Page 70: of Maritime Reporter Magazine (May 2019)

T

TECH FILES

ALFA LAVAL

Sanmar, CAT: Hybrid Collaboration

PUREBALLAST 3

Alfa Laval PureBallast 3

Sanmar Shipyards was selected by received an updated type ap-

Caterpillar Marine to build the ? rst proval from the U.S. Coast tug to incorporate its hydraulic hybrid

Guard. Alfa Laval PureBallast propulsion system. Construction is cur- 3 was awarded an updated rently under way with delivery sched- uled for October 2019. The Cat Marine certi? cate from the USCG on

Advanced Variable Drive (AVD) is

April 4, granting the system a patented system and Sanmar is the type approval with zero-day largest tug builder in Turkey with more than 40 years of experience, with no- holding time in all water sa- table accomplishments such as being linities. PureBallast 3 owners the world’s ? rst builder of LNG pow- in U.S. waters now have the ered tugs as well as the builder of the option of discharging ballast world’s ? rst commercial remotely op- erated vessel.

The model chosen for the AVD sys-

Image: Sanmar tem from CAT is Sanmar’s Bogaçay

Series, and when completed it will be chanical propulsion system. Different the 38th of this class to enter service. from a typical Power Take-In (PTI)

This class is designed exclusively by solution, the AVD incorporates a plan-

RAL for Sanmar. While it is the 38th etary gear set allowing seamless clutch the series, it will be the ? rst hybrid ver- engagement of main engines, auxiliary

Image: Alfa Laval sion. Optimized for harbor tug opera- engines, or both to provide a scalable tions, this compact tug design provides power installation to meet any cus- 70 tons of bollard pull and full ? re? ght- tomer need in terms of maximum ves- water just 2.5 hours after tak- ing (Fi-Fi 1) capability. sel speed, power, or bollard pull. This ing it on. The holding time of

The AVD system is designed to pro- allows propeller speed independent 2.5 hours, which is due solely vide signi? cant improvements in both of engine speed so optimal engine ef- fuel ef? ciency and vessel performance ? ciency can be achieved, leading to a to a technical testing proce- through a fully integrated hydro-me- projected fuel savings of 15% to 20%. dure, is only applicable if the vessel crosses over into an- other Captain of the Port Zone within this time. The reason

UV treatment systems have

GEA CatFineMaster had holding times in U.S. wa- ters is the difference in testing

The ? ne-grained, hard, brittle and ity of varying two essential process highly abrasive catalyst residues in parameters. On the one hand, the sep- methods used by the IMO and fuels, known as cat ? nes, can cause aration temperature can be changed. the USCG to verify biological considerable damage to marine en- Hot separation at temperatures of up disinfection performance. But, gines. Under extreme conditions, to 110°C reduces the viscosity of the they even lead to the total failure of fuel, making it even easier to separate the recent signing into law of the main engine. GEA offers Cat- the very small cat ? nes in particular. the Vessel Incidental Dis-

FineMaster as a countermeasure, and The second process variable is the charge Act (VIDA) paves the to date it has received an order for 20 ? ow rate, which is controlled by the way for the USCG to reevalu-

CatFineMaster from the largest ship- feed pump to optimally adjust the building company in China, two to ? ow rate of the fuel to the respective ate the IMO-endorsed method. be installed in each of 10 tankers of a sponding process requirements. The process requirements. This not only

If the USCG decides to accept

Danish shipping company to be built system is completed by the GEA IO contributes to an additional increase the same testing principle by 2020. The GEA CatFineMaster control system and optional measure- in ef? ciency, but also saves energy consists of a heavy fuel oil separa- ment and analysis equipment. at the same time. The CatFineMaster used by IMO, suppliers of UV tor as the core and a feed pump. This ensures an effective reduction of cat treatment systems will likely pump can be controlled during opera- How it Works ? nes, which in detail means a target be able to reapply for USCG tion in such a way that an optimally To achieve optimum separation concentration of less than 5 ppm and type approval based on the adjusted heavy fuel oil ? ow is guar- behavior with cat ? nes of different separation of all particles larger than anteed, taking into account the corre- sizes, the system offers the possibil- 3 µm.

IMO testing methodology.

70 Maritime Reporter & Engineering News • MAY 2019

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