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On World Marine Aids to Navigation Day, which falls on Thursday, July 1, the Board of the International Foundation for Aids to Navigation (IFAN) is reminding the world’s ship owners that Aids to Navigation (AtoN) are imperative to keeping the Middle East Gulf region safe for vessels and crew, but that they must be paid for. Aids to Navigation (AtoN) services The Middle East Navigation Aids Service (MENAS) has been providing AtoN services since 1911 The Middle East Navigation Aids Service (MENAS), a subsidiary of IFAN, has been providing AtoN services since 1911, as no states can agree responsibility for the Aids to Navigation (AtoN) in the joint waters of the Gulf region. This service is funded exclusively via navigation dues payments and the sustainability of the existing service, on which the shipping industry depends, is totally dependent on receipt of these navigation dues (nav dues). Peter Stanley, the Chief Executive Officer (CEO) of IFAN, said “World Marine Aids to Navigation Day is the perfect day to highlight the pivotal role played in aids to navigation internationally. MENAS is committed to providing world-class navigational aids, but ship owners need to acknowledge the services they receive and pay the necessary nav dues. All ships in the area share the benefit and safety of well-maintained AtoN.” Middle East Navigation Aids Service (MENAS) The Middle East Navigation Aids Service is currently the Gulf region’s renowned innovator in the development, fabrication, supply and maintenance of AtoN. Operating from its main base in Bahrain and a support base in Abu Dhabi, MENAS owns and maintains an extensive network of buoys, lighthouses and DGPS transmitters. MENAS also provides essential information and advice such as the issuance of notices to mariners, advising on hazards to shipping and coordinating additions to navigation charts for the Gulf region. Over 2,000 vessels rely upon MENAS equipment and services each month.

X1 Wind has secured a multi-million euro grant to launch its first commercial floating wind project. The floating wind technology developer has been allocated €2.5m through the European Innovation Council (EIC) Accelerator program. It was named among 38 of the most promising start-ups by the EIC after being shortlisted from 4200 applications to receive funding to ‘develop and scale up ground-breaking innovations’. X1 Wind CEO & Co-Founder Alex Raventos said the grant will provide resources to rapidly accelerate the detailed design and certification process of its first commercial large-scale floating wind units. PivotBuoy® technology The fully functional (X30) prototype is equipped with a Vestas V29 turbine The firm is currently preparing to deploy its ground-breaking PivotBuoy® technology at 1:3 scale in the Canary Islands after completing the assembly and load-out. The fully functional (X30) prototype is equipped with a Vestas V29 turbine and will be stationed at a 50m water depth at the PLOCAN test site with full exposure to open ocean conditions. First Large-Scale Floating Wind Unit “Following a rigorous application process, we are delighted to report our successful bid for EIC Accelerator funding,” said X1 Wind CEO & Co-Founder Alex Raventos. “This is the result of a tremendous team effort and represents a major vote of confidence in our technology which has matured significantly in recent years, now offering a truly unique and disruptive form on floating wind energy.” “The cash injection will be specifically used to fast-track the detailed design and certification of our first large-scale floating wind unit. We are currently in the process of evaluating potential pre-commercial sites and projects, to continue driving momentum following our current demonstration project in the Canary Islands.” Reduces The LCOE Of Floating Wind X1 Wind initially attracted the attention of the EIC due to its innovative takes on floating wind. The firm’s technology is designed to substantially reduce the current Levelised Cost of Electricity (LCOE) of floating wind through reduced floater weight, a faster and cheaper installation process, and a more reliable operation. The system is connected to a single point mooring system in a downwind configuration creating a ‘weathervaning’ solution that maximises the use of passive systems. EIC Accelerator Pilot The start-ups and SMEs selected for the EIC Accelerator Pilot come from 18 countries. All of which underwent a highly competitive evaluation by external experts. After whittling down thousands of entries the highest scoring 134 applications were invited to pitch online to an independent jury of experts, investors, and entrepreneurs. As well as the financial support, the benefactors also have access to coaching, networking, and business acceleration services to help build their businesses. The next-generation floating wind platform has a unique design that scales up efficiently with larger turbines Commercial-Scale Design “Our next-generation floating wind platform has a unique design that scales up efficiently with increasingly larger turbines. In addition, the platform’s modular design is highly suitable for mass manufacturing, advancing the industrialisation plans for serial fabrication of floating wind,” added Mr. Raventos. “This will enable us to meet the considerable demand and fuel ambitious targets set out for the global expansion of the industry. X1 Wind’s final commercial-scale design will draw on knowledge and expertise from experienced fabricators, shipyards, and ports to automate and streamline processes, which will ultimately help drive down costs.”

Due to popular demand the only event dedicated to maritime marketers is back. This year Marketing in Maritime takes to the digital stage, perfectly reflecting the evolving landscape that has faced marketers in all sectors over the past year. Building on the first live event in London, 2018, initiated by maritime marketing agency, Wake Media, MiM 2021: Discover Opportunity & Embrace the Change will be held on on 29 June – 1 July 2021. It will explore how marketers are adapting to the new global and maritime industry environment – and how they can meet the emerging challenges facing marketing teams and budgets. The event will offer delegates an immersive online experience through its interactive platform and features a combination of panel discussions and speaker sessions, from over 20 individuals selected for their valuable insights and learning, as well as the latest functionality in digital delegate interaction: breakout sessions, networking, online discussions and Q&As as well as access to exclusive resources during and post event. Speakers include marketing practitioners from across the maritime industry and beyond, from ship managers and technology providers to dedicated marketing service specialists. The blend is designed to provide delegates with maritime-specific marketing insights, to help elevate their own marketing efforts. MiM 2021 Event Moderator and Director of Operations at Wake Media Andy Ford said: “MiM was created because we saw a gap. There are currently no other forums or platforms specifically for the maritime marketer. This industry is unique in many ways, but not in others, and a platform was needed to allow us to listen to the right voices and learn new techniques. ”MiM is not just an event, it’s a community we are trying to build to offer ongoing support, learning and collaboration opportunities for maritime marketers. The event provides the opportunity for delegates to join us longer term and enjoy the benefits which this collaborative approach offers, but also for them to take an active role in building and shaping that community.”

MSC Mediterranean Shipping Company has joined other carriers in reiterating support for a global R&D decarbonisation fund and also in backing a potential worldwide market-based measure that would include carbon pricing. On top of MSC’s own substantial efforts to boost fleet energy efficiency and trial a range of new fuels and technologies, specific global initiatives are required to help the shipping industry decarbonise, according to MSC Mediterranean Shipping Company’s CEO Soren Toft. Need for global decarbonisation initiatives Soren Toft said, “Some form of global market-based-measure, incorporating carbon pricing, could help the industry to decarbonise by reducing the price gap between fossil fuels and zero-carbon fuels as they become available. At the same time, despite our huge investments into our fleet and operations, scalable long-term solutions simply do not currently exist for us to deploy on our ships.” He adds, “There is a gap in R&D to bring these alternative fuels and technologies to the market and the industry wide research fund will help us achieve the UN IMO’s policy targets.” Need for a range of alternative fuels The industry needs a range of alternative fuels at scale and needs them urgently Today, the only commercially available options to significantly reduce emissions from the shipping industry at scale are: improving energy efficiency, LNG and biofuels. While MSC believes that these are crucial elements to consider as part of the energy transition, these options alone will not provide a long-term or full solution. Logistical and technical issues must be solved before new fuels can be scaled up for the shipping industry. The industry needs a range of alternative fuels at scale and needs them urgently. The main challenges now are to determine the right combination of new fuels and technologies and to implement viable industry-wide proposals to invest in R&D to achieve those goals, and, ultimately, the zero-carbon future. Support for proposal for R&D fund MSC Mediterranean Shipping Company, therefore, joined an industry call to action to UN IMO member states to support the proposal for an R&D fund that would help catalyse new technologies and zero-carbon fuels to decarbonise the industry, in an open letter by CEOs of 17 members of the World Shipping Council on 3 June. The International Maritime Research and Development Board (IMRB) will be a USD 5 billion programme, first of its kind, and governed by the IMO, to coordinate and to raise money for research & development to lower emissions. Decarbonising the shipping industry Decarbonising the shipping industry is a battle that is very important to win. Only with options at scale for commercially-viable low or zero-carbon vessels, can carbon pricing be a truly effective tool to catalyse the shift towards a zero-carbon future for international shipping.

Satcom Global announces a significant enhancement to its Ku-band Aura VSAT network, with the addition of the Eutelsat 174A (E174A) North Pacific and South Pacific satellite beams. The new coverage will strengthen and extend the Aura network across the North Pacific and Oceania regions, supporting the high-quality connectivity demands of a diverse range of maritime sectors including shipping, commercial fishing, workboat, offshore supply and leisure. Futureproofing emerging requirements The E174A North Pacific beam will benefit customers sailing Transpacific routes and operating out of the West Coast of North America, providing an additional layer of satellite coverage over key US maritime regions such as Alaska, Vancouver, Seattle, and the major ports in California, ultimately extending coverage down to the Western coast of Mexico. The E174A North Pacific beam will benefit customers sailing Transpacific routes The E174A South Pacific beam will overlap existing Aura network beams covering Western and Northern Australia, enhancing Ku-band service quality for vessels operating in those areas, as well as extending service coverage to the East of New Zealand. Satcom Global has secured the high capacity E174A North and South Pacific beams with a guaranteed level of service quality (Committed Information Rate), with the option to scale up capacity, futureproofing emerging requirements. Accessing interconnecting beams Adding new satellite beams to the Aura network is part of Satcom Global’s approach to deliver the most inclusive geographic coverage, as well as the highest quality connectivity to customers, with overlapping beams that provide both redundancy and abundant capacity. The North and South Pacific E174A satellite beams were added to the Aura network at the beginning of April 2021. These most recent enhancements follow the introduction of the NSS-6 satellite to the Aura network in November 2020, covering the North Pacific Ocean, and the addition of Astra 4A Nordic and SES-12 IOR beams in March 2021. The Eutelsat 174A satellite, built by Thales Alenia Space, is located at 174° East, offering extensive coverage and high-bandwidth capability over the Asia Pacific region via a payload of Ku-band transponders accessing interconnecting beams.

Dr. Lee Kindberg, Maersk North America’s Head of Environment & Sustainability addressed (virtually) on April 15th the U.S. Congressional Hearing House Committee on Transportation and Infrastructure, Subcommittee on Coast Guard and Maritime Transportation on “Practical Steps Toward a Carbon-Free Maritime Industry: Updates on Fuels, Ports, and Technology.” Dr. Kindberg was invited by the committee to testify as an expert on the subject. “This is really an exciting time to be in shipping – a time of change that will transform the industry as much as containerisation did in the 20th century,” she said. Reducing emissions Reducing fuel consumption reduces emissions of both greenhouse gases and pollutants Ocean shipping is the most energy-efficient way to move cargo long distances and has been getting more energy-efficient, reducing the environmental impact of vessel operations. Reducing fuel consumption reduces emissions of both greenhouse gases and pollutants. The shipping industry emits 2-3% of the world’s man-made CO2 and the International Maritime Organization (IMO) has set industry goals on energy efficiency, greenhouse gas emissions and other pollutants such as sulphur. Reduced emissions and net-zero carbon shipping In the last decade, Maersk has reduced fuel consumption and related emissions by 46% per container moved. This energy efficiency improvement was achieved in three primary ways: new larger vessels, retrofits of existing vessels and improved operational and vessel management practices.  In December 2018, Maersk announced a company goal of a Net Zero Carbon Shipping fleet by 2050. At present, Maersk deploys a fleet of over 700 vessels - the largest commercial fleet in the world. Maersk also committed to launch the first zero carbon vessel by 2030 and continue energy efficiency efforts to achieve a 60% reduction goal in emissions by 2030 (vs. 2008 levels). To meet the Net Zero 2050 target will require radical innovation in technologies and fuels and partnering with a range of stakeholders: technology providers, investors, legislators and especially - customers. Goals In March 2021, Maersk announced two more ambitious goals: To launch the world’s first carbon-neutral vessel in 2023, seven years earlier than previously committed. This vessel will be powered by green methanol. This vessel and all future new vessels will be built with the capability to operate on one of the new carbon-neutral fuels as well as on standard marine fuel. Actions Ongoing Maersk actions include:  Continued industry-leading fuel efficiency efforts such as retrofitting existing vessels with new technologies. Bio-fuel based “ECO Delivery” shipping is now commercially available, and new carbon-neutral services are being developed. Developing and testing new, alternative marine fuels. Transformation to low or zero emissions Dr. Kindberg commented “A major challenge in the transformation to low or zero-emissions shipping is not at sea but on land. The technological changes on the vessels are minor compared with the massive innovative solutions and fuel transformation that must take place to produce and distribute entirely new energy sources. What we need now is to enable the technology leap to get to zero and here research and development will be fundamental.” 

Danfoss Editron, part of Danfoss, has been chosen by Damen Shipyards to provide the electric drivetrain system, powering the shipyard’s newest Fast Crew Supply (FCS) vessel. Known as the FCS 7011, the vessel will represent a leap forward, in terms of speed, comfort and efficiency of FCS vessels. The FCS 7011 vessel, which recently completed sea trials in Turkey, will be used by the offshore energy market, for the high-speed transit of personnel and light cargo, to and from offshore locations. FCS 7011 vessel The FCS 7011 vessel is expected to become the first crew boat, which is capable of competing with helicopters, to transfer crew and materials, with minimum loss of time and increased comfort, and safety. The vessel’s first operational testing will take place, later in 2021, in the North Sea, as proof of principle, marking the first step towards global commercialisation. The team expects commercial testing to begin in the first quarter of 2022. Designed by Damen Shipyards, the 74 m, slender vessel will be able to carry 122 passengers, at speeds of up to 40 knots, servicing large platforms, which are located up to 150 nautical miles offshore. Comfort-enhancing features include a gyroscope, minimised rolling and a dedicated Ampelmann gangway that provides safe access to platforms, in a broad weather window. Hybrid-electric marine system Danfoss Editron’s hybrid-electric marine system comprises DC distribution boards Danfoss Editron’s hybrid-electric marine system comprises DC distribution boards, which run at a nominal voltage of 700 VDC, four shaft generators and an EDITRON load and control system. To further enhance passengers’ safety and comfort, and lower fuel consumption, the FCS vessel will be propelled by four main engines which, through a gearbox, will drive the Hamilton HT9000 water jets and the Danfoss’ Editron shaft generators. This vessel’s solution will increase propulsion efficiency while reducing vibrations and noise levels. When operating in a dynamic positioning, the system can optimise the power needed while performing load requests. It can also detect the amount of charge left in the electric system, so the amount of fuel used is kept to a minimum. EDITRON load and control system Erno Tenhunen, Marine Director at Danfoss Editron, said “Our compact and lightweight hybrid-electric technology is perfectly optimised for FCS vessels, which need to transport a high number of personnel and cargo, in a limited space. We’re delighted to see shipyards turning to hybrid-electric solutions, for vessels covering large distances. Our EDITRON system guarantees the highest efficiency, adding value to hybrid operations, by reducing costs and fuel consumption.” David Stibbe, Director of Business Development and Market Intelligence at Damen Shipyards, stated “We’re entering a new era of offshore personnel transportation, with an increased demand for safer vessels, with greater cost-efficiency. We were impressed by Danfoss Editron’s credentials, as well as its high-performance, light-weight electrical systems, two important benefits that enable our vessel to travel at high speeds. We’re looking forward to the first operational testing of the vessel, beginning in the North Sea, later this year.”

Mitsubishi Shipbuilding Co., Ltd., a part of Mitsubishi Heavy Industries (MHI) Group based in Yokohama, held a christening and launch ceremony on October 8th, for the second of two large ferries being built for Japan Railway Construction, Transport and Technology Agency (JRTT) and Meimon Taiyo Ferry Co., Ltd. The ceremony took place at the Enoura Plant at MHI’s Shimonoseki Shipyard & Machinery Works in Yamaguchi Prefecture. The handover is scheduled for March 2022 following the completion of interior work and sea trial. Maintenance of transport facilities The new vessel will replace the FERRY FUKUOKA II, in operation since 2002, and enter service from March 2022 on a regular route between Osaka and Shinmoji in Kitakyushu. The new vessel, built by Mitsubishi Shipbuilding and operated by Meimon Taiyo Ferry, is jointly owned by Meimon Taiyo Ferry and JRTT, an Incorporated Administrative Agency to support the provision and maintenance of transport facilities and other infrastructure based on Japan’s transport policy. Named FERRY FUKUOKA, the new ship is 195m long, 27.8m wide, and 20.3m deep, with gross tonnage of approximately 15,400. The largest ship ever operated by Meimon Taiyo Ferry, the vessel has passenger capacity for 675 persons, and vehicle capacity for approximately 162 12-meter trucks and 140 passenger cars. The interior design concept is 'sparkle of a bayside city,' evoking a modern waterfront. Providing improved service The propulsion plant utilises a hybrid-type azimuth propulsion assist method The broad public space taking advantage of the vessel’s large size, along with a spacious restaurant, bath, and lounge with sweeping views, allow for cruising in comfort. The space can also be efficiently utilised to provide improved service, such as converting vehicle storage space into a passenger deck and eliminating Japanese style passenger cabins to create cabins with beds. The propulsion plant utilises a hybrid-type azimuth propulsion assist method, which combined with an air lubrication system achieves considerable energy efficiency (approximately 35% reduction in fuel consumption for carrying a large truck compared to existing vessels), and improved ship steering capabilities. In addition, along with lower CO2 emissions realised from energy efficiency, the adoption of hybrid-type scrubber curbs atmospheric emissions of sulfur oxide (SOx), providing for environment-friendly operation. Contributing to reliable transport Currently, shipping in Japan is undergoing a modal shift to marine transport from the standpoint of reducing CO2 emissions in land transport, a shortage of long-haul drivers, and working style reforms. Accordingly, demand is rising for ferries and RORO ships, and larger vessels. Going forward, Mitsubishi Shipbuilding will continue to construct ferries and passenger/cargo ships that offer superlative fuel efficiency and environmental performance and contribute to reliable transport, in order to help resolve various issues together with its business partners, vitalise marine transport, and contribute to environmental protection.

Edge sensor technology developed by HENSOLDT will strengthen Frontex maritime surveillance in the Mediterranean Sea and contribute to the protection of Europe’s strategic south-eastern border. In the frame of a technology pilot programme, HENSOLDT’s ARGOS-II HD Electro-Optical Infrared (EOIR) system will be deployed on two tethered aerostats and deliver extensive security surveillance. Frontex maritime surveillance project The project is operated by Frontex, the European Border and Coast Guard Agency, which has the mandate to safeguard the external borders of the European Union and ensure the freedom, and territorial integrity of member states. Andreas Huelle, Head of HENSOLDT’s Optronics Division, said “This innovative technology offers Frontex the ability to monitor a very strategic maritime coastline and collect critical data. This is a capability that has been identified as a strategic priority by both the EU and the United Nations.” ARGOS-II HD electro-optical infra-red system The ARGOS-II HD EOIR system forms part of an integrated turnkey solution The ARGOS-II HD EOIR system forms part of an integrated turnkey solution, which consists of advanced sensors that are fitted on two aerostats, provided by CNIM Air Space, tethered on Greek islands in the Aegean Sea. Located at altitudes of several hundred metres above the host islands, the ARGOS-II HD electro-optical infra-red system covers a range of up to 40 kilometres and can detect both large and small vessels, and monitor activities with exceptional clarity and detail. High performance Maritime Surveillance sensor The ARGOS-II HD electro-optical infra-red system is in operation 24/7, day and night, even in inclement weather conditions. The continuous zoom thermal imaging camera records the images and transmits video, and data in real-time, to base stations on the ground. “Argos II is one of the best EOIR sensors in the market today and will provide Frontex with accurate, real-time information on activities in the maritime environment and enable it to analyse situations and initiate respective counter measures,” said Mischa Niedinger, Director of Airborne Systems - Sales at HENSOLDT. Fitted on fixed-wing aircraft, helicopters, UAVs and aerostats The ARGOS-II HD system can be fitted onto fixed-wing aircraft, helicopters, unmanned aerial vehicles (UAVs) and aerostats. It is used extensively in border protection, search and rescue operations, maritime patrols, law enforcement and asset protection. The system is already widely used in the security and surveillance environments, including by the German Federal Police where it is deployed in anti-smuggling, illegal trafficking, and border security operations.

Goltens completed a retrofit of a mechanical Woodward 3161 Governor with the latest state-of-the-art electro-mechanical Woodward UG25+ P3 Governor on 2 Wärtsilä 9L20 engines. The new Governor has the same fit and provides the same functionality but with additional features to improve performance. The vessel is equipped with two variable speed Wartsila 9L20 propulsion engines each driving a propeller and fire pump. Each engine is equipped with a mechanical 3161 governor with pneumatic speed setting, shutdown solenoid and start fuel limiter solenoid. Redundant power supplies The engine speed is controlled via a combinator with different operating modes for propulsion and fire pump. The combinator electrical output delivers a mA speed reference to a current to pneumatic converter connected to the 3161 governor. The 3161 governors with pneumatic speed settings are old, unreliable and reaching the end of life thus driving higher repair and spares costs. Fuel system response to engine speed or load changes is suboptimal as well as creating black smoke during the transients. In addition to the 3161, the current to pneumatic converter is also eliminated by using the UG25+P3 electronic governor. The combinator mA speed setting output and shutdown signal input are now directly connected to the UG25+P3 along with redundant power supplies. New junction boxes Port side engine was the first to be retrofitted and the system was tested in all operating modes The start fuel limiter is now managed within the governor software. Goltens Dubai team completed the retrofit, removing the old governor, installing the UG25+P3 with new linkage to the fuel rack, including cable laying and mounting new junction boxes. Port side engine was the first to be retrofitted and the system was tested in all operating modes during sea trials. The UG25+P3 was tuned using the service tool, in which settings for start ramps, fuel limiters, jump rates and PID were optimised to improve performance. The starboard side engine was then converted and the same parameters from the Port side engine were simply downloaded to its UG25+P3. Speed setting changes The overall performance of the vessel was noticeably improved in all areas as mentioned above. The smoke during startup and transients was significantly reduced with very smooth and stable speed control, responding quickly to any load or speed setting changes. The owner now enjoys reduced maintenance cost, better reliability and the knowledge of positively contributing to the environment. The UG25+P3 will be supported by Woodward for many years to come and is already the less expensive option. It is recommended therefore to consider this retrofit as part of the fleet maintenance schedules.

A recently built general cargo vessel experienced a bearing failure on its intermediate propeller shaft bearing. Goltens was contacted to perform an inspection on the bearing shell and pedestal and to propose a solution. Upon inspection it was determined that the entire housing would require repair, due to extensive damage on the bearings, sealing areas, and housing mating surfaces. Further, an inspection of the shaft showed areas of high hardness but no signs of cracks. Goltens proposed that the bearing housings be sent to its workshop for repair and that the intermediate shaft be machined 1.00 to 1.5mm to remove the hardness and clean the running surface. Custom bearing shells Goltens received the bearing housing in the workshop and set to work repairing it Goltens was awarded the repair of the bearing housing, but the owner awarded the shaft repair to Goltens’ competitor as Goltens’ specialists would not be available for a few days due to other ongoing jobs. Goltens received the bearing housing in the workshop and set to work repairing it. The heat from the failure had caused the lower housing to collapse 0.8 to 1.0mm and the labyrinth seal cast into the housing was badly damaged. Goltens set to work machining the mating surfaces to restore flatness, along with machining out the forward and aft labyrinth seals. Final machining would be delayed until the finish diameter of the shaft and custom bearing shells was known. Needed machining repairs Goltens had proposed to complete the machining in 5-7 days on-site. After multiple weeks and failed attendances, the company initially selected to do the repair gave up on machining the shaft. Ship owner contacted Goltens, and within the same day, Goltens readied the custom tools and deployed machinists to undo the damage and complete the needed machining repairs. Upon inspection, Goltens found multiple scoring marks from the failed machining Upon inspection, Goltens found multiple scoring marks from the failed machining, as well as taper that ran 350mm along the shaft length with high ovality. Radius grooves were machined at the edge of the shaft for alignment of the in-situ machines and Goltens proceeded to remove 0.30mm from the shaft to correct ovality and taper. Once ovality was removed, a deep radial groove caused by the other company, remained on the shaft surface. This required Goltens to machine an additional 0.30mm prior to final honing and polishing the shaft surface. Final scraping adjustments Goltens finished the machining in seven days with a final diameter of 367.30mm. A custom bearing was machined to a +.55mm inside diameter, with cast iron labyrinth seal inserts fabricated and locked into the housing set to an inside diameter of 370.00mm. Goltens then transferred the repaired pedestal bearing to the vessel and rigged it into place and aligned the bearing. A successful jack up test was then performed on the shaft with 6.3 tons before reaming the fitting bolt holes and installing the fitting bolts in place. Goltens then poured the Chockfast foundation and waited for the compound to cure before tightening the foundation bolts. Final scraping adjustments were made to ensure the right clearance before a final jack up test was completed. The bearing was then reassembled and tested at low RPM with satisfactory oil flow.

A mining operation suffered a major bearing seizure on the crankpin of a slurry pump shaft. The pump makers approached Goltens to explore the possibility to repair and restore the crankshaft to original diameter in the workshop. Inspection revealed the crankpin had suffered severe damage resulting in surface hardness levels as high as 397 HB and heat cracks on the pin surface. Goltens offered a solution to machine the pin to undersize but the pump maker required the pin diameter at original specification. Alternative repair solution To meet the requirement, Goltens proposed an alternative repair solution using laser cladding to rebuild the crankpin diameter and machine it back to original size and tolerance. The crankpin was machined to 2 mm undersize to clear all heat cracks and inspected again by MPI. Once satisfied the cracks and hardness were removed from the surface, the shaft was ready for laser cladding to rebuild the crankpin diameter. Laser cladding is an efficient way to build up any shaft diameter without inducing high temperature Laser cladding is an efficient way to build up any shaft diameter without inducing high temperature, thus avoiding any kind of distortion or affecting the original metal properties. The process involves a laser beam which creates a molten pool at the workpiece surface, to which the laser coating material is simultaneously added. The result is a layer that is connected with the basic material metallurgically and free of pores and cracks. Performing blue fitting The machined crankpin was cladded with 3mm Inconel 625 material. The shaft did not experience any distortion or change in material property. The laser-powder cladding procedure on this shaft material was approved by DNV GL. The crankpin was machined, honed and polished to final size. A precision-machined ‘bluing’ dummy bearing was used to perform blue fitting to ensure good contact surface. Lastly, a portable CMM, Leica Laser Tracker, was used to check and generate a 3-dimensional report indicating the shaft alignment, geometry and tolerances of the crankpin. The customer was fully satisfied with the final outcome and shaft was sent back to the mines for installation.