Delivered to the Republic of Cape Verde last month, the Damen Stan Patrol SPA 5009 is based on their Fast Crew Supplier (FCS) 5009. This vessel features a single ‘Axe Bow’ which delivers high speeds with low fuel consumption. Although more than 60 Damen Sea Axe vessels have already been delivered as Crew Boats and FCS, the Cape Verde order is the first Offshore Patrol Vessel version.

Caption: Tthe Damen Stan Patrol SPA 5009 (foreground) is based on their Fast Crew Supplier (FCS) 5009
and features a single ‘Axe Bow’ which claims to deliver high speeds with low fuel consumption.
Image credit: Damen Shipyards.

The Sea Axe concept was developed for patrol boats by a team combining Damen Shipyards, Delft Technical University, the US Coast Guard, the Royal Netherlands Navy, and Maritime Research Institute of the Netherlands (MARIN). Rather than bouncing over waves, the Sea Axe design cuts through them, limiting speed degradation due to wind and waves.
The wheelhouse is in weight saving aluminum, however extensive Finite Element analyses showed that steel was the best construction material for the Stan Patrol 5009 hull, enabling it to sail at maximum speed under all circumstances without distressing the crew or the ship itself. There is accommodation for 18 persons in 11 cabins.

The LOA is 50 m, beam 9.4 m and draft 3.5 m. A propulsion system of four main engines driving four shafts via Reintjes WVS 730 reverse reduction gearboxes with four fixed pitch propellers, delivers a maximum speed of 23 knots. Main engines are Caterpllar C32 each delivering 1450 hp (1081 kW) at 2300 rpm giving a total installed power of 4,324 kW. There are two 107kVA gensets producing 230/440V at 50 Hz. According to the builders, the SPA 5009 can be fitted with more powerful engines up to a total power of 12,000 kW to give a speed in the region of 35 kn.

In keeping with its duties, the patrol ship has a launch and recovery ramp built into the stern for a 7.5 m RIB powered by an inboard diesel driving a waterjet. This boat has a crew of six persons and a top speed of about 30 kn.

Caption: The Caterpllar C32 is rated at 1450 hp (1081 kW) at 2300 rpm.
Image credit: Caterpillar Inc

Following in the footsteps or should that be the wake of, Japan’s shipbuilder Kawasaki Heavy Industries (KHI) LNG powered Car Carrier announced in August 2011, KHI is showing a new design of LNG fueled container ship. The design and development are at an advanced stage and Classification Society DNV has granted Approval in Principle.

Caption: Drawing of Kawasaki’s LNG fueled 9000 TEU container ship.
Image credit: DNV/KHI.

The container ship, of 9,000 TEU capacity, has an unusual twin island design to maximize available cargo space for loading containers. It has an LOA of 1,010 ft (308 m), beam of 157 ft (48 m) and draft of 47 ft (14.5 m). The ship will be propelled by a single, electronically controlled,  slow speed, two stroke, dual fuel main engine and will be offered with exhaust gas recirculation (EGR) which satisfies IMO Tier3 requirements for voyages in North American and European Emission Control Areas (ECAs).

It is the first time that Type B, LNG storage tanks will be used on such a large container ship. Type B rectangular, prismatic, low pressure insulated tanks differ from the more usual cylindrical Type C pressure tanks as they make more efficient use of space. KHI has adopted a special heat insulation technology, the Kawasaki Panel System, to reduce the rate of evaporation of LNG. Type B tanks continuously produce boil-off evaporating LNG and must be used up for propulsion or powering auxiliaries in port, for example supplying power for reefer containers, thereby eliminating the need for cold ironing.

Caption: Cutaway drawing showing the Type B rectangular LNG tank, located midships below the bridge
and accommodation superstructure.
image credit: DNV/KHI

A high-speed military landing craft for the Russian Navy with an air cavity hull designed by Alekseyev Hydrofoil Ship Central Design (AHSCD) – claimed to be the world's first to be installed in an amphibious assault craft – began construction at the JSC Varoslavl Shipyard a few days ago. The craft to be named Denis Davydov is one of three contracted to be built by this shipyard for delivery later this year. (First of the Dyugon-class, Ataman Platov, was laid down in February 2006 and has been serving in the Caspian Sea Flotilla since 2009).

Russian Navy Landing Craft – Dyugon-class Ataman Platov: Photo: Russian Navy

Air Cavity Hull Systems

Air lubrication systems, where portions of the ship slide as if on a carpet of air or bubbles, save propulsion energy, and with consequent less fuel consumption reduce main engine exhaust gas emissions.

It is not clearly stated what type of air cavity system (there are a few) is to be incorporated in the Denis Davydov assault landing craft.  Russian academic research institutes have been active in related R&D since the 1960's, reportedly now predicting a theoretical reduction in hull drag by up to 20 %; it will be interesting to know what gains will be achieved by the Denis Davydov on pre-delivery sea trials later in the year.

Front runner in this field in Western Europe is Rotterdam-based DK Group, which in collaboration with the Maritime Research Institute Netherlands (MARIN) developed and patented their own ‘Air Cavity System’ (ACS).  This system injects air under pressure to broad, shallow recesses deliberately built-in to the underside of the ship's underwater form, and is claimed to save up to 10 % fuel depending upon the size and type of vessel. In this ACS system, cavities are constantly monitored for air volume and pressure and the air injection system automatically cuts in to maintain the optimal air level in each hull space.

Russian Navy Dyugon-class Air Cavity Landing Craft
   
According to Russian Navy online the Dyugon-class main particulars are as follows:
   
Loaded displacement – 280 tons

Length – 45 meters  (147.6 ft)

Beam – 8.6 meters (28.2 ft)

Full speed – 35 knots

Propulsion – 2 x 9,000 shp diesels M507A-2DBTR

Carrying capacity – 140 tons of cargo or 2 main battle tanks or 5 armoured personnel carriers

Crew – 6

Armament –  2 x 14.5 mm MTPU-1 heavy machine guns

The striking appearance of the remarkable GHOST high-speed attack craft revealed to the public last year by Juliet Marine Systems, Inc., (JMS) of Portsmouth, NH, applies supercavitation technology to offer new capabilities in high speed craft performance.

Caption: GHOST, at rest with hull immersed during recent sea trials.
Image credit: PRNewsFoto/Juliet Marine Systems, Inc.

Although few propulsion details have been released what we do know is that the vessel has a centre hull and two movable sponsons allowing the main hull to run clear of the surface at higher speeds. At rest the sponsons move horizontally outward allowing the center hull to lower and float on the surface: thereby allowing the crew and cargo or passengers to embark / disembark. 
At speed the wings carrying the sponsons move to a position approximately 30 degrees from vertical raising the center hull clear of the water surface.

Despite the scant details of the propulsion system as yet made public, propulsion power is provided by “gas turbines.”  Looking at the material available, there are large grilles on the side of the main hull, suggesting that behind them the gas turbine are located - probably two in number, possibly driving generators.

Caption: GHOST showing the torpedo-like sponsons
Image credit: PRNewsFoto/Juliet Marine Systems, Inc.

The sponsons somewhat resemble the shape used in some SWATH designs but are perfectly round like a torpedo. I’m guessing but probably within the torpedo shaped sponsons are electric motors powering pulling propellers, perhaps counter-rotating. As to the supercavitation technology, the Soviet Union developed a supercavitating torpedo in the 1970's called Shkval (Russian for squall), with a speed in excess of 200 kn. It is rocket powered and ducts some of the exhaust gases to the front of the torpedo so it slides through the water in a gas bubble cloud. JMS however, is not claiming speeds anything like this but in the absence of detail, perhaps ducting the gas turbine’s exhaust gases to the torpedo, is part of the “secret” of GHOST - time will tell!

Caption: Artists impression of GHOST at speed.
Image credit: Juliet Marine Systems, Inc.

Rolls-Royce Marine is to deliver gas engines and propulsion systems for the world’s first Liquid Natural Gas (LNG) fuelled tugs. The two vessels, with the dimensions of  LOA of 115 ft (35 m), beam of 50 ft (15.4 m) and draft of 24.6 m (7.5 m), have been ordered by Buksér og Berging AS, Norway and are scheduled to enter service in late 2013 for offshore oil & gas industry duties along the Norwegian coast.

Caption: Drawing of the world’s first LNG tug showing single LNG fuel tank and propulsion details.
Image Credit: Rolls-Royce Marine

Each tug will be powered by two in-line six-cylinder Bergen C25:33L6P series spark ignition, lean burn gas engines based on the C diesel series. The output power of this Tier III compliant model is in the approximately range of 1,880 hp to 2,346 hp (1,400 to 1,600 kW) at 900 or 1,000 rpm respectively. A feature of the C series is simplified maintenance achieved by using a two piece connecting rod, allowing the cylinder liner, piston (including upper con-rod) and cylinder head to be removed / exchanged as a single unit, thereby  reducing overhaul time and cost considerably.

Unlike some other LNG engines, the Bergen gas engines have spark plugs allowing it to operate purely on gas and not requiring pilot diesel fuel injection to initiate combustion. It therefore  eliminates the requirement of a secondary (diesel) fuel system and supply.

Opposite to the situation with diesel engines, LNG engines produce lower NOx emissions at lower engine loads. This is advantageous for tugs which have a duty cycle of majority use at low power outputs. NOx emissions for these new tugs is very low with an estimated reduction of about 92 per cent: the reduction in Green House Gas (GHG) emissions is up to 17 per cent. Further emission reductions are 98 - 100 per cent for SOx and 98 per cent  particulates.

Caption: An in-line Bergen C25:33L9P series spark ignition, lean burn LNG engine, is based on the C diesel series.
Image Credit: Rolls-Royce Marine

Research and development applied to Lithium-ion batteries (increasingly used as 'energy storage banks' in hybrid marine powered propulsion systems in workboats and leisure craft due to their high energy density) has recently revealed ways to make these batteries safer, cheaper yet with better performance. The relevant research findings come from John Hopkins University Applied Physics Laboratory (APL) and from Japan's National Institute of Advanced Industrial Science and Technology (AIST).

Lithium-ion Battery Bank: Photo US Federal Govt.

Inexpensive Sensor Warns of Lithium-ion Battery Failure

Battery malfunctions (and occasionally fires) occur in all Lithium-ion powered applications ranging in size from the cellphone right through to large hybrid or electrically powered plant and present a safety challenge to manufacturers. Typically such catastrophic failures result from ‘thermal runaway', which occurs when a cell in the battery reaches a critical temperature.
 
Searching for early-warning of such catastrophic failure, researchers at John Hopkins APL discovered an intrinsic relationship between the internal temperature of Lithium-ion cells and an easily measured electrical parameter of the cell. A small alternating current applied at specific frequencies is modified by the cell in a way that is directly related to the temperature of the critical electromechanical interface between the electrodes and the electrolyte.
 
Researchers were able to measure the temperature of the layers of the cell where thermal runaway begins by connecting the new sensor at the positive and negative terminals, using power from the battery being monitored; by this means unsafe  thermal conditions could be detected at the critical moment they occur and before the cell vents or sets itself on fire. APL has applied for patents for their invention and is on the lookout for licensing opportunities.

Lithium-ion Batteries – Cost Reduced, Performance Enhanced

The target of the research conducted at AIST in Japan has been to reduce the cost of Lithium-ion batteries (rare-earth metal Lithium is expensive) not only without loss of performance, but also to improve upon it. To achieve this they concentrated their research on replacement of the most expensive Lithium positive electrode (key in determining battery capacity and operating voltage) by other materials – mainly the most inexpensive of all – iron, in combination with titanium-substituted lithium manganese oxide.

The AIST team's research goal is to make available these new materials, proven successful as a cheaper and more effective alternative component of the Lithium battery, to the battery manufacturing industry by 2013 and the cost benefits should begin to filter down the supply chain not too long after that.


 
 
 
 



 

 

 

 
 
 
 
 
 
 

Yanmar America Corporation of Adairsville, Georgia, is introducing a number of commercial engines to the North and South American markets for propulsion and auxiliary applications. The high-speed diesel engines are ideally suited to workboat and other commercial vessels in the power range of 360 hp (265 kW) to 1,822 hp (1340 kW) segment. Four power ratings: small, low, medium and high (usage), cover the commercial range engines and ensures a good match to operating profiles.

Caption: The six cylinder 6AY series of 20.3 liters is offered in the power range of
659 hp (485 kW) at 1,900 rpm to 911 hp at (670 kW) 1,938 rpm.
Image credit: Yanmar America Corporation

The engines are compliant with latest IMO Tier II emissions regulations and they have type approval from six major classification societies. The engines have already been available in Japan and certain Asian markets for commercial applications ranging from offshore support vessels to fishing craft, ferries, tugs and other workboats and  a number are already operating in Panama for workboats, and in Venezuela and Trinidad in the offshore oil industry.

The commercial range covers one V12 engine and three in-line six cylinder engine series:

The 12AY series displaces 40 liter and is offered with H ratings of 1,200 hp (883 kW) at 1,850 rpm, 1,400 hp (1030 kW) at 1,900 rpm and 1,550 hp (1140 kW) at 1,840 rpm. There is a M rating of 1,659 hp (1220 kW) at 1,900 rpm and there is an L rating of 1,822 hp (1340 kW) at 1940 rpm.

The six cylinder 6AY series of 20.3 liters is offered in two H ratings of 659 hp (485 kW) at 1,900 rpm and 755hp (555 kW) at 1,840rpm. There is a M rating of 829 hp (610 kW) at 1,900 rpm and a L rating of 911 hp at (670 kW) 1,938 rpm. 

A 13.7 liter displacement 6HY series engine has a H rating of 500 hp (378 kW) at 1,950 rpm, a M rating of 600 hp (441 kW) at 2,100 rpm, a L rating of 650 hp (478 kW) at 2,150 rpm, and a S rating of 700 hp (515 kW) at 2,200 rpm.

The smallest six cylinder engine is the 7.4 liter 6CXB series. It is available with a H rating of 360 hp (265 kW) at 2,400 rpm, a M rating of 400 hp (294 kW) at 2,500 rpm, a L rating of 464 hp (341 kW) at 2,700 rpm, and a S rating of 509 hp (374 kW) at 2,700 rpm.

The rating definitions are as follows. H (High) rating means that engine is suitable for applications that run 24 continuous operation hours or below with a typical total operation hours of 3000-4000 hours per year (up to 80% a year). M (Medium) rating means that engine is suitable for applications that run 10 continuous operation hours or below with a typical total operation hours of 2000-3000 hours a year (up to 60% a year). L (Low) rating means that engine is suitable for applications that run 2 continuous operation hours or below with a typical total operation hours of 1000-2000 hours a year (up to 40% a year). S (Small) rating means that engine is suitable for applications that run 30 continuous operation minutes or below with a typical total operation hours of 500-1000 hours a year (up to 30% a year).

ABB Turbocharging is offering special axial turbine blades with hard-faced tips to counter accelerated circumferential wear for engines burning lower qualities of heavy fuel oil (HFO) and particularly with heavy duty operating profiles.

Caption: ABB Turbocharging’s turbine blades with hard wear resistant tips are designed to scrape
away hard HFO fouling on turbocharger turbine diffusers to minimize contact of the standard
blades with the abrasive deposits.
Image credit: ABB Turbo Systems Ltd

ABB Turbocharging is offering special axial turbine blades with hard-faced tips to counter accelerated circumferential wear for engines burning lower qualities of heavy fuel oil (HFO) and particularly with heavy duty operating profiles,.

A build-up of hard, abrasive combustion residues on and around the turbine diffuser causes wear due to contact between the deposits and the rotating turbine blades. This causes a gradual reduction in turbine diameter and consequent increase in exhaust gases bypassing the turbine. The resulting loss of turbocharger efficiency reduces engine efficiency and increases operating cost remedied only  replacement of the complete set of turbine blades.

ABB’s special hard wearing turbine blades, nicknamed “dragon’s teeth” have a hard, wear resistant layer applied to the tips of the removable turbine blades. Only three pairs (6 in total) of the hard tipped blades need to be fitted at 120 degree intervals around the turbine wheel to effectively scrape away hard HFO deposits and clear a path for the standard blades, thus minimizing contact with the abrasive residues. The 120 degree spacing of the coated blades also assists rotor balancing as well as ensuring a well distributed scraping effect.

Tests in the field have proven that by fitting dragon’s teeth, wear on the standard tubine blades is within tolerance and do not require to be changed at overhaul: maintenance of the diffuser is similarly reduced with only the six dragon’s teeth requiring replacement.

Dragon’s teeth turbine blades will be an option on new turbochargers and will be offered as part of ABB’s “Hot Part Package” which also includes modified washing nozzles for ABB Turbocharging’s TPL -A and TPL -C turbochargers on engines operating on HFO.

Caption: Only six of the turbocharger’s hard tipped turbine blades need to be fitted in pairs at 120
degree intervals around the turbine wheel to counter circumferential wear.
Image credit: ABB Turbo Systems Ltd

‘Jewel in the crown’ is how Wärtsilä Corporation CEO Björn Rosengren described his company’s Wärtsilä 32 medium speed marine diesel engine in the course of a recent wide-ranging interview for Maritime Reporter. He made this remark in the context that Wärtsilä is currently building up a new joint-venture factory in Nantong for assembly of the Wärtsilä 32 and Wärtsilä 26 engines for the Chinese market.  That he should accord pride of place to the 320-mm cylinder bore four-stroke engine amongst Wärtsilä’s treasury of propulsion power assets is not surprising, bearing in mind the vital part this engine has played in Wärtsilä's international success story, as will be seen.

'Jewel in the Crown' – Wärtsilä 32 Marine Diesel Engine: Photo credit: Wärtsilä Corporation

Development of the Wärtsilä 32 Engine

About 40 years ago Wärtsilä Diesel decided to develop a medium-speed diesel engine designed to run on low-price heavy fuel-oil and in 1978 the first production model of the Vasa 32 engine was installed. This engine pioneered the development of the berth-to-berth four-stroke heavy oil fuel engine and its success positioned Wärtsilä as a major international engine manufacturer.

Underwriting the Vasa 32 design were innovations which have since become standard features of medium speed engines; foundations that underpinned an upgrade in 1997 with a longer 400 mm piston stroke, which with other new design features added up to a higher output (460kW/cylinder at 750rev/min on a mean effective pressure of 22.9bar) to give a power range up to 8280 kW in various in-line and V-type configurations.

Latest Generation Wärtsilä 32

Towards the end of 2010 a further upgraded version of the Wärtsilä 32-type engine was launched with an increased power output of 580 kW per cylinder at 750 RPM (50 Hz version) which gave a 15 percent increase in power output over the earlier 32 engine, yet with the same external dimensions; upping the maximum power range to 9300 kW.

Wärtsilä say that this latest generation 32-type engine is suited for vessels operating in ECA’s as it can also operate on low sulphur fuels (<0.1% S) and in addition the engine  becomes IMO Tier lll compliant immediately if equipped with a SCR catalyst such as the Wärtsilä nitrogen oxide reducer (which can reduce NOx emissions by as much as 95 percent) although the standard version fulfils Tier ll regulations.

The Wärtsilä 32 has turned out to be the most versatile of engines (many in shore-based plant) as a main or an auxiliary engine to power tankers, container vessels, and offshore support and drilling vessels; Wärtsilä  claim it to be the most favoured engine of its size for diesel-electric powered cruise and ferry ships. At the time of its last upgrade the manufacturers stated that more than 4000 units had been sold to the marine industry alone; reason enough for the Wärtsilä CEO’s accolade.

Wärtsilä 32 Engines – Passenger Ferry Finnmarken: Photo credit: Lukas Riebling

   
The Brazilian Navy is to buy three Offshore Patrol Vessels from BAE SYSTEMS, UK with two ships being delivered in 2012 and the third in 2013. The contract includes supply of ancillary support services and a technology transfer agreement allowing licensed production of further vessels in Brazil. The three vessels were originally built for Trinidad and Tobago and became available following contract cancellation. A technology transfer arrangement was made for the 90m OPV with Thailand whereby a ship was built to this design by Bangkok Dock for the Royal Thai Navy.

Caption: One of the three BAE SYSTEMS 90m OPVs sold to Brazil.
Image credit: BAE SYSTEMS

The 90 meter Offshore Patrol Vessel is designed to perform Economic Exclusion Zone management roles, including the provision of maritime security to coastal areas and disaster relief operations. The 90 meter patrol ship design is based on the smaller 80 meter River Class patrol vessels presently in service with the Royal Navy.

The LOA is 295 ft (90 m), beam is 44 ft (13.5 m) and  displacement is 1,800 tons. The ship is  operated with a crew of 36 and accommodation for up to 70 persons is provided.

A conventional propulsion layout is used comprising twin high speed MAN 16V28/33D diesels rated at 7,350 kW at 1,000 rpm driving Wärtsilä propellers. During sea trials, the ship achieved a speed of 25.4 kt and completed turning circles in 3.5 ship lengths and a stopping distance of 3.7 ship lengths. Range is 5,500 miles and endurance 35 days.

Caption: During sea trials turning circles of 3.5 ship lengths were achieved.
Image credit: BAE SYSTEMS