 21,000 2 21,000
Philippines - - - - 3 7,775 6 12,000 - - 9 19,775
PapuaNewGuinea 1 1,500 1 4,000 - - 3 12,000 - - 5 17,500
Portugal - - - - 1 16,500 - - - - 1 16,500
Cambodia 1 16,300 - - - - - - - - 1 16,300
VirginIslands(British) - - - - 1 12,365 - - - - 1 12,365
Egypt - - - - - - - - 1 11,350 1 11,350
Moldova - - - - 1 8,840 - - - - 1 8,840
St Kitts&Nevis - - - - - - 1 8,000 - - 1 8,000
Australia - - - - 5 5,632 - - 3 1,463 8 7,095
Georgia 1 6,180 - - - - - - - - 1 6,180
MadeiraInternational Register 1 5,490 - - - - - - - - 1 5,490
Bangladesh - - - - 4 5,200 - - - - 4 5,200
Ukraine 2 3,640 - - - - - - - - 2 3,640
UnitedArabEmirates - - - - - - - - 5 2,000 5 2,000
Total 646 8,451,830 526 42,492,032 1,070 71,682,141 1,885 147,856,885 122 1,022,304 4,249 271,505,192
NEWBUILDINGS: data
NEWBUILDINGS: data
Vessel types on-order by country of owner
China 34 557,278 58 3,413,630 75 2,813,408 281 19,122,006 1 6,300 449 25,912,622
Unknown 150 1,325,841 13 336,940 104 1,906,442 268 21,905,162 9 118,250 544 25,592,635
Japan 22 203,965 10 651,530 81 4,112,756 225 19,748,100 12 132,624 350 24,848,975
Liberia - - 9 291,282 61 9,086,681 81 6,360,734 - - 151 15,738,697
HongKong 11 167,100 20 2,511,210 29 3,382,190 111 9,617,520 1 10,500 172 15,688,520
Korea(South) 25 1,241,650 34 2,751,338 21 3,900,182 55 4,606,215 8 153,340 143 12,652,725
ChineseTaipei (Taiwan) 1 13,500 63 6,221,275 1 6,500 58 5,697,407 1 13,000 124 11,951,682
Singapore 26 699,500 23 975,854 67 3,827,560 89 6,172,386 5 13,000 210 11,688,300
UnitedKingdom 5 42,625 20 1,382,800 26 1,093,005 59 7,736,215 - - 110 10,254,645
Bermuda - - 4 232,000 53 6,735,602 42 2,768,250 - - 99 9,735,852
Germany 62 803,881 84 5,518,958 12 125,500 56 3,244,492 2 25,560 216 9,718,391
Brazil 1 10,900 3 113,400 30 2,497,165 19 6,960,000 - - 53 9,581,465
Panama 2 38,500 11 670,538 21 2,009,719 91 6,539,869 - - 125 9,258,626
UnitedStatesof America 5 49,288 26 3,341,840 27 2,696,910 14 1,027,400 1 26,600 73 7,142,038
Denmark 4 14,000 28 4,545,810 26 1,127,895 16 776,119 2 24,000 76 6,487,824
Greece - - 7 404,380 34 2,451,960 37 2,922,893 5 99,974 83 5,879,207
Marshall Islands 2 102,000 8 601,468 31 2,078,262 45 3,078,100 1 3,500 87 5,863,330
Turkey 22 162,579 1 12,500 60 1,971,646 57 3,173,298 4 34,908 144 5,354,931
Iran 7 115,000 4 119,480 19 4,245,550 10 350,000 8 9,950 48 4,839,980
Norway 26 872,400 4 134,400 32 2,183,010 8 727,400 12 121,640 82 4,038,850
Switzerland 2 36,000 24 3,182,850 2 52,240 10 486,200 - - 38 3,757,290
France - - 13 1,643,910 5 141,060 23 1,512,300 3 25,550 44 3,322,820
India 21 41,185 4 292,000 4 635,958 36 1,671,182 - - 65 2,640,325
Israel - - 17 2,019,338 - - 4 328,000 - - 21 2,347,338
Italy 2 32,000 - - 16 1,461,661 7 505,056 3 101,200 28 2,099,917
Oman - - - - 2 396,700 4 1,600,000 - - 6 1,996,700
Russia 18 112,706 - - 46 1,723,983 2 150,000 2 560 68 1,987,249
UnitedArabEmirates - - - - 11 1,142,900 11 666,464 5 2,000 27 1,811,364
Kuwait - - - - 11 1,789,100 - - - - 11 1,789,100
Monaco - - - - 17 1,379,620 2 359,000 - - 19 1,738,620
Netherlands 74 809,857 2 24,900 19 120,482 8 474,800 - - 103 1,430,039
Canada - - - - 1 48,580 27 1,142,080 1 19,400 29 1,210,060
Venezuela - - - - 17 1,184,000 - - 3 2,625 20 1,186,625
Vietnam 57 314,701 5 74,021 13 309,953 25 471,199 - - 100 1,169,874
Cyprus 8 60,400 6 257,800 3 312,840 8 519,500 - - 25 1,150,540
VirginIslands(British) 1 16,300 - - 2 33,000 13 1,068,400 - - 16 1,117,700
Belgium 1 5,280 4 206,000 6 311,500 10 552,000 - - 21 1,074,780
Thailand 1 1,100 - - 3 14,500 21 876,464 - - 25 892,064
Saudi Arabia - - 6 156,000 5 255,000 5 410,000 - - 16 821,000
Ireland 7 56,000 - - 4 200,000 8 300,000 - - 19 556,000
CaymanIslands - - - - - - 7 547,126 - - 7 547,126
Sweden - - - - 15 501,400 - - - - 15 501,400
Croatia - - - - 2 100,000 5 348,800 - - 7 448,800
Mexico - - - - 8 403,474 - - - - 8 403,474
Philippines - - - - 3 7,775 9 353,330 - - 12 361,105
When tomorrow comes
NEWBUILDINGS: data
Poland - - - - - - 4 330,400 - - 4 330,400
Indonesia 4 1,350 1 4,180 15 287,700 - - 8 10,800 28 304,030
Malta 3 31,044 - - 2 14,900 2 258,000 - - 7 303,944
Ethiopia 7 196,000 - - 2 83,000 - - - - 9 279,000
Malaysia 12 159,500 - - 2 76,400 1 7,618 17 23,210 32 266,728
Liechtenstein - - 7 154,000 2 104,000 - - - - 9 258,000
Madeira - - - - 1 158,000 - - - - 1 158,000
Chile - - 1 94,600 2 48,000 - - - - 3 142,600
St Vincent - - - - - - 2 136,600 - - 2 136,600
Isleof Man - - 2 115,000 - - - - - - 2 115,000
Bahamas - - - - - - 2 75,000 - - 2 75,000
Ukraine 4 24,300 - - 1 8,840 1 34,000 - - 6 67,140
Bulgaria - - - - - - 1 55,800 - - 1 55,800
Iraq 3 52,500 - - - - - - - - 3 52,500
Barbados - - - - 3 49,500 - - - - 3 49,500
Romania - - - - 1 40,400 - - - - 1 40,400
Lebanon - - - - - - 1 37,000 - - 1 37,000
Montenegro - - - - - - 1 35,000 - - 1 35,000
Estonia 8 34,400 - - - - - - - - 8 34,400
Iceland - - 2 24,400 - - - - - - 2 24,400
Finland - - - - - - - - 2 21,000 2 21,000
SouthAfrica 1 18,000 - - - - - - - - 1 18,000
PapuaNewGuinea 1 1,500 1 4,000 - - 3 12,000 - - 5 17,500
Greenland 4 6,300 1 8,400 - - - - - - 5 14,700
Portugal 1 13,000 - - - - - - - - 1 13,000
Egypt - - - - - - - - 1 11,350 1 11,350
Guernsey - - - - 1 11,000 - - - - 1 11,000
Australia - - - - 6 9,132 - - 3 1,463 9 10,595
Azerbaijan - - - - - - - - 2 10,000 2 10,000
Curacao 1 8,400 - - - - - - - - 1 8,400
Argentina - - - - 2 8,400 - - - - 2 8,400
Bangladesh - - - - 4 5,200 - - - - 4 5,200
Qatar - - - - 1 - - - - - 1 -
Total 646 8,451,830 526 42,492,032 1,070 71,682,141 1,885 147,856,885 1221,022,304 4,249 271,505,192
NEWBUILDINGS: data
When tomorrow comes
NEW ORDERS
All new orders reported since last issue by vessel type, shipyard and owner
Bulker
Shipbuilder Hull No. Shiptype Owner/Operator DWT Engine Engine HP Contract Delivery
Make Design date
Dong Bac Shipbuilding Ind DB-05 Bulker Truong Minh International JSC 10550 0612 0913
Guangzhou Wenchong Shipyard Co Bulker Seaboard Marine Ltd 28000 0612 0315
CSBC Corp, Taiwan Bulker China Steel Express Corp 35000 0612 0114
CSBC Corp, Taiwan Bulker China Steel Express Corp 35000 0612 0314
Samjin Shipbuilding Industries Bulker Oldendorff Carriers GmbH & Co 35700 0612 1213
Samjin Shipbuilding Industries Bulker Oldendorff Carriers GmbH & Co 35700 0612 1013
Nanjing Wujiazui Shipbuilding Bulker Nanjing Hengrui Shipping Co 51000 0612 0114
Jiangsu Yangzijiang Shbldg Co Bulker Jiangsu Steamship Co Ltd 63800 Wartsila 0612 0314
Qingdao Beihai Shipbuilding HI BC8.2-15 Bulker Xiamen Hua Hai Hang Marine 81300 MAN B&W 5S60MC-C8 13752 0612 0113
Qingdao Beihai Shipbuilding HI BC8.2-16 Bulker Xiamen Hua Hai Hang Marine 81300 MAN B&W 5S60MC-C8 13752 0612 0613
Shanghai Jiangnan Changxing HI Bulker Sincere Navigation Corp 81600 0712 0914
Shanghai Jiangnan Changxing HI Bulker Sincere Navigation Corp 81600 0712 0614
Container
Shipbuilder Hull No. Shiptype Owner/Operator TEU Engine Engine HP Contract Delivery
Make Design date
JiangnanShipyardGroupCoLtd Container Ship Shanghai JinjiangShpgCorp 1100 0612 0414
STXDalianShipbuildingCoLtd Container Ship ZodiacMaritimeAgenciesLtd 5000 0612 0914
HHIC-Phil Inc 088 Container Ship SchulteGroup 5100 MANB&W 6G80ME-C9 30856 0612 0214
Hyundai HeavyIndustriesCo 2626 Container Ship EvergreenMarineCorp 13800 MANB&W 11S90ME-C9 73858 0712 1014
NEWBUILDINGS: data
Dry Cargo
Make Design date
Cat TuongTrade&Maritime A5307-01 General CargoShip UnknownOwner 3000 0612 1212
Miscellaneous
Make Design date
PiriouChantiers ResearchVessel UnknownOwner 1500 0612 0615
ASMARShipbuilding&ShipRep 173 LiveFishCarrier UnknownOwner 1780 0612 0713
Offshore
Make Design date
Gulf Craft Inc Crewboat SEACORMarineLLC MTU 16V4000M73L 13312 0612 0413
Gulf Craft Inc Crewboat SEACORMarineLLC MTU 16V4000M73L 13312 0612 0113
ZamakonaAstillerosSA Anchor Handling/Tug/Supply AtlanticOffshoreManagement 2200 0612 0714
Rosetti MarinoSpA 113 Anchor Handling/Tug/Supply AugusteaTowage&Offshore 2750 0612 0514
Universal ShipbuildingCorp SupplyVessel SwirePacificOffshore 3700 0612 0915
ZalivShipyardJSC SupplyVessel BlueShipInvest AS 4150 Caterpillar 3516C 5344 0612 1213
ZalivShipyardJSC 296 SupplyVessel BlueShipInvest AS 4150 Caterpillar 3516C 5344 0612 0413
NamCheongDockyardSdnBhd SafetyStandbyVessel Bumi ArmadaBhd 4500 0612 0914
GondanAstillerosSA SupplyVessel SimonMokster ShippingAS 4500 0612 0814
SimekAS 127 OffshoreMaintenance/UtilityVessel SimonMokster ShippingAS 4500 0612 0514
KlevenVerft AS SafetyStandbyVessel UglandJJ 4800 0612 0213
Myklebust Verft AS SupplyVessel AtlanticOffshoreAS 5000 0712 0114
Myklebust Verft AS SupplyVessel AtlanticOffshoreAS 5000 0712 0714
STXOSVTulceaSA SupplyVessel FarstadSupplyAS 5600 0612 0514
STXOSVVungTauLtd SupplyVessel FarstadSupplyAS 5600 0612 0814
Flensburger SchiffbauGmbH SeismicSurveyVessel WesternGecoFleet Management 6200 0612 0514
BergensGroupBMVAS SurveyShipRovSupport NorthSeaShippingAS 6500 0612 0414
KlevenVerft AS OffshoreMaintenance/UtilityVessel OlympicShippingAS 7350 0612 0713
ZalivShipyardJSC 300 OffshoreSupport Vessel GCRieber ShippingAS 9000 Bergen C25:33L9P 18096 0612 0214
STXOSVTulceaSA OffshoreMaintenance/UtilityVessel SolstadShippingAS 11300 0612 0414
KlevenVerft AS SurveyShipRovSupport EidesvikShippingAS 13500 0612 0614
SamsungHeavyIndustriesCo Drillship ENSCOIntercontinental GmbH 60600 MANB&W 16V32/40 55470 0612 1214
Make Design date
NEWBUILDINGS: data
DaewooShipbuilding&Marine FPSO PETRONAS 85000 0612 0615
Passenger
Shipbuilder Hull No. Shiptype Owner/Operator GT Engine Engine HP Contract Delivery
Make Design date
Cammell LairdShiprepairers 1388 Passenger/VehicleFerry WesternFerriesClydeLtd 500 Cummins QSK19-M 1378 0612 0813
Cammell LairdShiprepairers 1387 Passenger/VehicleFerry WesternFerriesClydeLtd 500 Cummins QSK19-M 1378 0612 0813
KandaShipbuildingCoLtd Passenger/VehicleFerry SadoKisen 5000 0612 0314
Flensburger SchiffbauGmbH 764 Passenger/VehicleFerry CalMacFerriesLtd 6500 0612 0614
Tanker
Make Design date
Shitanoe Zosen KK 1318 Chemical Tanker Unknown Owner 692 0712 0513
Sasaki Shipbuilding Co Ltd 680 Chemical/Oil Tanker AST Inc 1200 Hanshin LH28G 1190 0612 0413
Sasaki Shipbuilding Co Ltd 679 Products Tanker ITOCHU Corp 1900 Daihatsu 6EDM-23 0612 1212
Hakata Zosen KK 757 Products Tanker Taiki Kaiun Co Ltd 2300 Hanshin LA32 0612 0413
Hyundai Mipo Dockyard Co Ltd 8098 LPG Carrier Geogas Trading SA 26120 0612 0114
Guangzhou Shipyard Intl Co Ltd Chemical/Oil Tanker Stena Bulk AB 50000 0712 1014
Guangzhou Shipyard Intl Co Ltd Chemical/Oil Tanker Concordia Maritime AB 50000 0612 0315
Guangzhou Shipyard Intl Co Ltd Chemical/Oil Tanker Concordia Maritime AB 50000 0612 1214
STX Offshore & Shipbuilding 1575 Products Tanker Alterna Capital Partners LLC 50800 0612 0114
Shanghai Jiangnan Changxing HI H1071 LPG Carrier Frontline Management AS 53800 0612 0614
Shanghai Jiangnan Changxing HI H1072 LPG Carrier Frontline Management AS 53800 0612 0914
Mitsubishi Heavy Ind Ltd LNG Carrier Mitsui OSK Lines Ltd 75300 0612 0217
Hyundai Heavy Industries Co 2612 LNG Carrier Tsakos Energy Navigation Ltd 79652 Wartsila 0612 0115
Kawasaki Heavy Industries Ltd LNG Carrier Mitsui OSK Lines Ltd 82500 0612 0216
STX Offshore & Shipbuilding 1671 LNG Carrier Alpha Tankers & Freighters 91500 MAN B&W 9L51/60DF 39292 0612 0315
Samsung Heavy Industries Co 2061 Crude Oil Tanker Chevron Shipping Co LLC 156000 0612 0614
Samsung Heavy Industries Co 2060 Crude Oil Tanker Chevron Shipping Co LLC 156000 0612 0614
Make Design date
When tomorrow comes
PENDING CONTRACTS
All known pending contracts by shiptype arranged by ascending deadweight, gross tonnage or teu
NEWBUILDINGS: data
Bulker
Shipbuilder Status Shiptype Owner/Operator DWT Delivery
Ben Kien Shipbuilding Industry Projected Bulk Cement Carrier Jebsen Skipsrederi AS 16800 0813
Ben Kien Shipbuilding Industry Projected Bulk Cement Carrier Jebsen Skipsrederi AS 16800 0213
Bharati Shipyard Ltd Projected Bulker Unknown Owner 20000 0113
Nokbong Shipbuilding Co Ltd Projected Bulker Primal Shipmanagement Inc 32000 0612
Nokbong Shipbuilding Co Ltd Projected Bulker Primal Shipmanagement Inc 32000 0612
SPP Shipbuilding Co Ltd Projected Bulker DD Shipping Ltd SA 35000 0612
SPP Shipbuilding Co Ltd Projected Bulker DD Shipping Ltd SA 35000 0712
Samho Shipbuilding Co Ltd Projected Bulker Transman Shipmanagers SA 35200 0612
Samho Shipbuilding Co Ltd Projected Bulker Unknown Owner 35200 0912
Samho Shipbuilding Co Ltd Projected Bulker Transman Shipmanagers SA 35200 0612
Samho Shipbuilding Co Ltd Projected Bulker Manta Denizcilik Nakliyat 35200 0612
Samho Shipbuilding Co Ltd Projected Bulker Manta Denizcilik Nakliyat 35200 0612
Samho Shipbuilding Co Ltd Projected Bulker Unknown Owner 35200 0612
Hyundai Mipo Dockyard Co Ltd Projected Bulker Iran Shipping Lines 37000 0114
Dungquat Shipyard Co Ltd Projected Bulker Viet Hai Shipping 54000 0812
STX Dalian Shipbuilding Co Ltd Projected Bulker Ince Denizcilik ve Ticaret AS 57700 0513
STX Dalian Shipbuilding Co Ltd Projected Bulker Ince Denizcilik ve Ticaret AS 57700 0613
STX Offshore & Shipbuilding Projected Bulker Trojan Maritime Inc 58000 1215
STX Offshore & Shipbuilding Projected Bulker Shipping Land Co Ltd 58000 0916
Jiangsu Eastern Heavy Industry Projected Bulker Atlantska Plovidba dd 80300 0912
STX Offshore & Shipbuilding Projected Bulker Interglobal Marine Agencies 81000 0616
STX Offshore & Shipbuilding Projected Bulker Interglobal Marine Agencies 81000 1115
Sungdong Shipbuilding & Eng Projected Bulker Akmar Shipping & Trading SA 82000 0612
Jiangsu New Yangzijiang Shbldg Projected Bulker Fujian Shipping Co 95000 0414
Jiangsu New Yangzijiang Shbldg Projected Bulker Fujian Shipping Co 95000 0714
Yangzhou Dayang Shipbuilding Projected Bulker Crown Ship Ltd 118000 0213
HHIC-Phil Inc Projected Bulker Emarat Maritime LLC 175000 0612
HHIC-Phil Inc Projected Bulker Eregli Denizcilik AS 175000 0612
Qingdao Beihai Shipbuilding HI Projected Bulker Centrans Ocean Shpg Logistics 180000 0513
Tianjin Xingang Shipbuilding Projected Bulker Louis Dreyfus Armateurs SAS 180000 0114
Daehan Shipbuilding Co Ltd Projected Bulker Hanjin Ship Management Co Ltd 180000 0612
NEWBUILDINGS: data
HHIC-Phil Inc Projected Bulker Yasa Shipping Industry 180000 0612
Tianjin Xingang Shipbuilding Projected Bulker Louis Dreyfus Armateurs SAS 180000 0514
Container
Shipbuilder Status Shiptype Owner/Operator TEU Delivery
YangfanGroupCoLtd Projected Container Ship NingboOceanShippingCoLtd 1100 0813
YangfanGroupCoLtd Projected Container Ship NingboOceanShippingCoLtd 1100 0813
Hyundai MipoDockyardCoLtd Projected Container Ship Delmas 1738 0113
STXDalianShipbuildingCoLtd Projected Container Ship ArkasHoldingAS 2900 0213
STXDalianShipbuildingCoLtd Projected Container Ship ArkasHoldingAS 2900 0513
Shanghai ShipyardCoLtd Projected Container Ship NileDutchAfricaLineBV 3500 1212
SungdongShipbuilding&Eng Projected Container Ship Goldenport Shipmanagement Ltd 3610 1212
HHIC-Phil Inc Projected Container Ship CMACGMSATheFrenchLine 3650 0612
Dry cargo
PetersScheepswerf BV Projected General CargoShip UnknownOwner 3750 0613
WesternMarineShipyardLtd Projected General CargoShip SeaConsult 4100 0512
Chowgule&CoPvt Ltd Projected General CargoShip ChowguleSteamshipsLtd 4450 0612
Chowgule&CoPvt Ltd Projected General CargoShip ChowguleSteamshipsLtd 4450 0612
When tomorrow comes
NEWBUILDINGS: data
QingdaoHeshunShipyardCoLtd Projected General CargoShip MarLinkSchiffahrtskontor GmbH 4500 0612
TimbloDrydocksPvt Ltd Projected General CargoShip UnknownOwner 6000 0612
ZhejiangOuhuaShipbuildingCo Projected HeavyLift Ship Spliethoffs 9900 0314
Miscellaneous
Vitawani Shipbuilding Sdn Bhd Projected Tug Vitawani Shipbuilding Sdn Bhd 0 1212
Offshore
TebmaShipyardsLtd Projected SupplyVessel TricoMarineOperatorsInc 2900 0912
TebmaShipyardsLtd Projected SupplyVessel UnknownOwner 4400 0512
Fitjar MekaniskeVerkstedAS Projected SupplyVessel DOFASA 4990 0512
SamsungHeavyIndustriesCo Projected FPSO FlexLNGLtd 85200 1215
Ro-ro
Nantong Mingde Heavy Industry Projected Vehicle Carrier Gram & Co AS 12500 0313
Nantong Mingde Heavy Industry Projected Vehicle Carrier Gram & Co AS 12500 0313
Ha Long Shipbuilding Co Ltd Projected Vehicle Carrier Unknown Owner 13350 0113
Ha Long Shipbuilding Co Ltd Projected Vehicle Carrier Unknown Owner 13350 0113
Tanker
KhersonskiySSZOAO Projected ProductsTanker UnknownOwner 4600 1212
KhersonskiySSZOAO Projected ProductsTanker UnknownOwner 4600 1212
IcdasCelikEnerji Tersane Projected Chemical/Oil Tanker Istanbul CelikEnerji 6400 0512
NokbongShipbuildingCoLtd Projected Chemical/Oil Tanker NBViking7SA 8000 0313
NEWBUILDINGS: data
When tomorrow comes
Linhai HangchangShipbuilding Projected Chemical/Oil Tanker Sprinter Gadot YamLtd 16600 0113
Hyundai MipoDockyardCoLtd Projected Chemical/Oil Tanker IranShippingLines 37500 1013
ShinaSBYardCoLtd Projected Chemical/Oil Tanker UnitedArabShippingCo 45000 0113
ShinaSBYardCoLtd Projected Chemical/Oil Tanker UnitedArabShippingCo 45000 0113
BachDangShipyard Projected ProductsTanker VINASHIN 49000 0612
STXOffshore&Shipbuilding Projected ProductsTanker AlternaCapital PartnersLLC 50800 0314
EISAIlha- RiodeJaneiro Projected CrudeOil Tanker PDVMarinaSA 70000 0114
JiangsuRongshengShipbuilding Projected Tanker Shanghai NorthSeaShipping 75000 0113
Mitsubishi HeavyIndLtd Projected LNGCarrier Mitsui OSKLinesLtd 80000 1013
Mitsubishi HeavyIndLtd Projected LNGCarrier Mitsui OSKLinesLtd 80000 0613
DaewooShipbuilding&Marine Projected LNGCarrier StenaBulkAB 95000 0514
DaewooShipbuilding&Marine Projected LNGCarrier StenaBulkAB 95000 0714
HHIC-Phil Inc Projected CrudeOil Tanker Emarat MaritimeLLC 319500 0912
Jinhai HeavyIndustryCoLtd Projected CrudeOil Tanker Gulf NavigationHoldingPJSC 320000 1013
HHIC-Phil Inc Projected CrudeOil Tanker Emarat MaritimeLLC 320000 0612
Jinhai HeavyIndustryCoLtd Projected CrudeOil Tanker Gulf NavigationHoldingPJSC 320000 0214
Echosounder
Letters: The Editor, Solutions Magazine, Sentinel House, 163 Brighton Road, Coulsdon, Surrey CR5 2YH, UK Email: solutions@fairplay.co.uk
Midsummer madness seems to
be manifesting itself in the Baltic
this year two passengers have
jumped overboard from ferries in
the space of a month.
On 9 June, a 25-year old man
jumped from the Destination Got-
land ferry that had just departed
the port of Visby, on the west
coast of the Swedish island of
Gotland, en route for Oskarshamn.
He then attempted to swim the
200m back to shore.
Believing he had fallen over-
board accidentally, rescue ser-
vices launched a boat and picked
up the man, who was rushed to
hospital and found to be suffering
from mild hypothermia.
When he was interviewed later
by police, the man said he had not
fallen but had merely changed his
mind about making the trip to the
Swedish mainland and decided
instead to swim back to shore.
Just under four weeks later, a
similar event took place involving
a 23-year-old law student who
was a passenger on the Wyker
Dampfschiffs-Reederei ferry
Nordfriesland and jumped as it
left the German port of Wyk. In
this instance, the ships master
initiated the man overboard drill
and turned the ship around while
launching the rescue boat.
The man was picked up and
rst told the authorities that
he had been on deck using his
mobile telephone and suddenly
found himself in the water. He
later changed his story and
explained that he had travelled
to Wyk to visit his sister and as
the ship left realised that he had
missed his stop.
Jumping
ship
Cleanhull andbrilliant smile
Admiralty addresses ECDISconcerns
Digital navigation has brought newchallenges for
mariners in the formof electronic navigation charts
and ECDIS. In response, Admiralty has introduced
some newtraining products. Chief executive Ian
Moncriefexplained why: While there are many
courses that ofer training in the use of generic and
type-specic ECDIS to comply with STCWregula-
tions, there is little available that focuses speci-
cally on the practical guidance to using ENCs or
cover the interaction between ENCs and the various
ECDIS systems. The Admiralty practical use of ENCs
series of tools has been designed to ll this gap.
Those tools consist of two publications and a
training course. NP231 The Admiralty guide to the
practical use of ENCs is a hardback publication with
screenshots and hints on getting the most from
electronic navigation charts. Admiralty is also pub-
lishing a newsupporting reference guide, NP5012
The Admiralty guide to ENCsymbols used in ECDIS.
The Admiralty Guide to the Practical Use of ENCs
is a one-day course delivered by the Admiraltys
own in-house teamof experts. It has been designed
specically for accredited maritime lecturers and
industry training professionals, and supplements
IMOModel Training Course 1.27Operational Use of
ECDIS. Admiralty says it will provide students with
a fuller understanding of the interaction between
ENCdata, ECDIS software and the ECDIS user.
A supporting computer-based training course,
The Admiralty guide to the practical use of ENCs, is
in the formof a CD. With a run time of around
four hours, this programme is designed to comple-
ment the instructor-led training and the new
nautical publications.
For more details on course and books, contact:
customerservices@ukho.gov.uk.
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makes a biolmthat
sticks to the teeth. In-
stead of removing the
plaque entirely,
Dr Jakubovics
believes the
treatment
his teamhas
identied could
strip away the
harmful bacteria
that cause tooth
decay. Ultimately,
we hope to harness
this power into a paste,
mouthwash or denture-
cleaning solution. More stud-
ies are needed to showthe tech-
nique works and is safe before
any products could be brought to
market, Jakubovics advised.
Meanwhile, Solutions does not
recommend using any existing
anti-fouling products to keep
teeth clean.
Ever since the ban onTBT came
in, coatings-makers have been
researching replacements. Any
scientic work can have unex-
pected benets, but for one
teamof scientists a quest
for cleaner hulls seems
to have had a most
unlikely spinof.
Researchers at
Newcastle University
in the UKhad been
studying enzymes from
seaweed microbes to see
they could clean ships
hulls. Bizarrely, they discovered
that one enzyme makes a better
dental hygiene product than it
does a marine anti-fouling.
The scientists nowbelieve
it could protect the areas
between teeth where plaque
can gather despite brushing.
Their lab tests suggest the
microbes enzyme cuts through
plaque, stripping it of bacteria
that cause tooth decay.
According to Dr Nick Jakubo-
vics, of the universitys school of
dental sciences, plaque on teeth
consists of colonies of bacteria.
When bacterial cells die, the
DNA inside themleaks out and
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