Shipping World & Shipbuilder, Sept.2009
Shipping World & Shipbuilder, Sept.2009
Shipping World & Shipbuilder, Sept.2009
SH1pbmlder
Contents
FEATURES
decking &
flooring
welding
training
low-speed enginesEI
The demands of the legislator are
challenging the low-speed engine
designer to come up with more
energy-efficient systems
Korean
shipbuilding
REGULARS
grey matter
news update
repair update
shipyard focus
product update
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ISSN No 0037-3931
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spilled, evaporate more easily, are easier to clean up and are far
less damaging to the ecology of the area, will be able to operate
in the Southern Ocean.
However, if similar legislation is passed and heavy fuel oil is
banned in the Arctic, then it could have a significant bearing not
only on the development of port infrastructure and bunkering
stations throughout the area - facilities that do need to be in
place before shipping can really benefit from use of the Passage
- but also the exploration, development and production of Arctic oil and gas.
Beneath the Arctic ice sheet is thought to hold massive
reserves of natural resources which will be made more accessible as the ice recedes. Only then, perhaps, will government
interest in the Arctic intensify and the Arctic States sit down
with one another to hammer out a general agreement on the
region and how resources can best be exploited without impacting on the environment or putting another nail in humankind's
coffin.
Essentially, it is down to scientists, engineers and architects
to deliver systems that will allow us to benefit from the reduced
sailing times afforded by arctic sea routes without detriment to
sensitive ecologies . And thankfully, young, talented and forwardlooking naval architects and marine engineers, as you will read
in the news update pages of this bumper edition, are already
thinking about how the industry might transport cargoes across
the top of the world.
If you think about it, the world is in their hands - a notion
not lost on the UK's Minister for Science and Innovation, Lord
Drayson , who has already called on high profile figures from
the worlds of science, engineering and business to join
together to help highlight the endless possibilities of science
and engineering.
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September 2009 SW&S
I 3
By Neville
Smith
European and Japanese yards might disagree but shipbuilding - far more than the steel industry - is a business that fol lows
the money. European yards know this only too well but Japan has
clung to its position even when Korea assumed the lead in Asia,
only to cede it to China.
State support for Korean and Chinese yards might make po licy-makers fume but since other national governments have
propped up far less deserving causes in the last 12 months, they
must be sensitive to charges of hypocrisy.
Put simply, the growth of shipyard capacity in China is a market-distorting factor by definition. Whether or not there is the
means to control it is one thing, whether that is a practical or
achievable objective is quite another.
Though not an OECD member, China would take part in the
negotiations but to view that as progress is to fatally misjudge
China 's economic policy objectives. As has been seen in the few
short weeks since the command went out to tighten economic
policy in China, the new game is played to new rules.
No-one disputes that China is the new titan of world shipbuilding. The rest of the world must do more than attempt to
tame the dragon with a blunt instrument. D
[4
A need
for speed?
Shipping World columnist Michael Grey considers the slow steaming option
ventative measures.
As part of a primary
research and development
project, ClassNK established
a research committee on brittle crack arrest design together with shipbuilders, steel
manufacturers, universities,
and research institutes in
2007. The committee studied
and investigated the propagation behaviour of brittle
Amateur design is
'faultless' say the professionals
News in brief
Cairo and Riyadh
The Government of Egypt's
two Austal-built high speed
vehicle ferries, Cairo and
Riyadh, have officially commenced operations between
Egypt and Saudi Arabia,
introducing a new standard
of ferry service across the
Red Sea.
Each 88m vessel has
the capacity to carry 1200
passengers, 120 cars and
15 trucks at an operating
speed of 37kts. It is operating on 1OOnmile route
between Dibba in Saudi
Arabia and Safaga in Egypt.
A certified
scrubber
DNV has issued a compliance certificate for the first
ship fitted with an exhaust
gas cleaning system capable of meeting the requirements of SOx Emission
Control Areas. The pilot
SOx scrubbing system was
fitted to the exhaust pipe
of an auxiliary engine on
the product tanker, MT
Suula, owned by Neste Oil
Shipping of Finland. The
two-year project was a collaboration between Wartsila, Neste Oil Shipping,
DNV, Aker Yard and Metso
Power.
News in brief
P&O behemoths
The first of two huge new
ships being built for P&O
Ferries has passed a major
milestone
construction
with its keel laying in
Rauma, Finland.
At 49 OOgrt, and with
an overall length of 212m,
the new ships are by far
the largest ferries ever
designed for the DoverCalais route. The first will
come into service at the
end of next year followed
by the second in September 2011.
Smart move
for SKOV
China's Shin Kurushima
Dockyard
(SKDY)
has
selected
lntergraph's
SmartMarine 3D design
solution after a two year
benchmark. SKDY expects
improvements in productivity and production planning by using this next-generation software.
Aland Islands
served
Skarven, a new 350dwt ice-
Tanker victory
he technology utilised in
Mitsui O.S.K. Lines (MOL)
newly unveiled next-generation
car carrier will now be incorporated into next-generation
designs for ferries, bulkers,
tankers and containerships.
The car carrier design,
designated ISHIN-1 (which
stands for Innovations in Sustainability backed by historically proven, Integrated Technologies),
adopts
largecapacity solar power panels
and rechargeable batteries to
remove
ship
completely
borne C0 2 emissions while in
port during loading and
unloading operations .
While underway, the vessel
would feature multiple new
technologies capable of reducing C0 2 emissions by 50%.
Overall, and in comparison with
current 6400-capacity PCTCs,
the new design would achieve a
41 % emissions reduction.
What is particularly interesting is the wider use of the
solar panels hitherto only partly adopted on such vessels.
The new design sees the adoption of the technology across
he International Transport
Intermediaries Club (ITIC)
has urged its shipmanager
members to seek legal advice
before entering into any contracts with shipowners relating to the laying-up of vessels .
!TIC says there has been a
recent sharp increase in the
number of lay-up contracts
which it has been asked to
review. Some of these agreements are based on amended
shipmanagement contracts,
where the manager acts as
agent for and on behalf of the
owner. Other agreements
involve the manager offering
News in brief
HRP bought
ZF Marine has acquired
thruster manufacturer HRP
Nederland. ZF Marine' s
CEO said : 'With the addition of the new ZF Marine
HRP company, can swiftly
apply HRP's extensive
propulsion know-how, for
our future growth in the
commercial craft market
segment.'
interiors, these vessels are
claimed to provide maximal
comfort for the crew. 'Catalysers keep NOx emissions low,
and other exhaust gases that
would normally be released
into the air are now partially
mixed in with the seawater,'
adds Bergsnes.
While these will be the first
X-Bow designs built by Zhejiang Shipbuilding, the yard has
previously built four ULSTEIN
P105s, the latest of which was
delivered at the end of the
year.
'These ships function well,
and we have great confidence
in this building project,' says
Bergsnes. D
An artist's impression
of the upcoming Goltens
Dubai workshop and office
building at Dubai Maritime
City
he recent opening of
Stone Marine Services
new facility at Walvis Bay in
Namibia, Africa has already
proven successful , according
to the propeller manufacturer.
From its new 5000m '
workshop a gamut of repair
and refit services are being
contracted, including the
repair of propellers, thrusters,
control systems, steering gear
and rudders, and deck
machinery.
The workshop, the largest
in Namibia, is well equipped,
supported by Sm and 2m
heavy duty centre lathes, a
'
I 13
}61
Determination
Transpetro president
Sergio Machado at the
Diversification
Bellelis is also keen to
diversify operations
and
intends to expand into another part of the 162 hectares it
owns within the Suape Industrial Port Complex. A second
yard would be dedicated to
the offshore industry.
'At the moment we are
restricted by having just one
dry dock and by space,'
explains Bellelis, 'but in the
future we cou ld move into
another 30 hectares area,
which has another quay, and
then we could target the offshore industry. We could build
more semi-submersible oil
platforms, and platform supply vessels.'
That area could also be
the place to build Brazil's firstever drill ships. There has
been a lot of talk this year that
Transpetro/Petrobras would
like a large proportion of their
future drilling requirements to
be met by vessels and rigs
built in Brazil.
'We are very interested in
----
7 ]
construction
Support
However, as Bellelis has
emphasised: the role in which
President Lula, Transpetro
and the Suape Industrial Port
Complex (SIPC) had played in
helping EAS to make the rapid
progress it has made over the
past two years cannot be
undervalued.
'SIPC,' he said, 'have been
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nternational ship operators have a raft of rules and regulations to comply with, from import and export rules to
major health and safety and employment legislation, all
across a variety of jurisdictions. Therefore, it is perhaps understandable that checking the latest regulations regarding deck
coverings sometimes falls to the bottom of the pile.
However, with major changes to legislation set to take place
over the next few years - including SOLAS 2010 - Simon
Andrews, maritime sales manager at Altro, says that now is the time
to check deck coverings and replace them if needed in order to
avoid costly litigation, prevent fire risk and avoid decommissioning.
The majority of ship operators take safety onboard extremely seriously, and health and safety legislation has been in place
since the first International Convention for Safety of Life at Sea
(SOLAS) was introduced in 1914 following the Titanic disaster
(see July/Aug 2009 edition). Obviously, this was introduced to
cover all aspects of maritime safety, however, the amendments to
the SOLAS Convention to be introduced in October 2010 will
specifically look at fire safety requirements, and could result in
hundreds of ships being decommissioned if they do not change
flammable products for non-flammable equivalents.
SOLAS has already introduced amendments for better fire
protection on passenger ship cabin balconies following the fire
onboard the cruise ship Star Princess in 2006. The 2010
amendments will require all older cruiseships (pre-1980) to be
updated to current regulations - which will require them to
replace almost all combustible materials in their construction or risk being decommissioned. Clearly, for some ship operators
across the world, this will require significant investment if they
want their older vessels to still be afloat after October next year.
Floor coverings will be included under SOLAS 2010, so it
will be important that any products used onboard pass tests for
both fire protection and toxicity.
Fire protection
Currently, marine floor coverings for high risk areas, such
as passenger corridors and escape routes, have to be tested and
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22
he transport division of
commercial flooring
specialist Polyflor Ltd has
expanded its range of coverings for the marine sector
deck 'Nith the introduction
ofVoyager MarineSafe, a
sheet vinyl safety flooring.
Available in four bright,
attractive colours, the heavy
duty covering is considered
an ideal solution for use in
areas which are normally
dry but 'Nhere occasional
liquid spillage can threaten
underfoot safety - including stair'Nay enclosures,
control stations, staff quarters, en-suites, back of
degree of slip resistance during the long life of the material. T he surface layer contains
silicon carbide and coloured
quartz, and structural support is provided by a glass
fibre reinforced polyester eellulose scrim, which helps
maintain dimensional stability, without compromising the
flexibility and lightweight features of the product.
Speaking during the
product launch late last year,
Andrews said: 'What makes it
so special is that it is completely PVC free. In the
event of fire, PVC can produce heavy black sm oke
which can hinder an evacua-
The future
Preventing fires onboard
ships is a m ajor concern fo r
the regulators, and 'Nhile previously it has taken a major
incident, such as the Star
Princess fire, to force a
change in regulations, the
SOLAS 201 0 amendments
will ensure older ships confo rm to the high levels of
safety seen onboard more
modern cruise ships. For
other types of maritime ves-
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strength stiffness and integrity separate from the superstructure. Since it is desirable
to separate passenger spaces
and bridge from the machinery and dynamics of a vessel
transiting the open ocean at
75km/h, the superstructures
are separate structures
mounted on rubber brackets
on the sea-frame.
Along with the centre
forward bow, the wave piercing bows are important elements in the ship's design.
The hydrodynamics and
aerodynamics of these bows
demand that they be particularly rigid elements. There
are areas in these bows where
the skin thickness is up to
25mm. The ship 's propulsion
jet room assemblies are welded aluminium, as are the
propulsion nozzle connecting
flanges. To avoid distortion,
the flanges are welded first
and then milled in place. D
The above is an abridged version
of the article published in
edition No 1, 2009 of the ESAB
customer magazine Svetsaren. It
is published here with the kind
permission of ESAB
24
UTURE~-HIPPING
Safety and the
Environment
2009
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I'. . lmp~rt1a
adv1.ce
fo;,r -,a:~safer
worl.d.
We are known around the world for the quality
of our advice and for our independence, providing
long term confidence through our assurance and
verification services. We help organisations comply
with regulations and industry best practice so
they can operate safely and productively. In a
time when reputations are increasingly linked to
' green' performance, we can also help you meet
stringent environmental standards and develop _
truly sustainable businesses .
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As we move further
into the 21st Century,
the world is
increasingly focussed
on the problems of the
environment and in
particular pollution
from fossil fuels. At the
same time some
pundits predict that
the world's supply of
oil, the main fossil fuel
in use today, is now
past its peak and going
into decline. What
should the marine
industry do?
nos1s
I
Alternative fuels
But if fossil fuels are increasingly 'suspect' and reserves may
be in decline what are the alternatives? On the one hand work
is progressing on using fuels
such as LNG and bio fuels
though the latter is still in the
early days and the former is
largely limited to LNG tankers
(in the form of boil off) as it will
be a while before an effective
infrastructure for the supply to
sectors other than gas carriers
exists. Norway is currently one
of the few countries in the world
with an established infrastructure for the supply of LNG.
Although not currently used
commercially, there have been a
limited number of projects using
biofuels in ships which have
demonstrated that existing
engines can be modified to operate on biofuels. The most promising biofuels for use in ships are
biodiesel and crude vegetable
oil, however pyrolysis oil and
other biofuels may prove to be
potential alternatives. The preferred choice of raw material is
Future options
Other routes to propulsion,
but certainly longer term in
their applications, include fuel
cells and, perhaps, solar power
while wind energy should not
be overlooked.
Fuel cells have so far only
made progress in the marine
sector for submarines where
Siemens has developed 34kW
and 120kW units based on
Polymer Electrolyte Membrane
(PEM) technology and using
hydrogen and oxygen stored
onboard. These are already
being installed in submarines
of the U212A class (34kW unit)
and U209PN and U214 classes
(l 20kW unit). Wartsila has
also developed a 20kW prototype unit that uses solid oxide
fuel cell (SOFC) technology.
FUTURESHIPPING
September 2009
Solar deck
Accommodation is in the
centre hull and it is the flat top
deck of this hull where the
solar panels are located. The
area of fixed solar panels can
be extended by opening up
folding side wings and a stern
panel that are also covered in
solar panels to produce a total
of 470m' of panels to harness
the power of the sun. These
wing flaps add Sm to the lSm
beam of the vessel and the
stern flap adds another Sm to
the length. When underway
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Cleaner exhaust
calls for further
Marine engineers have
proven resourceful
introduced to improve
efficiency, safety and
fuel treatment but new
challenges are faced
from systems required
to meet tougher
emission regulations
commitments
P
rimary (in-engine) refinements have generally been adequate to meet IMO Tier 1 emission limits but stricter
regional and international controls may dictate the use of
secondary methods - exhaust gas treatment techniques
- either alone or in combination with engine modifications.
Selective catalytic reduction (SCR) systems, developed from
land-based power station installations for shipboard applications,
can cut NOx emissions by over 90 % . An SCR system thus gives
engine designers greater scope to pursue primary in-cylinder
measures without increasing fuel consumption.
SCR approach
In an SCR system the exhaust gas is mixed with ammonia
(preferably in the form of a 40% solution of urea in water) before
passing through a layer of special catalyst at a temperature
between 290C and 450C. Urea decomposes into ammonia and
C0 2 on injection into the hot exhaust gas stream, the ammonia
reducing the NOx to harmless water and nitrogen; parts of the soot
and hydrocarbons in the exhaust are also removed by oxidation in
the SCR process reactor.
The catalytic conversion rate of SCR systems is highly depend-
FUTURESHIPPING
September 2009
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affecting the power output of
the engine but has been considered more practical for
engines
burning
cleaner
bunkers, such as low sulphur
and low ash fuels, alcohol and
gas. Engines operating on high
sulphur fuel might invite corrosion of the turbochargers, intercoolers and scavenging pipes.
An EGR system pursued by
MAN Diesel for use with its
two-stroke engines is based on
recirculating exhaust gas on the
engine side of the turbocharger,
part of the exhaust being recirculated from the exhaust gas
receiver to the scavenge air system downstream of the turbocharger compressor.
An electrically-driven high
pressure blower forces the
exhaust gas (at 3.3bar) through
a wet scrubber to the higher
pressure (3. 7bar) scavenge air
10
The Brotherhood
turbogenerator set for the
Gudrun M~rsk as used in
conjunction with the
Warts1la main engine. The
exhaust-gas power turbine
is on the left, the generator
on the right, and the steam
turbine to the right of centre
were reduced by up to 70 %
(compared with the economy
engine layout) using 30% recirculation of exhaust gas. At
maximum continuous rating
using 24 % recirculation, NOx
was reduced by 60% with only
a slightly negative impact on
specific fuel consumption.
Alternative solutions
receiver. The scrubber cleans the
exhaust gas by removing SOx
and particulates, and also cools
it through humidification before
re-introduction to the combustion chamber. The resulting
NOx-reducing effect is due to
part-replacement of the oxygen
by C02, which lowers the maximum peak temperatures by
decelerating combustion.
NOx emissions from MAN
Diesel's 4T50ME-X two-stroke
research engine at 75 % load
A derivative of EGR
Combustion Gas Recirculation
(CGR) - is a more energy efficient and somewhat simpler
system which draws gases
directly from the combustion
chamber for cleaning and piping back to the charge air
stream. Some engine efficiency
is lost by 'stealing' a portion of
the combustion gas but a benefit over EGR is that no blower is
needed, less gas is pumped
through pipes and the system is
SWEDEN
Cedervall & Soner AB
Tel +46 - 31 928 400
Fax +46 - 31 928 401
SPAIN
Cedervall Espana, S.A.
Tel +34 - 986 34 40 48
Fax +34 - 986 34 47 16
RUSSIA
Cedervall & Ritm Ltd
Tel +7 - 812 320 2970
Fax +7 - 812 320 2971
CHINA
Cedervall Zhangjiagang
Marine Products Co. Ltd
Tel +86 - 512 585 05 110
Fax +86 - 512 585 00 720
SINGAPORE
Cedervall (Singapore) Pte Ltd
Tel +65 - 6863 6312
Fax +65 - 6863 6317
WWW.CEDERVALL.COM - - - - - - - - - - - - - - - - - - - - - - - -
Air
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Air intake \
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Air
High efficiency turbocharger
Turbo changes
Engineers at sea may also
have to become more familiar
with two-stage turbocharging
systems in the future . Charge
air pressures required by most
engines to date have been met
by single-stage turbocharging
systems but future market
requirements for lower emissions and increased power ratings will dictate even higher
mean effective pressures.
Low and high pressure turbochargers linked in series via
Sanitary Systems
- made to please
JETS VACUUM AS. Myravegen 1. 6060 Hareid. Norway. Tel.+ 47 70 03 91 00. Fax + 47 70 03 9 1 01 E-mail: post@!iets.no
12
FUTURESHIPPING
September 2009
or1ng
Shipboard engineers and
shoreside superintendents are
supported by emissions measuring systems, such as UKbased Martek Marine's MariNOx which can monitor, display and transmit NOx, C0 2
and SOx output readings.
MariNOx is complemented
by DataLINK, a software suite
Hi.. t ecovery
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II
ABB AB
Force Measurement
Phone: +46 21 32 50 00
Fax: +46 21 34 00 05
With the aid of the continuos combustion information from the Cylmate System, you
will have minimum engine wear, emission and fuel consumption. The measurement
accuracy enables early detection of emerging faults and the advanced logging
capability allows you to log detailed snapshots as well as long-term performance.
The unique, patented, Cylmate pressure sensor has proven its maintenance- and
calibration-free performance during years of continuous operation.
w N1~ . ..ibb
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All
13
IBIXNORWAY
Supplier of :
- IBIMAR Mini sandblasters
- Sandblast pots
- Sandblast hoses, guns and accessories
- Pneumatic paint spray units
- Electrical paint pray units
- Graco Spray Guns
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AS
integration
B
FUTURESHIPPING
September 2009
Bright future
'.
'\
In a brainstorming session
with Pole Star's Managing
Director, David Plumer, and
Head of Business Intelligence
Julie Lithgow, the company
had some bright ideas on how
the industry should use the
technology at hand to shipping's advantage. Sensors,
such as accelerometers or
strain gauges, can measure the
forces, and stresses and
strains that a ship structure is
put under during its voyage,
and how different weather
encountered and loading conditions affect the vessels' performance and structure.
Collation of such data,
over a length of time, could
help predict the true state of
the ship structure and indicate
where problems could arise. It
is currently possible to monitor the whole trading history
of a ship and then synthesise
what sort of structural pres-
IT competence
With all this extra data, the
problem is information overload. What the industry would
do is move away from data for
data's sake, and turn data into
information. Looking at information this way, will mean
systems will analyse figures
and disperse data in decision
friendly chunks. The more
sophisticated systems will take
a lot of the paperwork away
from the masters. And if information can be properly managed, the IT driven vessel is
unlikely to have any software
onboard, simply patches and
Satellite management
With all this extra data
flowing back and forth between
ship and shore, there will have
to be more investment in satellites and onboard communications systems. At the moment,
vessels usually only use one
method of communications
onboard such as FleetBroadband or VSAT, but as ships
become more IT dependant,
they will have to have more reliable satellite communications
and an effective service recovery program. Many will resort
to having two systems onboard,
such as using both VSAT and
FleetBroadband. Also it would
be beneficial for bridges to be
equipped with duplicate systems, such as two ECDIS, using
the second one as a backup.
15
Lifeboat designers
have bent the rules a
little in order to reduce
the time it takes to
evacuate the Genesis
ships, but just what do
you with 7000
survivors once they
have safely
abandoned ship?
n little over two months' time, the world 's largest cruiseship
will leave its newbuild yard in Finland to deliver an additional 5400 passenger capacity to Royal Caribbean International.
This will be followed with another 5400 capacity when a sister joins Oasis of the Seas, in 2010.
There is no doubt that these gargantuan 360m long, Genesisclass vessels have been built to exacting standards and requirements but just how can over 7000 passengers and crew safely
abandon such a vessel, which is almost a quarter of a mile long,
if it encounters difficulties?
One way that RC!, a brand under the larger Royal Caribbean
Cruise Lines' umbrella, and STX Europe, the ship builder, has
ensured that passengers and crew can evacuate safely, swiftly and,
perhaps, more importantly, calmly, has been to select Schat-Harding's CRW55 lifeboats for both the Oasis of the Seas and her sister,
Allure of the Seas.
With a much higher capacity than the SOLAS requirement that
stipulates a limit of 150 persons in each lifeboat, one might wonder
how RC! and STX have been able to get away with a craft that can
comfortably fit 370 evacuees in each one. The answer is because
there is a provision in the requirement for "alternative arrangements '', under which Schat Harding, RC! and STX Europe - then
Aker Yards, of course - were able to jointly develop the lifeboat.
Designed in close cooperation with classification societies
DNV and GL, who tested and verified the unit in full accordance
with the alternative design procedures laid down in SOLAS
17
Release hooks
Speedy boarding
Now in full production at
the safety specialist's facility at
Umoe Manda!, the design is
based on a fibre-glass reinforced polyester catamarantype hull form of 16. 7m in
length and a 5.6m beam. The
boat weighs l 7t when stowed
and 45t when fully loaded with
3 70 passengers and crew. Two
70hp diesel engines give the
boat a speed of 6kts and twin
18
Genesis hooks
The CRWSS units selected
for the two state-of-the-art Genesis-class vessels will each
hang from two Schat Harding
LHR-type 2St wearless cam system quick release hooks. These
are simple to operate and have
clear visual indication of when
the system is locked or
20
FUTURES
unlocked.
Winches
are
designed with a retraction system to lift the lowering block
free from the boat canopy and
a retardation function to
reduce forces on davit, winch
and lifeboat hook when stopping. Optimal stowage and
launching of the craft is by way
of a specially designed LS45
davit which directly lowers the
lifeboat from the stowed position which negates the need to
swing out.
HAMMAR
September 2009 FUTURESHIPPING
21
A
,,,. One of Lisnave's blasting
robots climbs a ship's side
during a blasting operation
Mass production
The first time techniques of this type were used goes back to the
bleak days of World War 2 when Britain was loosing dozens of ships
a week to German U-boats.
In order to keep Britain supplied with food, fuel, materials and
armaments, the Americans designed their Liberty and Victory Ships,
San Boats and T2 Tankers. These were built by the hundreds, often
partly by fabricating shops far inland who then transported them in sections by road and rail to ports where they were assembled. The average time for building these standard designs, was around three weeks.
Since the 1970s mass production and automation has gradually
spread from steel production to other areas, including plumbing, joinery and even certain types of engine building where component parts
'such as crankshafts and turbochargers' are often bought in from a sub
contractor who can supply more than just one engine builder. In the
case of turbochargers, large corporations like ABB, Napier and KBB
amongst others, produce turbochargers for a vast number of various
engine builders.
Prefabrication
Today it is common practice for yards like STX Europe who specialise in building cruiseships in Finland and France, to prefabricate all
the vessels cabins, as well as other accommodation units, ashore. The
fully fitted cabins and en-suite bathrooms are then lifted aboard the
vessel and run along tracks, to their required position, with everything
22
FUTURESHIPPING
September 2009
It
Another story
As already mentioned, the
very nature of shiprepairing
makes it difficult to automate.
However there are some functions which can be successfully
automated. Shipping World and
Shipbuilder talked recently to
Malcalm Barker Managing Director of Victoria Shipyards [VSL] in
Canada who told us about its latest automated blasting machines
for preparing ship's hulls for
painting.
Using these machines, the
yard recently carried out the
complete underwater blasting
and painting of a large cruiseship, Princess Cruises' 109
OOOgrt Golden Princess. The
Crawlers
are
magnetically
While shipbuilders
embrace automation,
shiprepairers are
stuck in a more
traditional process
tions and tenders; we also use
reference databases. Shiprepair
yards are selling man-hours
which is the basis for all our quotations and internal calculations.
However, for hull treatment we
are starting to use robots and we
are trying to get rid of manual grit
blasting step by step for the
future. Also as far as possible we
are using CNC machines eg in
the steel cutting process:
Feasibility study
Mark
Giles
of
A&P
Shiprepair, arguably the UK's
largest shiprepairer, gave us his
views. 'Automation is not generally feasible in shiprepair. The
business is all about selling
labour and every job is different
so there is very little scope for
automation.
However, in our Tyne yard
we have installed a Panel line
steel plate and welding facility:
The facility comprises two
machines, a plasma and inkjet
marking Suprarex P3 8SOO capable of mirror image cutting two
plates 14 OOOmm x 32SOmm and
an Oxy fuel cutting and powder
marking Suprarex P3 8SOO Also
capable of mirror image cutting
two platexs 14 OOOmm x
32SOmm as well as plate stripping utilising 12 heads on multijet cutting torches. The !MG
panel line can take plates of min
6000mm and maximum 13
SOOmm with a width of 12003S00mm, up to a thickness of
3Smm. Throughput is 18 panels/
week/two shift pattern.
~
Institute of Marine Engineering, Science & Techno logy (2009). All rights reserved. No part of this pub lication may be reproduced in any material form (including photocopying, stori ng in any medium by electronic
means or transmitting) without the written permission of the copyright owner except in accordance with the
provisions of the Copyright, Designs and Patents Act 1988 or under terms of a licence issued by the Copyrigh t Licensing Agency Ltd, 6-10 Kirby Street, London, England, EC1 N STS, website : www.cla.co.uk email:
[email protected]. Applications for the copyright owner's written permission to reproduce any part of this
publication should be addressed to the publisher.
Information published in The Future of Shipping does not necessarily represent the views of the publisher. Whilst
effort is made to ensure that the information is accurate the publisher makes no representation or warranty,
express or implied, as to the accuracy, completeness or correctness of such information. It accepts no responsibility whatsoever for any loss damage or other liability arising from any use of this publication or the information
which it contains.
23
Kemppi reveals
its SuperSnal{e
innish welding specialist
Kemppi Oy has
launched new SuperSnake
GT02S MIG/MAG subfeeders, which can offer up
to 30m more reach to
MIG/MAG welding.
SuperSnake has been
developed to enable difficult
access wire feeding in a variety of applications including
ship and offshore fabrication
yards, and boiler manufacturing industries. It connects with
standard Euro MIG welding
guns, including the Kemppi
WeldSnake range, increasing
SuperSnake features
include a tough, slim
bumper profile body, easy to
read meter display and welding parameter adjustments at
the operator end.
It also incorporates cabinet lighting, or 'brights',
which illuminates the wire
feed mechanism from
switch-on. It improves visibility and safety for wire feed
mechanism adjustment in
low light conditions.
The water-cooled versions can be used even 25m
above the height of the cooling unit. When not being
used, drain back of water is
prevented, enabling the torch
to remain cooled and primed
for the next welding task. D
September 2009 SW&S
25
The
Apprentice
Development
The engineering group needs to find about 50 or 60
marine engineers across all of its workshops and the ideal can26
Commodities
The in-house training of
engineers is not just the
domain of engine builders
and OEMs. Speaking last
year, at a time when talk of
recession was but a whisper,
classification society Germanischer Lloyd's (GL)
head of human resources,
field service, Dirk Janssen,
28
29
Cavitation Comparison
Powerh:r.~g
Forward
with the
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said Maillot. D
14.30
15.00
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John Barnes
15. 30
Coffee break .
15 .45
16.15
Thomas Flauger
Michael Tiffe
Represented by
KRAL
Selwood Pump Co . Lt d., 188 Robin Hood Lane, Hall Green, Birmingham B28 OLG, Great Britain
Tel.: 0121 777 5631, e-mail: [email protected]
assenger comfort, a factor influencing competitiveness in the cruiseship and ferry sectors, provided
much of the earlier impetus for closer attention by
designers and engineers to noise and vibration issues.
However, habitability is now a much more widely considered aspect, because of its acknowledged bearing on crew wellbeing and crew efficiency, and increasingly also on seafarer
recruitment. In addition, airborne transmission of noise from
ships is commanding greater attention within port communities under the rising tide of environmental compatibility expectations, while noise abatement is vital to the growing population of vessels purpose-built for research activities serving the
offshore energy business and scientific community.
With the advances in ship design over the past decade, especially as regards structural optimisation and speed and power
developments, there has been a tendency for noise and vibration
problems to become more pronounced or more complex, creating greater challenges in providing effective technical solutions.
The scale of the issue facing designers, and the need for an
integrated approach in a newbuild project, is implicit in the
manifold sources of vibration and noise in a ship, extending
beyond the main engines to transmissions and shaft lines, propeller-radiated forces, manoeuvring devices such as tunnel
thrusters, intakes and exhausts, water flow over sea chests or
other openings, air conditioning systems, cargo handling and
mooring machinery, and hull slamming. Developments in
diesel propulsion machinery, shaped by market requirements
for increased efficiency and higher power density, have influenced the picture substantially in recent years.
Dampening
When it is not possible to tune the natural frequencies of
an engine structure properly to avoid vibration, and when it is
not feasible to modify the excitation forces, a tuned mass
damper can be an effective solution. The latter is a device
whereby an additional mass is mounted with flexible elements
on the vibrating machine. The damper is tuned in such a way
that its own vibration produces a counter force against the
main structure's vibration.
Wartsila has developed its own tuned mass damper and
observes that the main challenges in designing and tuning this
kind of system, for a marine application especially, arise from
the wide range of running speeds and natural frequencies
involved, and the need to ensure a reliable construction capable
of operating for thousands of running hours without maintenance. Special simulation tools are required for an accurate
prediction of the performance of such a device.
Wartsila considers that the turbocharger can prove to be
the best and most effective location for the tuned mass
damper. 'At that location, the displacement amplitudes are normally much higher than on other parts of the engine, which is
essential for the damper to work efficiently,' the company
counselled.
Compensators
Electric vibration compensators developed by Gertsen &
Olufsen have been specified for a series of very large ore carriers(VLOCs) under construction at Dalian Shipyard to the
account of state-owned China Shipping (Group) Co of Shanghai. The deal represents a breakthrough for the Danish firm's
patented system in application to larger-bore engines with fewer
cylinders, a growing segment of the marine engine business for
The
Gertsen
& Olufsen
compensator
(pictured) is
claimed to
help reduce
vibration
considerably
~W&S _s_e_p_re_m_b_e_r_2_0_0_9~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~
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designed by Skipsteknisk to
the most stringent criteria
for underwater radiated
noise levels
Disturbance
The new active mountings support and augment
the special, passive rubber
mountings, and render the
latter's noise suppression far
more effective . The innovative nature of the concept is
that the active mountings
create sound waves with the
same amplitude and opposite
polarity to the original strucSeptember 2009 SW&S
133J
~
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Liquid-cooled
Electric motors have
intrinsically low noise levels,
which are reduced even further when the motors are
powered by liquid-cooled
drive units, and the four
newbuild tankers accordingly
incorporate such arrangements. Liquid-cooled drives
obviate the need for large
Challenges
Wiirtsilii has
developed its own
tuned mass damper
and observes that the
main challenges in
designing and tuning
this kind of system
arise from the wide
range of running
speeds and natural
frequencies involved
T he challenges of meeting
stringent underwater noise
criteria with a single-screw
vessel are exemplified in the
current newbuild taking shape
under Chile's Medusa project.
The 74m Cabo de Homos,
due to be launched by
Chilean shipbuilder Asmar
towards the end of 2009, has
been designed by Skipsteknisk
of Norway as a state-of-theart research ship with multimission capabilities. After
scheduled handover in early
2011, she will be mainly
deployed in the waters off
southern Chile, fitted with
equipment and laboratories to
undertake fishery and
acoustic surveys, oceanographic research, gas hydrate
studies and other tasks.
Main propulsion will be
provided via a single, fixed
pitch propeller driven by tandem-mounted, direct current
(DC) electric motors, in a
complete system supply from
Wartsila. T he arrangements
have been designed to reduce
underwater-radiated noise
www.transas.com/SOOO
--
_____...
,_._
approach to the issue of radiated underwater noise emissions from ships in the light
of growing concern over the
effects on marine mammals.
At IMO's Marine Environmental Protection Committee (MEPC) session last
year, the US representatives
proposed action to minimise
noise from commercial shipping into the sea, so as to
reduce potentially adverse
influences on marine life. It
was claimed that the growing
Greater understanding of
the effects of noise and
vibration on marine mammals
is required, says LR's John
Carlton, pictured above
munities to get the true measure of the problem.' Such initiatives are required, particularly, in characterising the
noise emissions from different
types of cavitation generated
by merchant ships' propellers
at their various ranges of operating conditions,' he suggested. John Carlton also believes
that greater understanding is
called for as regards the larger
marine mammals' response to
noise spectra. D
KORMARINE 2009
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Making a new
m a r Ii
The demands of the legislator
and operator requirements are challenging
low-speed engine builders
~
~
~I
he developmental scope afforded by the modern generation of low-speed marine diesels has found new expression
in the Mark 9 version of MAN's K80ME-C electronicallycontrolled two-stroke engine, which has a 20% higher power density than the previous mark.
'We have been able to achieve this using a new construction
and calculation methodology, as we now have more know-how in
terms of where to distribute weight; said Soren Jensen, vice president and head of R&D in MAN's marine low-speed division.
With a cylinder stroke of 2600mm, the K80ME-C9 is 'longerlegged' than the preceding Mk6 design, which has a stroke of
2300mm. Applying the same maximum running speed (104
rev/min) but with a higher mean effective pressure of 20 bar, specific fuel consumption is unchanged from the preceding model, at
171g/kWh, for a very substantial gain in power output.
Type-approved
The first production model completed its type approval programme earlier this year at Hyundai's Ulsan works. The sevencylinder unit, rated for 31 710kW at 104rev/min, had been ordered
by A.P.Moller-Maersk for a newbuild containership in Korea, and
constituted part of a major order from the Danish shipowning
group involving the Mark 9 generation of main machinery.
'With the ME-C9, we have not only a more compact engine
but also one that is easier to overhaul as we have focused on making all components easily accessible for inspection and service,'
observed Jensen. A.P.Moller-Maersk's early endorsement of the
design and its electronic control technology, favouring operating
flexibility and emissions performance, is accompanied by the
group's decision to adopt a configuration that includes a waste heat
recovery system.
The 'super long-stroke' version of the 800mm-bore electronic
engine, the S80ME-C, has also been stretched, from 3200mm to
3450mm stroke, with an attendant gain of nearly 8% in power output to 4510kW per cylinder, for the same fuel rate of 167g/kWh.
This has also been selected by a European operator for a boxship
newbuild programme.
Containerships
Although such machinery, operating at lower crankshaft
speeds, is normally chosen for tankers and bulk carriers, the fact
that it has also been nominated in a containership project has given
wider dimension to the engine's market potential in the face of
changed conditions in the liner trades. The requirement for less
power than that obtainable from more usual choices of plant for
boxship propulsion indicated that the adoption of reduced operating speeds, with consequent fuel cost savings, may form a longterm strategy rather than a short-term expedient in certain fields.
In fact, advances in engine technology can better accommodate
changed operating practices related to market conditions. Many
shipowners are slowing down their ships in the interest of substantial savings in fuel. Since marine diesels were previously optimised
ME-B
MAN has broadened the
market reach of its ME electronically-controlled, lowspeed engine technology by
rolling-out its ME-B concept
through the smaller end of the
two-stroke range. While the
ME-B design retains a
camshaft-operated exhaust
I 37
Phase-out
The announcement in July
this year that engine production would cease at MAN's
~
38
Licencees
Although the bulk of
market leader MAN's lowspeed engine production is
achieved by licensees in
South Korea and Japan, the
Chinese influence is steadily
growing. MAN concluded its
first licence agreements in
the People's Republic during
the 1980s, and now has as
many as 10 licensing partners for two-stroke engines
in China. By this year, Chi-
turbo out
Turbocharger
supercharger in
A typical example of
a Exhaust Gas
Recirculation (EGR)
system, which is due to
enter seagoing
" """'"'/
il~-t
\~
exhaust recirculate
Wartsila is using the RTX4 to meet market
requirements for even higher
levels of reliability, longer
periods between overhauls,
greater fuel efficiency,
explained Klaus Heim, vice
president, global R&D
RT-flex
Wartsila unveiled two new,
low-speed marine diesel
engines at its Licensees' Conference in Lucerne, Switzerland, last year. Developed in
cooperation with Mitsubishi,
the designs are of 350mm- and
450mm-bore size and cover
the 3500-9000kW power
band. They extend Wartsila
intercooler
Tier Ill
Notwithstanding the
accelerated pace of technological advance in the twostroke low-speed marine
diesel category over the past
decade and a half, reflected
in continually enhanced
product design, power and
performance, the engine
designers face further challenges arising from a further
tightening in environmental
controls . Achieving the requisite environmental standard
without detriment to engine
operating efficiency and fuel
consumption is a competitive
necessity.
IMO's three-tier programme for progressively lowering NOx emissions from
new engines has concentrated
minds, and both Tier I and
Tier II limits have been successfully addressed by refining
September 2009 SW&S
39
~
~
~
~I
Ecotech
Wartsila's new, centralised
environmental products knowhow unit, known as Delivery
Centre Ecotech, became fully
operational in early 2009. DC
Ecotech will act as Wartsila's
centre for the proactive <levelopment of environmental
With the aid of the continuos combustion information from the Cylmate System , you
will have minimum engine wear, emission and fuel consumption. The measurement
accuracy enables early detection of emerging faults and the advanced logging
capability allows you to log detailed snapshots as well as long-term performance.
The unique, patented, Cylmate pressure sensor has proven its maintenance and
calibration-free performance during years of continuous operation.
II
ABB AB
Force Measurement
PhOne: +46 21 32 50 00
Fax: +46 21 34 00 05
40
Alll
technologies. Furthermore, by
promoting and providing
know-how with regard to legislation, the unit will help customers comply with environmental rules and regulations
as they become more and
more exacting. Wartsila has a
broad range of solutions and
emission control technologies,
many of which are undergoing
further development. It is
understood that the group
considers that the complex
field of engine science known
as the Miller cycle, and attendant improvements in turbocharger technology, could
hold the greatest potential for
improving environmental
compatibility and overall performance.
Core to Wartsi!a's Diesel
Technology Centre at Oberwinterthur in Switzerland,
the fountainhead of the
Finnish group's two-stroke
know-how, is the new RTX-4
low-speed research engine .
'We are using this large
engine to advance development ofWartsi!a low-speed
marine engines to meet market needs such as even higher
levels of reliability, longer
periods between overhauls,
greater fuel efficiency and
lower exhaust gas emissions,'
explained Klaus Heim, vice
president, global R&D.
The market leaders in lowspeed marine engine design are
not simply amenable to selective research cooperation as an
adjunct to their independent
endeavours, but believe that
there are areas where collaboration is vital to the wellbeing
of the industry as a whole. The
fact that MAN Diesel's longterm strategy encompasses
working with others is exemplified by its involvement in Denmark's Green Ship of the
Future programme and in the
two-phase, Hercules integrated
research project, the latter
ranking as one of the largest
and most ambitious technological research initiatives ever
implemented by the marine
industries under the aegis of
EU funding. D
on't Get
Fooled Again!
I
n 2006 and 2007 a number of Korean shipping companies, construction companies and marine block manufacturers cottoned on to China's rapidly growing demand for
raw materials and the consequent rise in freight and ship values. Already operating on the periphery of the shipbuilding
sector and with access to an abundance of cheap credit, a
move into what was perceived as the highly lucrative shipbuilding sector looked to make sense.
Daehan Shipbuilding, the brainchild of disgraced former
Daeju Group chairman Huh Jae-Ho, was probably the most
audacious example of the lemming mentality.
Interviewed in mid-2007, Huh announced to the world
that, following the establishment of Daehan Shipping in 2003
and the purchase of Sinyeong Shipbuilding and Ironworks in
2004, he was on the verge of creating the world's largest shipyard by 2015.
Huh's castles-in-the-sky vision included three dry docks
with a combined annual capacity of 4.2Mcgt, for an investment of $2.2bn. And that was not all.
He was also intent on splashing out a further $1 bn on
housing for the workforce and their families in what would no
doubt have been christened Daehan Town.
By the end of 2007, however, chairman Huh was being
investigated for putting his hand in the parent company's till
and the incoming president Ho Chun Kim was making massive cut backs to the original plans despite orders for close to
40 capesize bulk carriers on the orderbook.
In early 2008 Daehan was forced to go cap-in-hand to
Scandinavian shipowner Golden Ocean for a 50% upfront payment on the first of six bulkers it was building. In August, Daehan was pleading with Golden Ocean for another upfront payment.
The writing was now clearly on the wall. And in January
2009 the Korea Federation of Banks, imder pressure from the
Financial Supervisory Service, began to undertake credit evaluations of shipyards thought to be in a financially precarious
position.
In the event Daehan survived the assessment by the skin of
its teeth with an order to undergo a creditor-led rehabilitation.
It was at this point that other shipbuilding supremo
wannabes emerged wounded into the spotlight. C& Heavy,
part of another rapidly expanded industrial chaebol C& Heavy
Group was ordered to close although it limped on until July
this year without building any of its 36 ships on order.
Also shown the exit was Jinse Shipbuilding. Jinse took the
leap from block maker to fully-fledged shipyard in 2007. The
yard claimed that it had picked up orders for forty handysize
bulkers. But by November 2008, twenty of the ships had been
cancelled including ten by Greek owner Metrostar and a further seven booked by Turkish operator Aktif Denizcilik. Reason
42
STX Shipyard
European passenger
shippers for eco-friendly
passenge" boats due
tightening of envi
economically effici
44
be interpreted as subsidies.
' Since September 2008,
demand for new ships
declined 92%. During the
first quarter of 2009 a global production volume of
11.SMcgt was in stark contrast with new orders. In
such a situation substantial
parts of the global shipping
and shipbuilding community will face bankruptcies,'
said the Community of
European Shipyards ' Associations ' secretary-general
Reinhard Luken ahead of
the OECD talks.
The actions of the South
I<:.oreangovernmentin
attempting to keep all its shipbuilding industry afloat will
only prolong the agony. A
recent flurry of newbuilding
orders at Korean shipyards,
notably Sungdong Shipbuilding's receipt of orders for four
180 OOOdwt Capesizes worth
$250M from Brazilian ore
producer Vale in August, and
three suezmax tankers in July
worth a combined $2 1OM,
are not signs of green shoots;
rather they are raindrops on a
scorched earth.
The future
South Korea's leading
shipyards are the world's
largest. And they won't get
fooled again. As the Japanese
yards did before them in the
last great slump of the 80s, the
likes of Hyundai Heavy Industries, Samsung Heavy Indus-
"""
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Integrated Manufacturing
- LHE is well recognized the importance of Gask.4 t Quality
- LHE has established(VISER) and controlled qu'41ity
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assumed to be effective.
'Our trials have confirmed
that a parachute anchor with a
diameter of 30m is capable of
turning and slowing the drift of
a ship of up to 100 OOOdwt,'
said Aspneth. 'Such an anchor
can be stored in a small con-
wo
100m
chemical
tankers under construction at the Dingheng (Jiangsu)
Shipbuilding Co, in China, will
provide first references for
Berg Propulsion's new 'feathering' cp propeller.
The tankers, to be built to
Germanischer Lloyd Ice Class
E3, will each feature two
3600mm diameter BCP950
propellers, driven by 1600kW
engines at 136.1 rev/min, to
provide the vessels with a
higher level of flexibility,
redundancy and manoeuvrability.
Greater flexibility can be
achieved by operating two
smaller engines driving two
propellers because, at lower
speeds, the ship's Master has
the option to operate on one
engine alone, working at its
optimum efficiency. What's
more, says the Swedish
'Ill:~---._-_-.-~~-~
Global Leader
www.hhi.co.kr
HYUNDAI