Used in new coatings being developed for ships, carbon nanotubes have a diameter of 20 nanometers, and are several hundred nanometers long. Mixed with synthetic epoxy resins they exhibit remarkable properties with benefits to ship operators. The Norwegian company Advanced Marine Coatings (AMC) who is developing this technology have produced a variety of coatings that exhibit very low friction properties. As a coating on ship’s hulls it results in lower drag and a speed increase of between six to ten per cent: alternatively a significant reduction in fuel consumption. Carbon tubes impart great resistance to abrasion and 5-20 times more strength than traditional epoxy systems. In anti fouling applications performance is more effective and there are longer intervals between repainting. On going tests since 2007 have produced good results so far, including the latest severe test on the LNG tanker Berge Arzew since last year.

Latest engines have sophisticated cylinder oil dosing systems. For older Wartsila / Sulzer slow speed engines, there is a back fitting lubrication system that reduces cylinder lubricating oil consumption by approximately 25 per cent. First laboratory tested in 2003 and later in two ships, including the RT-flex96C, only after 14,000 hours of satisfactory testing was the system offered to the market. Four vessels built over the last eight years are to be equipped with a Retrofit Pulse Lubricating System with the installation carried out at sea and the switch over done in port.

According to MAN Diesel Fredrikshavn, Denmark, changing the propulsion equipment of a vessel can make a substantial difference in bollard pull, speed and overall efficiency. In a on a Danish trawler, bollard pull was increased by 23.5 per cent and fuel consumption reduced by around 12 per cent. As propeller and nozzle designs have improved, they suggest that propellers and nozzles over ten years old can benefit from an upgrade. In an upgrade of the 1986 Danish launched F/V Jette Kristine, powered by an MAN 8L23/30-D diesel engine of 1080 kW. After sea trials including trawling a 0.5 kt speed increase and 15 per cent reduction in fuel consumption was reported, noise levels were noticeably quieter.

A collaboration agreement between Swiss ABB Turbo and Schaeffler of Germany is to bring the benefits of variable valve timing (VVT) and turbo charging to marine engines. ABB will contribute its expertise in single- and two-stage turbocharger technology in large, high-performance four stroke diesel engines with an output of 400 kW (536 hp) per cylinder or higher as used in marine propulsion and auxiliary applications. VVT offers many advantages, when combined with high pressure and two stage turbocharged diesel engines, it delivers a reduction in emissions and fuel consumption. UniAir, the VVT system from Schaelfler and provides a fully variable, hydraulic valve control system enabling the variation of both valve timing and valve lift. Testing of a prototype VVT system is expected early this year.

In the April DNV Container Ship Update publication, the new Quantum container ship survey and design brings many subjects together in one report. Although a concept ship, it is a practical design that could be ordered today but equally well, be ordered, unchanged five or ten years hence. The survey of ship owners gives a wonderful “insight” into the minds of the prospect ship owners. As a container ship of the future, it strives to achieve the aim of transporting more cargo with less fuel for a low impact on the environment. The ship specification is 6,200 TEU capacity and operating speed of 21 kts. As the ship’s life may well be 25-30 years, foresight into meeting the changes in legislation, especially emissions and technology is required. Of all the parameters to be considered in designing a new ship, clearly it is the engines, propulsion and auxiliary, that are the foremost concerns for ship owners and in order of importance are efficiency, reliability and emission compliance.

Many propulsion aspects were not covered in our previous Quantum report, therefore we call this one Quantum 2. Container ship designs go for maximum hull speed requiring highest practicable engine power. The slump of the last two years has meant that ships often steam well below their designed maximum speed. Many propulsion arrangements were investigated for the Quantum, however a diesel electric solution was most favored using a twin propeller arrangement for full redundancy. It was decided the best option was two steerable Azipods. Adding further flexibility, all the gen set engines are dual MDO/LNG fuel and the two on board LNG tanks allow engine operation in emission sensitive areas.

Now more than half way through a two-year experiment, the solar-power assisted vessel Auriga Leader has a two-stroke Mitsubishi 7UEC60LSII engine of 14,315 kW at 105 rpm for main propulsion. What’s new and makes this project so interesting is that she is also equipped with 328 solar panels to provide a contribution to the ship’s propulsion needs and electrical hotel needs. Aside from the electrical part of the experiment, the test is to investigate the reliability of the panels to the demanding marine environment, in particular salt-water damage, wind pressure, and vibration. Some interim results published after four voyages are optimistic. the power generated was about 1.4 times more than in tests on land with the same panels. An additional bonus is the improved generating efficiency thanks to the wind’s cooling effect. The total cost of the solar panel experiment is put at 1.6 million US dollars, on the plus side, the annual benefits to the environment are estimated to be a saving of 13 tons of fuel and the resultant non production of about 40 tons of CO2. At Lloyd's List 2009 Global Awards the Auriga Leader received the title of "Ship of the Year".

Swedish Wallenius Lines, with partners control some 180 vessels in the specialist car carrying and rolling cargo global market. The company has just announced that it will be installing a waste heat recovery system on one of their vessels by Autumn 2011. The system is an Opcon Powerbox which uses an Organic Rankine Cycle. The system is basically a heat exchanger that boils a fluid at relatively low temperature, the fluid vapor then powers a turbo generator and on exhaust, the vapor is cooled and compressed back into the liquid state. This saving of energy reduces emissions of substances such as CO2, NOX and SOX. Wallenius plans to equip all their new and most of their existing ships with this system.

Last month a briefing to underwriters in London covered the increasing incidence of severe engine damage. The drive towards low sulfur fuels is causing fuel refining processes to change, some of which result in below standard HFO being delivered to ships. A higher presence of particles called catalyst fines is precipitating very costly engine damage. Cat fines have always been present in bunker oils and standard ISO 8217 (2005) permits up to 80 ppm, but the problem is that more than 15 – 20 ppm already causes damage to engine parts. The components most at risk to accelerated wear are: the fuel pump, piston rings and cylinder liners. Sadly the prognosis is that with the increasing demand for low sulfur fuel, engine failures are going to increase. Until fuel standards improve a 100 per cent fuel management policy to purify the fuel is the only guarantee to avoid these problems.