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costs of maintenance and in turn help promote the further development of the maritime industry. As the number and scope of new regulations continues to increase, this will be an important challenge for the future,” he said.


Newbuildings HHI halfway to


newbuild target Hyundai Heavy Industries (HHI) announced that it has secured a US$600 million order to build two 155,000m3 LNG carriers, with an option for a third vessel of the same class from the Greek shipping company Dynagas Ltd. Te first two membrane-type LNG carriers are due for


delivery in the second half of 2013 and they will feature dual fuel diesel engines that will allow the ships to operate on oil or natural gas. Due to tightening global regulations on carbon emissions and increasing demand for LNG as an alternative energy source following Japan’s nuclear crisis along with the price competitiveness of LNG when compared to current oil prices, Hyundai Heavy expects to see more liquefied natural gas carrier orders in the future. As a part of the Company’s long term strategy for


the expected increase in demand for LNG carriers and LNG FPSOs, Hyundai Heavy has been actively develop- ing a special welding system that can work on the thick aluminum plates used for the LNG tanks. Winning this order brings Hyundai Heavy’s total new


orders in shipbuilding and offshore & engineering divisions so far this year to 42 ships worth of US$10.5 billion, or 53% of the new order target of US$19.8 billion. In addition Hyundai Heavy has clinched a US$1.12


billion order to build two drillships for Rowan Companies Inc. with the US company retaining an option to order a third vessel of the same type. The vessels will measure 229m in length and 36m


in width and are rated for operations in water 3657m (12,000ſt) deep. Tey are scheduled to be delivered by the second half of 2013. Winning this order brings Hyundai Heavy’s total


drillship new orders this year to nine with a combined value of US$5 billion with options to build three more vessels.


Engines ME-GI is MAN’s


flexible friend Dual fuel engines offer a flexible solution for ships that operate partially within environmental control areas (ECA) which require ships to reduce SOx, NOx and particulate emissions. MAN launched its dual fuel ME-GI engine, which can


run on heavy fuel oil (HFO) or liquefied natural gas (LNG). Te ME-GI engine is a gas-injection, dual-fuel, low-speed


10


diesel engine that, when acting as main propulsion in LNG carriers or any other type of merchant marine vessel can burn gas or fuel-oil at any ratio, depending on the energy source available on board and dictated by relative cost and owner preference. The Danish company said that it sees significant


opportunities arising for gas-fuelled tonnage as fuel prices rise and modern exhaust-emission limits tighten and research indicates that the ME-GI engine, when combined with exhaust gas recirculation (EGR) and waste-heat recovery (WHR) can meet both Tier-II and Tier-III regula- tions.


MAN Diesel & Turbo predicts a broad, potential


market for its ME-GI engine, extending from LNG and LPG carriers to other ocean going vessel segments such as containerships as well as ships plying a fixed trade. As such, the ME-GI engine represents a highly efficient, flexible, propulsion-plant solution. Dual-fuel operation requires the injection of both


pilot fuel-oil and gas fuel into the engine’s combustion chamber via different types of valves arranged in the cylinder head. Te ME-GI engine head is fitted with two valves for gas injection and two for pilot fuel. Te pilot-oil valve is a standard ME fuel-oil valve. MAN B&W ME-C and ME-GI engines are broadly similar and share the same efficiency, output and dimensions. In comparison, the ME-GI engine’s key components are its modified exhaust receiver, modified cylinder cover with gas5/ 2011 injection valves and gas-control block, an expanding top gallery platform, high-pressure fuel-supply pipes, and mounted gas-control units.


Correction


In the March issue of The Naval Architect (The Vossnack Cylinder tanker pp30-38) we said that the tanker had a double bottom height of 4m with a 1m high cofferdam above, as designed for cylinders Nos. 3 – 9, that would prevent any oil spillage through the bottom the event of a grounding. This was misleading and should read as follows: The probability of a vertical bottom


penetration, as defined by the MARPOL 73/78 guidelines, regulation 13F of Annex I (SeeBG 23.7) will be considerably reduced by the cylinder bottom height of 5m above baseline, as compared with a 2.5m high double bottom of a standard double hull tanker. The bottom height of cylinder No. 1 (17.5m) and No. 10 (11.25m) will prevent bottom oil spill completely. For the bottom height of cylinder No. 2 (8m) the probability of a bottom oil spill is very low.


The Naval Architect July/August 2011


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