Hamilton Jet Orders Strong

By Jocelyn Redfern at October 21, 2010 14:04
Filed Under: Company News

Waterjet manufacturer HamiltonJet has had considerable commercial success with its new HT series since the first model was introduced less than two years ago with 60 units being sold to date.

So far 18 HT1000s have been delivered to South Korea for Coast Guard Patrol boats, with a further 10 jets scheduled for delivery this financial year. A large patrol boat being constructed in the USA at present also utilises twin HT1000. Seven twin shipsets of HT810s have been ordered for patrol boat projects in Taiwan with the first of these recently exceeding expectations at sea trial. Already there are orders for 16 HT900s for four fast supply vessels being constructed in the USA.

HamiltonJet’s Global Sales and Marketing Manager Mike Shearer says, “It is very pleasing to see the vast amount of in-house dedicated research and development effort paying dividends in the market with improved hydrodynamic design, maximised manoeuvrability and reduced lifecycle costs all being significant factors in the acceptance of the HT range.”

HamiltonJet will be exhibiting at the following shows in the coming weeks:

  • Euronaval, Paris France, October 25th to 29th, stand E51.
  • Shiptec, Dalian China, October 26th to 28th, booth 206.
  • Ausmarine, Perth Australia, November 23rd to 25th, stand 85 & 86.
  • International Workboat Show, New Orleans USA, December 1st to 3rd, booth 3039 with 2 x HT900s on display.

The HT1000

Korean Coast Guard Patrol Boat with 2 x HamiltonJet HT1000 and 2 x HM811 boost jets

Kongsberg Maritime Develops New Green Ship Engine Room Simulator Model

By Jocelyn Redfern at October 21, 2010 10:06
Filed Under: Simulation and Training

The Kongsberg Maritime Simulation & Training department has developed a sophisticated Green Ship Engine Room Simulator (ERS) model based on a Wärstilä 12RT-flex 82C low-speed common-rail engine, built for a Panamax container ship of 4800 TEU, with reefer capacity of 800.

The scenario for the simulated ship model is a modern Green Ship that is financed and operated by a ship owner who is deeply concerned about environmental issues, and who has built a fuel efficient / low-emission container ship using well-proven, commercially available technical solutions. The simulated ship has a high normal operating speed of 26 knot and the propulsion machinery is adapted for all ambient temperature conditions, ranging from arctic (-40°C) to tropic (45°C), allowing new trading routes. The new ERS model offers highly realistic training based on the above conditions, to ensure optimal performance whilst reducing emissions. The RT Flex simulator model also includes a Sankey diagram, making it easy to visualize the energy efficiency of the engine room plant.

"Although many Kongsberg Maritime ERS models offer Green Ship functionality, the RT-flex model features the most comprehensive fuel efficiency and emission reduction functionality that we have developed so far," explains Leif Pentti Halvorsen, Product Manager for Engine Room and Cargo Handling Simulators, Kongsberg Maritime. "Our increased focus on Green Ship simulation is a result of higher interest from environmentally conscious owners, who will be using more efficient engines like the Wärstilä 12RT-flex in the future."

Instead of the usual mechanically-controlled fuel injection pumps and exhaust valve drives of Wärtsilä RTA engines, the RT-flex82C has an electronically-controlled common-rail system, meaning that the engine room operation differs from that of other ships, so there is a requirement for specific training on this system. The new ERS model simulates the Wärtsilä Engine Control System (WECS) which triggers the electro-hydraulic rail valves for the respective functions, in addition to simulating a wealth of technical aspects including waste heat and thermal oil tank heating system. The model also simulates an exhaust converter of the SCR (Selective Catalytic Reduction) type, cutting the NOx emission by about 90%.

Kongsberg Maritime is committed to supporting the shipping industry in reducing emissions and improving fuel efficiency. The leading maritime technology developer recently launched the KONGSBERG Vessel Performance System as part of the new K-Chief 600 marine automation system. It provides a set of tools that enables ship owners and operators to manage their vessels in ways that are more economical and ecologically beneficial, in compliance with safety regulations. This, and the new RT-flex simulator, reflect Kongsberg Maritime's diverse approach towards enabling the Green Ship.


Sankey Diagram - visualize the energy efficiency of the engine.


ME Fuel Oil/Servo Oil Supply.


MHI Apply Bubble Bath Concept to New Container Ship Design

By George Backwell at October 19, 2010 10:38
Filed Under: General

The problem of hull and hull-appendage skin friction efficiency, an important factor in ship architecture, has been addressed by Mitsubishi Heavy Industries (MHI) who recently announced completion of the conceptual design of their ‘New Panamax’ 14,000 TEU container ship which embodies a revolutionary way of reducing this frictional resistance.

Research in the arcane discipline of fluid dynamics has revealed that blowing an interposing layer of air bubbles between a ship’s underwater hull and surrounding seawater reduces frictional resistance, a theory now brought to practical application by MHI with its proprietary Mitsubishi Air Lubrication System, dubbed ‘MALS’.

Last February MHI began sea trials of their innovative MALS system on a heavy lift module carrier, the Yamatai (owned by joint developers NYK-Hinode Line), a vessel whose wide shallow draft hull form made it an ideal choice. Measurements taken from the Yamatai, currently being verified, are expected to show a reduction of 10% in CO2 emissions following the installment of MALS, an event in itself noteworthy as the world’s first air lubrication system to be permanently installed in an ocean-going vessel.

 MHI’s  ‘New Panamax’ 14,000 TEU container ship design, MALS-14000CS, will benefit from knowledge gained through the MALS trials carried out on Yamatai, to give the envisaged container ship a similar 10% cut in its CO2 emissions. However, additional design improvements promise an astonishing 35% total reduction in environmentally harmful emissions.

Main propulsion of the MALS-14000CS is by two electronically controlled diesel engines (fitted with a waste heat recovery system) each powering a separate shaft. Exhaust outlets placed near the stern emit gasses filtered by scrubbers to further reduce environmentally harmful SOx emissions.

The design also promises operators significant fuel savings. The Japan Times Online reported on 15, October 2010 that the General Manager of MHI’s Ship and Ocean Engineering Department, Mr. Takashi Unseki,  predicted that the new container ship will be capable of cutting fuel costs by up to Yen thirty-million annually.





By Keith Henderson at October 17, 2010 15:25
Filed Under:

Earlier this month a new product called Amperium was announced by the American Superconductor Corp. (AMSC), of Devens, Massachusetts. It is the name they have given to a second generation (2G) high temperature superconductor (HTS) wire.

The wire is ribbon-shaped and comprises a core of 2G HTS material clad with thin strips of metal such as copper or stainless steel and has an approximate width of 4.8 mm and thickness of 0.2 mm ( 0.2 x 0.008 inch)

It has the remarkable ability to conduct more than 100 times the electrical current (amperage) of copper wire of the same dimensions. Electrical systems incorporating Amperium wire instead of copper are significantly more compact and lighter than their copper based equivalent. There are wide applications for Amperium in many industries but what is particularly interesting for the marine segment is its use in ship propulsion motors and generators and for naval ships degaussing systems.

Basically a superconductor is a substance that below a critical temperature, its electrical resistance falls away to zero making it in effect a perfect conductor. It is a physical fact although a theory to explain high-temperature superconductivity still eludes modern science!

The term “high temperature” is a relevant one and also needs some explanation. It refers to a high temperature on the Kelvin temperature scale and in this context means a temperature higher than that of the freely available coolant liquid nitrogen, which boils at 77 K or -196 deg C (-321 deg F).

Translating these features into tangible benefits, by using superconductors a new generation of AC synchronous machines can be made with significant advantages over conventional AC synchronous and induction machines.

In conventional AC synchronous motors the rotor current is continually varied. These constant changes create fatigue in the rotor windings ultimately causing failure. The nature of the low temperature controlled HTS systems is such that the machines operate at near constant temperature. This eliminates a primary cause of failure therefore offers greater reliability and longer MTBF.

AMSC has already delivered electric propulsion motors to the US Navy in sizes of 5MW at 230 rpm and 36.5MW at 120 rpm. The 36.5MW motor is less than half the size of the conventional motors used on the USS Zumwalt (DDG-1000) destroyer and is approximately 200 tonnes lighter.

The rapidly increasing use of diesel electric, hybrid and integrated electric propulsion systems for commercial and naval ships looks to benefit from this superconductor technology in the years ahead.

Renewable Energy Project

By Keith Henderson at October 16, 2010 17:03
Filed Under:

Lloyd's Register is collaborating on a project to create a fleet of commercial coasters powered by a combination of sails and marine engine using biogas as a fuel. The project was instigated by B9 Shipping, based in Northern Ireland. part of the B9 Energy Group. which operates and maintains 45 wind farms on the British Isles as well as developing tidal projects and biogas production.

Reducing dependence on fossil fuels by replacing it with biomass is achievable, given the surplus material of the Nordic countries, however transporting it to where it is to be used, in this case the UK, also needs to be as environmentally friendly as possible to achieve the desired result.

Estimates by the International Energy Agency (IEA) show that UK biomass power generators may need up to 45 million tonnes of biomass per year. B9 shipping wants to harness this renewable-energy program by building as many as 50 vessels to carry upward of 30 million tonnes a year of wood chips, wood pellets and biocoal pellets from mainly Scandinavia by 2020.
The 3,000 dwt coastal vessels envisaged for this project are equipped with sails that are estimated to provide about 60 per cent of propulsion needs with the balance coming from Bergen spark ignition biogas powered engine(s) when sail power is not available.

B9 Shipping has two very good reasons to believe that now is the right time to press forward with this project. Firstly, given the UK government’s targets on renewable energy as a European Union (EU) member, it is committed to secure 15 per cent of its energy from renewable sources by 2020 compared to the present figure of only 3 per cent. Secondly, for transport, the European Commission (EC)’s Renewable Energy Directive says 10% of fuel should be from renewable sources, mainly biofuels, by 2020: the present figure is only approximately 2.5 per cent.

Microturbines in Vessels

By Keith Henderson at October 16, 2010 16:41
Filed Under:

The first marine application of a gas turbine was in 1947 in a Motor Gun Boat. Since then they have been used, mainly for naval and cruise ship applications, particularly in combination with other gas turbines or diesels. The majority are aeroderivative, and are upwards of 4MW making them unsuitable for smaller vessels.

In the power generation field, for many years now, small turbines have been in use for a variety of applications from emergency and standby generation to full power supply. These small turbines or microturbines differ from their larger cousins in several ways. They run on air bearings removing the need for oil lubrication, furthermore transmitted noise is eliminated, they have a multi fuel capability ranging from (bio) diesel, to CNG, LPG etc. and run up to speeds of 96,000 rpm virtually eliminating vibration. Power outputs vary from a few kWs to 1+MW using combinations of modules.

A leading manufacturer of microturbines is the California based Capstone Turbine Corp. who manufacture microturbines with outputs of 30, 60 and 200 kW. The largest can be stacked to produce more powerful combinations.

This summer Capstone signed an agreement with Electric Ship Facilities of the Netherlands for what is believed to be the first marine application of a microturbine. The propulsion configuration of this 23 m steel workboat is a hybrid system of battery with a C30 (30kW) microturbine generator. The microturbine produces ultra low exhaust emissions due to its combustion efficiency and the absence of any lubricants. Using a gas fuel such as LPG/ LNG would further reduce emissions.

Hybrid applications usually need a generator of one sort for example diesel engine, fuel cell, solar cell. This recent availability of a light, compact and low power microturbogenerator for marine applications brings a welcome widening of the panorama of hybrid possibilities.

LNG storage tanks on ships

By Keith Henderson at October 03, 2010 16:47
Filed Under:

The widening of the exhaust control and sulphur emission control areas in European and American  waters requires new solutions to enable vessels to comply with these requirements.  Although use of MDO as a fuel is one way towards compliance, another possible and less expensive alternative is LNG.

Using LNG as a fuel can offer a practical and economic solution for the ship operator. The prognosis is that we will see the growing use of LNG on board ships as a fuel for propulsion and auxiliary engines however this inevitably raises another question of how best to store this new type of fuel?

Operating a ship using a fuel in a gas state requires integration of the entire chain from shipside bunkering, storage, conditioning and delivery to the engine and its conversion into power. Within a period of a few weeks, builders of dual fuel engines Wärtsilä and MAN have published their own solutions to this question.

In the case of MAN Diesel & Turbo, it has teamed with the German company TGE Marine which has been active in the design and construction of cargo handling systems for ship carrying the liquified cryogenic gases of LNG, LPG and petrochemical gases. In addition to the matter of gas storage the company also produces a Fuel Gas Station to manage the storage of gas on board and condition the fuel for supply to the engine. A suitable bunker interface harmonising with the available infrastructure can be provided if required.

Wärtsilä offer their own in-house solution called LNGPac and consists of a full system like the one above from bunkering to storage, conditioning and delivery to the engine. There is a series of standard storage tanks ranging from the smallest LNGPac105 to the LNGPac 527, the number refers to the geometric volume of the tank in cubic meters.
Both systems allow the ship owner to deliver/complete dual fuel with LNG propulsion system from one manufacturer and have the reassurance that the entire system is compatible including  bunkering and on board storage.
This should help to accelerate the acceptance on LNG as a marine fuel.

First HAM for Norwegian fishing industry

By Keith Henderson at October 03, 2010 16:44
Filed Under:

For more than 10 years the Viking cruise ferry MV Mariella has been successfully operating her four S.E.M.T. Pielstick 12VPC2.6.diesel engines with Humid Air Motor technology.

This year the, Norwegian owned, purse seiner/trawler and factory vessel MV Kvannøy built in 2002, was converted to Humid Air Motor operation. At the recent commissioning test and sea trials, MV Kvannøy’s exhaust gas NOx emissions from the original MAN 16V28/32A propulsion engine rated 3,920 kW at 775 r/min, were reduced by 61.3 per cent compared to the emission of the main engine before the conversion running without HAM. The total NOx emissions saved by HAM will total 50 ton annually, the actual NOx level is only 1.2 g/kWh above the IMO Tier III limit.

The HAM system operates by saturating the incoming turbocharger charge air with sea water vapor before it enters the air box and then the combustion chambers. The result is a lower peak temperature in the combustion process thereby reducing NOx formation.
Good performance at full and part load, very low operational costs, reduced fuel consumption and no requirements for low sulfur fuels are the benefits of HAM operation: in addition the engine remains cleaner and TBOs are extended. It is an environmentally sound method using only sea water with no NOx-reducing agents required. The system being relatively uncomplicated enjoys low maintenance requirements

The economic benefits of the change amount to annual savings of approximately $140,000 due to reduced NOx taxes for operation within Norwegian waters. This gives a theoretical payback time for the HAM retrofit of approx. 3 years.

The HAM system design and installation onboard MV Kvannøy was carried out together with the DNV classification society, who additionally made the final emission analysis, including verifying the NOx measurements.   

Wärtsilä 3C Communication and Control Center

By Keith Henderson at September 25, 2010 18:15
Filed Under:

Wärtsilä unveiled it’s new fully integrated vessel control system earlier this month at the SMM exhibition in Hamburg, Germany.

The Wärtsliä Communication and Control Center (Wärtsilä 3C), connects all the separate systems used on board a vessel through a single interface providing full command and control of each individual system. It provides shipyard and ship operator with a one stop solution to the problem of integrating all the vessel’s different control systems into one package.

The bridge command center is designed using input from experienced marine professionals to ensure easy and safe operation of the ship. Data may also be communicated to a remote server, for example the owner’s head office if so desired.

Various systems such as optimal engine configuration, engine condition monitoring, trim management, navigation and route planning etc., have been available for a number of years as separate stand alone systems but are brought together under the one Wärtsilä 3C interface. Situation awareness and interdependent linking factors are efficiently managed by the single integrated system and alarms are set, where appropriate, indicating when manual intervention is required. Increased fuel economy, lower emissions and reduced maintenance requirements are further benefits offered by the new harmonized system.

The safety of the system is paramount and redundancy is built in at different levels of the system to provide full reliability and comprehensive awareness of the conditions on board the vessel. Wärtsilä 3C is designed to meet the highest standards including being used in the harshest environments and will comply with all the major classification societies.

As manpower reductions continue in the future and functions presently carried out manually will become automated or operated remotely, one can’t help wondering how long it will be until the first unmanned ships will be plying the oceans?

Caption: Wärtsilä's Communication and Control Center (Wärtsilä 3C)integrates the entire vessel's control into one solution.

First Container Ship with auxiliary LNG power

By Keith Henderson at September 24, 2010 15:27
Filed Under:

Announced during the recent SMM exhibition in Hamburg, the third generation German family container fleet owner Reederei Stefan Patjens is to retrofit a 5,000 TEU container vessel, the MV Maersk Drury for LNG operation.

The 5,000 TEU container ship was built in 2006 by Hyundai Heavy Ind., has a LOA of 295m and dwt of 53,911. Classification society DNV has already been working with MAN, Maersk and TGE Marine Gas Engineering for six months on this project. When completed on scheduled in 2012, according to DNV, it will be the very first use of LNG as a fuel on board a container ship and of LNG as a fuel in worldwide trading.

Concerning the changes required to facilitate LNG operation, apart from the technical changes to the two auxiliary diesel generator engines, the modifications will convert cargo space next to the engine room into a gas technology room with the LNG fuel storage achieved using only containers. This greatly simplifies bunkering and loss of cargo space will be minimal.

Only two of the four main MAN 7L27/38 generators will be converted for dual fuel operation as well as its auxiliary boiler will be modified. After the change, when the ship is in harbor, it will have access to its own clean fuel for energy production and will also be better prepared for sailing through ECAs (Emission Control Areas).

Stefan Patjens, managing director and owner of Reederei Stefan Patjens said that they had decided not to wait for further improvements but instead, wanted to participate in the improvements themselves. Acknowledging that this is an introductory phase and not the final solution for container shipping, it is nevertheless a step forward towards a new solution.

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