Page 63: of Maritime Reporter Magazine (September 2015)

Cimolai Technology SpA is an Italian-based company that specializes in the design, fab- rication and installation of special lifting and transporting equipment for marinas, ports and shipyards.

Its ? agships are: - The biggest boat hoist in the world, lifting capacity 1100 ton., at work in Qatar - Ten boat hoists capacity 820 ton., with an additional two units due for delivery by end of 2015 - Two shipyard cranes on tyres, capacity 1000 ton. each

Contact information

E-mail: [email protected]

Website: www.cimolaitechnology.com

Telephone: +39 049 9404539

ECO Retro? t Service

Making Bulbous Bow Optimizations Future-proof hip owners and operators are turn- of the individual operational pro? le. In Carsten Hahn, Senior Project Engineer sidered before the best bow shape for ing to bulbous bow retro? ts to the past two years the ECO Retro? t ser- ECO Lines at DNV GL – Maritime. the operational pro? le is chosen. The

Sincrease their vessels’ energy ef- vice has already helped to upgrade some DNV GL’s new ECO Retro? t service tool can then assess the performance of ? ciency. DNV GL has developed a tool 200 vessels. Aside from analyzing their creates 5,000 to 10,000 vessel-speci? c this bow for alternative operational pro- as part of the ECO Retro? t service to ? eet’s past performance, ship owners bow designs and assesses them for a ? les. It displays estimated savings (in $ support the industry in tailoring retro? t and operators frequently have questions broad range of operational conditions us- per year and amount of power in %) and projects to the future needs of their ? eet. concerning the future, such as: What if ing CFD. An interactive excel-based tool payback time of the best bulbous bow

While the service identi? es new bow I operate at other conditions some day? allows easy and immediate exploration option for all speci? ed operational pro- shapes based on computational ? uid Can we change the operational pro? le of “what-if” scenarios for changing op- ? les. The payback time calculation takes dynamics (CFD) calculations, the new again? “Even though our new ECO Ret- erational conditions. The input is drawn aspects like ? eet size, conversion costs tool explores the effect of alternative op- ro? t tool cannot change the volatility of from the target operational pro? le and is and fuel price into account. Should cus- erational options. Overall, this approach the market, it quanti? es performance for typically displayed in a matrix of four tomers want to change any elements of can help customers help save 5-10% on a bandwidth of scenarios from worst- speeds and three drafts. Optional con- the analysis the tool simply recalibrates their annual fuel bill. The biggest issue case to best-case scenarios, supporting straints, such as reaching design speed at the new input to create more what-if- in many retro? t projects is the de? nition more informed business decisions,” said 85 percent engine power, are also con- scenarios.

LNG Bunker Barge Concepts

Jensen Maritime Consultants debuted a pair of LNG bunker barge concepts. The ? rst concept involves out? tting an existing barge with an above-deck LNG tank. The concept can be further modi? ed to accommodate more than one type of product, if a customer has a need for multiple liquid transfers. Design advantages include a fast turnaround and a reduced need to invest in specialized assets if a customer has short-term LNG requirements. The second concept is for a purpose-built, new bunker barge. Offering greater carrying capacity and improved visibility, the design features a larger LNG tank that is nestled inside of the barge. This new barge will also fea- ture the latest safety features and ef? ciencies. As the maritime industry continues to evaluate the pros and cons of switching to LNG or dual fuel options, bunker barges offer a solution for the maritime industry, which is currently struggling with the deci- sion over which to develop ? rst – LNG infrastructure or vessels. These barges are a resource for those who have LNG needs at ports not located near an LNG terminal or as an alternative to over-the-road transportation.

Jensen www.jensenmaritime.com www.marinelink.com 63

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