Monthly Archives: December 2015

Destec Engineering – Pipe Clamp Connectors and On-Site Machining Services

Pipe Clamp Connectors,Destec EngineeringDestec Engineering specialises in high-pressure containment and on-site machining products and services for the offshore sector and a variety of other industries.

The company has a comprehensive selection of in-house designed and manufactured portable installation and servicing equipment that performs a wide range of on-site machine shop operations worldwide.

Clamp connectors for piping operations in the offshore industry

Destec’s fire-tested, type-approved G-Range clamp connector is used extensively in activities / processes such as production manifold, flow line and valve installations.

Weighing 75% less than an ANSI flange, the G-Range design features only four bolts per joint, resulting in an easy and cost-effective assembly. It is the recognised standard for clamp connectors by the oil and gas industry.

Supplied as standard with an all-metal seal ring, the G-Range connector is designed primarily for adverse pressure, temperature and thermal shock conditions, and is in-line with Destec’s quality and reliability standards.

Many different types of connector are available, such as butt weld and blind hubs, elbows, nozzles, enlarging and reducing hubs, and orifice metering connections.

Specialised connectors such as hinged closures for pressure vessels are also available.

Destec G-Range clamp connector hubs can be made with carbon, stainless, alloy and duplex steels, with compatible clamp and seal ring materials.

Single-bolt subsea connectors

The Destec GSB single-bolt clamp set is a purpose-designed unit for operations in which a conventional four-bolt G-Range clamp series would be impractical.

The GSB Clampsets are supplied with a mounting plate to accommodate necessary guidance / pull-in systems for alignment purposes, as well as stab connectors for hydraulic and electrical circuits.

A client’s specific sealing requirements or standard G-Range type hubs with metal-to-metal seal rings can be incorporated, in addition to larger clamp sizes and special designs (dual / multi / concentric bore).

A number of GSB clamps have been supplied with fabricated spool pieces for mating to flexible risers.

The GSB Clampsets are available with a blend of molykote and epoxy resin coatings with subsea applications.

Onsite leak sealing and machining services

Destec Engineering supplies specialised precision on-site machining and leak sealing services.

Ranging from small maintenance projects to large-scale plant shutdowns, the company’s services enhance the efficiency of its clients’ facilities, reduce costs and downtime, as well as increasing production while retaining a high level of quality and safety.

Destec operates all-year round on a worldwide basis and is able to quickly deploy its products and services to site.

Destec products include:

  • Certified bolt tightening and tensioning
  • Online leak sealing
  • On-site machining
  • Overlay welding
  • Regenerator and vessel head removal

Destec has a fully equipped machine workshop with a computer numerical control (CNC) turning capacity of up to 1m in diameter, in addition to vertical machining centres and a diverse range of general purpose machines.

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New DEME Hopper Dredge Will Operate on LNG|gas valve unit

DEME Hopper Dredge, gas valve unit

Royal IHC is building the 8,000-cubic-meter (10,464-cubic-yard) Scheldt River, the latest version of DEME’s Antigoon class hopper dredges.

The DEME Group has ordered a new generation of its Antigoon class dredge. Named the Scheldt River, the dredge is being built by Royal IHC in the Netherlands. It will be powered by Wärtsilä dual-fuel (DF) engines, and will be the first dredge to operate engines capable of using either liquefied natural gas (LNG) or conventional marine fuels.

The 104 meter long (341 foot long) vessel will have a hopper volume capacity of approximately 8,000 cubic meters (10,464 cubic yards). The contract with Finnish company Wärtsilä, which pioneered the use of LNG as a marine fuel, was signed in July.

Wärtsilä will supply one 12-cylinder and one nine-cylinder 34DF engine, two Wärtsilä controllable pitch propellers, and two transverse thrusters, as well as the company’s patented LNGPac gas supply and storage system. The engines have a power output range from 3,000 to 10,000 kW at 500 kW per cylinder.

A six-cylinder in-line Wärtsilä 34DF engine. Wärtsilä is supplying a nine and a 12-cylinder version of the 34DF for the new Scheldt River, along with two Wärtsilä controllable pitch propellers, two transverse thrusters, and the company’s patented LNGPac gas supply and storage system.

The 34DF engines can run on either LNG or diesel fuel, and the operating mode can be changed while the engine is running, without interrupting the power generation. If the gas supply fails, the engine will automatically transfer to the diesel mode.

In LNG operating mode, the gas is injected into the engine at a low pressure, and ignited by injecting a small amount of pilot diesel fuel. In diesel operating mode the engine operates on liquid fuel oil, with a conventional diesel fuel injection system.

The LNGPac is a complete system for LNG fuel handling and on-board storage, and includes the bunkering station, the LNG tank and tank connection space, process equipment, the heating media skid and the control and monitoring system.

The Wärtsilä gas valve unit (GVU) is a module located between the LNG storage system and the dual fuel engine. It regulates the gas pressure and ensures a safe disconnect when necessary. Combining the LNGPac and the GVU into a single, fully integrated system saves considerable space and provides for uncomplicated installation.

Wärtsilä is finding that the LNGPac is a valuable enabler for LNG as a marine fuel. The compact and technically advanced version enhances safety and reliability, while reducing capital and operating expenditures.

“Environmental considerations are extremely important for every new vessel built today, and the ‘Scheldt River’ will easily comply with all local and international environmental regulations. Operating on LNG will allow DEME to set new standards in minimizing harmful emissions. Wärtsilä’s dual-fuel know-how, and in particular the 34DF engine series, made our concept feasible,” said Jan Gabriël, Head of the New Building and Conversion Department at DEME.

The Wärtsilä 34DF was introduced in 2008 and was based on the Wärtsilä 32 engine platform. In 2013 it was upgraded to provide 11 percent more power and increased efficiency without changing the physical dimensions. Wärtsilä received an order in June to supply a comprehensive integrated propulsion solutions package for a large, technologically advanced self-propelled cutter dredge under construction in China – the second dredge to use a dual fuel system.

In the first half of 2015, Wärtsilä was awarded contracts for 56 Wärtsilä 34DF dual-fuel auxiliary engines for 14 new LNG carriers being built for four different owners. This means that Wärtsilä has already received orders for nearly 100 such engines from these three yards since the 34DF was re-launched with a higher MCR (maximum continuous rating) in 2013. All these orders were placed by South Korea’s three leading shipyards, and the ships are being built for European, American and Asian owners.

“The Wärtsilä 34DF dual-fuel engine is a powerful, versatile, and efficient engine that is helping shipping move into the gas (LNG) age. The impressive track record of 100 engines sold in a two year period speaks for itself. While the success has been universal, with contracts from yards and owners globally, the fact that the world’s largest shipbuilding nation, South Korea, is increasingly opting for the Wärtsilä 34DF is especially gratifying,” said Lars Anderson, vice president of Engine Sales for Wärtsilä Marine Solutions.


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Wes Amelie Container Ship Conversion, Germany

wes-amelieGerman shipping company Wessels Reederei contracted MAN Diesel & Turbo to retrofit Wes Amelie, a 1,000TEU feeder container ship to enable dual-fuel operation, in November 2015.

Wes Amelie is claimed to be the first of its kind to be converted into a liquefied natural gas (LNG) powered vessel.

The LNG conversion will ensure the ship significantly reduces sulphur oxide emissions by more than 99%, nitrogen oxide emissions by approximately 90%, and carbon dioxide by up to 20%.

In October 2015, the Federal Ministry of Transport and Digital Infrastructure released a grant for the vessel’s retrofit through the Mobility and Fuel Strategy programme, which was launched to promote maritime use of LNG as an environment friendly fuel.

The conversion will be performed at MAN Diesel & Turbo’s German shipyard in the fourth quarter of 2016. The completely converted LNG powered vessel is scheduled to be launched in December 2016.

Upon conversion, the vessel will meet emission requirements set by the International Maritime Organisation (IMO). It will also achieve a significant reduction in particulate and CO2 emissions and meet future stringent tier III emissions set by the IMO.

Wes Amelie conversion project details

valveLaunched in 2011, Wes Amelie is a modern feeder vessel operating in the North and Baltic Seas. Significant efforts were made in the selection of the vessel for conversion to achieve a significant multiplier effect, through which follow-up conversion projects will benefit.

Other factors considered during the selection process included scalability of engineering services, development costs and costs of follow-up projects.

Wes Amelie has 23 sister ships, of which 16 are structurally identical making it easy to execute follow-up projects after the first conversion. The common conversion model will also reduce costs involved with consecutive conversions, preventing the need for further financial support.

Technical specifications of Wes Amelie container ship

The vessel was built according to German-Dutch design and has an overall length of 151.72m and beam of 23.4m. It has a deadweight of 13,200 metric ton (mt), gross tonnage of 10,585mt and net tonnage of 4,958mt.

The vessel has a maximum service speed of 18.5kt and an eco speed of 13kt. It can carry 1,036 TEUs, 403 45ft containers and 740 14t containers.


Wes Amelie LNG-fuelled propulsion

The vessel was originally fitted with a MAN 8L48/60B main diesel engine with a continuous rating of 9,000kW at 500rpm, which will be replaced with a multi-fuel, four stroke MAN 51/60DF engine.

MAN Diesel & Turbo, an engine manufacturer, in co-operation with gas specialist TGE Marine Engineering, is involved in the engine conversion, which includes reconstruction of the main engine plant and installation of a new LNG tank.

Components of the combustion chamber and associated systems including water cooling jacket, pistons, piston rings, injection components and cylinder head will be replaced. The cylinder bore will be increased from 48cm to 51cm and the pilot oil system for gas operation will be completely reconstructed.

New valve cams and turbocharger rotor assembly will be added to allow for a change of ignition timing for the new engine. Engine sensors will also be converted and new instruments installed to optimise performance of the new engine. The entire conversion process requires approximately 30t of material.

Key players involved

MAN Diesel & Turbo will supply the conversion components required for the conversion programme. The required calculations and blueprints for the conversion and installation will be provided by engineering company SMB Naval Architects & Consultants.

TGE Marine Gas Engineering will provide tank and LNG components.

Increasing popularity of low-emission propulsion systems

The transition to low emission propulsion systems is gaining importance in the shipping industry as a result of the 2015 Exhaust Emission Directive released by the IMO for the Emission Controlled Areas (ECAs) of the North and Baltic Seas.

Since 2013, Wessels Reederei with its partners MAN Diesel & Turbo and TGE Marine Gas Engineering have been working on a possible conversion of 1,000TEU container ships from heavy oil to low-emission LNG operation.

The company also studied the installation of an emission control system (scrubber), which allows the use of heavy fuel oil in ECA zones. LNG operation is preferred as an ideal solution as scrubbers offer poor environmental performance compared to LNG propulsion.

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