06 № 6 2019 10 - DVV Media Group · RoRo vessels. Meanwhile, the seventh RoRo vessel was handed over from FSG to Siem. The 209.79m-long, 26m-wide ferry is called Leevsten. Consortium

THE INTERNATIONAL PUBLICATION FOR OFFSHORE & MARINE TECHNOLOGY

Offshore wind industry: A new generation of installation vessels 30

Asian Maritime Industry: South Korea competes for top spot 20

Engine control: Requirements for future systems 10

www.shipandoffshore.net

September | October№ 6 | 201906| 19

© DVV Media Group GmbH Per

sönl

iche

Aus

gabe

, Fra

u G

au, D

VV

Med

ia G

roup

Gm

bH ,

Ham

burg

, Kd.

Nr.:

910

1010

10, A

bo-N

r. 53

2744

. Wei

terg

abe

an D

ritte

urh

eber

rech

tlich

unt

ersa

gt.

SAMPLE ISSUE

Lisanne GroßAdvertising SalesTel.: +49 – (0)40 / 237 14 –248Fax: +49 – (0)40 / 237 14 –236 E-Mail: [email protected]

If you are interested in placing your advertise ment in one or more issues of EUROPORT Daily News, please contact your local representative or our offi ce directly:

The EUROPORT Daily News will be published on every day of the show and distributed to visitors and exhibitors at EUROPORT. At breakfast time, the EUROPORT Daily News will provide the latest news of the maritime industry for all trade fair visitors in English language.

• Work with the exclusive Media Partner of EUROPORT Daily News• Advertisers and sponsors will benefi t from 6,000 distributed copies per day• Distribution at the entrances and to every booth• Distribution before and during the trade fair• Your way to reach 30,000 visitors and more than 1,100 exhibitors

Bookabledays are:Tuesday, Nov. 5th 2019Wednesday, Nov. 6th 2019Thursday, Nov. 7th 2019Friday, Nov. 8th 2019

Book your advertisement nowThe international maritime exhibition Europort 2019 will take place at the Ahoy Exhibition Center in Rotterdam from 5th until 8th November 2019. Maritime professionals from all segments of the ship-building and offshore industries will present latest trends and innovations at Europort 2019.

As the offi cial partner, DVV Media will exclusively produce the daily trade fair newspaper EUROPORT Daily News from Tuesday to Friday!

Rates / per day

Contact

Full

colo

ur r

ates

+VA

T

183 x 251 mm1/1-page

€ 3,500

183 x 125 mm1/2-page

€ 1,900

183 x 83 mm1/3-page

€ 1,300

183 x 30 mm1/8-page

€ 650

183 x 63 mm1/4-page

€ 1,000

Concept & Facts

in Rotterdam from 5ship-building and offshore industries will present latest trends and innovations at Europort 2019.

As the offi cial partner, DVV Media will exclusively produce the daily trade fair newspaper EUROPORT Daily News

Concept & Facts

Advertisingdeadline

15th October,2019


sönl

iche

Aus

gabe

, Fra

u G

au, D

VV

Med

ia G

roup

Gm

bH ,

Ham

burg

, Kd.

Nr.:

910

1010

10, A

bo-N

r. 53

2744

. Wei

terg

abe

an D

ritte

urh

eber

rech

tlich

unt

ersa

gt.

SAMPLE ISSUE

COMMENT

In the past issues of Ship&Offshore we have focused a lot on a more sustainable maritime industry, predominantly through the renunciation from fossil fuels for ships. But – of course – this is not only an issue for one single industry but for mankind. Under the heading of Energy Transition, various renewable sources, primarily on- and offshore wind and solar power, are identified to take over the power supply of the world once the reliance on coal, oil, gas and nuclear power has come to an end.

What sounds so easy – wind and the sun are integral to this planet – is in fact not only a question of technological innova-tions but also a highly political, economic and bureaucratic mat-ter, with pitfalls all along the way. Most of the technological chal-lenges, though, have been solved in an impressively short spell of time, paving the way for realising a global infrastructure.

And there are quite a few promising reports from all over the world: France just recently announced that it would double its target for developing offshore wind generation to 1 GW per year from around 500 MW previously, as costs are falling; Norway and South Korea are cooperating to study the feasibility of a 200-MW floating wind farm – the world’s largest so far.

In the Belgian North Sea, the country’s largest offshore wind farm to date, the SeaMade, is currently being built. With a ca-pacity of 487 MW, it is expected to supply renewable energy for around 500,000 households by the end of 2020.

The UK, as the largest offshore wind power market in Europe, had 8.2 GW installed at the end of 2018, with another 19 GW ex-pected to come online in the next ten years.

Germany – though struggling with political restrictions – not only has an impressive 6.38 GW of installed capacity but also leads the way when it comes to forward-thinking technologies and efficiency-enhancing systems in this segment. The lost ca-pacity from nuclear and coal is supposed to be largely replaced by renewable sources, out of which wind and solar power are set to account for 65% of power generation in Germany by the end of the next decade, analysts say.

However, on the downside: France is still in its infancy regard-ing its own offshore wind infrastructure. A government develop-ment plan submitted at the beginning of this year provides for an installed capacity of 5.2 GW by 2028. By way of comparison, Germany currently wants to have a total installed capacity of 15 GW by 2030 – and even that is still too little for industry, which is committed to an expansion target of 20 GW by 2030 provided that political objections regarding limited network capacity can be cleared.

In the UK, approximately 68% of the offshore wind supply chain is sourced from non-UK based firms. And the continental Europe and UK supply chains are deeply interconnected. So ob-viously one wonders what happens after Brexit. Will the United Kingdom be able to achieve its targets?

And first and foremost: Are we all doing too little too late? Every country needs to overcome different hurdles when it

comes to working towards achieving the Paris Agreement goals; high investment costs and political restrictions just being two of them.

It will still take some time and action but also bravery and willingness to tackle the discrepancies. However, there is no time to lose as evidence of global warming is already clear to see.

Overcoming hurdles

Kathrin Lau Deputy Editor in Chief [email protected]

Ship & Offshore | 2019 | Nº 6 3© DVV Media Group GmbH Per

sönl

iche

Aus

gabe

, Fra

u G

au, D

VV

Med

ia G

roup

Gm

bH ,

Ham

burg

, Kd.

Nr.:

910

1010

10, A

bo-N

r. 53

2744

. Wei

terg

abe

an D

ritte

urh

eber

rech

tlich

unt

ersa

gt.

SAMPLE ISSUE

CONTENT SEPTEMBER | OCTOBER 2019

For over 30 years, the specialist FIL-TEC RIxEn GmbH has been involved with improvement, manufacture, service and sales of filters and filter replacement parts for marine and industrial applications.

Thanks to our technically sophisticated management systems and flexibility when it comes to special orders, we can respond effectively and at short notice with customised solutions.

The Specialists for Filters in Marine and Industry

FIL-TEC RIxEn GmbH Osterrade 26 • D-21031 Hamburg • Phone: +49 (0)40 656 856-0 • Fax: +49 (0)40 656 57 31 • [email protected] • www.fil-tec-rixen.com

QualityMadeingerMany

before

and after

3018

Ship Operation

Classification & Consulting 46 Classification society prepares

for Industry 4.0 and increasing environmental regulation

Navigation & Communication49 First Iridium® GMDSS terminal

is unveiled

Sustainable Shipping50 Meeting 2020 sulphur targets

Offshore & Marine Technology

Offshore Wind30 A new generation of

jack-up vessels32 Norwegian expertise for floating

wind in South Korea

Offshore Technology34 World’s largest SSCV equipped

with heavy-duty crane brakes

Industry News36 Life-time extension

for FPSO38 Lifejacket unveiled for

helicopter transfers38 Cable specialist releases

latest ‘radiation

Shipbuilding & Equipment

Propulsion & Manoeuvring Technology

10 Flexible control platform for large engines

14 Engine maker broadens portfolio

16 Guidelines for wind-assisted propulsion systems

17 Condition monitoring, transmission series

18 Flexible azimuth propulsion proves popular in many sectors

Industry News25 Next-generation marine lighting26 New coating system28 Plug-and-play pumps launched

for lube oil applications

This issue of Ship&Offshore contains a supplement from Ahoy Exhibition


sönl

iche

Aus

gabe

, Fra

u G

au, D

VV

Med

ia G

roup

Gm

bH ,

Ham

burg

, Kd.

Nr.:

910

1010

10, A

bo-N

r. 53

2744

. Wei

terg

abe

an D

ritte

urh

eber

rech

tlich

unt

ersa

gt.

SAMPLE ISSUE

REINTJES Service365 days availability worldwide99 & more individual maintenance concepts24 hours to get on-site support by an extensively trained service engineer4 weeks to receive all gear components manufactured in highest quality

REINTJES GmbH | Eugen-Reintjes-Straße 7 | 31785 Hameln | Service Hotline +49 51 51/104-237 | [email protected]

In Focus: Asian Maritime Industry

Regulars

3 Comment6 News & Facts 39 Buyer‘s Guide51 Imprint

46

20 Competing for top spot but challenges remain

24 Singapore christens first LNG-powered bunker tanker

This issue of Ship&Offshore comes with our Schiff&Hafen | Ship&Offshore

Anniversary Special 70+10


sönl

iche

Aus

gabe

, Fra

u G

au, D

VV

Med

ia G

roup

Gm

bH ,

Ham

burg

, Kd.

Nr.:

910

1010

10, A

bo-N

r. 53

2744

. Wei

terg

abe

an D

ritte

urh

eber

rech

tlich

unt

ersa

gt.

SAMPLE ISSUE

Tennor Holding takes full ownership FSG | The global investment company Tennor Holding BV has become the sole owner of the German shipyard Flens-burger Schiffbau-Gesellschaft mbH & Co KG (FSG). This fol-lows the successful acquisition of all remaining shares in FSG from the former owners, Siem Europe Sarl. In February this year, Tennor (formerly Sapinda Holding) became the principal shareholder in the business, es-tablished in the North German

state of Schleswig-Holstein in 1872. Siem Europe first be-came a shareholder in FSG in September 2014 and over the past five years has been the main purchaser of vessels built at the yard, which has included the construction of eight large RoRo vessels.Meanwhile, the seventh RoRo vessel was handed over from FSG to Siem. The 209.79m-long, 26m-wide ferry is called Leevsten.

Consortium to finance cruise ships Genting Group | Two Global Class cruise ships currently un-der construction for the Gent-ing Group at MV Werften are to be financed through a EUR 2.6 billion package structured by Kf W IPEX Bank and an inter-national consortium of lenders. The funding follows EUR 750 million guarantees during the ships’ construction issued by the

German Federal Government and the Federal State of Meck-lenburg-Western Pomerania.Genting Group has invested about EUR 840 million in the acquisition of the MV Werften shipyards, including EUR 300 million in modernisation and upgrading. It has also doubled the workforce to about 3,000 over the last three years.

Flexible RoPax design presentedMediterranean market | Danish design company Knud E. Hansen has released its newest design, a 154m-long RoPax ferry that can transport up to 1,500 passengers and 440 cars. The vessel has 657 lane meters for trucks and trail-ers. Its manoeuvring and docking capabilities make it an ideal choice for the Mediterranean market, for example, although it is well suited for a variety of locations and operating conditions worldwide, Knud E. Hansen said in a statement. The vessel has a service speed of 25 knots and can operate at close to optimum engine load even at slow speeds due to its diesel-electric propulsion plant and azimuthing

pods. The four engines have a combined power of approximately 48 MW and are fuelled by marine diesel oil (MDO). There are two tunnel thrust-ers located at the bow which, combined with the azipods, allow the vessel to move laterally without any forward or aft motion, a very desirable feature for mooring. There is also a large battery bank to power the vessel while dockside, allowing for zero emissions in port.The vessel is certified as a EuroClass Type A ship and is fully SOLAS compliant. Knud E. Hansen aims to achieve the highest level of survivability with strict adherence to Safe Return to Port requirements.

Merger raises concerns Offshore accommodation | The UK Competition and Markets Authority (CMA) has been in-vestigating the proposed deal between Prosafe SE (Prosafe) and Floatel International Lim-ited (Floatel). Both companies supply semi-submersible off-shore accommodation support vessels (ASVs) – or ‘flotels’ – to oil and gas companies. These are used to provide accommoda-tion, storage and working space for employees working offshore.After completing its initial Phase 1 investigation, the CMA is con-cerned that the deal could re-duce competition in the supply of ASVs for oil and gas projects on the UK continental shelf.The CMA’s investigation has found that Prosafe and Floatel are the two largest suppliers in the market, owning the vast majority of semi-submersible offshore accommodation units in North West Europe.

The RoRo ferry Leevsten Source: FSG

Construction of the first Global-class ship is already well advanced

Illustration of the new RoPax ferry design Source: Knud E. Hansen

Sour

ce: M

V W

erft

en

6 Ship & Offshore | 2019 | Nº 6


sönl

iche

Aus

gabe

, Fra

u G

au, D

VV

Med

ia G

roup

Gm

bH ,

Ham

burg

, Kd.

Nr.:

910

1010

10, A

bo-N

r. 53

2744

. Wei

terg

abe

an D

ritte

urh

eber

rech

tlich

unt

ersa

gt.

SAMPLE ISSUE

Arctic Offshore Farming | Tech-ano, a subsidiary of Holland’s Van Aalst group, has won a contract to provide equipment for Norway Royal Salmon’s new aquaculture facility, Arc-tic Offshore Farming, which is due to be completed soon at Fosen shipyard, near Trond-heim. Norway Royal Salmon is constructing semi-submers-ible offshore fish farms, to be sited in coastal waters, rather than fjords, with the first one due to be located off the coast of Troms county in northern Norway and populated with fish by autumn 2020. Techano will supply advanced cargo-

handling equipment for the facility, including winches for net handling, chain jacks and a boat slip for the fish food barge.

The latest contract follows sev-eral others won by Techano in the specialised aquaculture seg-ment.

IT system | Marlink has an-nounced it has signed a new agreement with Höegh Auto-liners to supply the interna-tional transport and logistics company’s 38 car and truck carriers with the IT system, KeepUp@Sea, which is part of Marlink‘s new ITLink portfolio.

Cooperation | Columbia Ship-management has announced a strategic cooperation be-tween its offshore and energy subsidiary CSM Energy and Waterworks Offshore Services, one of the leading German off-shore shipbroking houses with a strong focus on the offshore renewable market, combining traditional and Hanseatic ship brokerage services focusing on sale and purchase and charter-ing of specialised offshore as-sets.

Acquisition | 3D-based design and engineering software spe-cialist Cadmatic has widened its marine portfolio with the acquisition of Kymdata Ltd, a computer-aided design (CAD) software specialist. Kymdata’s CADS Electric software is wide-ly used in electrical automation design in Finland and Estonia and includes software mod-ules for HVAC calculation and modelling as well as structural design.

R&D director | Coatings manu-facturer Hempel has appoint-ed Nigel Shewring as its new Group director of Research & Development (R&D).

Joint venture | A joint venture between engine builder ABC and CMB called BeHydro aims to commercially launch its first hydrogen medium-speed en-gine in the course of 2020.

Yacht service | Rolls-Royce has launched its upgraded Pre-mium Yacht Service at the re-cent Cannes Yachting Festival. New services include train-ing sessions for captains and shipyard staff, a new customer care centre dedicated to yacht customers in Italy, digital con-nectivity for power and navi-gation systems, and a choice of gold-plate or rose-gold cyl-inder heads for MTU yacht en-gines

First X-Bow polar vessel named Greg Mortimer | The first ex-pedition cruise vessel in Sun-Stone’s Infinity-class series has been named Greg Mortimer at the China Merchants Heavy In-dustry (CMHI) Haimen base. The 104m-long ship is built to Polar Class 6 standards. It has 80 passenger cabins with pri-vate bathrooms and balconies. The vessel is the first expedi-tion cruise ship to incorporate Ulstein’s patented X-bow®, a bow hull design which leads to a smoother and more com-fortable journey in head seas. Less resistance in waves means that less fuel is needed to cut through the waves, hence a low-er environmental footprint, the shipbuilder said in a statement.

Techano wins aquaculture contract > IN BRIEF

Conversion into LNG bunkering vesselBergen Tankers | Norwegian shipping company Bergen Tankers is to convert a fuel oil bunkering vessel into a liquified natural gas (LNG) bunkering vessel to operate in Norway. Previously known as Oslo Tank, the converted vessel will be named Bergen LNG and will operate in Bergen harbour from the fourth quarter of 2020.It will serve future LNG-pow-ered cruise ships on the Hur-tigruten and Havila coastal route off Norway. The bunker vessel will be used for a long-

term charter to energy com-pany Shell Gasnor. Norwegian company Høglund said it has been awarded a contract to de-liver a cargo handling system for the vessel. Høglund will also provide cargo control and emergency shutdown (ESD) systems plus ship-to-shore/ship-to-ship link systems.Ingemar Tonder Presthus, tech-nical and marine manager of Bergen Tankers said the retrofit is a complex technical challenge from both a hardware and soft-ware engineering point of view.

The bunkering vessel is to supply LNG in the future Source: Høglund

Illustration of the aquaculture facility Source: Techano

The Greg Mortimer has now been delivered Source: Ulstein

Ship & Offshore | 2019 | Nº 6 7

INDUSTRY NEWS & FACTS


sönl

iche

Aus

gabe

, Fra

u G

au, D

VV

Med

ia G

roup

Gm

bH ,

Ham

burg

, Kd.

Nr.:

910

1010

10, A

bo-N

r. 53

2744

. Wei

terg

abe

an D

ritte

urh

eber

rech

tlich

unt

ersa

gt.

SAMPLE ISSUE

ShipManager Hull | The clas-sification society DNV GL will supply its software, ShipManag-er Hull, for implementation on five vessels of the Saipem fleet. It will start with Saipem 7000, one of the world’s largest crane vessels with a lifting capability of 14,000 tonnes at 42m. With the help of the software, Saipem will be able to use a digital twin of the entire structure for optimal planning of periodic inspections and drydock repairs.With ShipManager Hull, own-ers can use 3D digital twins for full life-cycle management of

the hull structure. All data is centralised and easily accessible for steel and coating calcula-tions and predictive analytics, enabling significant cost savings, especially in drydock, DNV GL said in a statement. ShipManag-er Hull, installed on more than 500 vessels worldwide, is part of DNV GL’s maritime software portfolio for ship management and operations, used on 6,500 vessels. ShipManager covers modules for technical manage-ment, procurement, hull integri-ty management, QHSE, crewing and business intelligence.

Addressing future sector growthExhibition | The upcoming Offshore Energy, which will be held from October 7th to 9th in Amsterdam, will once again address the technical, operational and commercial challenges associated with fu-ture sector growth. The three-day event includes an exhibition over 25,000m2 where an expected 600+ sup-ply chain companies will showcase their products and services. Additionally, there will be an accompanying conference that covers key topics for the off-shore community.The Offshore Energy 2018 show attracted over 10,000 attendees from more than 90 countries.

Scandlines signs up for Rotor Sail

Copanhagen | Hamburg-based Scandlines has signed an agreement with Finland’s Norsepower Oy Ltd to install a 30m-high Rotor Sail on board the hybrid passenger ferry, Co-penhagen, which sails on the route between Rostock, Ger-many, and Gedser in Denmark. Preparations for the retrofit will be made in November this

year, with the actual installa-tion scheduled for the second quarter of 2020. The vessel will have one large Rotor Sail, in this case a 5m-diameter spinning cylinder that uses the Magnus effect to harness wind power and create thrust. Scandlines CEO, Søren Poulsgaard Jensen, comment-ed: “By installing a Rotor Sail,

we can reduce CO2 emissions on the Rostock-Gedner route by 4 to 5%.” The ferry operator claims to operate the world’s largest fleet of hybrid ferries, running on diesel and battery power. Since 2013, it has invested more than EUR 300 million in building and retrofitting hybrid vessels.

Realising a digital twin

Norwegians fund floating wind farmHywind Tampen | Enova SF, a Norwegian state agency charged with cutting greenhouse gas emissions and supporting cli-mate-friendly initiatives, is to provide NOK 2.3 billion in fund-ing for the national energy com-pany, Equinor, to develop the Hy-wind Tampen project, the world’s first floating offshore wind farm generating renewable power for offshore energy installations. The Enova grant follows ear-lier financial support pledged by Norway’s NOx Fund which is to provide NOK 566 million

in subsidies for the project. The wind farm will provide renew-able electricity to the Gullfaks and Snorre fields, with carbon dioxide reduction estimated at 200,000 tonnes a year, equiva-lent to the emissions from 100,000 private cars. Olav-Bernt Haga, project director, com-mented: “The Hywind Tampen project will contribute to further developing floating offshore wind technology and reducing the costs of future offshore wind farms, offering new industrial opportunities for Norway.”

An illustration of the ferry Copenhagen with a Norsepower Rotor Sail Source: Scandlines

Illustration of the Hywind Tampen project Source: Equinor

The software will be used for the Saipem 7000 Source: DNV GL


INDUSTRY NEWS & FACTS


sönl

iche

Aus

gabe

, Fra

u G

au, D

VV

Med

ia G

roup

Gm

bH ,

Ham

burg

, Kd.

Nr.:

910

1010

10, A

bo-N

r. 53

2744

. Wei

terg

abe

an D

ritte

urh

eber

rech

tlich

unt

ersa

gt.

SAMPLE ISSUE

Managing LNG shipping

Russian JV | Russian shipowner Sovcomflot and Novatek, the country’s second largest gas pro-ducer, are establishing a joint venture, OOO Smart, to man-age the year-round logistics of both current Arctic LNG trans-port and possible future pro-jects. Sergey Frank, president and CEO of Sovcomflot and Leonid Mikhelson, chairman of the Management Board of No-vatek have signed an agreement, committing to setting up the new company by the year end. OOO Smart, registered in Vladivostok, will provide fu-ture ship designs, oversee tech-nical aspects of LNG carrier construction, arrange finance for the ships as well as owning and managing them.A new generation of 17 Arc7 LNG carriers is to be built at Zvezda shipbuilding complex. The vessels are likely to be de-livered between 2023 and 2026.

First French offshore wind contractEPCI | Belgium’s DEME Group and Eiffage Métal of France are members of the consor-tium chosen to undertake an engineering, procurement, construction and installation (EPCI) contract for the first offshore wind farm in France. The 80 foundations required for the 480-MW Saint-Nazaire wind farm, owned by EDF Renewables and Enbridge, will be sited between 12km and 20km from shore in water depths of 12m to 25m. The value of the EPCI contract is

more than EUR 500 million. First foundations at the facil-ity, which will supply about 20% of the Loire-Atlantique department’s power when completed, will be laid in 2021. The wind farm is sched-uled to become fully func-tional during the summer of 2022. The general manager of French Subsidiary at DEME, Jan Vandenbroeck, said: “The Saint-Nazaire project will de-liver drilled monopiles, a new step forward in the offshore wind industry.”

Cargo system for largest container shipMSC Gülsün | MacGregor, part of Cargotec, has designed the cargo system for the world’s largest container ship, MSC Gülsün, which was delivered in July 2019 by South Korea’s Samsung Heavy Industries. The vessel is 400m long, 61.5m wide and is the first in a series

of eleven ultra-large container ships with a capacity of more than 23,000 TEU. Six of the ves-sels are being built by Samsung Heavy Industries, and the other five by Daewoo Shipbuilding & Marine Engineering.The system was developed in close collaboration with MSC

from an early stage of the pro-ject. The cargo system design, combined with a 24-container-wide ship design, takes MSC Gülsün’s total container capac-ity to 23,756 TEU, which is 1,500 TEU more than the larg-est container ships have previ-ously carried.

Technical management | Wil-helmsen Ship Management has won a contract for the technical management of two Supramax bulk carriers from Stove Shipping AS. The two vessels, Stove Friend and Stove Tide, were built at Tsu-neishi in 2016 and are the latest additions to the Stove Shipping fleet. They will be commercially managed by Norway’s Eastern Bulk Carriers while technical man-agement will be undertaken from Wilhelmsen’s Singapore office.

Regional office | Ecochlor has opened a new regional office in South Korea to increase the sup-port of shipyards and owners in their efforts toward ballast wa-ter management compliance.

RoPax vessel | Spanish yard As-tilleros Armon has won a con-tract to build a 77m-long Ro-Pax ferry for French shipowner SNGV2 to operate in the Pacific. French marine architects Mauric has been contracted to deliver both the basic and detailed de-sign packages to the shipyard. Delivery of the vessel is sched-uled for 2021.

Appointment | Global satcom and IT solutions provider NSSL-Global has announced the ap-pointment of Staffan Iveberg as Group chief technology officer (CTO). Staffan will work along-side the NSSLGlobal leadership team to roll out the company’s technology roadmap and bolster its R&D division.

New chairman | Arun Sharma, executive chairman of the Indian Register of Shipping, has been formally introduced as the new chairman of the International Association of Classification So-cieties (IACS).

Agreement | SBM Offshore and ExxonMobil have signed a long-term agreement covering poten-tial FPSO orders. This agreement is non-exclusive and establishes the general legal framework and specific terms in relation to the engineering, procurement, con-struction and installation work regarding potential future con-tracts relating to leased FPSOs, which includes build-operate-transfer projects that generally cover a short lease term.

> IN BRIEF

The MSC Gülsün is the largest container ship to date Source: MacGregor

The first foundations will be installed offshore during spring 2021, with completion being planned in summer 2022 Source: DEME


sönl

iche

Aus

gabe

, Fra

u G

au, D

VV

Med

ia G

roup

Gm

bH ,

Ham

burg

, Kd.

Nr.:

910

1010

10, A

bo-N

r. 53

2744

. Wei

terg

abe

an D

ritte

urh

eber

rech

tlich

unt

ersa

gt.

SAMPLE ISSUE

Flexible control platform for large engines LECM The large engine market is experiencing a period of rapid evolution due to advanced technology and increased customer demands. The following article by Sai Venkataramanan, product line manager, Engine Systems, Woodward, outlines the challenges these changing times pose for engine control platforms and explains the requirements for future systems, which are embodied in Woodward’s Large Engine Control Module (LECM). A paper detailing these challenges and how they are met by the LECM was presented in June at the CIMAC Congress 2019.

T raditionally, the product portfolio of large engine manufacturers is rela-

tively simple, consisting of diesel and gas engines with product life cycles lasting for about 30 years. Once an original equip-ment manufacturer (OEM) has selected a control module for a particular engine type, it is used for years. Such a long product life cycle has given engine OEMs time to develop new designs and tailor them to particular needs. Today, the large engine market is rapidly evolving to satisfy needs of different applications, making the product portfolio complex. OEMs no longer have the luxu-ry of simple product portfolios because now their engines must accommodate a wider range of requirements.

Engine control strategiesGas engine control strategies need to address low-, medium-, and high-pressure gas fuel sys-tems. They must also consider rich and lean-burn strategies both in the main chamber and the pre-chamber.

Diesel engine control strate-gies need to address traditional fuel rack-actuated diesel fuel systems as well as high-pressure, common-rail architectures that meet stricter emission require-ments.

And on the dual-fuel side, there is gas substitution as well as micro-pilot strategies acting as bridge solutions while the technology and infrastructure for advanced gas engine fuel sys-

tems continue to mature. Mix in dynamic response requirements due to fast starts for supporting the grid, fuel flexibility needs, and hybrid integration require-ments and the once simple product portfolio has become much more complex, often re-quiring tailored control systems for each application. It is now more time-consuming and cost-ly to support all of them with tai-lored offerings.

Along with the combustion technology advances, custom-ers are demanding connectivity to make the controls platform easier to integrate with industrial internet applications.

Obsolescence and comp-liance management is also cru-

cial and needs to be planned as part of the control platform be-ing designed for a long product life cycle. Planned obsolescence management allows for future upgrades due to changing mar-ket conditions with minimal interruptions to the OEM.

And finally, the control plat-form should support software tools to allow OEMs to add their proprietary intellectual property on top of the standard software or develop their own software programs.

Integration and communicationImplementing control products from different suppliers is often required in order to meet the ap-

plication’s different engine types, fuel delivery systems, and op-erating condition. This leads to one of the key challenges of elec-tronic control – the integration and communication between multiple control platforms for different engine functions such as speed and load control, air/fuel ratio control, air, gas and exhaust flow control, ignition driver, injection, misfire detec-tion, knock detection, and ther-mocouple/pressure monitoring.

All those functions need to work in harmony with each oth-er and communication between the controls that supervise them needs to be instantaneous and accurate. When the communica-tion between control platforms becomes distorted, the resulting disharmony and confusion in-variably results in loss of engine control.

In order to sustain a flex-ible and evolving technological harmony within the control sys-tem, the ideal control platform should unify all engine control functions through one unit. That one unit is Woodward’s LECM. The LECM directs the various control sub-systems toward func-tioning together. It facilitates use of various fuel types such as gas, diesel, and dual-fuel, is flexible enough to support combustion strategies for the short term, and can accommodate upgrading the strategies in the long term. The control system initiates functions that maintain precise control. In addition to supporting combus-tion strategies, the LECM also

Figure 1: LECM (Large Engine Control Module) in three-stack configuration provides a single on-engine control module to meet all engine control needs Source: Woodward


SHIPBUILDING & EQUIPMENT PROPULSION & MANOEUVRING TECHNOLOGY


sönl

iche

Aus

gabe

, Fra

u G

au, D

VV

Med

ia G

roup

Gm

bH ,

Ham

burg

, Kd.

Nr.:

910

1010

10, A

bo-N

r. 53

2744

. Wei

terg

abe

an D

ritte

urh

eber

rech

tlich

unt

ersa

gt.

SAMPLE ISSUE

brings together sub-system infor-mation, meeting the connectivity needs of the entire system.

LECM control platform for today and the futureWoodward’s LECM platform’s technology is designed to be the controls platform for changing times in the large engine market. The LECM is a modular plat-form available as standalone hardware and can be expanded as needed in a rugged stack con-figuration. The three-stack ver-sion combines all engine control functions in one – including injection, ignition, knock pres-sure, thermocouple monitoring, speed control, air fuel, ratio con-trol, etc. in a hardened, reliable engine-mountable hardware platform. The LECM comes with software interfaces and a service tool, as well as Ethernet capability to meet connectivity needs like real-time data logging, analytics, diagnostics and prog-

nostics. It is compliant with the Restriction of Hazardous Sub-stances Directive and the Ca-nadian Standards Association. It is also marine-certified and designed for long product life cycles.

The module comes with a standard offering allowing it to be used as a turnkey arrange-ment for gas applications. It sup-ports both low-, medium-, and high-pressure gas fuel systems and has a standard application for rich and lean-burn operating strategies. Its dual-fuel capability supports both gas substitution strategies as well as a micro- pilot-based strategy.

It also supports convention-al diesel engine operations as well as high-pressure common rail applications. LECM is avail-able with Woodward L’Orange common-rail fuel system inte-gration, making it a complete system for high pressure com-mon rail applications.

AUX moduleThe LECM AUX module comes with 24 channels of configurable analogue inputs. Each has the ability to be configured as pres-sure, knock, or thermocouple in-puts. The AUX module can also be supplied with 24 thermo-couple inputs.

Traditional knock control uses a bandpass filter which looks for a certain frequency range and does not look at the entire spectrum, whereas the LECM AUX module uses a Fast Fourier Transform-based knock control that picks up the true knock from the background signal. Knock in-tensity metrics are available from every cylinder in every single cycle so that corrections can be made before the next cycle.

The AUX module is en-hanced by Woodward’s Real-Time Combustion Diagnos-tics and Control (RT-CDC) module. RT-CDC is a software product that provides real-time

combustion metrics that are normally available only on labo-ratory equipment. Having the signal traces and matrix of every cy linder in every single cycle becomes exceedingly powerful information and the RT-CDC comes with this standard visual-isation tool.

Additionally, there is a vari-ant of the RT-CDC that com-bines pressure metrics along with acoustic noise. This mini-mises pressure sensor cost since a pressure sensor is not needed for every single cylinder. It uses the advanced knock configura-tion and requires only one pres-sure sensor for each cylinder bank to optimise engine perfor-mance during changing operat-ing conditions. The pressure sensor can also be used for initial calibration.

EID moduleThe engine injection/ignition driver (EID) module has >

Figure 2: Modular hardware design of LECM showing standalone, two- and three-stack configurations

Figure 3: RT-CDC visualisation tool showing key combustion traces and metrics

Visit us at

Stand K57


sönl

iche

Aus

gabe

, Fra

u G

au, D

VV

Med

ia G

roup

Gm

bH ,

Ham

burg

, Kd.

Nr.:

910

1010

10, A

bo-N

r. 53

2744

. Wei

terg

abe

an D

ritte

urh

eber

rech

tlich

unt

ersa

gt.

SAMPLE ISSUE

二O一九年中國國際海事技術學術會議和展覽會

Informa Markets

C

M

Y

CM

MY

CY

CMY

K

MTC19 ad_183x125.pdf 1 28/8/2019 上午10:52

20 output channels that can be configured to drive ignition or injection devices like gas injec-tion, common-rail diesel injec-tors or micro-pilot diesel injec-tors. The EID is designed with powerful field programmable gate array-based architecture that enables current profile customisation. This customisa-tion allows any desired electri-cal current wave shape needed to drive a specific type of sole-noid. It also offers prognostics so that it can predict the life of components such as injection and spark plugs, and dynamic energy delivery optimisation to maximise component life. The EID can dynamically trim/change energy levels delivered to injectors/spark plugs to compensate for ageing of these components.

LECM software and toolsThe LECM supports two Wood-ward software tools, Motohawk

and GAP. Both offer rapid de-velopment cycles and high flex-ibility. Both of these tools enable OEMs to embed their own intel-lectual property as customised software. These software tools with the latest version of coder enable easy porting of software

to the next-generation engine control unit with a minimal ef-fort of just a re-compile in the newer version. Both software tools offer standard communica-tion interfaces like J1939. There is also an extensive library of existing software modules that

simplify building proprietary applications.

Toolkit is a single-user com-munications tool that allows the user to communicate to all three EID, AUX, and standard LECM modules and can be customised. It offers a range of of password security levels for different au-thorisations across the service team.

ConclusionThe LECM is a flexible platform that unifies all large engine con-trol functions in one hardware platform. It supports various technology architectures and addresses both combustion and connectivity needs with stand-ard software modules that can be customised using proven soft-ware tools. The LECM offers a standard hardware and software platform that can be customised to meet the challenges of today while providing a path forward for the future.

Figure 4: Toolkit, Woodward’s single-service tool interface for all LECM hardware configurations can be customised




sönl

iche

Aus

gabe

, Fra

u G

au, D

VV

Med

ia G

roup

Gm

bH ,

Ham

burg

, Kd.

Nr.:

910

1010

10, A

bo-N

r. 53

2744

. Wei

terg

abe

an D

ritte

urh

eber

rech

tlich

unt

ersa

gt.

SAMPLE ISSUE

plastics for longer life®

igus® GmbH [email protected] Tel. +49-2203-9649-800/e-loop

igus® e-loopl Requires up to 75 % less maintenance

than conventional service loop solutionsl Cable friendly interior providing a

controlled bending radius l Outer PU-body protects cables & hoses

against impactsl Drop safe but modular design to open

and replace all itemsl Easy installation, even for retrofits

TOC Americas, CartagenaStand C16 Marintec China, Shanghai

The new Generation of Service Loops

EU-1252-e-loop 89x251M.indd 1 05.08.19 13:58

German partners to pursue solid oxide fuel cell research projectSOFC | A consortium com-prising thyssenkrupp Marine Systems GmbH, OWI Oel-Waerme-Institut gGmbH and TEC4FUELS GmbH has set up a research project with the aim of developing solid oxide fuel cells (SOFC) to generate power on ships. The Multi-SchlBZ project is aimed at cut-ting greenhouse gas emissions and pollutants in ports, on inland waterways and on the high seas, even when fossil fuels are used as an energy source. The almost silent operation of SOFCs offers an added benefit. The research will focus on SOFCs that can use low-sul-phur diesel fuel or liquefied natural gas (LNG) as a primary fuel. This is then converted by a fuel gas generator into hy-drogen-rich gas for operation. The partners expect substantial emission reductions – as much as 99% for NOx and particu-

lates, and by more than 25% for CO2. Components that have already been laboratory-tested and used in previous research projects will be used and devel-oped for operation with LNG. They will then be scaled up for the construction and operation of pilot plants with higher out-puts. Several fuel cells will then be tested on ships in operation. OWI will provide know-how on the conversion of liquid en-ergy sources and assist in the development of the fuel gas generator, hot gas recircula-tion and the thermal start-up concept of the overall system. TEC4FUELS will contribute expertise in the engineering and testing of an online sensor system, a forced test method for respective operating fluids, and material investigations that take into account the in-teractions with fuel-carrying components.

Significant savings from lube oil switchENGINE EFFICIENCY | Jakarta-based PT Indo Container Line (ICON Line) has reported it has slashed its annual lube oil bill by almost USD 17,000 per vessel, equivalent to a 58% re-duction, by switching to Shell Marine’s medium-speed en-gine oil, Shell Gadinia S3 40. Designed for medium-speed engines and auxiliaries burning low-sulphur fuels up to 1%, the lube oil protects against oxi-disation and thermal degrada-tion and minimises lacquering, Shell said. Eddie Chen, Shell Marine regional technical man-ager, Asia Pacific, said: “We are

delighted that following the change in oil, ICON Line ves-sels are operating more effi-ciently and more cost effective-ly. After running engines using Shell Gadinia S3 40 for a period of time, independent labora-tory tests confirmed that oil drain intervals can be extended from 1,500 hours beforehand to 3,500 hours.”The oil has demonstrated good performance with a number of different engine makes and models, including Bergen C25:33L6A, Caterpillar MaK 8M20, MAN 8L21 and Wärt-silä 8L20.


sönl

iche

Aus

gabe

, Fra

u G

au, D

VV

Med

ia G

roup

Gm

bH ,

Ham

burg

, Kd.

Nr.:

910

1010

10, A

bo-N

r. 53

2744

. Wei

terg

abe

an D

ritte

urh

eber

rech

tlich

unt

ersa

gt.

SAMPLE ISSUE

X-DF | Winterthur Gas & Diesel Ltd (WinGD) has un-veiled three new low-speed, two-stroke engines that are capable of operation on low emission fuels. The Swiss company said that the new engines have been launched in response to growing de-mand for more efficient and reliable marine propulsion that serves the needs of an increasingly environmental-ly sustainable industry. WinGD CEO, Klaus Heim, commented: “Our industry is calling for greener ship-ping and the success of our low-pressure dual-fuel X-DF portfolio is evidence that shipowners are looking for sustainability and efficiency from their propulsion sys-tems. Growing our portfo-lio of engines ensures that shipowners have the right options to feel confident in their investment.”The new engines which, the company said, will provide a wider variety of compliant choices for shipowners, are the X40DF, the X82-D and the X82DF. The X40DF en-gine range, designed to oper-ate on LNG, is the first two-stroke dual-fuel engine for smaller vessels. Available in five- to eight-cylinder con-figurations, it offers a power range from 2,775 kW to 7,840 kW at 104 to 146 rpm and is already fully compli-ant with existing emission regulations, including IMO Tier III. There is no need, therefore, for an exhaust gas aftertreatment system. The dual fuel-ready X82-D, designed for larger vessels in-cluding VLCCs, VLOCs and panamax container ships, is available with six to nine cy-linders across a power range from 16,560 kW at 58 rpm

to 49,500 kW at 84 rpm. The engine is shorter and lighter than earlier models due to reduced cylinder distances,

and incorporates the WinGD Integrated Control Electron-ics (WiCE) engine control system, with more func-

tionality that enables longer times between overhauls.The engine maker claims significant fuel savings. A similarly sized X82-D en-gine, suitable for a VLCC, would burn 2.6 tonnes/day less fuel compared with the company’s earlier engine, the X82-B. At USD 450 per tonne, this would yield sav-ings of USD 1,160 a day. WinGD’s third new engine range, the X82DF, has the same engine dimensions and propulsion options as the X82-D series, but is based on the Otto-cycle combustion principle in which gas and air are premixed at the right air-to-fuel ratio. The engine’s NOx emissions are below IMO Tier III when operating on gas, without aftertreat-ment. A requirement of less than 0.5% of pilot fuel at 75% engine load ensures low par-ticulate and SOx emissions.“The uncertainty of the IMO’s 2020 global sulphur cap 2020 caused a dip in newbuild orders early in 2018,” said Dominik Schnei-ter, VP of research and devel-opment at WinGD. “How-ever, vessel newbuilding order uptake is once again on the rise and the introduc-tion of these engines further strengthens WinGD’s posi-tion in the market. “Providing choices with the technology solutions that our customers need to take them confidently into the future means designing en-gines that are efficient, reli-able, safe and compliant,” he continued. “Combined with our new, advanced engine control system, WiCE, the flexibility and responsive-ness of our engines offers the control needed for optimis-ing a vessel’s efficiency.”

Engine maker broadens portfolio

The X40DF engine for smaller vessels Source: WinGD

The WinGD X82-D engine for larger vessels Source: WinGD




sönl

iche

Aus

gabe

, Fra

u G

au, D

VV

Med

ia G

roup

Gm

bH ,

Ham

burg

, Kd.

Nr.:

910

1010

10, A

bo-N

r. 53

2744

. Wei

terg

abe

an D

ritte

urh

eber

rech

tlich

unt

ersa

gt.

SAMPLE ISSUE

Future-proof your

investments

New MAN B&W ME-LGIP engine

The 2020 SOX regulations throw the world of ocean transport into uncertainty. Our innovative dual-fuel LPG engine lets you de-risk shipbuilding investments and take back control.

By switching to LPG, you stay compliant while retaining the flexibility to take advantage of optimal fuel prices in the future. LPG also offers lower total cost of ownership, giving you a valuable edge in a competitive market.

Power into the future with confidence.

www.man-es.com/lgip


sönl

iche

Aus

gabe

, Fra

u G

au, D

VV

Med

ia G

roup

Gm

bH ,

Ham

burg

, Kd.

Nr.:

910

1010

10, A

bo-N

r. 53

2744

. Wei

terg

abe

an D

ritte

urh

eber

rech

tlich

unt

ersa

gt.

SAMPLE ISSUE

Documents

06 № 6 2019 10 - DVV Media Group · RoRo vessels. Meanwhile, the seventh RoRo vessel was handed over from FSG to Siem. The 209.79m-long, 26m-wide ferry is called Leevsten. Consortium