Ge

  • 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

  • MR Nov-19#59  over  neck in handling these large turbines  You really need)
    November 2019 - Maritime Reporter and Engineering News page: 59

    in port of Esbjerg Source: Fred. Olsen Windcarrier watt (MW) turbines could be available tractors and there are questions over neck in handling these large turbines You really need big machines, bigger in the timeframe of those projects. That whether there is capacity in the market. and blades,” says

  • MP Q3-19#48 Advertiser Index
Page  Company     Website  Phone#
9)
    Sep/Oct 2019 - Maritime Logistics Professional page: 48

    Advertiser Index Page Company Website Phone# 9 Connecticut Port Authority www.CTPortAuthority.com (860) 577-5174 21 CPE Certifed Port Executive www.certifedportexecutive.com (902) 425-3980 1 Kalmar www.kalmarglobal.com Please visit us online C2 Nor thwest Seaport Alliance www.

  • MP Q3-19#39  cbm LNG articulated 
tug and barge unit with Qual-
ity Liquefed)
    Sep/Oct 2019 - Maritime Logistics Professional page: 39

    LNG BUNKERS VT Halter Marine is con- structing (and has launched) a 4,000 cbm LNG articulated tug and barge unit with Qual- ity Liquefed Natural Gas Transport, LLC (Q-LNG) that is due for delivery in the frst quarter of 2020. Last year it reportedly executed a letter of intent to build a second 8

  • MP Q3-19#37  500,000 LNG-gallons of storage capacity and with a design)
    Sep/Oct 2019 - Maritime Logistics Professional page: 37

    ground. to-ship, LNG bunkering facility. Eagle LNG’s Talleyrand LNG Bunker Station is built with Take Eagle LNG, for example 500,000 LNG-gallons of storage capacity and with a design ca- Eagle LNG Partners is a wholly owned subsidiary of Ferus pacity fow rate of 2,700 gallons per minute, suffcient to fuel

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    October 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 Oct-19#64  Gas 
Articulated Tug and Barge unit. The Q-LNG 4000 
(barge))
    October 2019 - Maritime Reporter and Engineering News page: 64

    Vessel Photo: VT Halter VT Halter Marine held a vessel naming ceremony for America’s ? rst offshore Lique? ed Natural Gas Articulated Tug and Barge unit. The Q-LNG 4000 (barge) and the Q-Ocean Services (tug) were of? cially named in a ceremony that included U.S. Senator Roger Wicker, U.S. Senator

  • MN Sep-19#52  him signi?  cant experience as a GE 
it has become the sole)
    September 2019 - Marine News page: 52

    with All Shares of Sea-Vista Equity Underwriters SEACOR Holdings announced that The American Equity Underwriters, him signi? cant experience as a GE it has become the sole owner of its Inc. (AEU) announced that David commercial aircraft engine product consolidated SEA-Vista joint ven- Widener

  • MN Sep-19#51  Steam- the carrier will generate business for partnering)
    September 2019 - Marine News page: 51

    vessel and unloading sys- tems automation. Scheduled for completion in mid-2022, Fincantieri Bay Shipbuilding and The Interlake Steam- the carrier will generate business for partnering contrac- ship Company hosted a ceremonial ? rst-cut-of-steel event tors, vendors and suppliers. Major partners for the

  • MN Sep-19#47  bene?  t 
from DP. For example, GE’s DP system was recently)
    September 2019 - Marine News page: 47

    struc- tures.” All that said; any type of offshore operation that needs precision maneuvering and stable positioning will bene? t from DP. For example, GE’s DP system was recently cho- sen by Shanghai Salvage Bureau for its deep-water dive support vessel (DSV). Separately, dive vessels, ? shing ves- sels

  • MN Sep-19#46 .”  – especially by operators 
GE’s Dave Johnson  trying to)
    September 2019 - Marine News page: 46

    ‘DP1’ and ‘DP2’ signed to by the crew or (redundancy) are fre- the vessel owner’s repre- quently bantered about sentative.” – especially by operators GE’s Dave Johnson trying to boast about also weighed in, explain- their tonnage and its ing, “Although the train- safety. Moving from DP ing here is

  • MN Sep-19#45  DNV, but any USCG credentialed 
GE’s Marine training school)
    September 2019 - Marine News page: 45

    websites. There are some differences between this school since 2014, many of them, repeat customers. OSVDPA, NI and DNV, but any USCG credentialed GE’s Marine training school in Houston provides train- mariner can start the process by taking an OSVDPA Phase ing on all aspects of diesel electric propulsion

  • MN Sep-19#44 .  to DP.”
That’s because the bridge layout and equipment common-)
    September 2019 - Marine News page: 44

    ma- performed offshore operations that were not possible prior W rine industry, and it hasn’t been for some time. to DP.” That’s because the bridge layout and equipment common- Dave Johnson, Product Development Director of GE’s ly found on any recently delivered offshore service vessel Power Conversion

  • MN Oct-19#51  engines; one equipped with GE engines, 
on a second 6000HP)
    October 2019 - Marine News page: 51

    . The vessels currently under construction each Conrad Shipyard of Morgan City has started production utilize different engines; one equipped with GE engines, on a second 6000HP Inland Towboat designed by MiNO and the other with EMD engines. NorthStar Midstream to Form LNG Marine Transportation Company No

  • MR Sep-19#48  hatch cover 
open, and the bridge will be placed at the ship)
    September 2019 - Maritime Reporter and Engineering News page: 48

    bulkheads, i.e., upright walls within the hold. The ships will be hatch coverless, which will allow for navigation with the hatch cover open, and the bridge will be placed at the ship front, Robert Allan Ltd. and MTU Friedrichshafen tem and an integrated ship monitoring, LNG control enabling the loading

  • MR Sep-19#41  of a successful 
in terms of getting shipowners to  ward)
    September 2019 - Maritime Reporter and Engineering News page: 41

    very seriously, espe- in perspective where we are today more, but how fast is it moving to- cially when you consider the cost of a successful in terms of getting shipowners to ward continuous monitoring of ship- cyber-attack. We have all seen the headline ? gure of adopt high speed communication board

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    July 2019 - Marine Technology Reporter page: 2nd Cover

    PORTABLE 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 JulyAug19 Covers 2,3 and 4.indd 1 8/8/2019 2:39:28 PM

  • MT Sep-19#2nd Cover ?lAduG?YEG??AlG????lGw?EGus|G?GE?slS
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    September 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 2/7/2019 9:50:27 AM

  • MR Aug-19#35  be ice strengthened  rowing a page from megayacht design, )
    August 2019 - Maritime Reporter and Engineering News page: 35

    sea ? eet) needed to be ice strengthened rowing a page from megayacht design, to provide access to Zodiac rafts. Silver depths- there is a new consideration; the with additional plating, and a bulbous employs “Novurania” yacht tenders that Cloud’s re? t also included special load- two Seabourn

  • MR Jul-19#35  in- Oceanarchitects were in charge of interi-
Marine Interiors)
    July 2019 - Maritime Reporter and Engineering News page: 35

    Johannes Jensen of AIDAprima entering Hamburg; mable materials. For example, laminate have begun on other newbuilds: Its in- Oceanarchitects were in charge of interi- Marine Interiors Cruise & Ferry is preferable to solid wood. The same terior decoration will offer both, broad or design. Their concept

  • MT Jun-19#48  of the technology on an AUV near Ge- looked at the lab-on-a-chip)
    June 2019 - Marine Technology Reporter page: 48

    for electronics and magnetism) have pling and it’s impossible to do continuous monitoring. We trialed a prototype of the technology on an AUV near Ge- looked at the lab-on-a-chip (micro? uidic analysis) and how noa Port, where data collection and wireless transmission to to embed this into the payload

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    April 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 2/7/2019 9:50:27 AM

  • MT May-19#2nd Cover ?lAduG?YEG??AlG????lGw?EGus|G?GE?slS
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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’
EARNS USCG)
    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