Slide Fuel-Valves Pass Noteworthy Milestone

By Peter Pospiech at June 13, 2013 05:25
Filed Under: Company News, General, MAN Diesel&Turbo, Marine Diesel Engines

First introduced at the turn of the millennium, MAN PrimeServ – MAN Diesel & Turbo’s service division – recently retrofitted its 20,000th slide fuel-valve.

Christian Ludwig – Head of Retrofit & Upgrade – MAN Diesel & Turbo, said: “Slide fuel-valves have proved to be very popular within the marine, two-stroke market. Really, it’s a case of having introduced the right technology at the right time and the slide fuel-valve’s strong market performance is testimony to the fuel savings and increased environmental profile it brings to working vessels. It is important to note that slide fuel-valves improve the low-load operating capability of engines.”

Slide Fuel-Valves

Slide fuel-valves come as standard on all new MAN B&W engines but can also be retrofitted on MC engines. The slide fuel-valve eliminates the so-called ‘sac volume’, which reduces fuel-oil consumption and, furthermore, eliminates dripping from the fuel-valve nozzle. Compared to conventional valves, the slide fuel-valve has NOx-reduction potential. The reduced sac volume leads, by nature, to an improved combustion process, resulting in fewer deposits throughout the gas ways and a reduction in overall emissions, such as HC, NOx and particulate matter. Furthermore, visible smoke conditions are also greatly reduced as a result of the improved combustion. Conversely, engines fitted with slide fuel-valves have, due to improved low-load performance with regard to soot formation, a significant advantage in an era where ‘slow steaming’ (sailing at part load) has become the industry norm. This reduces/eliminates the need to run at high revolutions in order to clean exhaust channels.

Retrofitting and benefits

The procedure for replacing standard valves with slide fuel-valves is straightforward and can be carried out by ship personnel after instruction or MAN PrimeServ as required. Fitting the new valve type brings many benefits to the table, including:

• Improved low-load performance

• Better combustion process

• Reduced fouling of gas ways and exhaust-gas boiler

• Reduced fouling of piston top land

• No drips – no sac volume

• Less visible smoke formation

• Lower HC, NOx and particulate matter emission levels


graph: courtesy of MAN

New Wärtsilä thrusters – Keeping drilling vessels safely in place under harsh conditions

By Peter Pospiech at June 11, 2013 05:39
Filed Under: Azimuth pod, Company News, drive systems, Offshore

The new Wärtsilä LMT-3510 thruster provides more available force and excellent bollard pull performance, which are essential factors in offshore dynamic positioning applications.

Wärtsilä is continuously improving its thruster portfolio in response to market demands, classification requirements, and feedback from thruster products in operation. In the coming years Wärtsilä will renew its entire thruster portfolio. The Wärtsilä LMT 3510 thruster is the first result of this extensive development programme that uses new insights and the latest technical and hydrodynamical knowledge. The main objectives for the LMT-3510, as compared to the already existing LMT-3500, were:

1.  To improve the hydrodynamic efficiency of the thruster,

2. Incorporate latest knowledge with regard to the propulsion driveline and structural strength of the thruster

The new thruster has found a broad market acceptance, as is manifested by the fact that, in a limited time, in excess of 100 units have already been sold. The new technology implemented in this development work provides very important input for the thrusters being developed for the new thruster portfolio. As regards the hydrodynamic aspect of the design, the thruster was designed to address the issue of high interaction losses between the thruster and the adjacent hull. The basic idea is to deflect the jet from the steerable thruster sufficiently downwards to avoid interaction. The most efficient way to achieve this deflection is to tilt the complete pod, shaft line, propeller, and nozzle by 8 degrees. It has been found that a geometrical tilt of 8 degrees is enough to deflect the jet sufficiently downwards without compromising the overall performance of the unit. The consequence of tilting the shaft, however, is a complete redesign of the underwater gearbox. A bevel gear transmission of 82 degrees was developed to accommodate this. Furthermore, the propeller diameter was slightly increased, which has a positive effect on the bollard pull performance of the unit. In the detailed design phase, hydrodynamic improvements to the nozzle shape, and connecting the nozzle with the rest of the unit, have also been implemented. This has resulted in an additional performance increase. Figure 2 shows a picture of the tilted unit with the 82 degree gearbox. In the design process, the entire driveline, consisting of gears, shafts and bearings, was adapted to match the larger propeller. The resulting changes involve a larger gear-set and a different bearing configuration. Additionally, specific attention was given to the supporting structure and hydraulics. Last but not least, the LMT-3510 comes as standard with a torsional damper incorporated into the input shaft, and a PCMS (propulsion condition monitoring service) to monitor the condition of the system, 

Graph of the LMT-3510 Underwater Mountable Thruster


The new LMT-3510 thruster unit has very good bollard pull performance, which is the key-issue in offshore dynamic positioning applications. The hydrodynamic design of the unit has led to a significantly reduced loss of thrust caused by thruster-hull interaction. This results in more available force to keep the drilling vessel in place under harsh operating conditions. The hydrodynamic development has been verified with the aid of state-of-the-art numerical simulation tools, which provided good insights into the occurring phenomena. This created a solid base for achieving significant improvements in the performance of the overall system. The mechanical design has also been improved, thanks to the latest know-how and the extensive experience at Wärtsilä. The LMT-3510 is, therefore, a notable step in the development of thrusters to serve the market with hydro dynamically efficient and highly reliable product thereby reducing the risk of downtime (off hire).  

Graph of a drill rig with 8 steerable thruster units


Graphs: courtesy of Wärtsilä

Volvo Penta Powered Test Boat Sets Off on Truly Testing Voyage

By George Backwell at June 08, 2013 05:33
Filed Under: drive systems, General, Marine Diesel Engines

Volvo Penta test boat PTA80 is off to show the Swedish manufacturer’s flag on a 27-day, 1,850 nautical mile English Channel odyssey from its Gothenburg Marine Centre-base. The long-distance voyage of the 22 meter boat, with its new twin IPS 900 pod propulsion system, comprises seven legs with six stopovers at Volvo Penta Centres in harbours along the way for a presentation and display of this agile vessel, and includes an appearance at Southampton’s Seawork 2013 exhibition on 24, June. More on the boat and its propulsion follows below.

Test Boat PTA80: Photo courtesy of Volvo Penta

Main Particulars:
Boat type: PTA80
Owner: Volvo Penta Marine Test Center
Length OA: 22 meters
Beam: 5.2 meters
Engines: 2 x Volvo Penta D13-700 DST, 2 x700 hp Propulsion: Volvo Penta IPS900 Rating 3 Displacement: 36 tons
Top speed: 27 knots

D13 Engines Now Certified for EPS Tier 3
Volvo Penta says that the D13 engine powering the craft, is the same engine that is currently in operation in more than 450,000 heavy-duty applications both ashore and afloat. The big difference is that it has now been further developed to comply with U.S. EPA Tier 3 exhaust gas emission standards which requires from 1, January 2014 a 40% reduction in particulate matter in the exhaust gases and a 20% reduction in NOx and hydrocarbon.

They add that this upgrade of the engine’s environmental characteristics will neither change the performance, nor the fuel efficiency. Nor does it imply any changes in terms of design, size or installation; in these respects there will be no difference to the boat builder, owner or operator.

Volvo Penta IPS900 Pod Propulsion System
The IPS900 propulsion package uses Volvo Penta D13 diesel engines, each with a power output of 700 hp. It is an ideal solution for boats with Rating 3 (medium-duty use, approx. 2,000 service hours/year). The low power usage means reduced load, lower oil temperature, lower engine temperature and thus reduced stress on components, which adds up to increased durability and longer life. It also means longer service intervals for the whole package, for the IPS unit as well as the engine itself.

Propulsion System IPS900: Image courtesy of Volvo Penta

Some distinguishing features and benefits with Volvo Penta IPS
30 % reduced fuel consumption
30% less CO2 emissions
40 % longer cruising range
50% lower perceived noise level and vibrations • 20 % higher top speed
Joystick docking and driving

Short facts Volvo Penta IPS900
Crankshaft power: 515 kW/700 hk
Max. torque: 2,650 Nm
Configuration: In-line 6-cylinder diesel engine, 24 valves and replaceable cylinder liners Displacement: 12.78 l
Emissions: Meets the requirements for EPA Tier 3 (< 5.8 NOX and < 0.14 PPM)






First Rolls-Royce low emission Environship delivered

By Peter Pospiech at June 06, 2013 04:31
Filed Under: Company News, drive systems, Fuels & Lubes, General, LNG fuel

Rolls-Royce Plc has delivered the first of a revolutionary new design of cargo ship which will reduce CO2 emissions by up to 40 per cent, thanks to a combination of cutting edge marine technology, including a wave-piercing bow and an engine powered by natural gas, whereby the gas is stored as liquefied natural gas (LNG).

The first Rolls-Royce Environship, of NVC 401 LNG design, the Eidsvaag Pioner, has been delivered to Norwegian company Eidsvaag AS this week, and will soon enter service on a year-round schedule delivering feed to numerous fish farms around the Norwegian coast.

The Environship, which can be adapted for different ship types, incorporates a range of Rolls-Royce technologies to deliver efficiency savings for ship owners. When compared to similar sized diesel powered ships, the CO2 reduction can be up to 40 per cent.

Neil Gilliver, Rolls-Royce, President - Merchant, said: "The Environship has now moved from concept to reality with the successful delivery of the first ship. We firmly believe that the only way to make significant reductions in emissions and fuel costs is to combine a range of innovative technologies into one ship. Environship does just that, by bringing together complementary technologies as part of a highly efficient propulsion system.

Vidar Eidsvaag, Eidsvaag AS - Operations Manager said: "We look forward to entering service with this vessel, the very first of the Environship concept. We have great expectations of both the design and equipment, and we hope and think that this vessel will enable us to meet future challenges in an even better way.”

Rolls-Royce technologies, featured in Environship include a Bergen engine powered by natural gas, the Promas combined rudder and propeller, a hybrid shaft generator to optimise use of electrical power and an innovative wave-piercing hull design. On an overall length of 74.7 metres the NVC 401 LNG has a beam of 13.6 metres and a loaded draught of about 5 metres. The superstructure is located forward, with accommodation for eight people, and the machinery and LNG tank aft, the cargo tanks occupying the main part of the hull.

A Bergen C26:33L9PG gas engine, developing 2,430kW at 1,000rpm turns a CP propeller in a Promas solution integrating the propeller, a nozzle and the rudder in an efficient propulsion system.

The LNG storage tank system supplied by Rolls-Royce has a capacity of about 110 cubic meters which gives a range of around 1750 nautical miles. Developed in cooperation with Linde Cryo, the result is a system that controls the supply of gas to the engine optimally despite rapid changes in load. Furthermore Rolls-Royce has delivered the engine and thruster controls, an integrated automation system with gas control and monitoring, the DP1 system with joystick, and the electrical system.

All together the propulsion solution will reduce CO2  emissions by 22 percent, NOx emissons by 92 percent and SOx emissions by 99 percent, while emission of particulates are negligible.

Built at the Vard Aukra yard in Norway and owned by Eidsvaag AS, the NVC 401 LNG forage carrier will work for Skretting AS. 

images: courtesy of Rolls Royce

International awards for vessels equipped with Voith Schneider Propellers

By Peter Pospiech at June 05, 2013 06:07
Filed Under: Company News, drive systems

Earlier this year, leading offshore shipping industry representatives from 45 countries met at the Offshore Support Journal Conference in London. The conference highlight was the presentation of the international awards. This year, two awards were won by vessels equipped with the exceptionally fuel-efficient and environmentally-friendly Voith Schneider Propellers (VSP): the A2SEA wind turbine construction vessel Sea Installer and the Østenjø platform supply vessel Edda Ferd. 

For the 7th year, Riviera Maritime Media held one of the largest meetings of vessel operators, shipbuilders, designers and OEMs of the offshore support industry. In the run-up to the conference, more than 4,500 readers of the Offshore Support Journal had decided on the winners of the awards presented by the magazine. The Offshore Renewable Award went to the Sea Installer, the Environmental Award was won by the Edda Ferd. Both vessels are equipped with the sustainable Voith Schneider Propeller drive concept. 

The A2Sea is equipped with three Voith Schneider Propellers. 


The wind turbine construction vessel Sea Installer owned by Danish operator A2SEA is one of the largest and most powerful vessels transporting offshore turbines for the wind energy industry. The vessel with a length of 132 meters and a width of 39 meters accommodates up to 60 people. Thanks to its crane capacity of 800 tons and a total capacity of 5,000 tons, the Sea Installer can transport eight to ten complete wind turbines – and that with extraordinary safety and maneuverability, even at extreme seas. This is made possible by her main propulsion system consisting of three Voith Schneider Propellers. Each of them has a propulsion power of 3,800 kW. With the VSP technology and the Voith Roll Stabilization (VRS), the master of the Sea Installer can keep his vessel exactly on position and navigate with precision, both in Dynamically Positioned Mode as well as in transit on rough seas.


With its theme “Marine Industry Superior Environmental Thinking” – or MindSet for short – the shipping company Østenjø sets new environmental standards for platform supply vessels. The result: The platform supply vessel Edda Ferd which will be plying the world’s oceans as of October 2013, mainly for the oil and gas industry. The Edda Ferd uses 30 percent less energy and therefore also less fuel than comparable platform supply vessels. The two Voith Schneider Propellers with a propulsion power of 2,500 kW each have contributed to this reduction. Thanks to their fast and accurate control, the VSPs keep the vessel safely and precisely in position – even in rough seas. This eliminates the need for re-adjustment and thus saves fuel. In addition, the VSPs are very quiet, reducing the noise emissions under water. The propellers allow for a simple hull shape. The Edda Ferd is therefore particularly efficient, which reduces the fuel consumption and emission of pollutants.

Voith Schneiders VSP installed on Sea Installer with 3.800 kW each


Image: courtesy of Voith Schneider

New Dual-Fuel Marine Diesel Engine on the Stocks From Caterpillar

By George Backwell at May 31, 2013 23:53
Filed Under:

Dual-fuel (DF) diesel engine demand in land and marine power markets has stimulated designs from leading engine builders over the past decade, not least Caterpillar, who say they are working on a new medium-speed dual fuel engine the  M34DF.

Development of these engines is spurred by the increased availability of gaseous fuels, the much lower level of noxious exhaust emissions associated with them, as well as the benefits of reduced engine maintenance and longer intervals between power plant overhauls. Natural gas is also a safe fuel, both lighter than air and with a relatively high ignition temperature.

Dual-fuel Diesel Engine M34DF: Image courtesy of Caterpillar

Caterpillar’s MaK™ product line, manufactured in Germany and China will feature the new M 34 DF from October 2014.  It has a power rating of 500 kW per cylinder at 720 and 750 rpm in diesel and gas modes, and will share the same footprint as the popular M32C engine series.

“It was important for us that M34DF and M32C share the same footprint features, and the same system interfaces. The M34DF was designed to provide operators with industry-leading thermal efficiency for lowest total cost of operation,” explains Detlef Kirste, MaK product definition manager. “The engine offers optimised load response and load stability in addition to numerous support features, such as remote monitoring and engine system diagnostics, helping engine operators with their daily service and maintenance work. Our target was to keep the typical MaK marine engine attributes like reliability, safety and efficiency while striving for an engine design that is easy to service and maintain.”

With a bore of 340 millimeters and stroke of 460, the engine was designed to be the preferred choice for gas electrical and mechanical propulsion applications in the offshore energy and support vessel segments.

Offshore Support Vessel: Image courtesy of Caterpillar

Key to the efficiency of the M32C as well as the new dual fuel  M34DF engine (which features new real-time combustion monitoring) is Caterpillar’s Flexible Camshaft Technology (FCT) which achieves synergy between flexible fuel systems and advanced air systems. High fuel injection pressure over the whole operating range, fuel injection and inlet valve timing are load controlled and influenced by a lever shaft which affects injection timing pressure and inlet valve events to the best advantage.

In addition to FCT, the new engine design is said to have a lower valve train and several innovative monitoring and components aimed to ensure maximum safety during operation.  

Caterpillar will offer service and support for the new MaK dual fuel engine, including installation and application, system integration support, plus customer and crew training.  The new engine will be put up for classification approvals in Rostock, Germany and then sold through Caterpillar’s MaK dealer network.



A new Multi-Purpose Catamaran Work Boat for Offshore Wind Services B.V.

By Peter Pospiech at May 30, 2013 04:34
Filed Under: Company News, drive systems, General, Offshore, Workboats

Offshore Wenduine has been finalized at shipyard Den Breejen in Hardinxfeld- Giessendam and completed her first deployment for Ampelmann a few days ago.
Offshore Wenduine (OW3) has been converted into a multi-purpose Catamaran Work Boat and been finalized end of April by shipyard Den Breejen under the supervision of Workships Contractors B.V. Her first job was to assist in the testing of the Amplemann L-type access system. Also, the manoeuvrability of the ship in the area of the landing point was successfully assessed.
OW3 is MCA CAT 2(1) classed and has been inspected by Eelsing for Prinses Amalia Windfarm without issues. Her relatively large deck space, around 50 square meters, gives room for bulky equipment, e.g. 2x10 feet containers aft, and the RG Seasight fender is one of the best performing ones on the market.

Other features which make her ideal for diving and survey works include: tracks allowing easy fitting of project specific equipment; survey desk with two seats; 19inch rack for survey equipment; large storage space and lockers; separate crew mess; all seats are KPM DNV-classed suspension seats and each has a table tray with power sockets, USB charger and day & night lights.
The two TBD620 V8 engines of 910 kW each, gives the boat, via 2x Marine Jet Power water jets, a service speed of 23 kts, whereby the sprint speed is 26.5 kts.
OW3 is owned by Offshore Wind Services B.V. and managed by Workships Contractors B.V., a company with its headquarters in Rotterdam. She is one of their ten crew transfer vessels of the offshore wind fleet.

Image: courtesy of Offshore Wind Services B.V.

Sandfirden Technics’ introduces new developed LNG-gensets for marine use

By Peter Pospiech at May 26, 2013 04:31
Filed Under:

For the brand-new gas/electric-powered inland shipping tanker mts Greenstream, Sandfirden Technics located in Den Oever, The Netherlands, has developed a series of special Scania gas generator sets. Each of the sets, power output at 285 kWe, runs on 100% natural gas. They are the very first natural gas engines which have been marinised and classified in the power range of up to 300 kWe. The engines are based on Scania’s diesel engines. They have been modified in close cooperation between Sandfirden and Scania. Features of the SGI-12 and SGI-16 gas engines are single cylinder heads with 4-valve technic, heavy-duty industrial glow plugs, with an appr. durability of 2.000 operation hours ensures 100% reliability in service and low maintenance costs. The mechanical output, available at the flywheel, is between 205 and 300 kW (COP) at 1.500 and 1.800 rpm. This is a very much appreciated feature because of the lower gas consumption and, of course, the lower noise emission. Thanks to the Scania’s own developed electronic control and speed regulation system, the engines can be switched from 1.500 to 1.800 rpm whenever this is needed.

These so-called ‘lean burn’ engines operate in an air-rich environment. This extra air lowers the combustion temperature as a result of which the engines emit far less harmful substances, as well as consuming less fuel. General Sales Manager of Sandfirden Technics, Erik de Wit explained, “Compared to the diesel version, our gas engines deliver a more than 80% reduction in the emission of nitrous oxides (NOx) and a more than 20% reduction in CO2 emissions, with zero emissions of SO2 and soot. At the same time, the gas engines deliver a high output, are extremely reliable and maintenance costs are low. By using a completely new developed fuel system, the gas supply is regulated in such a way that the quantity of fuel delivered can be adjusted extremely rapidly to every demand placed on the propulsion system. This adaptability ties in perfectly with the sailing profile of coastal and inland shipping.” 

Sandfirden Technics, main dealer for Scania industrial and marine engines for the Benelux countries, have been building gas engines for industrial applications based on the Scania diesel platform, for twelve years now. These gas engines are for example used as generator drive systems in combined heat and power installations. More than three years ago, Sandfirden Technics started preparing these engines for maritime applications. In collaboration with Lloyd’s Register of Shipping (LRS), the Scania engines were duly adapted, extensively tested and approved.

Two V-eight natural gas engines packed in a container, each delivering max 285 kWe, on board the new inland tanker Greenstream


Images: Sandfirden Technics B.V.

Offshore Supply Vessel by Chevalier a Mini Hotel with Punch

By George Backwell at May 25, 2013 05:20
Filed Under: Company News, Offshore

Offshore wind-farms, oil/gas rigs and platforms, demand service in the North Sea energy sector as new wind turbines are planted at just the same time as a revitalised oil industry booms, fed by recent advances in deepwater energy extraction technologies. The problem is that there are not enough skilled workers to meet the demand, according to a recent BBC focus on reborn offshore services hub Aberdeen, Scotland; and alarmingly the shortage is likely to become progressively more acute. Present-day employers need to hold on to highly-trained staff, and one of the ways to do that is to keep them as comfortable as possible as they journey to-and-fro the offshore installations on the frequently lumpy North Sea.

Recognising the trend, Chevalier Floatels commissioned Holland Shipyards  to convert and upgrade extensively their Offshore Service Vessel (OSV) DP Gezina, remarking wisely : “In the end it is the engineers who determine the success of any project. Preventing seasickness and fatigue and keeping them comfortable and happy is a way to increases productivity and to bind engineers to their organisation.”

Accommodation Vessel DP Gezina
: Image credit Chevalier Floatels

The 70.1 m, 1,930 gt diesel-electric powered vessel was built in 2007 by Remontowa in Poland and has recently emerged from Holland Shipyards Merwede River facility after a comprehensive conversion that began last autumn.

Chevalier Floatels claims to have developed a new concept for the offshore wind and offshore oil and gas industry that is much more than just accommodation, setting a whole new standard in terms of reliability, efficiency and comfort.

Propulsion Machinery

Volvo Penta Genset: Image courtesy of Volvo Penta

Five marine diesel Volvo Penta gensets power twin 630 kW Schottel azimuth thrusters as main propulsion units, and there are are two bow thrusters (one tunnel of 300 kW and one retractable of 400 kW) which in combination enable the Praxis DP2 system to exert positioning control. The service speed at 3-m draft is 13.5 knots.

A SAM Electronic Line integrated bridge consul with automation and VMS from SAM electronics also provide planned maintenance, integrated automation and monitoring systems.

For sea-going comfort retractable Rolls Royce stabilisers are fitted each side, and for the safety of personnel boarding offshore installations there is an Ampelmann heave compensated gangway on the afterdeck. But well-designed hotel-style accommodation is what  makes DP2 Gezina stand out from the crowd, as follows

  • Two berth Cabins: 12
  • One berth Cabins: 36
  • Total berths: 60 (incl. crew) (Can be upgraded to 90 berths)
  • Hospital
  • Fitness room
  • Offices: 3
  • Changing room
  • Reception
  • Laundry
  • Recreation Rooms:
  • Mess room / meeting room
  • Day room
  • Smoke room
  • Two recreation rooms

In addition a galley with hot and cold buffet counter is fitted in the mess room, and  water-makers, sewage treatment, food storages and fuel tanks give the vessel a 30-day at sea autonomy.



Blue Ship Invest receives new build PSV 'Blue Thunder'

By Peter Pospiech at May 23, 2013 11:52
Filed Under: Azimuth pod, Company News, drive systems, Shipyards

Ulstein Verft delivered ‘Blue Thunder’, the fourth of six medium-sized platform supply vessels of the PX121 design from ULSTEIN® mid of March to Blue Ship Invest. Owned by Blue Ship Invest, a wholly-owned company in Ulstein Group, the platform supply vessel (PSV) is commercially and technically under the management of Atlantic Offshore. ‘Blue Thunder’ will enter a 4-month contract with Statoil, with 4 monthly options. “We have received good feedback from the operators on her three sister vessels, and we are very pleased that this ship also enters into a contract for work in the North Sea,” says Gunvor Ulstein, CEO of Ulstein Group and Managing Director of Ulstein Shipping, adding that the remaining two vessels will be delivered later this year and all six vessels are for sale.
In the North Sea, PSVs of the PX121 designs are considered medium-sized. The vessels with this design have an optimal combination of fuel-efficiency and deadweight. They have the capacities and performance close to the segment for larger PSVs, but at a cost that provides excellent value-for-money.
The vessels’ X-BOW® hull line design offers efficiency over a wide draught range, which is important for PSVs as they frequently operate with varying loads. Moreover, the X-BOW has unique, beneficial qualities in terms of motion and propulsion efficiency in heavy seas. Both the hull and choice of propulsion system make the vessels particularly suited for North Sea and North Atlantic conditions.

Ulstein new delivery: The "Blue Thunder"

The hull form, with the ULSTEIN X-BOW®, combined with diesel electric propulsion system, ensures the best performances with regard to fuel consumption, sea keeping, station keeping and speed. The main propulsion system comprises two azimuth pulling thruster, each driven by frequency controlled variable speed electric motor. One retractable azimuth thruster and two side thruster forward are installed, ensuring that the vessel obtains the best station keeping capabilities with ERN [99,99,99,89]. The vessel is equipped, built and certified according to IMO Class II for Dynamic Positioning.
Main technical data:
The diesel electric power and propulsion plant features 690V - 60Hz, and consists of:
• Two main generator engines, each of MCR 2350 kW (2250 ekW / 2500 kVA) at 1800 rpm.
• Two main generator engines, each of MCR 994 kW (940 ekW / 1044 kVA) at 1800 rpm
• Electric propulsion motors, frequency converter controlled, each 0-2200 ekW, 0-1200 rpm
• Two main azimuth pulling propellers, controllable pitch, each 2200 kW, dia. 2800 mm, speed 0-210 rpm
‘Blue Thunder’ has a length of 83.4 metres and a beam of 18 metres, and keeps a maximum speed of approximately 16 knots. She has a load capacity of 4,200 tonnes (dwt), and the 850 square metre cargo deck can carry a deck load of 2,200 tonnes. In addition to tanks for oil, water and drilling fluids, the vessel has four stainless steel tanks for flammable liquids. ‘Blue Thunder’ has modern accommodation for 23 persons, she is equipped with a dynamic positioning system IMO class II and meets the requirements of DNV’s Clean Design notation.
Ulstein Power & Control has delivered the electrical systems on board, including power distribution and electrical propulsion system, the information and communication system ULSTEIN COM®, modular consoles and integrated navigation systems and the integrated automation system ULSTEIN IAS®.
The Blue Thunder received it’s classification from DNV:
DNV 1A1, Offshore Service Vessel Supply, SF, E0, DYNPOS-AUTR, CLEAN DESIGN, COMF-V(3), COMF-C(3), LFL*, NAUT-OSV(A), DK(+), HL(+), ICE-C
She runs under Norwegian flag.


image: Ulstein

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