Page 76: of Maritime Reporter Magazine (June 2013)

76 Maritime Reporter & Engineering News ? JUNE 2013 NEWSPRODUCTSMobile Shiploader Superior Industries launched its latest material handling solution to help ship loading applications reduce downtime at ports and terminals. The Stingray Mobile Shiploader is a portable unit de-signed to reduce downtime by trimming multiple hatches from one feed point. In marine terminal applications, the Sting-ray Mobile Shiploader?s telescopic con- veyor allows the equipment to extend an additional 30%. The shiploader reaches out to multiple hatches from the same feed point. The Þ rst model is designed for Panamax vessels, but can be altered to accommodate other dimensions.www.superior-ind.com Colfax Pumps for World?s Largest Heavy-lifting Ship Colfax Fluid Handling won a contract as the exclusive supplier of hydraulic pumps for a ship capable of lifting the topside structures from offshore plat- forms. With a lifting capacity of up to 48,000t, the ship will remove topsides in one piece and transport them to land for deconstruction. The catamaran Pieter Schelte of Allseas Group will lift entire platforms from their undersea supports and transport them onto land for decom-missioning. Land-based deconstruction is much safer and more economical than conventional disassembly at sea. Bosch Rexroth developed a unique drive and control solution for what will be the world?s largest mobile heavy-lifting system for offshore installations. Nearly 100 Allweiler screw pumps will handle pumping of the hydraulic oil. Pumps of the ?SNF? series pump up to 2300 l/min., making them ideal for large vol- umes required.Herbert-ABS: LMP 2.1 for Offshore Vessels Herbert-ABS Software Solutions LLC released the latest version of their Load Management Program (LMP) for off- shore vessels. For day-to-day weight management, stability evaluation and regulatory compliance, LMP 2.1 pro- vides an accurate, simple, yet feature-rich set of displays and entry tools for the offshore user. LMP 2.1 is custom- ized for an individual vessel including semi-subs, SPARs, TLPs and jack-ups and can account for all loads acting on a vessel. Based on the industry lead-ing design and salvage software HEC-SALVTM, LMP 2.1 also offers a wide range of emergency response capabili- ties including integrated damage stabil-ity calculations, simulation modes and is 100 percent compatible with HEC-SALV. From simulating possible dam- age scenarios, to performing a rapid assessment in case of an actual emer- gency, to providing detailed weight in- formation to a salvor using HECSALV, LMP helps support the safety, stability and survivability of an offshore vessel. Technifor Debuts Laser Marking SystemThe TC500 is a fast galvo CO2 Laser capable of marking on plastics, anod-ized aluminum, painted metals, ceram-ics and most organic materials including Tanker Major Chooses G-type Engine STX Offshore & Shipbuilding signed a contract to build four 113,000-dwt Long Range 2 (LR2) product tankers for Teekay Tankers Ltd., with an op- tion for up to an additional 12 vessels. Each newbuilding will be powered by an MAN B&W G60ME-C engine and will satisfy IMO environmental stan- dards. The four con Þ rmed vessels will be built at Jinhae shipyard in Chang- won, South Korea, with delivery scheduled from the second half of 2015.?In recent times, the market has sought to optimize propulsion efÞ ciency through using larger propellers and lower-speed engines,? said Ole Grøne, Senior Vice President Low Speed Sales and Promotions, MAN Diesel & Turbo. He continued, ?Fuel optimization has also become a priority. We Þ nd that large merchant vessels are compatible with larger-diameter propellers following an adaptation of the aft hull design, paving the way for higher ef-Þ ciencies. The ultra-long-stroke G-type engine ably satis Þ es this trend.? With bunker prices up more than 500% since 1999, as well as even stricter environmental legislation on the horizon, shipowners are forced to seek solu-tions, and the adoption of the G-type as prime mover for its tankers is a move by Teekay Tankers. ?With their fuel-ef Þ cient design, which is estimated to result in 20 to 30 percent fuel savings compared to current vessels in the ex-isting LR2 ß eet, we believe these newbuildings will be very attractive to our customers,? said Bruce Chan, Teekay Tankers? CEO. MAN Diesel & Turbo?s G-type program entered the market in October 2010 with the entry of the G80ME-C9 model. The company subsequently expanded the ultra-long-stroke program in May 2011 with the addition of G70ME-C9, G60ME-C9, G50ME-B9, G45ME-B9 and G40ME-B9 models. The G-types have designs that follow the principles of the large-bore, Mark 9 engine series that MAN Diesel & Turbo introduced in 2006. Their longer stroke reduces engine speed, thereby paving the way for ship designs with unprecedented high-efÞ ciency. The G80?s longer stroke results in a lower rpm for the engine driving the propeller: a reduction from 78 rpm for the S80 engine to 68 rpm for the G80. This lower optimum engine speed allows the use of a larger propeller and is, ultimately, signi Þ cantly more ef Þ cient in terms of engine propulsion. Together with an optimized engine design, this reduces fuel consumption and reduces CO2 emissions.(Image: Allweiler GmbH)MR #6 (74-81).indd 76MR #6 (74-81).indd 765/31/2013 5:54:37 PM5/31/2013 5:54:37 PM