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International Conference

DESIGN AND OPERATION OF tANKERS

8 - 9 jUNE 2011
EUGENIDES FOUNDATION, ATHENS, GREECE
 DESIGN AND OPERA
8 - 9 JUN

day 1
08.30 – 09.00 Coffee and Registration. 12.25 – 13.35 Lunch

09.00 – 09.35 Keynote Address: The Evolution of The Environmental Friendly 13.35 – 14.10 Voyage Decision Support: A System for Optimizing the Planning and
Tanker Real-Time Conduct of Tanker Voyages
K. Tikka, Vice President Global Technology & Business Development, H. R. Hansen, Low Carbon Shipping AS, Norway
ABS
Optimizing a voyage at the planning stage as well as regularly
09.35 – 10.10 Triality, a VLCC for the Future during the voyage itself, requires the correct evaluation of the
S. Schwalenstöcker and A. Ellefsen, Det Norske Veritas, Norway ships performance as controlled by a number of parameters whose
relationship is far too complex to be ‘solvable’ by the human mind.
The concept vessel Triality was developed by DNV to demonstrate The Voyage Decision Support system or VDS optimizes the voyage
how the maritime industry may go forward in solving some of the at the planning stage as well as daily, providing the master with
environmental challenges lying ahead. In order to be a success the advice on which route or course and speed will result in the lowest
vessel needed to fulfill three main goals; it needed to be technically possible sum of fuel expense and time cost. It has been develop by
feasible, have significantly less emissions to air and sea and be as ECDIS provider MARIS of Tonsberg, Norway, in close cooperation with
financially competitive as a conventional VLCC. This paper discusses Teekay Shipping Ltd, and functions as an extra overlay on the MARIS
and shows how the key features of the vessel fulfill these three ECDIS system. This has given a system that during more than 1.5 years
main goals. The Triality’s three main features are; LNG as fuel, no of testing on a Suezmax tanker has been shown to provide on the
use of ballast water and capture and use of VOCs. By utilizing high average about 5% savings on fuel/time costs.
pressure LNG dual fuel main engines, the vessel maintains the high
efficiency of conventional two stroke engines, while at the same 14.10 – 14.45 Coatings and Permanent Means of Access – the Anti-Corrosion
time reducing its emissions of CO2, NOx and SOx. By modifying the Challenges
hull shape and creating a new cargo tank arrangement, the Triality is J. P. Lomas, Amtec Consultants Ltd, UK and P. D. Contraro, PDC
able to complete is return leg without the use of ballast to submerge Maritime SA, Greece
its propellers and bow. Finally, the Triality utilizes the cooling energy
that comes with the use of LNG as a mean for further increasing The design, construction and maintenance of PMA’s (Permanent
the main engines’ efficiency and for re-condensation of the cargo Means of Access) in modern vessels has become of major importance
vapors. recently. These structures have increased in both number and
complexity to comply with new regulations. This has placed
10.10 – 10.45 Ship Design for Minimal Fuel Consumption in Everyday UseK. W. G. challenges on the design of ship’s hulls as well as to the application
Hagesteijn and P. Hooijmans, MARIN, The Netherlands and maintenance of coatings on these complex shapes. This paper
outlines several of the factors related to the design issues around
The ship design efforts are dominated by the focus to attain this PMA’s and describes typical problems experienced with construction
contract speed. This hull lines design philosophy will most likely not of new vessels together with ongoing washing, cleaning and
result into the most fuel efficient design in the daily service conditions. maintenance problems between cargoes. The necessity of preparing
In daily operation, a ship will be sailing at different draughts and it PMA.s for painting plus achieving a good standard for the application
will meet off-design conditions such as weather conditions other and curing of coatings is increasingly important for these vessels.
than the ideal trial conditions. Its operational draughts and added
resistance due to waves should be the key drivers for a successful 14.45 – 15.15 Coffee
modern ship design. This paper demonstrates the capacities of the
available tools for designing a ship for service conditions and the 15.15 – 15.50 Tanker Hull Structure Cracks: Costs, Benefits of Prevention,
impact on performance and design procedure. Tools such as viscous Framework for Management and Remed
flow calculations in an explorer mode, calculating numerous hull T. Ward, Fairlead Maritime, UK
form variations overnight in order to maximize the performance of Helena Polezhayeva, Lloyds Register, UK
the vessel, and voyage simulations to determine true service margins Merv Norwood, MARTEC, Canada.
are essential when designing a ship.
The cost benefits of understanding cracking problem in hull structure
10.45 – 11.15 Coffee of tankers at the design stage and in service is discussed. The
probability of unplanned repairs in service due to fatigue cracking
11.15 – 11.50 "To measure is to know"- Quantifying Energy Performance to of hull structure and the 15 year average cost of unplanned repairs
Improve Propulsion Efficiency in Tanker Operations is compared against the costs of enhanced detailed design and
V. Roine, Eniram Oy, Finland verification at the build stage. Cost of hydrocarbon leakage is
discussed including loss of contracts, downtime due PSC detention
Technological developments in propulsion efficiency have meant that and downtime due to repairs. A framework for addressing some of
tanker operators can now measure and quantify the factors affecting these problems is presented .The framework shows how to draw up
energy usage on board a vessel. For example, by using data collected and plan effective long term repairs. An analysis of the cost benefits
on a vessel, operators can accurately monitor the propulsion power of the repair due to minimising loss of earnings and reducing the
decomposition (performance affecting factors such as trim, fouling, risk of crack recurrence is presented. Management of cracks by
etc) at sea and the effects of cargo loading and unloading in harbour. operational constraints is discussed.The importance of understanding
This paper will cover how analysis of data affecting energy usage of the hull crack risks and managements as well as communicating to
on board a vessel can be used to enable ship owners and operators PSC and charterers is emphasized.
to improve the energy efficiency and therefore the environmental
performance across the fleet. Particular emphasis will be made on 15.50 – 16.25 Managing Corrosion of Stainless Steel Pipes and Heating Coils
the commercial and environmental impact of dynamic trim including M. Shahid, Binary Systems and Engineering
the results of a trial done on board a VLCC tanker.
Corrosion of stainless steel components such as heating coils and
11.50 – 12.25 Technical Fuel Conservation and Hull/Propeller Performance valve remote control (VRC) lines in oil, product and chemical tankers
Monitoring has been a problem for many years, with failures leading to expensive
Daniel Kane, Propulsion Dynamics Inc, USA repairs. Heating coils can perforate causing cargo contamination,
failed VRC lines can disrupt vessel operation and cause additional
By calculating speed through water, a robust hull and propeller work for crews, whilst corrosion of stainless steel access ladders in
performance analysis system can achieve immediate fuel conservation chemical tankers can result in a major expense. Some of these issues
and emission reduction of tankers and can be initiated on any tanker can be addressed at the new building planning stage by selection of
in service. The Tanker Energy Management Plan (Intertanko) includes suitable materials and this paper discusses several of these choices.
the topic of “Propulsion Resistance Management Program”, describing Good design of the layout and handling of stainless steel components
the advantages of hull and propeller performance monitoring as a can also mitigate potential problems, as can careful and thorough
key element in vessel energy (fuel) efficiency. This presentation supervision during installation, commissioning and maintenance
explains hull and propeller performance monitoring without the need during service can also prolong the life of stainless steels.
for additional onboard instrumentation and provide case studies of
various tanker types. The presentation includes an anonymous sample 16.25 – 16.45 General Discussion
of hull and propeller condition of the world tanker fleet and conclude
with estimations of fuel savings and emission reduction of tankers by 16.45 – Drinks Reception
through proactive monitoring, analysis and benchmarking.

This represents a preliminary progra

ATION OF tANKERS
NE 2011

day 2
08.30 – 09.00 Coffee and Registration. 13.00 – 13.35 Mapping of Toxic Vapours Onboard of Tankers
W. Jacobs, Antwerp Maritime Academy, Belgium
09.00 – 09.35 BEST - Better Economics with Safer Tankers
P. C. Sames and K. P. Coyne, Germanischer Lloyd SE, Germany The handling of cargo vapours and their possible emission into the
A. Papanikolaou, National Technical University of Athens, Greece atmosphere has become an important item for several reasons
S. Harries, FriendShip Systems GmbH, Germany - greenhouse gases, environmental health, safety and health of
the crew and a more stringent MARPOL regulation. This research
Motivated by significant findings of a formal safety assessment on large takes a closer look to the onboard situation regarding the safety
oil tankers recently submitted to IMO, and the need to develop more and health of the crew. The focus is not on the deck area, but
efficient ship designs from a CO2-emissions and the likely oil pollution on the accommodation, the bridge and the engine room. The
point of view, GL completed a novel Aframax tanker design concept concentrations measured clearly show that there is a relationship
which offers high cargo capacity, low oil outflow index, low EEDI and between the cargoes transported and the concentration of the cargo
best in class cost of transport. This novel design, which is herein vapours in the atmosphere in and around the vessel. These results
targeting Caribbean crude trades, is the focus of the paper. A large were confirmed by wind tunnel studies. Oil tankers must have a
number of design variants were tested before a competitive design VOC management plan according to MARPOL Annex VI and technical
solution emerged which offered the desired properties. solutions like vapour collecting systems are tested. For gas tankers,
where a reliquefaction plant is installed, simply introducing more
09.35 – 10.10 Exploring Options to Reduce Fuel Consumption stringent procedures is a possible solution. For chemical tankers,
J. Knott and J. Buckingham, BMT, UK finding a good solution might be much more difficult. The frequency
of gas-freeing operations on board modern parcel tankers is much
This paper presents a range of energy saving technologies in the higher and deals with a large scale of different products.
context of the BMT's own Product Tanker design. The hull form
and propulsion machinery have been carefully matched and tested 13.35 – 14.10 Simulation of External Application of SuSy devices on a Aframax
over a series of model tests that have resulted in predicted fuel Tanker that has be Structurally Compromised
consumptions of approximately 25% less than today’s accepted norm. Zilakos I,Karatzas V, Chatzidouros E and Papazoglou V, National
The study seeks to show, from an independent viewpoint, how they Technical University of Athens, Greece
might be applied to achieve the real financial and environmental
benefits. The general impact of such technologies on the ship “Surfacing System for Ship Recovery” (SuSy), gas inflated balloons
design as identified along with the consequences for machinery are envisaged to be used for providing reserve buoyancy to
performance. The estimated acquisition and implementation costs damaged ships for the purpose of preventing ship capsizing and/
are compared with the benefits to the ship’s resultant in-service or sinking, along with lifting wreckages from the seabed. The
costs. To show how the choice of an energy saving solution needs external application of a SuSy device on an Aframax Tanker that has
to be considered in conjunction with the ship’s overall design, its been structurally compromised is studied, using the finite element
machinery and its operating role method and following the IACS CSR rules for Tankers. The damage
condition is simulated using a three compartment finite element
10.10 – 10.45 Coffee model along with a simulated damage on the middle compartment.
The global ship strength is evaluated considering the most suitable
10.45 – 11.20 An Overview of Shuttle Tanker Requirements for Operation areas for attaching the balloons for lowering the stress peaks that
Offshore Brazil appear on the damaged compartment of the vessel. The local ship
L. Motta, Europe Division, ABS, Greece strength is evaluated considering the stress concentrations produced
on the balloon attachment areas.
At the end of 2010, Petrobras proven oil reserves in Brazil stood at
more than 15 billion barrels and they expects to boost recoverable 14.10 – 14.40 Coffee
reserves up to 35 billion barrels by 2014. The majority of Brazil's
oil reserves are in the offshore Campos and Santos Basins, located 14.40 – 15.15 Tanker Damage Stability: What are the Issues and Solutions
off of the country’s southeast coast. As Brazil continues to increase K. W. Hutchinson, Babcock International Group
its offshore production bringing new fields on stream, the logistics A. L. Scott MCA, UK
of transporting the oil to shore will require the use of an increasing
number of shuttle tankers. This presentation will provide an The fundamental issue with tanker damage stability lays with the
overview of the offshore field development in the Campos and Santos complexity of dealing with fluid loss from a damaged tank which
Basins, the current oil production and future growth estimates. It may be filled to any level and carrying liquids a wide potential
will also address the projected requirements for shuttle tankers to range of specific gravity. When this is allied to an extensive variety
support the production and transportation infrastructure. In order of loading patterns with empty, part filled and multi-compartment
to support the fields offshore Brazil the shuttle tanker fleet will have side or bottom/raking damages, demonstration of compliance
specific environmental and operational requirements. Particular can be problematic. The industry in general, in conjunction with
emphasis will be given to these requirements and their impact on national regulators and international organisations now widely
the specification for the vessels which will be employed for operation acknowledge that there is an urgent need to develop guidelines for
offshore Brazil the verification of damage stability requirements for tankers that
regularly sail in condition of loading significantly different from
11.20 – 11.55 Corrugated Bulkheads Designs of Tankers those in the approved Stability Information Booklet. Such guidelines
T. Hayashi, ClassNK, Japan are currently under development at IMO. This paper discusses these
issues from the aspect of the practicing ship designer, regulators and
Corrugated bulkheads are often used in chemical tankers and product operators, and proposes practical and effective solutions.
tankers to carry out cargo tank washing efficiently. Sufficient
service records have proved the advantage and contribute to the 15.15 – 15.50 Minimising the risk of coating selection.
advanced designs corresponding to larger cargo tank capacity A J Kirkwood, R L Townsin and R Kattan, Safinah Ltd
due to the increased demand for the transport of product oils
and chemical products. It is obviously important in ship design to Tanker owners want a vessel that meets requirements for speed,
follow satisfactory experiences and to reflect feedback from past fuel economy and emissions, while at the same time maximise
damage records together with the verification based on the latest the vessel's availability to operate .The proper selection of fouling
design technologies. This paper summarizes some of the recent prevention technology is critical to the effective operation of the
developments together with the trend in the design of corrugated vessel. Poor selection of fouling prevention technology could result
bulkheads considering the specific limitation of the designs of in unpredictable performance increasing operating costs. Through
product/chemical tankers and also shows the impact of scantling and life costs are often dictated by the ability to minimise corrosion
related key design issues. in particular in water ballast tanks. Regulations for the coating of
ballast tanks and the use of water ballast treatment systems have
11.55 – 13.00 Lunch created concerns for through life maintenance and repair as they
could increase the risk of coating failure and corrosion in ballast
tanks.This paper will show how these risks can be minimised to give
the owner more predictable vessel performance by careful selection
of coatings to meet their fouling prevention and anti-corrosion
needs.

15.50 – 16.15 General Discussion

amme and may be subject to change

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International Conference RINA & INTERTANKO MEMBERS: £680 £780
DESIGN AND OPERATION OF TANKERS NON-MEMBERS: £780 £880
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EUGENIDES FOUNDATION, ATHENS,GREECE
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Additional Author £680 £680
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