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  • GE Dips its toes in inland waters with its compact and easy to install Tier IV EGR solution 

     
    In October of 2014, news of Oceaneering’s purchase of GE Transportation’s newest marine engine offering was making waves. These engines – ones which meet EPA Tier 4i and IMO Tier III Emissions standards – without the need for a Selective Catalytic Reduction system (SCR) exhaust gas after-treatment, had workboat operators everywhere looking at new possibilities. Before that, Harvey Gulf International Marine also entered into a contract to construct a new Multipurpose Field Support Vessel (MPFSV) at Eastern Shipbuilding, this one also powered by GE’s Tier 4 compliant, EGR main engines. That’s important because Harvey Gulf, the recognized North American leader in rolling out LNG and dual fuel propulsion vessels, in this case, selected a pure diesel engine.
     
    Fast Forward
    Two years later, more compact versions of the environmentally advanced engines have been introduced to the inland and workboat sectors. Until recently, the repower or rebuild quandary was largely a question of whether to go with diesel and SCR, dual fuel and/or pure gas engines. As mid-year 2017 approaches, vessel operators in virtually every category have a new choice to consider when it comes to newbuild or repower decisions. The GE Marine 12V250 Marine diesel engines reduced NOx emissions by 70 percent when compared to EPA Tier 2 or IMO Tier II. Common rail fuel injection provides better fuel atomization through a high-pressure fuel rail feeding solenoid valves instead of individual high-pressure fuel pumps feeding individual injector units. This injection method also allows for better control of injection timing over the entire operating range. Exhaust Gas Recirculation lowers NOx emissions by cooling, mixing, and recirculating a portion of the exhaust gas with incoming air to reduce stack emissions. This method is self-contained within the engine.
     
    Beyond this, GE Marine’s self-described ‘breakthrough’ engine technology not only eliminates the need for SCR, but all of the extra costs associated with that extraneous equipment. Now, that option also comes in both 6L and 8L versions.
     
    Operators tempted by the LNG route still must decide whether the present infrastructure – and that which is promised – will materialize and if so, will be adequate to their requirements. For others, the answer, until just recently, was quite clear: eventually you’d need SCR. And in the case of both LNG and SCR assisted diesel arrangements, operators were looking at large infrastructure installs and the potential loss of deadweight and/or capacity. Not anymore, says GE.
     
    GE Engines are offered for direct mechanical propulsion or as gensets for diesel-electric propulsion. 
     
    GE’s Newest Marine Engines – up close and personal
    In a late May, Marine News and Hatton Marine’s Thor Hatton and Matt Zeitz toured the GE Marine Engine production facility located in Grove city, PA. Employing 500, GE produces three Tier 4 compliant, EGR solution marine engines here. Seattle-based Hatton Marine, an engine distribution shop providing both service and installation work, partners with many OEM’s, none more important at this time than GE Marine. Firm believers in the GE EGR solution, they’ve gotten in on the ground floor with GE, and are now actively planning and taking orders for the simple Tier 4 solution. 
     
    For Thor Hatton, sales will never be Hatton Marine’s main focus. That said; and with so many different lines to choose from, Hatton Marine will always sell the customer what they want and what is best for their application. For example, Hatton represents Brunvoll-Volda Propulsion, allowing Hatton to offer a complete, turn-key propulsion package along with the GE engine, whether conventional, diesel-electric or in a number of different configuration options. Following every engine from cradle to grave, Hatton provides, 24/7/365, worldwide, the following services:
    • Sale of an engine;
    • Installation and commissioning;
    • Fabrication of engine room exhaust and piping; 
    • Gear and drive line sale and installation 
    • Generator sale and installation
    • Service support over the life of all those products 
     
    The GE Tier 4 solution has gained considerable traction in the past three years, and sales of the 6L and 8L versions – those suited to smaller workboats – are eclipsing the sales of the larger engines. This is hardly GE’s first rodeo with Tier 4. With more than 850 Tier-4 compliant locomotive engines already in service, GE’s marine sector offerings are based on a proven, time-tested concept. Hatton told Marine News in May, “The 250 series marine engine is based on the GE Evolution or ‘EVO’ locomotive engine which was originally a 12 cylinder V engine. A few years ago GE developed an inline 6 and inline 8 engine based on the same 250mm bore engine platform. Typically this has been used in tugs, ATB’s, fishing vessels.”
     
    The most immediate impact of Tier 4 regulations to the maritime industry is with new construction vessels, but that hasn’t stopped Ingram from plans to repower at least three of their workboats with the GE tier 4 solution.
     
    Decisions: Data Driven
    It can be a difficult decision for any operator to decide how, when and which propulsion option to select. These choices include so-called ‘tier beaters,’ LNG, dual fuel and of course, Tier 4 compliant SCR solutions. Hatton’s Matt Zeitz answered that question with one of his own, saying, “One of the questions that I am frequently asked is ‘Why is GE the only one using this technology?’ The answer is that GE already had a large market for the Tier 4 engine platform due to their position in the railroad industry which allowed them to make the significant investment it took to develop the technology. Rail operators required a solution that was compact enough to fit within a locomotive car body, and that did not use urea to achieve emissions compliance.” 
     
    The new GE Tier 4 engine is larger and heavier. Based on GE data, the weight increased by 9 percent and engine room space consumed increased by 12 percent. That increased size could also involve increased engine foundation strength. The GE 8L250 is nominally heavier than the CAT 3516 (not surprising comparing medium speed to high speed engines – see table 5), but, says Hatton, “There’s no comparison when you consider the added weight of the aftertreatment system and urea.”
     
    On any workboat, however, space is always a concern. GE’s Tier 4 engine has increased incrementally in weight and volume, but the footprint is essentially the same as a Tier 2/3 engine. Using SCR, a line haul tug or fishing vessel would need to carry a significant volume of urea compared to, say a harbor tug. Hatton adds, “Many of our customers operate in remote areas of Alaska for extended periods of time, or tow back and forth to Hawaii. Logistically, supplying DEF to vessels in these areas could be difficult.”
     
    From an OpEx perspective, the GE Tier 4 engine requires no additional maintenance, and there is no interval for a ‘top end’ overhaul. Hatton continues, “Certain components of the SCR system will require maintenance or replacement ahead of a typical engine overhaul cycle – pump, dosing injector, the catalyst itself.”
     
    Separately, an operator must consider fuel consumption. An industry analysis report comparing the GE solution to the SCR solution showed that the overall fluid consumption for the SCR solution was about equal between their Tier 2 and Tier 4 engines; expected fuel savings combined with increased urea cost was a ‘wash.’ Hence, for a comparable Caterpillar Engines, for example, it is not any more expensive to operate the C280 Tier 4 than the C280 Tier 2 engine.
     
    Conversely, GE has shown that their Tier 4 engines have achieved lower fuel consumption compared to the Tier 2 product. Since no urea is used, overall fluid consumption is lower. According to GE, the EGR impact to fuel consumption will be slightly better than the Tier 2 engine solution, providing potential savings. 
     
    The GE solution has the least amount of impact to the vessel. SCR solutions, in contrast, constitute significant impact to vessel design. For GE’s EGR version, the only significant non-engine component that will need to be addressed is the shipyard supplied engine cooling system, which will need to reject more heat due to the addition of cooling for exhaust gas recirculation. DEF storage for SCR solutions, on the other hand, could be reduced depending on voyages, plans, logistics and operator preference. At the same time, and depending of the arrangement of the DEF storage, cargo fuel storage capacity may be displaced to allow room for DEF storage.
     
    Zeitz points out that the SCR solution is unstable at extreme temperatures, and at least in the short term the market for it would be limited, especially in remote areas. In May, Jensen’s Johan Sperling told Marine News, “A lot of people don’t like urea – I don’t blame them. The after treatment system can be large, it is warm; it has all kinds of things that we’re not used to.” That’s because Urea is caustic, creating a highly corrosive environment. For example, if freezing is a concern, additional tank and blanket heating might be needed. Conversely, if temperatures rise above 122°F (50°C), ammonia is formed, causing degradation of the DEF solution. After 6 days of being stored at 122°F (50°C) or greater, the maximum limit of ammonia is exceeded. Therefore, a cool, well-ventilated DEF storage should be considered.
     
    On the Water, Now
    Bob Dorn owns and leases out three tugboats that collectively employ a total of eight, inline 8 GE engines. The Hatton Marine client was effusive in his praise of the GE brand, saying, “The more I dove into it, GEs were by far the best choice. When we were going through this process (Engine selection for his new builds) fuel was at four dollars a gallon, and the engines that I’ve operated for over 30 years burn about 5,000 gallons a day. I was hoping to burn 4,000 gallons a day with GE, and at 4 dollars a gallon I figured that’s a great savings—we can save $4,000 a day. It turns out that instead of 4,000 gallons a day they were burning 2,700 gallons a day. That meant a savings of $10,000 dollars a day on fuel, and you have these vessels for 30 to 40 years that’s an amazing savings over time.” 
     
    Dorn touches upon one additional (perhaps unexpected) benefit of the GE engines. He explains, “The Coast Guard has done lots of studies on crew fatigue and one of the outcomes of that is a lower frequency sound is easier to live with so everybody loves working on a GE engine boat as opposed to high speed or two stroke engine vessels. I’ve been happy with the decision we made (GE engines) and the customers we have like them a great deal.”
     
    An extensive test cell at the Grove City plant verifies the performance and compliance of each engine, before it is shipped. In GE’s locomotive sector, that engine performance is monitored in real time continuously and that same advantage is being developed and discussed for GE’s marine engines, as well. At that point, the proven utility of this Tier 4 solution might be as common as the 850+ GE locomotive engines, from which this marine offering emanated. In the meantime, Tier 4 compliance just got a little easier; in the yard, on the water, and beyond.
     
     
    (As published in the July 2017 edition of Marine News)
     
  • GE Transportation Systems. Marine & Stationary Power (M&SP). is making a strong push to capture medium-speed diesel engine business in the maritime sector, fortifying an international network of service centers and bringing its product to center stage at many of the Autumn 2003 trade exhibition.

  • GE Marine Engines said its LM2500 aeroderivative gas turbine will power five new Royal Norwegian Navy F310-class frigates, ships to be built in Spain at the IZAR Construcciones Navales, S.A., naval shipyard in Ferrol. This is the first naval Combined Diesel And Gas Turbine (CODAG) configuration to be

  • The first GE Diesel engine in Crescent Towing's fleet went into service in 1971 powering the retrofitted Port Hudson tug — a retired U.S. Navy tug. The Port Hudson is still operating today using a GE medium-speed diesel engine. "I've worked for Crescent Towing for 24 years, and the GE engines are the

  • As GE celebrates the grand opening of its Mebane Customer Experience Center and a multimillion dollar manufacturing facility renovation, Maritime Reporter & Engineering News gets an advance look at a new product line that could save marine and oil and gas customers millions of dollars in lost time and

  • The Company: GE Transportation is a global digital industrial leader and supplier to the marine industry. Established more than a century ago, GE Transportation is a division of the General Electric Company that began as a pioneer in passenger and freight locomotives. That innovative spirit still drives GE

  • Keeping pace with the fast-evolving maritime industry is a mantra at GE Marine with its LM aeroderivative gas turbine line. Going forward, GE Marine will see its LM gas turbines applied in several novel and state-of-the-art military and commercial marine projects. One military application in particular

  • GE Marine Engines has seen its LM aeroderivative gas turbines selected by 28 navies throughout the world. Recently GE announced the selection of its LM2500 aeroderivative gas turbines and main reduction gears for use aboard the Italian Navy's new Andrea Doria aircraft carrier. The aircraft carrier is

  • As the commercial marine market faces increasingly stringent propulsion system emission restrictions and fuel cost pressures, propulsion technologies such as gas turbines can gain traction in more mainstream commercial applications. Maritime Reporter & Engineering News recently spent some time with Brien

  • The General Electric Credit Corporation announced it has purchased for $120,000,000 the 225,- 000-dwt tanker T.T. Stuyvesant, and that the vessel has been initially chartered to the Standard Oil Company of Ohio (SOHIO) to transport Alaskan oil. The VLCC (very large crude carrier) was built by

  • GE Marine’s 12V250 marine diesel engine has received U.S. EPA Tier 4 Certification.   GE met the emissions requirements through non-Selective Catalytic Reduction (SCR) technology that requires no urea-based after-treatment. The Company is also working towards U.S. EPA Tier 4 and IMO Tier III Certification

  • GE Marine Engines has received partial funding from Ingalls Shipbuilding to begin the engineering work on equipment to be used on the U.S. Navy's eighth LHD Wasp-class large-deck, multipurpose amphibious assault ship. Measuring 844 ft. (257.2 m), the vessels displace 40,500 tons. This LHD project

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    April 2019 - Marine Technology Reporter page: 2nd Cover

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    May 2019 - Marine Technology Reporter page: 2nd Cover

    Marie Fleetwood DYNAMIC CONFIDENCE UNDERWATER WŽ?lAduG?YEG??AlG????lGw?EGus|G?GE?slS G?ÐGÐOŽYAu?G?|sÐG???ÐÐŽ?l?AYE?GusAdsusl?? ???A?l,sOS^l?GGl?WŽ??lŽ?Y?Wh^????? sales@videoray.com ???????????? videoray.com © Copyright 2019, VideoRay LLC MTR March19 Covers 2,3 and 4.indd 1 3/12/2019 9:38:15 AM

  • MR May-19#68  BWMS 
Wärtsilä: Energy Storage on a ‘Giant’
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    May 2019 - Maritime Reporter and Engineering News page: 68

    T TECH FILES DESMI BWMS Wärtsilä: Energy Storage on a ‘Giant’ EARNS USCG APPROVAL A benchmark installation of three out in February 2018 onboard the ating cost savings, and a total reduction DESMI Ocean Guard A/S energy storage systems by Wärtsilä North Sea Shipping AS owned subsea in annual fuel

  • MR May-19#56  sidebar (see related story on page  were drawn from both the)
    May 2019 - Maritime Reporter and Engineering News page: 56

    WORKBOATS: INSIDE THE U.S. WORKBOAT MARKET The sidebar (see related story on page were drawn from both the RCP, but also and Bouchard’s Evening Breeze both escort services, Crowley Marine Servic- XX) provides further detail on COIs is- from the International Safety Manage- meet the EPA restrictions on

  • MR Apr-19#56  hour major service on the genera-
meld the hardware side)
    April 2019 - Maritime Reporter and Engineering News page: 56

    . The propulsion was recently completed by Royston. company has been working to Engineers undertook the 30,000 run- ning hour major service on the genera- meld the hardware side of its tor engines onboard the 140m Subsea 7 boatbuilding and recreational Seven Atlantic, as part of a comprehen- marine

  • MR Mar-19#40  • LINDBLAD EXPEDITIONS
National Geographic Endurance 
Main)
    March 2019 - Maritime Reporter and Engineering News page: 40

    CRUISE SHIPPING • LINDBLAD EXPEDITIONS National Geographic Endurance Main Particulars DNV GL:1A, Passenger Ship, ECO, NAUT(AW), PC(5), Clean Design, BWM(T), Recyclable, COMF-V(1), COMF- C(1), VIBR, Silent(E), BIS, LCS(DC) Range: 15,000 nm at 12 knots Speed 16.5 knots Power: 2 x 2975 kW Engines: 2 x GE

  • MT Mar-19#68  Connection
Subsea Connect with BHGE
ew lightweight, modular)
    March 2019 - Marine Technology Reporter page: 68

    TECH FILE Subsea Connection Subsea Connect with BHGE ew lightweight, modular subsea technologies The Aptara technologies are modular, structured, compact could reduce not just lead times for equipment de- and designed to be more responsive to changing conditions livery but lower the total cost of ownership

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    March 2019 - Marine Technology Reporter page: 2nd Cover

    Marie Fleetwood DYNAMIC CONFIDENCE UNDERWATER WŽ?lAduG?YEG??AlG????lGw?EGus|G?GE?slS G?ÐGÐOŽYAu?G?|sÐG???ÐÐŽ?l?AYE?GusAdsusl?? ???A?l,sOS^l?GGl?WŽ??lŽ?Y?Wh^????? sales@videoray.com ???????????? videoray.com © Copyright 2019, VideoRay LLC MTR March19 Covers 2,3 and 4.indd 1 3/12/2019 9:38:15 AM

  • MT Jan-19#21  outcome, and the tail ge- maximum possible shaft)
    January 2019 - Marine Technology Reporter page: 21

    to-volume outcome. Actually, that’s not completely true. We it is the shaft’s power-RPM curve that tells us the RPM for the really want a least power-to-volume outcome, and the tail ge- maximum possible shaft power and, by extension, the RPM ometry will greatly in

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    January 2019 - Marine Technology Reporter page: 2nd Cover

    DURABLE CONFIDENCE UNDERWATER WŽ?lAduG?YEG??AlG????lGw?EGus|G?GE?slS G?ÐGÐOŽYAu?G?|sÐG???ÐÐŽ?l?AYE?GusAdsusl?? ???A?l,sOS^l?GGl?WŽ??lŽ?Y?Wh^????? sales@videoray.com ???????????? videoray.com © Copyright 2019, VideoRay LLC MTR JanFeb19 Covers 2,3 and 4.indd 1 MTR JanFeb19 Covers 2,3 and 4.indd 1 2/7/2019

  • MN Feb-19#50  a squared forward end. The large, fat 
Jensen Maritime, Crowley)
    February 2019 - Marine News page: 50

    escort, ocean towing and ship assist, and has fre- fghting capabilities if needed. The tug features a raised pilot house and a squared forward end. The large, fat Jensen Maritime, Crowley Maritime Corp.’s Seattle- bow allows the tug to come up fat against the transom based naval architecture and marine engineerin

  • MN Jan-19#25  study on domestic passenger vessel safety. 
company)
    January 2019 - Marine News page: 25

    in sion of the IMO’s Maritime Safety Committee (MSC) for encouraging dialogue with the CSO Alliance of maritime a comprehensive study on domestic passenger vessel safety. company security of? cers, which has 700 members in National sovereignty has always presented a procedural more than 40 countries

  • MT Nov-18#53 Two MVP30-350 Systems for Geological Survey of Ireland
Targetl)
    November 2018 - Marine Technology Reporter page: 53

    Two MVP30-350 Systems for Geological Survey of Ireland Targetless Laser Sensor for Offshore Wind Farms will help complete a large scale project to map all Irish waters by 2026. GSI is working on the project in partnership with the Marine Institute of Ireland un- der the joint program INFOMAR. The ? rst

  • MT Nov-18#44  of our work-
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    November 2018 - Marine Technology Reporter page: 44

    Roundtable U.S. Dredging Ops RN Weeks will continue to be an important part of our work- horse hopper dredge ? eet. We are also building another large Describe your ? eet and operational equipment mix. Do sea-going pipeline dredge at C&C Marine in Belle Chase, you specialize in one form or dredging

  • MR Nov-18#87  and evaluating local  gears and bearings, the new)
    November 2018 - Maritime Reporter and Engineering News page: 87

    by establishing and evaluating local gears and bearings, the new solutions Hybrid Propulsion for Kongsberg Condition maintenance plans and conducting ? eet- leverage Kongsberg Maritime’s experi- Super Yachts Monitoring Solutions RH Marine introduced pre-composed Kongsberg recently debuted its new

  • MP Q3-18#64 Advertiser Index
Page  Company     Website  Phone#
19)
    Sep/Oct 2018 - Maritime Logistics Professional page: 64

    Advertiser Index Page Company Website Phone# 19 Arconas www.arconas.com Please visit us online 7 Canaveral Port Authority www.portcanaveral.com Visit our website 9 Connecticut Port Authority www.CTPortAuthority.com (860) 577-5174 35 CPE Certifed Port Executive www.certifedportexecuti

  • MP Q3-18#55 Credit: Port of Los Angeles
That’s why we are trying to)
    Sep/Oct 2018 - Maritime Logistics Professional page: 55

    Credit: Port of Los Angeles That’s why we are trying to get all the shipping lines and all the termi- nals to help us share the appropri- ate information, to the appropriate party, at the appropriate time, so people like the chassis providers can make these decisions and, not on the fy, but with

  • MP Q3-18#54 Digital Port Logistics
Credit: GE
sis logistics within the)
    Sep/Oct 2018 - Maritime Logistics Professional page: 54

    Digital Port Logistics Credit: GE sis logistics within the greater supply chain, where terminals and ports complain that a little bit more notice from liners might give them a competitive edge and move that cargo just a little faster, GE’s Port Optimizer touches upon this aspect of terminal opera- tions

  • MP Q3-18#53 Credit: GE
combining machine learning and deep domain)
    Sep/Oct 2018 - Maritime Logistics Professional page: 53

    Credit: GE combining machine learning and deep domain expertise, it helps the supply chain monitor and respond to dynamic conditions, align people and resources, and proactively communicate across func- tions – enabling maximum port throughput and delivery perfor- mance. These capabilities serve many

  • MP Q3-18#52 Digital Port Logistics
GE Transportation’s GE Transportatio)
    Sep/Oct 2018 - Maritime Logistics Professional page: 52

    Digital Port Logistics GE Transportation’s GE Transportation’s Credit: POLB Digital Solutions Port Optimizer Already a success in the neighboring Port of Los Angeles, a pilot project utilizing GE’s Port Optimizer could be a logistics game changer for busy intermodal gateways everywhere. By Joseph Keefe n

  • MP Q3-18#6  to foster commerce that leverages offshore  
  wind, shortsea)
    Sep/Oct 2018 - Maritime Logistics Professional page: 6

    Connecticut Port Authority – ready to move in 2019 With a focus on the state’s three deepwater ports, Connecticut also looks to foster commerce that leverages offshore wind, shortsea opportunities and local entrepreneurs. By Tom Ewing 46 The P ort of Liverpool: caring for seafarers The British port

  • MN Oct-18#50  America’s First LNG Bunker Barge
Conrad Industries announced)
    October 2018 - Marine News page: 50

    VESSELS Conrad Industries Announces Delivery of North America’s First LNG Bunker Barge Conrad Industries announced the successful completion and delivery of the Clean Jacksonville, the ? rst LNG bun- ker barge built in North America. The Clean Jacksonville was constructed in Orange, TX, at Conrad Orange

  • MR Sep-18#26   onboard logistics includes large storage  propulsion and)
    September 2018 - Maritime Reporter and Engineering News page: 26

    . The optimized sidiary recently delivered an extensive Waste Energy Recovery pliers. Ulstein has signed a shipbuilding onboard logistics includes large storage propulsion and maneuvering equipment Ulmatec (Ulstein Marine Technology contract with a German company, Ber- capacities, of which half is

  • MR Sep-18#8 The Largest 
Maritime Social 
THE COVER
Media Network in)
    September 2018 - Maritime Reporter and Engineering News page: 8

    The Largest Maritime Social THE COVER Media Network in the World. Avoiding the Cyber Hack Ports and ship owners alike are compelled to invest continuously in advanced cyber secu- rity, or pay the (high) price. Story starts on page 32. © Bits and Splits/AdobeStock In this Edition EDITORIAL 6 OFFSHORE