Parker Kittiwake products to feature at Nor Shipping 2013


Kititwake Bunker Samplers

From the 4th to 7th June, Parker Kittiwake will be featuring a selection of products at Nor Shipping, the leading maritime exhibition and conference, taking place in Oslo.

Visit us on the Parker Hannifin stand E02-15 to see, not only Parker’s Kittiwake’s condition monitoring and sampling solutions, but also Parker Hannifin’s range of motion and control technology.

We hope to see you there!

Parker Kittiwake exhibiting condition monitoring offering at Maintec 2013

Focus On 2 Maintec Graphic

From the 5th – 7th March, Parker Kittiwake will be exhibiting at Maintec, the UK’s premier show for maintenance and asset management, taking place at the NEC, Birmingham.

Parker Kittiwake will be displaying a range of their condition monitoring and acoustic emissions monitoring products on booth H21 in hall 6. Furthermore, Dr Trevor Holroyd, Technical Director at Parker Kittiwake will be speaking on the topic of ‘the application of acoustic emission to detect ineffective lubrication in operating machinery’.

We hope to see you there!

Parker Kittiwake – Asia Pacific Reception

On the 4th and 5th September, representatives from Parker Kittiwake’s network of dealers came together for the inaugural Parker Kittiwake Meet & Greet. The event was hosted at the Impiana Hotel in Kuala Lumpur, Malaysia. The event was hosted by Martin Lucas, Parker Kittiwake’s Business Unit Manager and Richard Lawrence, Market Development Manager Asia Pacific for Parkers Hydraulic Filter Division Europe.

Also co-hosting were Ben Dobbs, Operation Manager, Parker Hannifin Industrial Malaysia and Zainudin Yahya, Managing Director of CbM Solutions (formerly known as Kittiwake Asia Pacific).

The two day conference was attended by close to 40 delegates, with the key objective of integrating Kittiwake Asia Pacific dealer network into the bigger Parker Kittiwake family. Parker global set-up and organization were briefed to the eager audience and potential opportunities were discussed with interested dealers respectively.

Though the meeting was brief, the delegates formed a stronger understanding to prepare for future growth within Asia Pacific. With PETRONAS Twin Towers as the backdrop, standing together on a bridge, Richard Lawrence poignantly pointed out that “there is no bridge we cannot cross if we all work together.”

Parker Kittiwake Developments acquired by Parker Hannifin




CLEVELAND, July 16, 2012 — Parker Hannifin Corporation (NYSE: PH), the global leader in motion and control technologies, today announced that it has acquired Kittiwake Developments Limited based in Littlehampton, United Kingdom. Kittiwake Developments is a leading manufacturer of condition monitoring technology including wear debris sensors, oil testing and analysis instrumentation and acoustic, vibration and gas emissions monitoring sensors. These products are used alongside filtration technology in the commercial marine, oil and gas, power generation and defence markets.

The acquired business has annual sales of approximately $20 million and employs 95 people. Kittiwake Developments will be integrated into Parker’s Filtration Group and the sales will be reported as part of the International Industrial Segment.

“Kittiwake Developments will allow us to extend our position in diagnostic products and reinforce our ability to offer our customers complete health monitoring solution for their filtration systems,” said Peter Popoff, President of Parker’s Filtration Group. “We welcome the employees of Kittiwake to Parker and are excited about the growth opportunities this combination creates.”

With annual sales exceeding $12 billion in fiscal year 2011, Parker Hannifin is the world’s leading diversified manufacturer of motion and control technologies and systems, providing precision-engineered solutions for a wide variety of mobile, industrial and aerospace markets. The company employs approximately 58,000 people in 47 countries around the world. Parker has increased its annual dividends paid to shareholders for 56 consecutive fiscal years, among the top five longest-running dividend-increase records in the S&P 500 index. For more information, visit the company’s web site at, or its investor information web site at

Forward-Looking Statements

Forward-looking statements contained in this and other written and oral reports are made based on known events and circumstances at the time of release, and as such, are subject in the future to unforeseen uncertainties and risks. All statements regarding future performance, earnings projections, events or developments are forward-looking statements. It is possible that the future performance and earnings projections of the company, including its individual segments, may differ materially from current expectations, depending on economic conditions within its mobile, industrial and aerospace markets, and the company’s ability to maintain and achieve anticipated benefits associated with announced realignment activities, strategic initiatives to improve operating margins, actions taken to combat the effects of the current economic environment, and growth, innovation and global diversification initiatives. A change in the economic conditions in individual markets may have a particularly volatile effect on segment performance. Among other factors which may affect future performance are: changes in business relationships with and purchases by or from major customers, suppliers or distributors, including delays or cancellations in shipments, disputes regarding contract terms or significant changes in financial condition, changes in contract cost and revenue estimates for new development programs and changes in product mix; ability to identify acceptable strategic acquisition targets; uncertainties surrounding timing, successful completion or integration of acquisitions; ability to realize anticipated cost savings from business realignment activities; threats associated with and efforts to combat terrorism; uncertainties surrounding the ultimate resolution of outstanding legal proceedings, including the outcome of any appeals; competitive market conditions and resulting effects on sales and pricing; increases in raw material costs that cannot be recovered in product pricing; the company’s ability to manage costs related to insurance and employee retirement and health care benefits; and global economic factors, including manufacturing activity, air travel trends, currency exchange rates, difficulties entering new markets and general economic conditions such as inflation, deflation, interest rates and credit availability. The company makes these statements as of the date of this disclosure, and undertakes no obligation to update them unless otherwise required by law.

lubMONITOR software: for use with ANALEX fdM, fdM+ and Kittiwake OTC

Kittiwake’s lubMONITOR® is a common software platform that can upload data from Kittiwake’s ANALEX fdM, ANALEX fdM+ and the Kittiwake Oil Test Centre (OTC).

The software is available in three variants:

  • Kittiwake lubMONITOR®: Lube monitoring for OTC
  • ANALEX feMONITOR®: Ferrous monitoring for fdM or fdM+
  • Kittiwake lubMONITOR® & ANALEX feMONITOR®: Combined software for both Lube Oil and Ferrous Monitoring
  • Hierarchical format: easy to view and set up
  • OTC, fdM & fdM+ data management: options for monitoring trends, setting pre-defined alarms and graphically representing measured parameters
  • Email reports generated directly from the software
  • Data transfer options
  • Compare various parameters to similar machines for diagnosis
To purchase the lubMONITOR® software or for further information please contact Kittiwake Proactive Technologies:
Tel: +91 11 4158 6692

Kittiwake launches ATEX certified Metallic Wear Debris Sensor

Kittiwake has launched its ATEX and IECEx certified metallic wear debris sensor. Continuously checking the health of an asset and providing alerts to changing wear patterns, the sensor provides the user with instantaneous condition information and can now be used in hazardous zone 1 and 2 applications.

ATEX & IECEx certified metallic wear debris sensor

Traditionally used with critical gearboxes, the addition of ATEX and IECEx certification allows the sensor to be used in environments where explosive gases are likely to be present; such as around top drives, draw works, mud pumps and also in chemical plants, refineries and other oil and gas areas.

The metallic wear debris sensor can be mounted within any lubrication system on any type of asset. The sensor measures ferrous and non-ferrous metals within the lubricant, using a combination of proven inductive coil technology, combined with smart algorithms to provide a particle size distribution count.

Martin Lucas, managing director, Kittiwake Group said: “While temperature, pressure, vibration and acoustic emission sensors all have their part to play in a condition monitoring package, early detection of changes in oil and lubricant condition and regular, consistent monitoring of wear metal debris in rotating plant provide greater insight into the actual condition of vital machinery and equipment.

“With both ATEX and IECEx certification, this new product is now suitable for hazardous environments where potentially explosive gas, vapour or mist is present. This is an industry first as there is no similar device certified for use in Zone 1.”

To learn more about the metallic wear debris sensor click here.

Follow this link to visit the Kittiwake Information Centre, a comprehensive condition monitoring resource.

For more information email:

Global sales conference takes place at Kittiwake

On the 31st October Kittiwake sales representatives from across the globe arrived at the Kittiwake head office for a week of presentations, discussions and workshops. The conference was overseen by Dr Steve Dye, Business Development Manger at Kittiwake, and was attended by the sales teams from the UK, America, Malaysia, India, & Germany. Delegates from Kittiwake’s recently acquired group companies, Kittiwake Procal & Kittiwake Holroyd were also present and shared their knowledge into the fields of Gas Emissions monitoring & Acoustic Vibration analysis. The agenda covered the current product range including hands-on training, Kittiwake’s target markets, R&D projects as well as future directions.

Measuring CO2 – the technology is out there

In fringe event discussions around the recent Asia Green Shipping event in Singapore, debate oscillated over the applicability of the various efficiency indexes emerging in the shipping sector. The most widely debated index, the International Maritime Organisation’s (IMO) Energy Efficiency Design Index (EEDI), which is likely to be mandated for newbuild vessels at July’s IMO MEPC meeting has its detractors and supporters in almost equal measure. But a plethora of other indices suggest that operations as well as design need to have a means of measuring CO2.

With that, perhaps it is little wonder that in the last eighteen months we have seen the emergence of from the Carbon War Room, the Environmental Ship Index (ESI) from the World Ports Climate Initiative (WPCI), the Swedish-led Clean Shipping Index and the ‘container focused’ Clean Cargo Working Group index.

The likes of Caterpillar, Volvo and Wal-Mart are now asking for emissions data and Maersk Line has become the first shipping line to publish independently verified CO2 emissions data, vessel by vessel. However, this needs to be accurately assessed, and the days of measuring CO2 through a ‘back of the envelope’ calculation based on the amount of bunker fuel purchased will not meet international standards for CO2 data collection in the medium to long-term. It would be considered wholly inadequate, for example, to have a power station’s CO2 measurements based on the amount of fossil energy that was processed in the plant.

The argument for indexing and benchmarking is over. The sheer number of regulatory and commercial indices emerging suggests that the shipping industry now understands the importance of collecting and comparing emissions data. The next challenge is to ensure that, when “future proofing” a vessel that it meets accurate data standards both now and in years to come.

Take a newbuild vessel built in 2013; it is probable that this vessel will have a minimum 25-year working life, so an asset that will still be in service in 2038. The likelihood is that this vessel’s owners will, by 2013, have to report its Ship Energy Efficiency Management Plan (SEEMP) and EEDI to IMO. Under the likely subsequent implementation of a bunker levy or emissions trading scheme, the need for accurate CO2 data will be just as critical.

Shipping’s approach to calculating CO2 through unreliable bunker delivery notes will undoubtedly have to become more sophisticated. Not least when many owner / operators complain of inaccurate bunker deliveries (and so, by default, inaccurate emissions data) and when, looking ahead, the measurement of CO2 will determine how much levy or carbon traded is afforded to a company.

Of course, emissions monitoring is already a fact of life for shipping and IMO MARPOL Annex VI’s regulations have made emissions monitoring an essential function. Sulphur content limits in the North Sea, English Channel and Baltic Emission Control Areas (ECAs) will be reduced from 1.0% to just 0.1% in 2015, requiring more sophisticated monitoring systems, and most vessels in EU ports already need to comply with EC Regulation 2005/33/EC, which limits sulphur content to 0.1%.

More ECAs are also on the way. A vast US-Canadian ECA will take effect from July 2012, a US-Caribbean ECA has been approved and Japan is reported to be preparing an ECA application. Vessels in these areas will need to monitor their emissions in order to demonstrate compliance.

The most effective method for measuring emissions is through in-situ monitoring using a Continuous Emissions Monitoring (CEM) system. This is accepted land based practice in many critical emissions monitoring applications. In contrast to extractive sampling where an exhaust gas sample needs to be physically extracted from the system and then analysed, ‘in-situ’ emissions monitoring provides a continuous, real time measurement of the content of your exhaust gases. In-situ is reliable and cheap to operate. Marinised to answer the demands of the developing industry for sea water scrubbing, these systems are accurate to a few ppm (parts per million) with gas species-specific ranges from 100->1000ppm depending on what requires measuring. Data is available instantly and continuously- in the engine room or on the bridge.

Asia Green Shipping’s corridor mutterings concluded that whilst indexing and benchmarking have a significant role to play, ultimately complex formulas will – as a natural course of things – become redundant, with real time data taken from that stack through CEMS becoming the norm.

The technology is there to provide accurate CO2 measurement. Can owners and operators continue to rely upon often disputable data methodology and accuracy to assess their emissions, and, in so doing, leave to chance the amount of fuel burnt to meet regulations, or the amount paid for an emissions levy or carbon credits in years to come?

Seatrade Asia, June 2011

Sewage effluent testing. Why waste time and money?

As environmental pressure mounts, performance testing of sewage treatment systems is likely to become a requirement for entry into many ports, especially those in areas with sensitive eco-systems. Kittiwake’s managing director, Martin Lucas, explores how regular testing can, not only safeguard against environmental deficiencies, but also save money by avoiding costly in-port delays.

As an inherently global industry, the opportunities for shipping are borderless. The same cannot, however, be said for regulation, which – although perhaps a necessary evil – is always going to present challenges. With Flag State and Port State Control requirements potentially differing, it is critical that MARPOL regulations are properly understood, monitored and adhered to. Deliberate violation of MARPOL requirements or deliberate falsification of records can result in both company management and seafarers being liable for criminal prosecution, large fines and possibly even imprisonment. But even if certification is up- to- date, original and valid, deficiencies found by Port State Control Officers are many and varied, so measures that reassure compliance and lessen the risk of prosecution and delay are surely to be sought out and welcomed.

As we are all only too aware, the environment is no longer the elephant in the room; it is now inescapable and pervades almost every aspect of our lives. And now that the green spotlight has turned to focus on shipping, pressure is mounting to demonstrate that, as an industry, we are capable of recalibrating to meet environmental obligations. One such motivator is the resolution MEPC.115(51) revision of MARPOL’s ANNEX IV, which came into force on 27 September 2008, regulating the environmental impact of ocean going vessels and specifying performance criteria for onboard sewage effluent treatment systems. New and existing ships engaged in international voyages, which are of 400 tons gross tonnage and above, or are certified to carry more than 15 persons, must have a Sewage Pollution Prevention Certificate before they can sail. To obtain this, a survey must be completed by the port/flag state and the sewage system on board must conform to certain performance test criteria, including COD, E.coli and pH.

This certificate is valid for five years, so – perhaps understandably – there is still a certain inertia to regular testing between certificates. However this could prove to be false economy. In line with Annex IV Prevention of Pollution by Sewage from Ships, sewage treatment plants should be kept in good condition, properly maintained, fully functional, with appropriate spares. Escalating environmental concern for oceans with sensitive ecosystems has lead to the introduction of additional performance testing of sewage treatment systems, which can constitute a pre-qualifier to port entry. This is already the case in Alaska and Canada, and as environmental pressure mounts, testing is likely to become a requirement for entry into many ports. A port authority can instruct a survey of the system at any time, and if the system is shown not to substantially comply – that is to perform to type approval – then the vessel can be held in port until repairs are completed (Regulation 4(5)).

It goes without saying that detention and the associated unscheduled delay incurs significant costs, so a growing number of vessels are monitoring the quality of discharges from the sewage treatment plant to ensure that any problems are spotted and can be rectified at an early stage. Proactively testing sewage effluent using a product such as Kittiwake’s Sewage Effluent Test Kit enables ships engineers to rapidly assess the performance of onboard treatment systems and demonstrate to port authorities that the effluent discharge is within the consent levels detailed in the MARPOL regulations. The test kit adheres to EPA approved methodologies enumerating C.O.D. and Coliforms/E.Coli and measures pH value and TSS.

While everyone is in agreement that we must work collaboratively to identify ways to reduce environmental impact, common sense dictates that this must be balanced with satisfying commercial demands. Using time, energy and resource without waste, and making assets work harder will directly impacts the bottom line and therefore must be given priority – let’s be realistic. Happily, many ‘environmental initiatives’ have a direct correlation with uptime and therefore revenue. Increasing operational profitability through preventative maintenance of critical equipment minimises repair costs and delays, and monitoring and alarm systems are the first means of defence in diagnosing problems with the ship.

The impact of successful troubleshooting using condition monitoring tools and technology can equate to millions of dollars in savings, negate the considerable costs and inconvenience associated with unscheduled delays, while also helping to meet environmental responsibilities. Those most adept at generating more from less, prolonging the life of assets and eliminating waste and delays are the ones who will not only become leaner, stronger and more profitable, but will also improve their environmental standing within the shipping community.

Marine Propulsion, July 2010