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2020 will go down in history as the year that changed everything for many industries, not least the marine exhaust gas cleaning segment. “The coronavirus turned our world upside down virtually overnight,” confirms Ina Reksten, Yara Marine Technologies COO. Driven by the impending IMO 2020 sulphur cap, the scrubber market was in the middle of a historic boom when Reksten joined Yara Marine from parent company Yara International a couple of years ago.
“In 2019 we had a huge ramp-up to deliver on orders,” she says. Not unexpectedly, stakeholders stepped back toward the end of 2019 to see how regulations were going to be enforced and get a feel for fuel availability and price. Once the situation became clear, they would adjust their plans and proceed with the next steps toward emissions abatement.
That scenario never played out…..
“We never got the chance to see how things would have developed before the coronavirus crisis hit. Those that had invested in scrubber technology were happy, but Covid-19 has overshadowed everything since,” Reksten confirms. “It hit our core customers, so it has hit us.”
“We had high hopes for the scrubber market in 2020, but Covid-19 changed all that,” says Shyam Thapa, Yara Marine Innovation Manager. “Travel and distancing restrictions made it difficult to do business, and the resulting fall in oil prices weakened the scrubber case substantially.”
Crisis accelerates change
Even before the crisis, though, Reksten tells that Yara Marine was planning to expand beyond scrubbers. “We had adopted a new mission, to provide technologies to enable a greener maritime industry. The focus is on what we call ‘close to core’ technologies, in the intersection between green and maritime.” Now that mission has become top priority.
“We believe the industry needs companies who can provide a scope of technologies outside the traditional maritime sphere,” she relates. Having access to adjacent technologies is key to the mission: “Yara Marine does not have a big technical overlap with our parent company Yara International, but there are still substantial synergies. They have a clear environmental profile, and they are a strong advocate for applying innovative technology in traditional business areas.”
Digitalisation is an important part of the plan, she says. “We can use digital technology to help our customers meet environmental requirements. We have access to large amounts of data, but what can we do with it? This is a challenge for us just like for everybody else, but we have a parent company that has made great progress in exploiting data to protect the environment.”
IMO 2020 still a driving force
“Regulations will definitely still have an impact into the future, but it has become more difficult to see to what extent,” Reksten observes. Additional factors in the overall picture include the open vs. closed loop scrubber debate, public sentiment, and disparate port restrictions. “All these will affect our product directly. A lot depends on how customers look at the investment in scrubbers, but increased requirements for reporting and monitoring will drive their decisions.”
Thapa notes that Yara Marine delivers mostly open loop scrubbers, though they offer both hybrid and closed loop. “But right now we have only inline scrubbers, and bypass technologies make up 30 percent of today’s market, so we plan to introduce U-type products in the near future,” he tells. “We are also working on a closed loop upgrade option if customers want. Interest is down right now for hybrid or closed-loop solutions, but it might pick up again, depending on oil price development.”
Reksten believes that CO2 emission goals will trigger future discussions as well. “Everybody is working on how to resolve this critical issue,” she says, with engine types, alternative fuels, and exhaust cleaning all figuring into the picture. “We will need to use many solutions to start with. This may evolve into fewer systems that will gain traction over time, but shipping is a fragmented industry, not least with a lot of partnerships. We will have to see how this trend plays out.”
Shyam Thapa concurs: “In order to help customers meet the IMO’s target of 30 percent reduction in CO2 emissions by 2030, we are looking into other optimisers, like fuel efficiency. We are also exploring technology to enable the use of ammonia as fuel. Ammonia is one of Yara International’s biggest products, and they have vast experience to share from virtually the entire value chain.”
He reports that the technologies behind digital ports are also of interest. Energy efficiency, including heat recovery from scrubber water, is another promising field. “There are many companies in the Yara Group, and we are looking into all likely scenarios for exploiting synergies,” he says. “The most important thing for us now is to concentrate on helping the maritime industry to reach its zero emissions goal.”
Lessons learned: embracing change
“The main challenge with the coronavirus pandemic was travel restriction,” Reksten says.
“Our people were simply not able to do their job.” She emphasises the difficulty of predicting the longer-term effects of the restrictions, though one of these will likely be the level of preparedness in the industry. “There will be other pandemics, but even for the duration of Covid-19 we want to be sure that we have a strong global footprint with regional hubs for service personnel and engineers. Our hub in Shanghai was critical during this crisis, and we will build on that experience.”
Looking forward, Reksten says Yara Marine will continue to cultivate new opportunities as they arise, but acknowledges that the transition will not happen overnight. “We will continue to grow our core business, but over time we expect our company will look quite different than today.”
“In 2019 we were working 100 percent on just scrubbers,” says Thapa. “Now we can put our minds to other tasks, and invest more in R&D. We are expanding to realise the mission of helping to achieve a greener maritime industry. This means using our knowledge to grow into other areas. We are planning for future generations, and that includes more than scrubbers.”
Ina Reksten confirms this goal: “The focus now is on putting our new mission into action. There is still a significant scrubber market out there, but we want to serve customers on a broader basis. There are so many really good opportunities in green tech for the maritime industry that we want to take advantage of. Our technological development and our future as a company both tie into this strategy.”
Yara Marine Technologies AS can be contacted at:
Mobile: +47 47955454
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Tokyo – Classification Society ClassNK has released its “Guidelines for Designing Cyber Security Onboard Ships” (Second Edition) for newbuilding designs targeting shipyards and ship-building owners
In the second edition of the “Guidelines for Designing Cyber Security Onboard Ships”, the control measures and the framework to implement such measures were updated to incorporate the international cyber security standards for industrial control systems IEC 62443 series and the latest recommendation on cyber resilience for new ships (Rec. No. 166) published by the International Association of Classification Societies (IACS) in May 2020.
In addition, they introduced requirements for adding class notations to classification codes related to cyber security.
Based on the ClassNK Cyber Security Approach which outlines the Society’s basic approach to ensuring onboard cyber security for ships, the guidelines are a compilation of current best practices for newbuilding designs by shipyards and shipbuilding owners from the perspective of identifying computer systems that should be protected from cyber incidents and of building networks to protect them.
ClassNK will carry out cyber security verification during the design and construction stage of newbuildings based on the guidelines and issue a class notation to compliant ships in response to applications for registration inspection during manufacturing by shipyards.
The guidelines are available to download free of charge via ClassNK’s website www.classnk.com for those who have registered for the ClassNK “My Page” service. To register for the “My Page” service, go to the ClassNK website www.classnk.com and click on the “My Page Login” button.
Means fast global 4G-LTE internet connection for crews
Shipping Company Groningen (SCG) has contracted offshore internet services provider Castor Marine to install its Global 4G Connectivity package on all 30 of its vessels. With this, the coasters will have a fast, global 4G-LTE internet connection for its crews.
On its fleet, SCG offers its personnel a Crew Welfare Zone with free internet within the 12-mile (4G) zone. To realise this, SCG wanted a plug&play, cost-efficient system that is always operational and doesn’t interfere with the crew’s activities.
Seamless internet connection
To make this happen, a seamless transition between 4G and the Inmarsat Fleetbroadband (or Iridium Open Port L-Band satellite connection) outside that zone was needed. Castor Marine’s 4G Connectivity Package (incl. dedicated software installed on the Peplink routers) ensures a seamless failover of connectivity between the 4G and satellite connection. Hence, the crew doesn’t notice the transition and simply can get on with their work. Furthermore, the connection allows for real-time data insights from any device.
When Clemens Ros and Marc van Gemert from SCG’s IT department wanted advice about a 4G service for its crew, Castor Marine came up with a hybrid connectivity solution switching between 4G LTE and L-band.
Marc van Gemert, IT Manager at SCG, says: “We chose Castor Marine because of the pleasant cooperation, correct pricing and their responsive way of working which ensures that the technical solution we were looking for was customised to our fleet. Actually, some of our captains have already reported that they had 4G connectivity at 45 nautical miles from the coast. We are looking forward to see the system installed and then be able to forget about it!”
Things have to work…
Raymon Lubbers, sales director at Castor Marine says: “With our system, you’ll never have to check if an internet connection is still running when it shouldn’t. The services and equipment we deliver have to work, always. Both as crewmember and in the office, you don’t notice these things until it doesn’t work. We strive, on every vessel, to never reach that point. That is why we have tested and certified the 4G solution extensively. It is also the reason our Support Network Operating Centre is on call 24/7.”
For those who are more technically inclined: no matter where the vessel is or with which network it is connected, the software ensures that a VPN tunnel continues to exist even when the IP addresses change when the vessel connects to another network.
With a mix of, amongst others, user rights, firewalls, SD-WAN and real-time monitoring tools for each individual data stream and access point, the user is in control.
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Nippon Paint Marine has completed the extensive re-coating of the four-masted, steel-hulled PEKING, the 1911-built cargo ship which is coming to the end of a €32 million, three-year restoration project at Peters Werft GmbH, on the River Elbe, at Wewelsfleth, Germany.
The 115.5m long, full-rigged barque, one of the legendary Flying-P cargo sailing ships built by Blohm+Voss for the F.Laiesz shipping company, is scheduled to leave Peters Werft in August.
Commenting on the project, Olaf Riecken, Nippon Paint Marine, said: “This is a highly prestigious project; one of the most exciting projects I have ever been involved in. It was also one of the most challenging, as the original steel structure had to be kept wherever possible
“This meant we had to assess the compatibility of our coatings with a steel manufactured more than 100 years ago and which used ferrous alloys that are no longer in common use.”
A further challenge was that since the vessel would not be trading, operating only as a stationary structure, a hull coating with a 25-year lifetime and capable of providing three-year overcoating intervals was required. So as to avoid environmental impact at the future berth, the use of an antifouling paint was not permitted, adding to the project’s complexity.
It was agreed that Nippon Paint Marine’s NEOGUARD 100 GF, a durable, high-solid glass flake epoxy, would be the most suitable coating for the underwater areas of the hull. This was applied in two-coats to provide a total film thickness 350µm.
Olaf Toebke, Director, Nippon Paint Marine (Europe), said: “This system was selected because it provides long-term protection with high impact and abrasion resistance. However, the underwater areas had to be completely primed, protected and coated at an early stage of the restoration project to allow the temporary re-floating of the vessel.
“This meant that, prior to application, the hull’s internal and external areas had to be grit blasted to Sa 2 grade to achieve a clean but porous surface, which was not so straightforward given the lower third of hull was filled with concrete ballast.”
Blasting, carried out with the entire ship under canvass to safeguard against any environmental pollution, was also necessary to remove any hazardous materials in older coatings. Special attention also had to be paid to the riveted areas and overlaps.
Once blasted, Nippon’s Uniprotector, a corrosion-resistant two coat epoxy primer pigmented with aluminium, was applied to improve penetration capability and to extend the maximum overcoating interval by an additional 6 months.
The original rivets and plank overlaps, which were to remain as visible as possible, benefitted from an additional stripe-coat of EPOBARR, a solvent-free, fibre-containing epoxy filler, prior to the application of the NEOGUARD topcoat.
Two 150µm coats of company’s E-MARINE A/C were then applied to the Peking’s topsides, decks and rigs/masts, to provide an unlimited maximum overcoating intervals before Nippon’s U-MARINE Finish was applied in a semi-gloss shade.
When the vessel drydocked in 2017, after transportation from New York to the Elbe aboard the Combi Dock III, the vessel was so dilapidated that its condition shocked the team at Peters Werft. It was the most run-down vessel the yard had ever seen.
Niklas Pfaff, Project Manager, Peters Werft GmbH, said: “We must admit that we were shocked at the condition of the vessel when it came to the yard, but we are immensely proud to have been selected to work on this historically important vessel.
“Our task was to carry out the restoration, but not make her seaworthy again. We worked in close cooperation with our contractors and the vessel’s owner, and learned a lot about the beauty of this historic freight carrying sail ship. We made it our task to keep the original structure where possible, and to make it visible, where possible.
“We are very impressed how Nippon Paint Marine contributed to finding practical ways to match the special coatings requirements and working procedures of this ambitious project.”
Pfaff singled out the high-performance and longevity of Nippon’s underwater glass flake coating and the EPOBARR product, which were ideal for such a historic vessel.
In addition to the extensive paint job, Peters Werft restored the original hull form and was able to retain most of the riveted steel plates using contemporary welding and modern ship repair techniques. All decks, compartments and interiors have been restored. Masts and rigging had to be partly restored and renewed.
Commenting on the success of the project, Olaf Toebke paid tribute to all those involved. “We are privileged to have been involved in this fascinating project, the success of which is testament to the open co-operation, communication and professionalism of all those involved, including engineering contractors Technolog Services GmbH, and Detlev Löll Ingenieurbüro, shipowner Stiftung Maritim Hamburg, and the shipyard.”
When restoration works are complete, Peking will berth in the Hansahafen opposite to the new opera house Elbphilharmonie to undergo final preparations before the move to her final place where she will operate as the museum ship of the future German Harbour Museum.
Facts About Peking
Peking, the second fully-rigged cargo ship in F Laeisz Shipping’s series of famed Flying P-Liners, was delivered from Hamburg’s Blohm+Voss shipyard in 1911, taking up duties shipping nitrate and saltpetre to Europe from Chile by way of Cape Horn – a transit she managed some 34 times.
After the Great War, she was handed over to Italy as part or war reparations but sold back to F Laeisz in 1923 and resumed service until 1932 when the Great Depression resulted in her sale to a British charity and became a training ship, registered as Arethusa II. After being STUFT (Ship Taken Up From Trade) in the 1940s, she carried out active service as a stationary troop ship (HMS Peking).
She was paid-off in 1974 and, under her original name, became a museum ship in New York, where she remained for 40 years.
In 2012, tired, old and less than seaworthy, the ageing lady was becoming high maintenance. She was sold back to Germany for a nominal $100. It was, however, not until 2017 that she made her final voyage across the Atlantic, atop the heavy lift ship Combi Dock III, to dock down at Peters Weft in Wewelsfleth, where she began her makeover.
The restoration project is scheduled for completion in August, when this 109-year-old grand dame of the seas will become the museum ship of the future German Harbour Museum, in Hamburg.
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A quick response was a vital factor in winning an order to supply an Evac Evolution ballast water management system (BWMS) for a cable laying vessel based in the United Arab Emirates.
The system will be installed on Cable Ship ETISALAT which is operated by E-Marine PJSC, the specialists in telecommunications submarine cable installation, repair and maintenance who have headquarters in Dubai.
“When E-Marine contacted us, they said it was essential that the system was delivered to Dubai within four weeks so that it could be installed when the vessel was in drydock,” said Stevenson Varghese, Managing Director of Cathelco Middle East, who won the contract.
The Evac Evolution system is produced and developed by Cathelco who have been part of the Evac Group since 2018.
Technical proposals were submitted to the customer and approved within a matter of days, enabling the assembly of equipment and delivery to proceed at record speed.
The Cable Ship Etisalat, a 2,221-gt cable laying vessel built in 1990, is being supplied with an Evac Evolution mini-system with the capacity to treat ballast water at up to 55m3/h.
Based on a combination of filtration and UV technology, the system gained IMO and U.S. Coast Guard Type Approval in 2019, opening the way to worldwide sales.
When the U.S. Coast Guard issued the Type Approval certificate for the system, it was the first to show UV transmission (as opposed to UV intensity) as a real measurement of water quality.
“UV transmission data for ports around the world is readily available”, said Carlo Soddu, Country Manager, who has supervised the contract. “Therefore, ours was the first BWMS to allow owners to make an informed decision about choosing a suitable system for the areas where the vessel is sailing,” he added.
The system is being supplied in modular form, enabling individual components to be distributed around the engine room to make best use of available space. With this in mind, the UV reactors and filters in the Evac Evolution mini-series have been reduced in size without any compromise in performance.
Another important point is that the Evac Evolution system is completely chemical-free. This means that the potential hazards and safety implications of dealing with chemicals are completely eliminated, together with the cost of replenishment.
The Evac Evolution incorporates a unique feedback ‘loop’ based on the measurement of UV transmission which determines the precise dosage. It automatically adjusts to different seawater qualities in harbours and estuaries ensuring that the optimum UV dosage is applied at all times, but saves on power during normal running.
Effective in fresh, brackish and seawater, the system is available in capacities from 34m3/h to 1,500m3/h in a single unit.
The Evac Evolution system has been fitted on vessels including cruise ships, container vessels, research ships, offshore supply vessels and cable laying craft where its small footprint and potential for flexible installation have proved to be important assets.
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Torqeedo-powered vessels provide efficient, emission-free solution to remove plastics and debris in waterways and harbours
Water Witch has been building specialised clean-up boats for over 50 years, with some 200 debris and trash retrieval workboats deployed in harbours and waterways around the world. More than just an eyesore, it’s estimated that 300 million tons of plastic have entered the water since the 1940s, harming marine life and damaging ecosystems on which humans rely. Harbours are often the last opportunity to intercept plastic before it enters the ocean, where it is much more difficult to remove.
The Liverpool-based boatbuilder has announced that Torqeedo electric power is now offered as a replacement for the standard four-cycle outboards on its whole range of Versi-Cat litter collection craft and pontoon workboats.
“This is a clean, green, safe, zero-emission solution with long life, low maintenance and minimal operating costs,” said Water Witch director Jackie Caddick.
The Torqeedo propulsion package consists of a Cruise 10.0 outboard with two Power 48 intelligent lithium-ion batteries weighing just 36 kg each. A cockpit control panel gives the operator a view of system status, including range at current speed. The system delivers six to eight hours of service between charges.
The response from customers, according to the company, has been overwhelmingly positive.
“From high-end marinas to commercial harbours and even hydro-electric dams, the environmental benefits of a completely zero-emission solution have really sparked interest,” said Caddick. “In fact, many of our owners are also enquiring about converting their existing vessels to an all-electric drive. Retrofitting is very easy, basically just a straight swap. It’s a very cost-efficient option, and backed by the support of Torqeedo’s extensive worldwide warranty and after-sales support.”
This year, Water Witch is introducing a new, larger 8.0-metre boat to its Versi-Cat series with Torqeedo electric power as standard fit. The new model has a more traditional hull shape, which is designed to improve transit speeds to 10-11 knots using the same propulsion and provide better seaworthiness for operating in coastal waters. The new design also offers a more varied range of functions, including oil spill response.
“We have been impressed with the reliability and advanced technology of the latest Torqeedo electric mobility range,” Caddick said. “We are passionate about the environment, and we see this technology as a critical step towards being carbon-neutral in our efforts to keep plastic pollution from entering our oceans and landing on our beaches.”
“The main advantage of working with Torqeedo is, as a builder and vessel designer, we benefit from the engineering and technological developments put into the products, their highly efficient performance and reliability, and most importantly a cost-effective option for electric drive,” she added. “And the support available for professional installers is very impressive.”
Caddick believes that electric mobility will be the wave of the future for their specialised vessels.
“Clients are increasingly looking towards green technology to support their water and waste management services, reduce their dependence on fossil fuels and create a better environment for their own stakeholders.
We believe our fully electric solutions meet all these goals.”
He said it just makes good sense that a boat working to clean up pollution should not add to the problem by causing pollution in the water or through emissions.
Milestone for first LPG conversion with Isle of Man design acceptance
Hamburg: BW LPG, the Isle of Man Ship Registry, Wärtsilä Gas Solutions, MAN Energy Solutions, and DNV GL, the world’s leading classification society, celebrated the first flag acceptance of a conversion to LPG as fuel for a VLGC.
With the successful acceptance BW LPG will begin the conversion of 12 vessels to dual fuel LPG engines. The conversions will be the first of a VLGC to run on LPG. After the conversion the vessels will also receive the newly developed DNV GL class notation “GF LPG”.
BW LPG first announced the project to convert some of the LPG carriers to a LPG fuelled propulsion system in August 2018. The flag state acceptance of the design by the Isle of Man means that the project has been demonstrated to have an equivalent level of safety to methane as a ship fuel under the IGC Code 2016.
“We are very pleased that BW LPG has recognised our expertise in this field and chosen DNV GL as the classification partner for this project,” said Knut Ørbeck-Nilssen, CEO of DNV GL – Maritime.
“This acceptance is the result of all of the partners bringing their exceptional competence and experience to come up with a safe and feasible solution for this innovative project. In addition, the knowledge we have gained from working on the project has resulted in us being able to release a new dedicated LPG notation, which we hope will spur the further interest and uptake of LPG as a ship fuel.”
Anders Onarheim, CEO of BW LPG said the Board and Management at BW LPG continue to emphasise a deep corporate commitment to sustainable development. “For us, as the world’s largest owner and operator of VLGCs, this means that we invest significant resources and expertise to pioneer technology that can be used to push our industry towards decarbonisation without the need for dedicated newbuilding orders. We thank our industry partners who have worked in close collaboration with us to ensure that this pioneering technology is safe and reliable for implementation.”
Cameron Mitchell, Director, Isle of Man Ship Registry said that in the age of constant change, technological advances and forward thinking the Isle of Man Ship Registry and the Ship Registry’s global client base of ship owners and operators, are very keen to put their collective experience to good use, working collaboratively and embracing innovation within the maritime industry.
“The safety of seafarers, ships and the environment are key objectives of the Ship Registry and being closely involved in the conceptual challenges presented, helps us to assess and ultimately achieve those objectives,” he said.
“We are proud to have our team confirm first flag acceptance of a VLGC LPG conversion, and thankful to all stakeholders for their co-operation throughout the project.”
The vessels will be fitted with two additional LPG cargo/fuel deck tanks in cargo area, so as not to compromise the cargo capacity onboard and a high-pressure liquid fuel system for the modified MAN Energy Solutions two stroke engines.
Using LPG as a ship fuel results in substantial lower emissions to air, virtually eliminating sulphur emissions, and dramatically reducing particulate matter and black carbon emissions. Used with a two-stroke engine, LPG can also significantly cut NOx emissions and reduce greenhouse gas emissions.
Retrofitting has the added benefit of extending the lifespan of the vessel, significantly reducing the overall carbon footprint compared to a newbuilding.
BW LPG plans to begin the conversions of the first two vessels, BW LEO and BW GEMENI, this summer with completion scheduled for late summer 2020. The other vessels are targeted for conversion at their next drydocking period.
Impressing with its resource-saving operation and minimal noise emission
* Voith continues to advance the electrification of its drive technologies and offers all-electric marine propulsion
* The integrated electric motor enables an even more environmentally friendly and resource-saving operation
With the new electric Voith Schneider Propeller (eVSP), Voith is pushing ahead with the continuous electrification of its proven drive technologies, thus meeting the growing demand for resource-saving and energy-efficient mobility as well as future-oriented mobility concepts.
Among the advantages of the new eVSP are high efficiency and the reduction of complexity, since the permanent-magnet synchronous motor is already integrated in the propeller.
The complete omission of gears reduces noise to a minimum and frees up critical space on the ship.
The drive system combines the technology of the VSP with over a decade of electrical know-how of the Voith Inline Thruster (VIT). “With the electric Voith Schneider Propeller, we are making an important contribution to the electrification of the driveline in marine applications and thus to even more resource-saving shipping,” says Dr. Dirk Juergens, Vice President of Research & Development for Marine Applications at Voith.
“The new eVSP was developed for this purpose for all applications involved in the mobility revolution, such as offshore supply vessels, tugs and ferries.” In addition, the eVSP offers ship operators future security through a high degree of flexibility in the choice of power generation (energy source) as well as low maintenance requirements thanks to its robust design. The follow-up costs in operation and maintenance are thus significantly reduced.
Further developed functional principle The new eVSP uses a permanent-magnet synchronous motor as its main drive, which is fully integrated into the VSP and significantly reduces the required oil volume. In addition, no gears or transmissions are required, enabling stepless operation and virtually loss-free conversion of the electrical drive power with dynamic response characteristics. Furthermore, the eVSP impresses with its low weight and can be mounted without any shaft train restrictions.
The eVSP offers the same advantages as a conventional Voith Schneider Propeller. The core principle of the VSP, the combination of drive and control in one unit, has been continuously developed and perfected over the last 90 years. Ships with VSP designed for offshore wind have been proven to precisely maintain the set position even at wave heights of up to 4.5 meters. The VSP is also the only propeller in the world that can significantly reduce the rolling motion of ships and thus significantly increase comfort and safety on board.
About the Voith Group
The Voith Group is a global technology company. With its broad portfolio of systems, products, services and digital applications, Voith sets standards in the markets of energy, oil & gas, paper, raw materials and transport & automotive. Founded in 1867, the company today has more than 19,000 employees, sales of € 4.3 billion and locations in over 60 countries worldwide and is thus one of the larger family-owned companies in Europe.
The Group Division Voith Turbo is part of the Voith Group and a specialist for intelligent drive technology, systems as well as tailor-made services. With its innovative and smart products, Voith offers highest efficiency and reliability. Customers from highly diverse industries such as oil and gas, energy, mining and mechanical engineering, ship technology, rail and commercial vehicles rely on the advanced technologies and digital applications of Voith.
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For smaller vessels like handymax bulkers or product tankers, the cost of installing a scrubber for SOx compliance has sometimes outweighed the benefits. Now Alfa Laval PureSOx Express makes it simple for these vessels to continue using HFO and comply with SOx regulations.
The new PureSOx Express is an open-loop PureSOx system, but one delivered as a fully enclosed module. Adapted for a simple and cost-efficient fit on smaller vessels, it reduces the investment cost, engineering time and physical work of installing a SOx scrubber.
PureSOx Express uses the proven PureSOx technology that’s already used on hundreds of vessels,” says Steven Pieters, Sales Director, Exhaust Gas Cleaning. “But it can be lifted on board and connected without a specialised scrubber team, which means less work at the shipyard and an installation time of just 10–14 days. Not only is the initial investment lower, the vessel can return more quickly to its money-making operations.”
Easy and flexible choice for many vessels
Prefabricated and preconfigured, PureSOx Express is designed for up to 75 tonnes of exhaust gas per hour and engine power up to 10 MW. This makes it a one-size-fits-all solution for many vessels of 40,000–65,000 DWT, which typically include bulkers and product tankers.
As an open-loop system, PureSOx Express is economical in complying with today’s regulations. But the scrubber is also hybrid-ready, with connections present for a later conversion to a hybrid system. This makes the module as future-proof as it is cost-efficient.
“Customers who hesitate to commit to a hybrid can feel comfortable choosing PureSOx Express,” says Pieters. “PureSOx Express offers flexibility to add equipment for closed-loop operation down the road, should they need to meet stricter water discharge regulations.”
Full benefits of leading technology and service
While PureSOx Express is easy to install and work with, it cuts no corners when it comes to reliability, function or service. In addition to a packed scrubber bed, it features an effective water trap that ensures safety by preventing any backflow to the engine. Steered with Alfa Laval Touch Control in the same way as other PureSOx systems, it offers the same ease of use and connectivity options. Perhaps most importantly, it builds on over 10 years of scrubber installations and operating experience at sea.
“Since the first PureSOx system sailed in 2009, we’ve optimised our offering by learning from each installation,” says Pieters. “All that knowledge has also gone into PureSOx Express. No matter which type of PureSOx system they install, customers can count on efficient compliance, supported by Alfa Laval’s global network and a comprehensive portfolio of scrubber services – including data-driven services through PureSOx Connect. PureSOx Express is yet another way of keeping our customers ahead.”
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Rolls-Royce is to supply complete MTU propulsion systems for five new Type 31 general-purpose frigates for the Royal Navy, it has been announced.
In total, the order comprises of 40 engines and generator sets to be used for main propulsion and on-board power generation, the MTU Callosum propulsion control and monitoring system, and Integrated Logistics Support (ILS).
Each new frigate will be powered by four MTU 20V 8000 M71 engines, each delivering over 8,000 kW.
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On-board power will be provided on each vessel by four MTU generator sets based on 16V 2000 M41B units, each delivering in excess of 900 kW.
In September 2021, Rolls-Royce will deliver the first shipset comprising four main propulsion engines and four generator sets to prime contractor Babcock International Group. Integrated Logistics Support for propulsion and onboard power systems will ensure efficient and cost-effective maintenance throughout their entire service life.
It is expected that the MTU Callosum propulsion control and monitoring system will be officially added to the supply contract very shortly.
“We’re delighted to welcome Rolls-Royce with its MTU solutions as a supplier to our Type 31 Programme. Its engines and on-board generator sets are already proving their mettle in numerous comparable vessels worldwide,” said Sean Donaldson, Managing Director for Energy & Marine at Babcock International.
“We’re very proud of the fact that Babcock International Group has opted for MTU propulsion and on-board power solutions on this highly significant project,” said Knut Müller, Vice President Marine & Defense at Rolls-Royce business unit Power Systems. “MTU products now feature in almost all current and future projects of the Royal Navy. That is impressive proof of the trust our British partners place in us and of the reliability and flexibility of our products.”
The Royal Navy relies on Rolls-Royce propulsion solutions across its surface and submarine fleets. MTU Series 2000, 4000 and 8000 units will feature in future in most Royal Navy warships – in destroyers (Type 45), all frigate classes (Type 23, 26, 31) and submarines (Astute class).
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News from Norway is that a drone has successfully inspected a 19.4 metre high oil tank on board a Floating Production, Storage and Offloading (FPSO) vessel.
The video shot by the drone was interpreted in real-time by an algorithm to detect cracks in the structure. It is the latest step in a technology qualification process that could lead to tank inspections becoming safer and more efficient.
Scout Drone Inspection and DNV GL, the quality assurance and risk management company, have been working together to develop an autonomous drone system to overcome the common challenges of tank inspections. For the customer, costs can run into hundreds of thousands of dollars as the tank is taken out of service for days to ventilate and construct scaffolding.
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The tanks are also tough work environments, with surveyors often having to climb or raft into hard to reach corners. Using a drone in combination with an algorithm to gather and analyse video footage can significantly reduce survey times and staging costs, while at the same time improving surveyor safety.
Watch the video from YouTube – Click here [3:38]
“We’ve been working with drone surveys since 2015,” said Geir Fuglerud, Director of Offshore Classification at DNV GL – Maritime. “This latest test showcases the next step in automation, using AI to analyse live video.
“As class we are always working to take advantage of advances in technology to make our surveys more efficient and safer for surveyors, delivering the same quality while minimising our operational downtime for our customers.”
The drone, developed by Scout Drone Inspection, uses LiDAR to navigate inside the tank as GPS-reception is not available in the enclosed space. A LiDAR creates a 3-D map of the tank and all images and video is accurately geo-tagged with position data.
During the test, the drone was controlled by a pilot using the drone’s flight assistance functions, but as the technology matures it will be able to navigate more and more autonomously.
In its role as the world’s leading classification society, DNV GL has been developing artificial intelligence to interpret the video to spot any cracks and eventually the camera and algorithm will be able to detect anomalies below the surface such as corrosion and structural deformations.
“This is another important step towards autonomous drone inspections,” said Nicolai Husteli, CEO of Scout Drone Inspection. “Up until now the process has been completely analogue but technology can address the urgent need to make the process more efficient and safer.”
Altera Infrastructure hosted the test on Petrojarl Varg as part of its drive to improve safety and efficiency through innovative technology. The video was livestreamed via Scout Drone Inspection’s cloud-system back to Altera Infrastructure’s headquarters in Trondheim, where the footage was monitored by engineers. DNV GL can also simultaneously watch the footage, opening up the possibility for stakeholders to work together from different locations.
“At Altera Infrastructure we are committed to using technology to raise efficiency and safety and we want to be at the forefront. We see great potential for drone inspection technology to meet the challenges of the inspection process going forward,” said Astrid Jørgenvåg, Senior Vice President Technical & Projects Department Altera Production, at Altera Infrastructure.
About Scout Drone Inspection
Scout Drone Inspection is a spin-out, founded November 2017, of the Norwegian University of Science and Technology. The Scout team has deep competence within cybernetics, software systems and robotics. The company is developing a system for safe and efficient inspections. The system comprises a specialised drone for indoor applications along with a cloud-system for processing of inspection data.
Contact: Nicolai Husteli, CEO, email@example.com
About Altera Infrastructure
Altera Infrastructure is a leading global energy infrastructure services group primarily focused on the ownership and operation of critical infrastructure assets in offshore oil regions of the North Sea, Brazil and the East Coast of Canada. Altera Infrastructure has over 2000 employees, consolidated assets of approximately US$5 billion, comprised of more than 50 offshore assets, including FPSOs, FSO’s shuttle tankers, towing vessels and a unit for maintenance and safety.
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Joins the ‘Getting to Zero Coalition’ to contribute to shipping industry’s decarbonisation
Total has joined the Getting to Zero Coalition to support the maritime industry’s decarbonisation by collaborating with companies across the maritime, energy, infrastructure and finance sectors.
The Getting to Zero Coalition’s ambition is to help achieve the target set by the International Maritime Organization to reduce Greenhouse Gases emissions from shipping by at least 50% by 2050 – compared to 2008 levels. To that extent, the Coalition is aiming, through its members, at getting commercially viable deep-sea zero-emission vessels powered by zero-emission fuels into operation by 2030.
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Joining the Coalition marks a step further in Total’s commitment alongside its customers in the maritime sector and underlines the Group’s will to act on their energy demand, by supporting them in their own emissions’ reductions. Leveraging its expertise, Total will contribute in to the Coalition’s focus areas including fuels, marine lubricants, and ship zero-emission technologies.
“As a major energy player, Total is already developing cleaner fuels for the maritime industry,” underlined Patrick Pouyanné, President and CEO of Total. “We share the ambition to get to net-zero emissions by 2050, together with society, for our global operations. By joining the Getting to Zero Coalition, we want to push innovation and foster collective actions with all the stakeholders of the industry, thus contributing more efficiently to the reduction of the carbon footprint of maritime transport and its energy value chains.”
Total is already actively working on improving the environmental footprint of the shipping industry, through the development of marine LNG supply infrastructure, fuel-efficient lubricants, biofuels and batteries. It has also recently announced the long term chartering of 2 LNG-propelled VLCCs.
About The Getting to Zero Coalition
The Getting to Zero Coalition was launched at the United Nations climate summit in New York on 23 September 2019 as a partnership between the Global Maritime Forum, the Friends of Ocean Action and the World Economic Forum. It comprises over 120 public and private organisations and has been endorsed by governments of 14 countries, including France and the UK.
Total is a broad energy group that produces and markets fuels, natural gas and low-carbon electricity. Total’s 100,000 employees are committed to better energy that is safer, more affordable, cleaner and accessible to as many people as possible. Active in more than 130 countries, Total’s ambition is to become the responsible energy major.
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A Vesconite rudder bushing has been an important part of the step-by-step dismantling, parts procurement and reassembly of the rudder of a 30ft Jeanneau Arcadia sailing yacht known as the Ghaaata.
When an annual maintenance inspection revealed significant rudder play caused by the internal structure, Jeanneau Arcadia sailing yacht owner Jorge Veiga embarked on a full rudder replacement, including everything from the pins, bolts and bushings, through to the actual rudder.
For the rudder bushings he chose Vesconite Hilube, since he had read good references and the technical data sheet presented beneficial characteristics, including its excellent reputation for self-lubrication and ability to maintain shape, under load, while submerged in salt water.
“I contacted Vesconite, asking where I could have the bushing manufactured here in Norway,” describes Veiga.
“It turned out that Vesconite provides a full machining service from their factory in South Africa, with quick global distribution. The entire process worked fantastically well. Vesconite provided answers almost immediately, were always available and personally informed me of the progress and tracked the shipment, right up until it arrived in Norway.”
“I have no hesitation to endorse Vesconite,” enthuses Veiga.
The Ghaaata returned to its marina port in Kambo, Norway, on 6 April 2020, as planned.
Veiga reveals that the Ghaaata has been extensively tested in all conditions and her performance is exceeding expectations.
The project has been deemed to be a success: the lower bushing’s play was eliminated, says Veiga.
“The bushing has been subjected to very high forces when I was caught in a nasty squall with full sails up the other day (my fault) and it has held as expected.”
The Ghaaata can be typically found cruising around the Olso fjord and Skagerrak, a strait between the south-east coast of Norway, the west coast of Sweden and the Jutland Peninsula of Denmark. The yacht faces moderate waves and variable winds, with gusts stressing the rigging and steering.
Around half of the time, Veiga is the sole occupant, with two crew members operating the yacht at other times.
For more details contact:
+27 11 616 1111
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Imperial, whose origins are in South Africa, has announced that Imperial Logistics International, one of three divisions alongside the South Africa and African Regions divisions, has been appointed through its UK organisation to to provide JIT (just in time) and JIS (just in sequence) logistics for a major car manufacturer.
The renewed contract comprises three elements: nationwide transport, collecting components and assemblies from 19 suppliers and delivering to a central storage facility; operating shuttles between the remote body panel production site and the main assembly location; and the management and operation of 51,500 sqm of component warehousing, along with sequenced supply of parts to the assembly track.
The contract employs over 150 staff and management, and involves exclusive use of 40 tractor/trailer combinations. Imperial will transport around 130 full trailer loads per day, and will handle an average of 30,000 pallets weekly.
Says Srecko Mühling, Vice President Commercial Road: “We are delighted to have secured the renewed contract for these operations, so continuing a longstanding relationship with a blue-chip brand – and supporting them through the current challenges and complexities presented by the coronavirus pandemic.
“Automotive is one of Imperial’s focus industries and we are pleased that the UK business will continue to make a substantial contribution to the Group’s sustained success in this field, while also supporting its ambition to further strengthen its presence in this demanding sector.”
Imperial is an African and European focused logistics provider of outsourced, integrated freight management, contract logistics and market access services. Ranked among the top 30 global logistics providers, the group is listed on the JSE in South Africa and employs over 27,000 people in 32 countries. With a focus on five key industry verticals – automotive, chemicals, consumer, healthcare and industrial – the group’s deep experience and ability to customise solutions ensures the ongoing relevance and competitiveness of its clients. See www.imperiallogistics.com
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With the collapse in demand and glut of supply in the container vessel segment, analysts may have been fearing the worst for developments in long-term contracted ocean freight rates. However, despite the widespread ramifications of coronavirus, rates held comparatively steady for the month of May, with the latest XSI® Public Indices report from Xeneta registering a 1.2% decline.
This follows a 0.7% increase in April, leaving the index up 1.7% for 2020 so far. That said, the future, Xeneta cautions, remains defined by uncertainty.
Oslo-based Xeneta’s XSI® provides unique intelligence on the very latest ocean freight market moves. Based on crowd-sourced data from leading shippers, the report utilises over 200 million data points, covering more than 160,000 port-to-port pairings, to provide a real-time picture of industry developments.
The unexpected rise in April, after a 0.5% fall in March, was attributed to the proactive strategies of container ship operators, who were withdrawing market capacity and adjusting sailings in an attempt to balance supply and demand. That approach continues to mitigate damage, while the gradual opening of national economies is, Xeneta CEO Patrik Berglund explains, giving some room for optimism.
“Given the debilitating effects of the pandemic on global economic activity, there may have been a belief that rates would freefall, but not so,” he comments. “Owners have been quick to remove surplus capacity and as some, particularly European, countries cautiously reopen we’re seeing carriers, such as those in THE Alliance, announce plans to reinstate sailings.
“Contracted rates have held up well, some would say surprisingly so, while spot rates on key routes have also stood strong. With some national governments stepping in to support the industry – such as those in South Korea and Taiwan, who have both announced emergency funding of USD 1billion for shipping – a ‘blood bath’ has largely been avoided. Nevertheless, it’s early days and many owners have posted worse than expected Q1 results and, it has to be said, will be dreading going public with Q2 figures.”
He continues: “The future, unfortunately, remains uncertain. That makes it absolutely essential for all stakeholders in the shipping value chain to access the latest intelligence to ensure they stay up to speed and get optimal value when negotiating rates.”
That sense of unpredictability has been evident in the regional developments revealed by Xeneta’s XSI®, which is based on a unique collection of crowd-sourced rates data pooled from leading global shippers.
In Europe the import benchmark continued its decline, falling (for the third consecutive month) by 2%, down 2.2% since the start of the year. Exports however continued to perform robustly, with rates increasing by 0.8% and now 6.1% up for the year (5.7% year-on-year). Far East imports, meanwhile, surged by 3.9%, with the figure up 6% in 2020 to date. A performance that couldn’t be matched by the export index, which fell 1.4% in May, but remains up 1.7% for the year, but down 6.1% year-on-year.
Both the import and export benchmarks fell in the US, with the former declining by 1.5% (up 1.8% since the start of 2020) while the latter slid by 3.4%. It is now just 0.2% up for the year, but 1.6% up year-on-year.
Positioning for success
“It’s obviously not all doom and gloom for contracted rates, even though the challenges the industry (and indeed the world) face should not be underestimated,” Berglund concludes. “Owners and operators are clearly up for the fight and moving decisively when and wherever that’s possible. We can see clear evidence of that in the work of the Digital Container Shipping Association (DCSA), made up of the largest carriers, which is looking to introduce a paperless bill of lading and potentially save billions of dollars in costs. A much-needed efficiency.
“Shippers have to stay equally as limber in this environment, keeping up to speed with real-time market developments. Nobody knows what will happen next, but with the insights enabled through the latest data you can at least position your business to gain competitive advantage. That’s more essential now than ever.”
Companies participating in Xeneta’s crowd-sourced data platform include names such as Electrolux, Continental, Unilever, Lenovo, Nestle, L’Oréal, and Thyssenkrupp, amongst others.
To get the full XSI® Public Indices report, please visit: https://www.xeneta.com/xsi-public-indices
Xeneta is the leading ocean freight rate benchmarking and market intelligence platform transforming the shipping and logistics industry. Xeneta’s powerful reporting and analytics platform provides liner-shipping stakeholders the data they need to understand current and historical market behaviour – reporting live on market average and low/high movements for both short and long-term contracts. Xeneta’s data is comprised of over 200 million contracted container rates and covers over 160,000 global trade routes. Xeneta is a privately held company with headquarters in Oslo, Norway and regional offices in New York and Hamburg. To learn more, please visit www.xeneta.com
The e5 Consortium, consisting of Asahi Tanker Co, Ltd, Idemitsu Kosan Co, Ltd, Exeno Yamamizu Corporation, Mitsui O.S.K. Lines, Ltd, Tokio Marine & Nichido Fire Insurance Co, Ltd, Tokyo Electric Power Company and Mitsubishi Corporation as been established with the purpose of establishing the world’s first zero-emission electric vessels.
Coastal shipping in Japan faces structural issues such as a shortage of mariners due to the ageing of the seagoing workforce, not to mention the ageing of the vessels. In addition, the ocean shipping industry has urged the coastal shipping industry to reduce emissions of greenhouse gases (GHGs) as one of Japan’s measures to address climate change.
The seven e5 Consortium corporate members are focusing their attention on fulfilling the potential of electric vessels to solve these urgent issues. The consortium aims to establish a platform that offers innovative ocean shipping infrastructure services based on electric vessels bringing to bear the strength, technological know-how, networks, and other advantages of each member company.
As the first phrase of the project, the consortium plans to launch the world’s first zero-emission electric tanker, powered by large-capacity lithium ion batteries, in March 2022*.
e5 Lab. Inc. will serve as the executive office of the e5 Consortium.**
The e5 Consortium will promote the sustainable growth of coastal shipping in Japan and contribute to the nation’s social and economic development by providing added value to the coastal shipping industry through the development and introduction of advanced vessels.
What is ‘e5’?
e5 is a provider of safe, reliable, and high-quality transport service, based on the realisation of five core values: electrification, environment, evolution, efficiency, and economics.
* Asahi Tanker decided to build two electric tankers powered by lithium-ion batteries, the first such vessels in the world: https://asahi-tanker.com/news-release/2020/135/ Japanese, with English translation available.
Zero emission electric tanker concept video [3:38]:
** e5 Lab. Inc. (President: Tomoaki Ichida; Headquarters: Chiyoda-ku, Tokyo), jointly established by four companies of Asahi Tanker Co, Ltd, Exeno Yamamizu Corporation, Mitsui O.S.K. Lines, Ltd., and Mitsubishi Corporation, has enthusiastically promoted innovative projects to bring digital solutions and digital transformation to the ocean shipping industry, not only with electric vessels, but also hydrogen fuel batteries, onboard automated equipment, onboard broadband, remote control vessels, and development of a common integrated OS for ocean (vessels).
URL of e5 lab Inc.: http://e5ship.com/
Jotun & Odfjell Drilling collaborate on coating application for Deepsea Stavanger
Jotun helps Odfjell Drilling position for success with Total on South Africa assignment
Jotun is collaborating with Odfjell Drilling to provide an premium anti-fouling and topside coating solution for advanced drilling platform Deepsea Stavanger.
Deepsea Stavanger, the dual derrick, dynamic positioned (DP), semi-submersible is set to work in demanding environmental conditions off the coast of South Africa for oil major Total. To ensure optimum operations and durability, both above and below the surface, Jotun is now applying the premium anti-fouling SeaQuantum Ultra S and topcoat Hardtop One, a unique polixiloxane coating, at the Semco Maritime yard near Bergen, Norway.
Odfjell Drilling faces a critical challenge in the undertaking of its new assignment. A combination of high fouling intensity and strong ocean currents has the potential to threaten the efficiency of operations. Heavy fouling on the rig hull will increase frictional drag and this, allied to the force of the currents against the rig walls, makes it harder to maintain the correct position. This creates a demand for greater thruster power.
Rising to the challenge
“It became clear that Deepsea Stavanger required an anti-fouling tailored to deliver a clean hull, and optimal performance, in the most challenging environmental conditions,” comments Lasse Isaksen, Global Concept Director – Offshore. “Biofouling is as big an issue for the offshore industry, particularly with DP vessels, as it is for shipping, and with our established expertise in this niche we were perfectly positioned to find the right solution for this advanced asset.
“Our in-house anti-fouling team examined the individual vessel requirements, operational parameters, localised fouling intensity, and in-depth metocean data to determine the best coating. SeaQuantum Ultra S will deliver the results Odfjell Drilling and all its stakeholders demand, protecting the rig for long-term, durable operations, while its fast polishing silyl acrylate composition ensures a clean hull and optimal maneuverability and performance.”
Moving above sea level, the rig topside will be coated with Jotun’s Hardtop One, which offers excellent gloss retention for outstanding protection in even the most intense sunlight and UV exposure. As a single component product, the coating is unique to the market, offering all the benefits of a two-component solution, but with increased simplicity, reduced waste and less environmental impact.
“Deepsea Stavanger is a state-of-the-art rig that will deliver market leading performance for our globally respected client,” states Håkon Hernes Technical Superintendent Odfjell Drilling. “For the best results we needed the best solution, and Jotun, with its leadership in marine and protective coatings, proved to be the ideal partner.”
Hernes continues: “We have a commitment to our customers to provide outstanding service and the highest quality, whatever the demands, and we look for the same standards in our suppliers and their products. The innovative combination of solutions from Jotun, providing first class protection and performance above and below the waves, shows they understand our needs and can help us tackle industry challenges. We’re delighted to have them onboard.”
Jotun and Odfjell Drilling have worked together for around 20 years, but this, according to Sales Engineer Rune Nautnes, who helped lead the collaboration from Jotun’s side, was one of the biggest single maintenance projects to date.
“We always enjoy an excellent collaboration with Odfjell Drilling, and this was no exception,” he notes. “The team there provided first class data of the operating environment the rig would face and we used that, in combination with our segment understanding, to refine the ideal solution. This delivery, which consists of 19,000m2 of advanced anti-fouling, will help Deepsea Stavanger maintain optimal control and meet its demanding operational objectives.”
Jotun, which is headquartered in Norway, has 65 companies, 39 production facilities and representation in over 100 countries. The company is the globally leading provider of marine coatings, with established positions in the protective, decorative, and powder coating segments worldwide. 2020-05-20