The guidelines, which define quantitative assessment criteria and standardized measurement methodologies, came into force on 1 November 2013. GL has published new guidelines for compliance with MLC 2006 Noise and Vibration Requirements. The MLC 2006 sets minimum standards addressing the on-board working and living conditions of seafarers. These regulations are subject to the implementation into national laws. The title 3 of the MLC 2006 on ‘Accommodation, recreational facilities, food and catering’ addresses issues related to the construction and design of seafarer accommodation and the characteristics of the ambient environment which seafarers are exposed to during work, rest and recreation. These include some rather general requirements regarding noise and vibration.
Ear protection in the engine compartment is absolutely mandatory on board vessels
The MLC 2006 does not clearly define a measurement methodology and limit values for noise and vibration and leaves this up to the Flag States during their implementation of the Convention. However several Flag States did not determine quantitative ambient factors in their national legislation during their implementation of the MLC 2006 in this respect. The objective of the guidelines is to provide ship owners and yards with an alternative basis for demonstrating compliance relating to noise and vibration and to ensure clearness regarding the compliance with the Convention by defining quantitative assessment criteria and standardized measurement methodologies. In addition it defines unified requirements and the related approval process for service suppliers performing noise and vibration measurements within the framework. Firms providing measurements which are used for the issuance of MLC 2006 Noise and Vibration Certificate of Compliance need an approval by GL.
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The new MAN B&W ME-LGI dual fuel engine which can burn sustainable fuels has been chosen by Vancouver-based Waterfront Shipping for a series of 50,000 dwt methanol carriers. The engines exploit a fraction of the cargo as fuel to run on 95% methanol ignited by 5% pilot oil. MAN Diesel & Turbo officially designates the ME-LGI engine ‘ME-B9.3-LGI’ (LGI stands for Liquid Gas Injection).
Ole Grøne, Senior Vice President – Low Speed Promotion & Sales – MAN Diesel & Turbo, said: “This order represents a real market breakthrough for our Liquid Gas Injection engine and is the first such, commercial project that is not reliant on external funding. Simply put, the ME-LGI engine was chosen for these carriers because it is the engine best suited to the application. The LGI engine is designed to handle low-flash- point, low-sulphur fuels like LPG and methanol, etc. Consequently, its green credentials are striking with emissions of sulphur being almost completely eliminated.”
A Waterfront Shipping Vessel: Image courtesy of the owners
Waterfront Shipping, a wholly owned subsidiary of Methanex Corporation, is a global marine transportation company specialising in the transport of bulk chemicals and clean petroleum products. With the growing demand for cleaner marine fuel to meet environmental regulations coming into effect in Northern Europe and other regions, methanol is a promising alternative fuel for ships.
About the Electronic LGI Engine
The working principle of the GI engine is similar to that of its traditional two-stroke diesel counterpart, but with the combustion process based on a high air surplus and a high-pressure gas injection system. The engine is a large-bore Mark 9 engine (introduced by MAN in 2006) with an ultra-long stroke.
ME-GI dual-fuel low-speed engine: Image courtesy MAN Diesel & Turbo
Having a longer stroke results in a lower rpm optimum engine speed which in turn allows the use of a larger propeller and is thus significantly more efficient in terms of engine propulsion. Together with an optimised engine design, fuel consumption and CO2 emissions are reduced.
GI engine control and safety is handled by an add-on unit to the proven ME engine control system. In the main, modified parts in a GI engine are double-walled high-pressure gas pipes; a gas valve control block with internal accumulator on the (slightly modified) cylinder cover; gas injection valves and electronic gas injection (ELGI) valves to control the amount of gas injected.
MAN Diesel & Turbo says it is working towards an exhaust gas emission Tier lll compliant ME-LGI version.
Condition Monitoring Technologies (CMT) GmbH, Germany, has developed a flexible thruster monitor for the marine and offshore industry whose aim is to predict failures at the earliest possible stage, thus avoiding costly unplanned repairs, adjustments and downtimes, the German company said. In the modern shipping and offshore industry, unplanned thruster repairs and adjustments - both in dry dock and in situ - always lead to enormous costs, loss of productivity and decreased competitiveness. CMT has developed a unique flexible thruster monitor that ensures that any damage, wear or necessary adjustments are identified immediately, allowing preventative action to be taken. The CMT thruster monitor system is unique in that it provides real-time feedback on a whole range of both oil and vibration parameters, providing unparalleled comprehensive control and security. The fully automated system is said to be ideal for both new- buildings and retrofits as it can be easily combined with any existing thruster and ship management systems to create a single easy-to-use master system.
Avoid unnecessary changes of the thruster
According to CMT, it serves as a reliable early-warning system that ensures cost-effective operations by extending the intervals between class surveys, thus reducing dry-docking times and increasing the availability of ships and rigs. The CMT thruster monitor is designed for propulsion and positioning thrusters (tunnel and azimuth thrusters). It can be used for all brands and types of thruster, and comprises a fully modular system providing tailor-made solutions for all individual requirements, the company said. The system helps ship and rig operators to meet the CBM (condition-based maintenance) requirements specified by classification societies, and allows proactive maintenance and operational decisions based on actual thruster condition. According to the company it provides on-screen trending of all parameters and can be remotely accessed at all times using a standard internet connection.
Source/image: courtesy of CMT
The first of a total of four 125 Class frigates for the German Navy has been christened on Dec. 12, 2013, “Baden-Württemberg” at a naming ceremony by Gerlinde Kretschmann, wife of the Baden-Württemberg State Premier, at the Hamburg site of ThyssenKrupp Marine Systems – a company of ThyssenKrupp Industrial Solutions. For TKMS this is an important milestone in the construction program for the F125 Class frigates. The delivery of this first frigate is scheduled for November 2016. The order for the four ships is worth around €2 billion in total.
ThyssenKrupp Marine Systems heads the ARGE F125 consortium which was awarded the contract to build a total of four F125 Class ships for the German Navy in 2007. The ARGE F125 consortium also includes the Friedrich Lürssen shipyard in Bremen, which is building the ships in cooperation with Blohm+Voss Shipyards in Hamburg.
F125 class frigate
The four 125 Class frigates will replace the German Navy’s eight (Bremen type) 122 Class frigates. The ships were developed specially for current and future deployment scenarios for the German Navy. In addition to the traditional tasks of national and alliance defense, the 125 Class frigates are designed for conflict prevention, crisis management and intervention/stabilization operations in the international arena. The ships are capable of remaining at sea for 24 months and thus represent the first realization of the intensive use concept, i.e. significantly increased availability in the deployment region. This capability is supported by a much smaller crew and a two-crew strategy which permits a complete change of crew during deployment.
The F125-class is officially classified as frigates but in size they are comparable to destroyers, since, with a displacement of around 7,100 tons, they will be the biggest class of frigates worldwide.
The frigates are fitted with a combined diesel electric and gas (CODLAG) electrical propulsion system with a 20MW General Electric LM 2500 gas turbine, four MTU 20V 4000 diesel engines providing 3,015 kW each (total 12,06 MW) and two Siemens electric motors providing 4,5 MW each (total 9MW), which gives the ship a max speed of 26 kn.
Image: PPM News Service
Graph: courtesy of TKMS
The Mobile Powership will be the world’s first floating electricity generating station powered by LNG, capable of travelling from one place to another to supply power wherever it’s needed. Not only is the PowerShip a smart solution to the surging (and often unmet) demand for electricity in developing countries, but the mobile power plant can play a vital role in natural disaster relief as well.
PowerShip Rendering courtesy of HHI
This unique vessel is being developed following recent signature of a Memorandum of Understanding by Polaris Shipping, Korea Midland Power, Hyundai Heavy Industries (HII) and Siemens Energy Solutions. The aim is to install an efficient, environmentally friendly power generating plant onto a FSRU (Floating Storage Regasification Unit) which apparently has never before been attempted.
The consortium, which will invest US$940-million in the enterprise, expects that the Mobile PowerShip will be ready to begin its operation by December 2017. The vessel will integrate the LNG FSRU first designed and built by Hyundai, with a 880 MW combined-cycle unit; a project which will demand the best of a combination of inputs by naval architects and plant engineering designers.
Dr. Rochus Bergmann, CEO of Siemens commented: “… synergy between Siemens’ engineering know-how and Hyundai Heavy Industries’ world class shipbuilding technology will create a state-of-the-art offshore combined cycle power plant.”
Interestingly, HII say it is using advanced 3D technology to meet increased demands for exactness of measurement in its offshore plant construction sector. The system, developed by the South Korean shipbuilder, uses light wave distance measurement with a 3D scanner to make a stereoscopic image which it then automatically compares to a 3D blueprint for error detection.
Offshore Shipbuilding Precision Measurement: Image courtesy HHI
The system projects about a million laser beams per second in 3 mm terms to the offshore plant for its stereoscopic image. Through this technology complete imaging of the plant is obtained more quickly and more accurately than through the original light wave measuring system.
An additional benefit of using the system (dubbed by HII ‘3D Smart Precision Management System’) is that error measuring time is reduced from ten hours to two hours per plant, which improves productivity no end. Another benefit is that problems can be prevented prior to assembling any two structures by running a simulation and spotting any possible errors, however small they might be.
Sembmarine Integrated Yard@Tuas will expand its service for ships of all sizes with seven drydocks
Sembmarine Integrated Yard in Tuas has now officially opened its service. Singapore’s Prime Minister Lee Hsien Loong inaugurated in a ceremony on 6. November the yard facilities. 1100 guests participated at this event. Since 2009 Sembcorp Marine Group with their five daughter companies – Sembawang Shipyard, Jurong Shipyard, SOME, PPL and Jurong SML – built already in this extensive project. Leading managers of the Hamburg based Peter Gast Shipping GmbH and Zoepffel&Schneider GmbH participated at this event as well. Jurong Shipyard, which has been already represented by Peter Gast Shipping since 1984 is now able to offer additional four drydocks in Tuas. Sembawang is represented by Zoepffel&Schneider.
The first phase of the new huge yard complex recently has been inaugurated
Sembawang Integrated Shipyard (yard@tuas) is the biggest yard in Singapore, not only for repairs of all kinds – even for the biggest container vessels – but also for modifications as well as new buildings and repair in the off-shore market. The company started its service on 5. August 2013. With the docks YST D1, YST D2, YST D3 and YST D4 the company benefits from a wharf length in total of 4000 meters.
The first phase of the 220 ha project is finished and the four super-docks are already in operation. The yard is used by all five Sembcorp Members equally. The 220-hectare new yard will be built in three phases. Phase I of the new yard spans 73.3 hectares with Phase II at 34.5 hectares and the balance in Phase III. The state-of-the-art new yard facility is designed to maximise operational synergy, production efficiency and critical mass with optimised docking and berthing facilities, an improved dock and quay ratio, a centralised work-efficient layout and integrated facilities. According the company this will sharpen the yards competitive edge to achieve greater productivity and efficiency to deliver innovative, value-added and cost-efficient solutions to their customers.
To maximise the waterfront coverage in Singapore, the yard is configured with three finger piers and a basin ranging from 210m to 400m with maximum draft from 9m to 15m, allowing for ultra deepwater semi-submersible rigs and cruise vessels to be berthed without restrictions in the new yard.
Image / graph: courtesy of Zoepffel&Schneider
Trade fears cost increase – Shipping owner under considerable pressure
Shipping traffic on North- and Baltic Sea becomes notable more environmentally friendly as of 2015 – and could just generate significant cost increases also in other segments.
The allowed amount of ships sulfur emission drops to a maximum of one tenth of the previous amount. In addition also less nitrogen oxides and particulate matters are allowed. This is of the benefit to the environment, because the maritime traffic is a huge burden for the sensitive marine ecosystem and the air quality along the coast line. But due to the more stringent regulations a series of negative consequences will follow in other areas.
About 4.000 vessels are in regular service on the North- and Baltic Sea (SECA areas). Shipping owners have the possibility to fulfil these regulations by using expensive sulfur free fuels or they install afterwards scrubber systems in their ships.
Container vessels with black trail of smoke - expensive scrubber can provide a remedy
14 month before the relevant date the following can be seen: up to a small number the most will decide to use sulfur free fuel. Unifeeder Manager Timm Niebergall says: “The most of the owner cannot afford to install the expensive scrubber systems”. Such a system cost at a minimum around EUR 1,5 million. In addition, after years of the crisis owners do not get bank loans for such investments. On top of this: there are too many feeder ships in this particular area.
For the large vessels, which are running between Europe and Asia, exist no adequate tradedable desulfurization technology, which means that for new buildings scrubber systems will be installed.
That means, that year after next, the European market for Diesel fuel will increase. Cruise ships and freighter on North- and Baltic Sea will not any longer use heavy fuel because of the poor quality. They need similar fuels like trucks, aircrafts, oil heating systems and Diesel cars. The result is finally: a drastically price increase per ton. A company speaker of Hapag Lloyd said recently: “The low sulfur limit values end definitely in higher prices which we will forward to our customers”.
But the mineral industry in Germany play down the issue: “We have already invested in the new technology to change heavy fuel into better and environmentally friendly products”.
We certainly will watch the market and inform our reader
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A 600 kW/cyl MAN 6L32/44CR main engine is to be installed in a new North Sea fishing purse-seiner/trawler, the first ever common rail engine to be installed in a vessel of this type in the Norwegian commercial fishing sector, according to engine builders MAN Diesel and Turbo.
Graphic rendering of the Kvannøy (courtesy Hansen Dahl)
A widely-used engine in merchant ships, the 32/44CR marine diesel engine was the manufacturer’s first all-electronic four-stroke engine, launched in 2006 to supplement the popular 32/40 series with a CR fuel- injected derivative.
The six-cylinder version 32/44 engine (32 cm bore/44 cm stroke) is rated at 3,600 kW and uses the latest MAN Diesel & Turbo common rail technology to enable the flexible setting of injection timing, duration and pressure for each cylinder. Thus fuel consumption and emissions may be optimised at any point on the operating profile.
Norwegian shipping company, Nyholmen AS has chosen a system for their new 77.25-m (253.4 ft) Kvannøy that includes two MAN 9L16/24 GenSets (each delivering 940 kWe) that will deliver auxiliary power for a hybrid propulsion system. Altogether a remarkably powerful setup, and also the first time, MAN say, that medium-speed powered GenSets have been employed aboard a fishing vessel of this kind.
Kvannøy is specified to run on marine diesel oil (MSD/MDO) though of course the 32/44CRs robust and proven common-rail injection system is basically designed for operation using far more demanding heavy fuel oil (HFO).
Included in the propulsion package is the manufacturer’s Alpha VBS1020 propeller (ø4,200 mm) with an AHT propeller nozzle and an option for a rudder bulb. MAN Diesel & Turbo will also supply its newly developed Alphatronic 3000 propulsion control system, including the ECO Speed Pilot for optimal voyage planning and speed setting.
Hybrid propulsion systems combine electric propulsion and diesel drive and enable ships with variable power requirements to run at high propeller efficiency.
3D representation of the Kvannøy’s hybrid propulsion system showing the MAN Alpha VBS1020 propeller with AHT propeller nozzle, MAN 6L32/44CR main engine and 2 × MAN 9L16/24 GenSets (Courtesy of MAN Diesel & Turbo)
A large number of operational modes are available, which enable engines and propellers to run optimally over a wide power range. In hybrid PTH/Boost mode the main propulsion is powered by the diesel engine, with an option for electric propulsion for emergency mode or as a boost mode. In this configuration the installed electric power should meet the minimum requirement to bring the ship back into port. This is of no small consideration for a vessel that will operate year-in, year-out, in the brawling northern reaches of the North Atlantic.
The new ship will be constructed at the Karstensens shipyard in Skagen, Denmark and is due for delivery in June 2015.
Hatecke GmbH built nine units for “Norwegian Getaway”
Lifeboats of the “Norwegian Getaway” coming from the Hatecke GmbH in Drochtersen near the German river Elbe. Each boat features a length of 12.70 m and 5.45 m in width, weight is of 12 to each and they are certified for 300 persons. According to Hatecke GmbH, they are currently one of the leading manufacturers of lifeboats and davit systems. All their products are developed in-house and conform with LSA regulations laid down by the IMO. All lifeboats and rescue boats are delivered with their own inbuilt launching system, as a “ready-to-assemble” package. This helps minimize shipyard installation costs. The 146,600 gt cruise ship has completed its Ems conveyance successfully. Together with its sister ship, the “Norwegian Breakaway”, they belong to the largest, ever built cruise ships in Germany and take around 4.000 passengers. After getting the final equipment, including all the lifeboats, on board, which will be done in Eemshaven, Netherlands, and Bremerhaven, Germany, the vessel will leave the berth for intensive test trails in the North Sea for several days. After this the ship starts in January for an Atlantic crossing from Southampton towards New York and from there to Miami. From here the new cruise ship will start into their official cruise service in the Caribbean Sea.
As a good traditional behavior the ship has to be named in a ceremony. Norwegian Cruise Line and the Miami Dolphins did announce that the Miami Dolphins Cheerleaders will christen Miami’s ultimate ship, Norwegian Getaway, as the official Godmothers. The Christening Ceremony will take place on February 7, 2014 on board the vessel in Miami.
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Royal Caribbean increases number of cabines in the Voyager Class
The cruising segment is booming: Royal Caribbean upgrades four ships of their fleet and also investments will be done in Germany.
The cruise shipping company Royal Caribbean continues with its revitalization program and upgrades four vessels of their Voyager Class, which have been approved each for around 3.100 passengers, with additional 75 cabins. Additional refurbishments will be done on the “Navigator of the Seas”, the “Voyager of the Seas”, the “Explorer of the Seas” and the “Adventure of the Seas”. The fifth vessel of this class, the “Mariner of the Seas” has already made its docking time in May 2012.
Entered service in 2002 the "Navigator of the Seas" will receive 81 additional beds
The vessels of the Voyager Class have been built at the Kvaerner Yard in Finland and are in service since 1999. The ships length is of 311 m up to 47 m in width and measured at an average of 137.000 gt. With these refurbishments intends the company to increase the passenger capacity by 4.8 percent. The first ship will have its docking time at the Grand Bahama Shipyard in January 2014.
Obviously the cruising segment is booming international wide and also unbroken in Germany. “The results for 2013 are very positive: bookings in the first half of the year were clearly above the figures of the previous year”, says Richard Vogel, CEO of the German Tourist Association (DRV). Germany is already today the second largest Cruise Market in Europe. Increasing turnover and passenger numbers can be seen particularly in the oceanic cruise market: increasing numbers of turnover and passenger numbers could be seen last year by over 11 percent. With this more than 1.5 million German guests booked an oceanic cruise.
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