: Cl.

I
September. , .•..

Embrace the 'Black Rock'

fEATUR
-
~
I CU

1=
~
=

Michael Grey on why containers float

Acu superyard construction underway; Keep emissions

options open, says ICS; A&P goes to Hollywood

1B Bulk Carriers
Energy efficiency is driving a number of novel bulk carrier
designs

22 Shipyard Cranes
Britain's largest capacity dockyard crane arrives at Rosyth
Technologies in development, on the market or onboard
24 Ship Design
Graig's new containership design spurs a feeeding frenzy

32 Cargo Handling
Beware Indonesian ore! Bulk carrier operators are urged to
monitor cargo moisture more effectively; Are fully-automatic
twistlocks safe now?

38 Energy Efficiency
Beat the bunker blaggers with new fuel measuring systems
and pricing solutions; Do biocide-free coatings really reduce
fuel consumption?

41 Emissions
Kittiwake's Procal 2000 analyser can help shipowners
comply with new emissions abatement regulations

42 Area Report: Baltic States

Is LNG really a panacea to cleaning up the Baltic Sea?

.
~

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ShippingWorld &Shipbuilder September 2011

 Shipping World
•SH1pbu1lder
Volume 211 No 4274
ISSN No 0037-3931
Editor: Patrik Wheater
patrik. wheater@btinternet.com
Tel: +44(0)7866 671932
Publisher: Derek wood
derek.wood@imarest.org
contributors:
Michael Grey; David Tinsley;
Kevin Tester
Sales Manager:
Susan Glinska
susan.glinska@imarestorg
Tel: +44(0)20 7382 2622
Advertisement Manager:
John Bodill
John.bodill@imarest.org
Tel: +44 207 382 2609
Graphic Design:
Luke Wijsveld
www lukewdesign.com
Jo cooper
10. cooper@imarest.org
Publication sales &
Subscriptions:
Lorraine Jordan
/orraine.jordan@imarest.org
......
Annual subscription:
UK £78.00; overseas £118. 00
(€1 65; us $21500)
Periodicals Postage Paid
at Rahway NJ.
Postmaster send address
corrections to Shipping World &
Shipbuilder; c/o Mercury Airfreight
International Ltd, 365 Blair Road,
Avenel, New Jersey 07001, USA
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Printed in wales by Pensord
Journal established in 1883
Published by
80 Coleman Street, London EC2R SBJ
Tel: +44 (0) 20 7382 2600
Fax: +44 (0) 20 7382 2669
www.imarest.org
My fastest route to fuel
efficiency and safety.
Original Parts and
Original Service from ABB,
ShippingWorld 8Shipbuilder
hile much of the forecast growth in the bulk carrier fleet can be
W
attributed to China's hunger for iron ore, the volumes of steam and
coke coal being shipped for power generation and steelmaking is
fructifying a spate of new orders. And according to Lloyd's List Intel-
ligence's most recent Dry Bulk Review, 450 capesize and 634 panamax
bulkers will be delivered during the next three years, many of which will
be transporting coal from Brazil, Australia and Indonesia to developing
nations, particularly China and India.
Since 1998, Indonesia's coal output has increased by 500 % . Chi-
Patrik Wheater
nese production has increased by 350 % in the twenty-eight years since
it overtook the USA as the world's largest producer, and supply and - Editor
demand dynamics in the last decade alone have seen global consump-
tion increase by 48 %, Since 2000, coal usage has grown faster than
any other fuel, with the five largest coal users - China, USA, India,
Russia and Japan - accounting for 77% of total global coal use .
But here is the rub: while resurgent world coal consumption/
production stimulates freight rates and renews the interest in the
global bulk carrier fleet , it surely can't sit well with a world that
scrambles to reduce its carbon footprint and find more cleaner, alter-
native energy sources, such as liquefied natural gas. It is indeed an
anomaly: coal is a filthy fuel ; but, lest we forget, it is still used to
produce about 40 % of the world 's electricity. It is sti ll the cheapest
fossil fuel available and there is an abundance of the stuff, more than
any other energy source.
So why then, does Greenpeace and some western governments
lobby against its use and wish to end the dominance of the coal-fired
power plant? Should they not instead embrace the ' black rock' and
promote the use of coal and invest in methods to clean it up? There
are certainly coal-fired power plants in Japan that emit close to zero
pollutants (take the Isogo Thermal Power Station Unit 2, at Yoko-
hama, Japan, for instance).
Indeed, there is an argument, albeit a highly divisive one, that coal
rather than natural gas should be used in the transitional phase to a new
energy source. In his 2002 paper Energy Transitions and the Role of
Coal, Pierre L Lombard wrote: 'The gradual decline of coal use, as well
as the rapid growth of natu ral gas penetration, which are taking place in
many European countries , prove to be irrational and dangerous strate-
gies, Coal, which reserves are abundant and well distributed throughout Embrace the
the world, can be mined and used with efficient and clean technologies 'black rock'
and has to play an important role in the path towards sustainable energy
systems.' and promote
This would keep bulk carrier owners happy for a few hundred the use of coal
years at least! ~was
Power and productivity
for a better world r""
Jll'
~
1111
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\-~ nology straight from the OEM. ABB Turbocharging
/ ~ Original Service employs know-how straight from
the OEM. A magic combination for economy and
reliability. www.abb.com/turb• •charging
September 2011 3
 s somebody not averse to the odd soupcon of
A hyperbole in order to make a point, I was greatly
enthused by the recent suggestion by the World
Shipping Council that while it had been claimed
that 10 000 containers were ending up in the sea
each year, the real number was around 350. This
is something of a significant disparity, and while it
might be tempting to point out that the member-
ship of the WSC is composed chiefly of contain-
ership proprietors who would be more inclined to
adopt a 'glass half full' approach, there probably is
a bit of exaggeration about the larger number.
The 'floating container' ploy has long over-
taken the 'uncharted rock' as a reason for a sud-
den onrush of water into a ship, sufficiently plau-
sible to convince curious underwriters . Moreover
the fact that the insurance industry itself could
advance no collective global figure for the number
of containers which fell, or were washed, over the
side, left the field open, as it were, to the more
imaginative claimants. 10 000 seemed a good
round number and with single ships carrying
deck loads of up to 5000 separate units, it does
not seem a wholly ridiculous figure, which would
invite ridicule from all.
Indeed, as one anxious to turn statistics into
something useful, such a number might also serve
as a warning to the terminally idle aboard ship to
ensure that all the bilges are sounded twice a day,
just they used to be on the ships I sailed in. Who
knows what containers might have been floating
around half-submerged, ready to pierce the shell
plates with their sharp corner posts? If there are
only 350 of them as potential perils to the unwary,
how can we maintain alertness?
There have been rather sniffy suggestions which
noted that the excitable imaginations of yachtsmen
might have swollen the figure, and there is prob-
ably something in that thesis. Most yachts seem to
spend an awful lot of time in marinas, or bouncing
about in shallow estuaries at anchor and their own-
ers rarely examine the hull to see what might have
damaged it, before roaring off on their annual holi-
days. Springing out of a bunk into knee deep water
might be the first indication that all is not well and
a 'floating container' seems a very reasonable expla-
nation, rather than having sat on the fluke of an
anchor, or forgetting the crucial fender on a sharp
berth, or simply running ashore.
But it is also worthwhile, before shouting
imprecations at blameless containership owners, to
consider the other stuff that is floating around the
seas, much of it awash or half-submerged. Every
one of the great rivers, from the Amazon to the
Zambesi, the Rhine to the Mersey, disgorges an
astonishing amount of floating debris into the seas
4 September 2011
and open oceans. It is not even slightly remarkable
for a lookout to report a huge tree bole and root
system, hundreds of miles from land and being car-
ried around maybe years after it was washed off
a bank miles inland. I have vivid memories of a
passage through the Juan de Fuca Strait to Seat-
tle and Vancouver, where we literally weaved our
way through hundreds of huge floating logs, wind-
riding across our track, and being washed out into
the Pacific.
Invisible at night, such flotsam and debris
would do you no good at all in contact with a
propeller blade, even that of a big ship. And with
ships themselves constructed of the thinnest
plate the shipbuilders think class will let them get
away with, we should not be surprised if the con-
tact between a 60 foot half-submerged log and
the bow of a ship produced more than a dent.
But the 'floating container' contact seems to tick
rather more boxes than something as mundane
than a tree-trunk.
But let us be even handed about this. Are the
members of the WSC entirely candid about their
mishaps, which occur when entire stacks vanish
over the side. They can perhaps blame overweight
containers, or collapsed corner posts on old and
ill-maintained boxes, or even parametric rolling in
heavy weather. But there is always a slight sniff of
inefficiency about such accidents that reflects badly
about the ship . Maybe the lashings were forgotten
or insufficiently tightened by the stevedores. Per-
haps the supervision was lax and the lashing gangs
lazy. It could be that the company decides that such
an accident should be kept confidential between
the company and its insurers and not feature too
prominently in statistical research ...... So perhaps
we should be as suspicious of those 350 drenched
boxes as the mythical 10 000.
It is human nature to minimise something
that might reflect badly upon you. When I was an
apprentice we carried lots of animals, which were
entrusted to our care, and it was the rule (possibly
even the written rule) that if an animal died on pas-
sage, some part of the creature should be retained
as evidence, to demonstrate that it did not simply
jump over the side (which would clearly be our
fault). I remember on one occasion we were car-
rying a number of poodles to a breeder in Sydney,
and after the death of one young dog, I was loath The excitable
to chop off an ear or paw. So I took it to the brine imagination of
room and deep froze the puppy, so was able to yachtsmen may
present the hard-frozen corpse, like a furry plank,
to its less than delighted owner on arrival. Her face
have swollen
haunts me still. I had not then seen the famous John figures
Cleese parrot sketch, and thus failed to claim that
the dog was asleep. Sl'l&S
ShippingWorld ft Shipbuilder
A,u Super yard canstructian wark underway
onstruction work at what will be the
C largest shipyard in the Americas is now
underway at the massive Ac;u Super-port
Industrial Complex at Sao Joao da Barra,
Rio de Janeiro, Brazil.
The development follows OSX Brasil's
receipt last month of an Installation License
for The Ac;u Shipbuilding Unit, a joint ven-
ture between OSX Construc;ao Naval and
South Korea's Hyundai Heavy Industries.
Development of the shipyard, which will
have a 2400m quay, expandable to 3525m,
Bietas ta finish Stornes tar Van Bard
ermany's Sietas shipyard will carry out
the final fitting out and commissioning
of a new flexible fallpipe vessel for Dutch
dredging firm Van Oord.
The vessel, Starnes, was transferred
from the Chinese Yantai CIMC Raffles
Offshore shipyard to the port of Ham burg,
where she docked at the fitting-out pier of
the Sietas Group's Norderwerft shipyard.
Over the next weeks, experts from both
the Sietas and Norderwerft shipyards and
the vessel's owners and operators will
carry out the necessary work before the
vessel sets out for her first assignment.
The vessel's flexible fallpipe system
and the ROY will be installed. This will be
followed by loading tests as well as com-
missioning of the rock dumping equip-
Germany's Sietas shipyard will carry out the final fitting out and commissioning
of a new flexible fallpipe vessel for Dutch dredging firm van Oord
B September 2011
enabling the integration of up to 11 FPSOs,
is expected to create over 14 000 direct jobs;
10,000 of them during the shipyard's opera-
tional phase and 4000 during the implemen-
tation and construction phase.
The shipyard is part of the Ac;u super-
port. This envisages two port terminals: TXl,
with a 3km access bridge, and TX2, with
14km of docks, both aimed at providing the
best possible access for large cargo vessels.
Infrastructure services giant Acciona
will engineer, design and construct the
ment, the ROY and the DP2- system off
the coast of Norway.
Van Oord awarded the newbuild con-
tract to the Chinese shipyard in 2006.
Construction was complete by summer
2011, although installation of the unload-
ing system and part of the commissioning
and tests remained to be done. To adhere
to the remaining schedule, the operating
company decided to transfer the vessel to
the Norderwerft shipyard for this work.
Starnes is the fourth flexible fallpipe
vessel in the Van Oord fleet. This special
type of self-unloader is used on offshore
projects, like the careful installation of
rock to secure oil and gas pipelines or
installation of foundations for offshore
wind farms. Van Oord developed the
breakwaters for the shipyard using the
caisson construction process. This is a
ground-breaking method that is claimed
to reduce the need for the materials used
in traditional breakwater construction,
as well as reducing the marine surface
affected, resulting in minimum environ-
mental impact.
The project envisages the construc-
tion of more than 3.Skm of breakwater,
of which 2.Skm will be made artificially
using concrete blocks. SW&S
flexible fallpipe technology in-house. This
is a highly flexible open tube that permits
the accurate placing of different sizes of
rock. Underwater, it is guided by a com-
puter-monitored navigation unit (ROY).
This guarantees accurate placement of the
rocks at depth. In addition, the Starnes
has a DP2-system that steadily and reli-
ably maintains the ship's position during
the assignment, even with strong currents
and wind during winter operations at the
North Sea.
The vessel is 175m long, 26m wide, has
a draught of 10.67m and a moulded depth
of 14.Sm. Cargo capacity is 27 OOOto and,
fully loaded, she has a top speed of 14. 7kts.
She can place rock at a depth of more than
1500m. SW!iS
tarting in January 2012, the popular Cat
3500C marine engines will enter full pro-
duction meeting United States EPA Tier 111
regulations.
Caterpillar Marine Power Systems' Cat
3500C Tier 111 compliant offerings will include
propulsion, auxiliary and diesel electric pro-
pulsion (DEP) engines and will not require
after treatment modules to meet the regula-
tions as a result of incorporating innovative
fuel and air system modifications into the
design of the engines.
The enginebuilder has installed the
engines on the tug boat Ocean Titan.
For customers operating in IMO-II
regulated waters and non-EPA regulated
territories, the cat 3500C Tier II compliant
engines can still be ordered in 2012. Those
customers operating within EPA regulated
waters will be able to order the Tier Ill com-
pliant 3512C and 3516C engines from their
local Caterpillar dealers starting in fourth
quarter 2011.
ShippingWorld ft Shipbuilder
ICS urges to keep
emissions options open
I n an effort to ensure the international
maritime community 'keeps the door
open' on all carbon emission reduction
options, the UK Chamber of Shipping
has published 'manuals' on the two main
options. This is the first time an attempt
has been made to set out the practical
implications for the shipping industry.
International opinion is currently
divided on the best model for reducing
the shipping industry's carbon emissions.
Some support the idea of a greenhouse gas
(GHG) contribution fund, in which ship-
ping companies would contribute as part
of purchases of bunker fuel. Others pre-
fer an Emissions Trading System (ETS) ,
in which shipping companies would buy
a shipping allowance or 'emissions unit',
which they would then surrender accord-
ing to their actual carbon emissions.
Some consider the Greenhouse Gas
fund to be more straightforward and pro-
vide price certainty for the shipping indus-
try, however others believe that a global
emissions trading system would provide
stronger incentives to encourage the
reduction of carbon emissions.
Mark Brownrigg, Director General
of the British Chamber of Shipping said:
'This is a complex international debate for
which we need active participation from
the shipping industry and governments to
find a genuine solution. This must be global
- through the IMO - rather than regional.
'It is crucial that we do not discount
either of the main proposed economic
mechanisms for encouraging carbon reduc-
tions. The debate lies ahead on which option
will provide greater certainty of outcome,
ease of application, and without damaging
the growth of the industry and world trade.
That debate must be based on practical con-
siderations rather than conjecture.'
Readers of Shipping World & Shipbuilder
can download the two manuals on the publi-
cations pages of the Chamber of Shipping's
website: www.british-shipping.org ~W&S
ShippingWorld &Shipbuilder
razilian shipyard Engevix Construcoes
Oceanicas has contracted Hamworthy to
supply electrically-driven cargo pump sys-
tems for eight FPSOs to be assigned to to
various field developments in the pre-salt
area of Santos Basin.
The run of contracts for Brazilian cus-
tomers has also seen Hamworthy selected
to supply equipment for the Papa Terra FPSO
for BW Offshore. The company will deliver
cargo pump room systems, seawater lift and
firewater pumps for the FPSO, which is under
conversion at COSCO Dalian, for delivery
towards the end of 2011.
'Brazil is a key market for technology
companies involved in marine and offshore,'
said Hans Jakob Buvarp, managing director,
Hamworthy Brazil. 'It is why we are extend-
ing our capabilities in terms of local service
support and increasing local content supply.'
The UK headquartered company plans to
open a new dedicated service centre in Brazil.
MBl supplies its 200Bth PBCI
OL Techno-Trade, the
Mtechnical arm of Mitsui
OSK Lines, has supplied its
novel energy saving Propel-
ler Boss Cap Fins (PBCF) to
over two thousand vessels.
Research and develop-
ment on the PBCF started
in 1986, and sales began the
following year. Since then an
increasing number of ship-
owners, mainly in Japan,
began to adopt the system.
By 2006, the 19th year
since the start of sales, the PBCF had been
ordered for 1000 vessels . Since then, the
number of ships adopting it has doubled.
The PBCF is an energy-saving device
attached to the propellers of a vessel.
It breaks up the hub vortex generated
he Russian Register of Shipping has
completed the classification work
on the 400ot displ Rossita, a vessel
specially designed for the carriage and
transportation of irradiated nuclear
fuel and radioactive wastes.
Built by Italy's Fincantieri under an
agreement between the State Atomic
Energy Corporation ROSATOM and the
Ministry of the Economic Development
The new service centre represents
a direct investment in a market that has
offered sustained growth for the company's
oil and gas handling systems and pump sys-
tems businesses in recent years.
With offices in Rio and planned work-
shops and warehousing operations in Macae
it will support customers through easy
access to spare parts from a domestic ware-
house and qualified service personnel for
all Hamworthy products, as well as related
products and equipment installed onboard.
The service centre will also offer assistance
to domestic yards during the installation and
commission stages of construction.
Hamworthy has been present in Brazil
since the 1970s, offering products and serv-
ices through its local partner Tridente. Its new
dedicated service centre will provide essen-
tial assistance to ship and offshore operators
including the provision of spares and service
to the growing Brazilian market.
behind the rotating propel-
ler, resulting in a decrease
of more than 9000t of co2
emissions per year due to a
3-5% reduction in fuel con-
sumption by a large-scale
containership.
At the Second Inter-
national Symposium on
Marine Propulsors in
Hamburg, Germany, in
June 2011 , BMT Defence
Services presented a paper
reporting on a before and
after speed test using an Aframax tanker,
showing nearly 4% energy saving effect
The MOL Group is currently pro-
moting its next-generation vessel concept
called Sempaku ISHIN, which incorpo-
rates the PBCF. ~, "'
of Italy, the 82m long, 14m wide vessel
will be operated by the Russian Federal
State Unitary Enterprise ATOMFLOT.
Russian Register surveyors car-
ried out design appraisal and survey
during construction of the vessel,
which has the class notation: KM*
Arc4 2 Aut 1-C INF3.
The vessel is capable of carrying 16 con-
tainers of irradiated nuclear fuel.
September 2011
 ar sila RT·flexBDC engine aBangkok-max s andard
ii
s::..
cn
he first series of eight 'Bangkok-max' Four of the ships are being built for
Tcontainerships being built at the Buss Shipping, part of Buss Group from
Guangzhou Wenchong Shipyard in China
II will be powered by Wartsila RT-flex60C
main engines, establishing the prime
mover as the standard for this ship type.
The scope of supply includes eight
main engines, which will be built by
licensee Hudong Heavy Machinery, based
in Shanghai. In meeting the needs of
the new Bangkok-max container vessel
design, the Wartsila RT-flex engine tech-
nology is claimed to offer excellent fuel
consumption, exceptional reliability, and
the possibility to incorporate environ-
mental upgrades at a later date. Further-
more, the compact size of the engine is
ideal for the narrow engine room that the
vessel design calls for.
arts of A&P Group's Falmouth yard
were transformed into a movie set last
month as Hollywood stars and film crews
descended on the site to film world war z
starring Brad Pitt. The blockbuster movie is
being filmed at locations throughout the UK,
including Falmouth. Three of A&P Group's
customers and partners the RFA, MoD and
San · rgia yard ta retur/Jish Costa ship in €BDM deal
he San Giorgio de! Porto shipyard
in Genoa, Italy has been awarded a
contract to refurbish Costa Cruises' 53
OOOgt Costa Romantica.
Costa Cruises is investing €90M in
the ship, which will drydock towards
the end of October.
During her three month stay,
B September 2011
Hamburg, which is well known for its port
operations in Northern Europe and for its
Container Financing by Buss Capital. The
other four ships are for Eastern Mediter-
ranean Maritime Limited, a ship manage-
ment company with its head offices in
Athens, Greece. The machinery for the
first of these 1700 TEU container vessels
is scheduled to be delivered in 2012, with
the remainder being delivered at regular
intervals thereafter.
'We selected the electronically control-
led Wartsila engine because the flexibility
in the matching of the engines' specific
consumption with the vessels demands
was very important to us. Thanks to the
optimised specific consumption, we are
Serco Denholm made vessels available for
use during the filming.
Despite the filming A&P carried out a
number of projects at the yard during August
including the Grimaldi Ro-Ro vessel the
Grande Africa which visited the yard at the
end of the month for a 14 day refit.
Three of Serco's vessels arrived at
Costa Romantica will be completely
renovated to become Costa neoRo-
mantica. This extensive make-over
will include the construction of new
areas and the introduction of services
that represent a major evolution in
the Costa product.
During the restyling in the Genoa
able to offer an environmental friendly,
low fuel consuming vessel, which gives
also many benefits to charterers,' says
Carsten Meyer, fleet manager of Reederei
Gebri.ider Winter, the technical advisor for
Buss Shipping in this project.
'Electronic engines have been selected
by our company in order to better meet
the environmental requirements with high
flexibility and efficiency throughout the
entire engine load range and vessel speed,'
says Stefanos Tsonakis, technical manager,
Eastern Mediterranean Maritime.
HHM has been a Wartsila licen-
see since 1995. It is a member of China
State Shipbuilding Corporation (CSSC)
and is the biggest engine manufacturer in
China, focusing on engines with bore sizes
between 48 and 70 cm. SW&S
A&P's Falmouth yard. The SD cawsand and
SD Bovisand both carry up to 75 passen-
gers and are used to transfer Navy person-
nel to and from ships. The SD Hercules, a
Darnen 2608 Stan Tug also in service with
the Royal Maritime Auxiliary Service will
undergo repairs visiting the yard for one
week's docking.
drydock, two new half-decks will be
added, along with 111 new cabins and
120 private balconies for cabins and
suites. Total guest capacity will increase
from 1697 to 1800, while the number
of cabins will increase from 678 to 789
and the total displacement to approxi-
mately 56 OOOgt. S ~
ShippingWorld &Shipbuilder
Great expectations
for sland sister
The offshore construction vessel, Island
I Intervention, a SX121 design from Nor-
way's Ulstein group built for Island Offshore
was launched last month and will enter serv-
ice in the Norwegian Sea this autumn.
Island Offshore is a world leader within
light well intervention and managing direc-
tor of the company, Havard Ulstein, says
that its entire fleet is currently fully booked:
'Island Intervention will become an impor-
tant addition to our fleet. This autumn, the
vessel will be installing a series of produc-
tion trees on the seabed in the Norwegian
Sea for a Norwegian oil company. This is
a complicated operation, but we are confi-
dent, that with the right crew, this vessel is
the best equipment for the job. Our experi-
ence with its sister vessels, Island Construc-
tor, also delivered by Ulstein, is very good
and we therefore have great expectations
for the new vessel.'
The 25m wide, 120m long vessel is fitted
with a tower for module handling, moon-
pool, ROY hangar, offshore crane, helipad,
and a diesel-electric propulsion system. SW&S

ergy appraisal schemes can save thousands

BB has launched a marine energy
appraisal service to help vessels lower
fuel consumption by reducing their energy
use and improving the environment by
cutting co2emissions.
Among the larger energy consumers
on board are seawater cooling pumps,
chilled water pumps and engine room ven-
tilation fans. These applications are often
over-dimensioned to handle the most
extreme conditions. In addition they oper-
ate at full capacity even when demand is
not high. Any flow control is often through
mechanical devices such as bypass valves
and air dampers which are inefficient and
costly to maintain.
By installing a variable-speed drive to
adjust the speed of these motors accord-
ing to demand, energy consumed can be
red uced by around 50 per cent with pay-
back on equipment and installation, from
fuel savings alone, in less than one year.
Lowering energy consumption helps
to reduce carbon dioxide (C0 2), sulphur
oxides (SOx) and nitrogen oxide (NOx)
emissions. 'A single seawater cooling pump
can save US$29 000 and 117 t of C0 2 per
year, says Stuart Melling, manager for har-
bour cranes and merchant vessel service.
'When applied ship-wide and fleet-wide
these savings can be tremendous.'
He says there is a large potential for
retrofitting existing ships with new fuel-
reducing technologies. For example, only
around two per cent of the global fleet is
currently equipped with variable-speed
drives for their seawater cooling pumps,
which means that 98% of the fleet is miss-
ing an opportunity for high fuel savings
and environmental rewards.'
ABB's marine energy appraisal aims to
identify the motor-driven applications that
can benefit from the use of variable-speed
drives. Once the applications have been
identified, the energy appraisal is under-
taken and a value proposal for implementing
improvements is presented. If accepted an
installation site survey is carried out before
the actual engineering and commissioning is
completed. A final report verifies the results
including a return on investment.
'The marine energy appraisal is built
on ABB's extensive process knowledge
combined with in-depth system compe-
tence in variable-speed drives, motors,
pumps and fan s,' says Melling. 'We take
full responsibility for complete energy effi-
ciency retrofit projects, ensuring quick and
simple project execution which saves cus-
tomers time and money.'
Meanwhile, ABB has won several orders
worth a total of $200M from Samsung
Heavy Industries, Hyundai Heavy Indus-
tries, Keppel FELS and Jurong Shipyard., to
supply equipment 23 new Jack-Up and DP
drilling vessels and one FPSO to be executed
in South-Korea and Singapore. The orders
were booked during the second quarter.
The scope of supply includes complete
electrical systems and related equipment
such as generators, distribution switch-
boards, and transformers, as well as drives
and motors to power the ships' thrusters
and drilling systems. SW!S
hinese enginbuilder CMD has won a multi-
order from Jiangsu YangZiJiang Shipbuild-
ing for the new super long stroke S90ME-
C9 engine. The order is considered a major
breakthrough for the manufacture of large
engines in China.
The MAN Diesel & Turbo licensee will
supply the engines to at least seven 10
OOOTEU containerships under construction
for Canada's Seaspan Shipmanagement,
which has yet to decide if it will take up an
option for a further 18 vessels.
The owner initially considered the MAN
B&W K98ME-C engine, but ultimately settled
for the super long-stroke 10S90ME-C9 type on
account of its superior fuel savings, a choice that
required a redesign of the newbuildings' aft-ship
to accommodate the lower engine speed and
larger propeller diameter. The yard and its design
partner changed the design accordingly
The engines will also feature MAN TCA
turbochargers.

10 September 2011 ShippingWorld DShipbuilder


SAM Electronics GmbH
Behringstrasse 120
22763 Hamburg · Germany
~ SAM
Phone: +49 - (0)40 - 88 25 - 21 21
Fax: +49 - (0)40 - 88 25 - 41 00
ISS@sam-electronics.de U Electronics
www.sam-electronics.de
an ~!) communications company

Please visit us at Middle East Workboats, Abu Dhabi and at Kormarine 2011, Busan, German Pavilion.

Marine Electrical Generation

- Steam and Power Turbines by Don Nicholas BSc,MIMechE,FIMarEST

Marine Electrical
Generation
- Steam and Power Turbines OUT
by Don Nicholas
Bkl>ll!\.1""'f,F!M11f$1

NOW

CONTACT PUBLICATION SALES: LORRAINE JORDAN

lorraine.jordan@imarest.org TEL: + 44 (0) 207 382 2606 FAX: + 44 (0) 207 382 2669
 THf INTRODUCTION OF NfKT Gf Nf RATION TURBOCHARGING
SYSUMS IS Rf SUlTING IN THf DfVHOPMf NT OF MO Rf
SOPHISTICAUD Rf PAIR UCHNIQUfS
urbocharger OEMs are offering increased flex-
ibility in service plans. Singapore's Tru-Marine,
for instance, has high hopes for laser-cladding,
while ABB Turbocharging has been active in
developing its service offerings in the past year, in
response to strong growth in the global population
of its turbochargers - over 190 000 units are cur-
rently in the field.
The expansion of ABB's global network of tur-
bocharger service stations also takes into account
changes in geographic demand to ensure the com-
pany's proximity to its customers.
The new service offerings target optimising
levels of engine power, fuel economy, availability,
and - importantly in the light of the January 2011
implementation of IMO Tier II - exhaust emis-
sions, by assisting ship operators in keeping their
equipment in peak condition.
Specifically, new offerings include the cus-
tomer part exchange (CPEX) scheme; the man-
aged maintenance agreement (MMA) ; and a new
turbine blade retrofit package. The company
reports also that uptake of its longer established
Operation Performance Package (OPAC) is show-
ing increased momentum.
OPAC offers engine operators the chance to del-
egate responsibility for maintenance, repair and
planned overhauls to its OEM-qualified service sta-
tions. For a fixed price per operating hour, ABB Tur-
bocharging says it will ensure both prompt planned
servicing and preventative maintenance. OPAC
12 September2011
Right: Only six
hard tipped
blades are
needed to
counter
circumferential
wear
agreements are
drawn up accord-
ing to a detailed assess-
ment of the equipment's operating profile, t a k -
ing into account previous service history, expected
annual running hours and planned ports of call.
Meanwhile MMA is suited to ship operators
that do not wish to hand over full responsibility
for maintenance. ABB provides advanced warning
of impending services and prepares a quotation.
Early ordering lets MMA subscriber operators take
advantage of pre-negotiated fixed labour rates.
CPEX commits ABB to carrying strategic
stocks of certain reconditioned parts which it can
supply for used equivalents. It presently covers
shafts and bearing casings for the TPS 48, 52 and
A radial turbine 5 7 models; turbine blades for models in the TPL
bemg laser welded in range; blades, bearings and pumps for VTR and
preparation for part VTC turbochargers; and VTG modules for TPS
exchange and TPL ranges.
The company says its customer part exchange
reduces costs and downtime by providing faster
availability of frequently ordered service parts
combined with lower financial outlay. It also
marks a step forward in sustainability since it
recycles the overwhelming portion of the value
ABB adds to turbocharger components during
their manufacture.
All ABB's service offerings were devised around
the company's SIKO safety design concept for estab-
lishing maximum running time parameters for a vari-
ety of turbocharger components. These values are
derived from a combination of both test-bed trials
and data gathered from units operating in the field
and enable confident predictions on which to base
ShippingWorld ft Shipbuilder
 the planning of inspections, maintenance
and overhaul.
In terms of increasing the reliability
of turbochargers before maintenance
even becomes necessary, the com-
pany has introduced axial tur-
bine blades with hard-faced
tips to counter accelerated
circumferential wear.
This is deemed particu-
larly appropriate for
engines burning lower
qualities of heavy
fue l oil.

NTERTHE

In such cases, per-

formance can suffer
due to the build-up
of hard, abrasive
combustion residues
on and around the tur-
bine diffuser. Wear due
to contact between the
deposits and the rotating
turbine blades causes a loss
in turbine diameter and hence
an increase in exhaust gases
bypassing the turbine.
ABB has developed a special coat-
ing process that involves applying a hard
wear resistant layer to the extremities of the
blades. Dubbed 'dragon's teeth', only six of
the hard tipped blades need to be fitted in
pairs at 120deg intervals around the turbine
wheel. They then scrape away HFO fouling
to clear a path for the standard blades .
In a trial applications, the 'dragon's
teeth' solution reduced wear on the stand-
Hardened wear resistant tips are
designed to scrape away HFO fouling
ard blades to a level where only the hard-
ened blades needed to be replaced during
a scheduled overhaul.
Elsewhere, Tru-Marine has introduced
a breakthrough laser-cladding repair
technique, developed in association with
the Singapore Institute of Manufactur-
ing Technology (SIMTech), a government
funded research agency.
s .. - -
Tru-Marine states that damaged compo-
nents that would normally be discarded
can now be restored to their original qual-
ity by means of Laser Aided Additive Man-
ufacturing (LAAM).
The technique entails applying a laser
beam as a heat source to an additive deposi-
tion, to produce a good metallurgical bond
with the component in repair. Depending
on the make and type of turbocharger in
question, Tru-Marine has defined specific
process conditions, for example, for the
beam quality, the type and utilisation of the
additive deposition, the substrate geometry
and metallurgical properties etc.
Laser cladding is said to overcome
many of the difficulties found in repairing
modern turbochargers constructed using
super-alloys, as well as the limitations of
existing reclamation techniques. Repair-
able components include rotor-shaft bear-
ing journals and disc labyrinths as well as
piston ring grooves.
Qualified by Norwegian classification
society DNV, specific advantages of laser
cladding include: bonding strength that
withstands extreme operational condi-
tions; improved resistance to corrosion
and fatigue; low dilution of the base mate-
rial; low heat affected zone and low distor-
tion of the original component.
SIMTech research engineer Dr Bi Gui-
jun is especially keen to emphasise the eco-
friendliness of the technique: 'It is a sustain-
able technology in terms of the re-use of
materials and the reduction of downtime and
wasted by-products. In addition, by reducing
the cost associated with all-out replacements
and extending the lifespan of in-situ compo-
nents, laser cladding will deliver significant
economic benefits.'

"THE BEST SOLUTIONS FOR Rustibus'" pneumatic machines designed

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ShippingWorld DShipbuilder September 2011 13
 etalships & Docks, the sprawling shipyard
complex in Galicia, the autonomous region
of northwest Spain famed for its Polbo a
Feira and los hombres locos that risk life and limb
searching for percebes along its savage coast, has
been carrying out shiprepair and conversion work
since 1986, although it wasn't until 1999 when
the yard resumed shipbuilding activities after a
ten-year caesura.
Since then, it has established an enviable port-
folio of steel and aluminium-hulled newbuilds for
the offshore, fisheries and passenger ferry sectors.
Yet it is a penchant for building umbilical con-
struction Support Vessels (UCSV) for which Met-
14 September 2011
alships is renowned. The yard is currently building
a 120m long offshore construction vessel for Tech-
nip and the final vessel in a series of five OCVs
for Dutch/Norwegian interests, although it is this
year's delivery of North Sea Giant that saw the
shipyard reach a new milestone in its long history.
This multi-purpose OCV, the world's largest
and which, according to the builder, is one of the
most advanced vessels ever built - a 'vessel for the
future' - has an overall length of 156m, a 30m
beam and over 22MW of installed power. The ves-
sel, delivered in March to regular customer North
Sea Shipping, has a working deck area of close to
3000m 2 and accommodation for a crew of 120.
ShippingWorld &Shipbuilder
 With the high level redundancy that
a low loss diesel electric arrangement
affords, six 3500kW main engines deliver
power to the vessel's main propulsion
units - three 3800kW Voith Schneider
propellers. In addition to these, two fur-
ther 3800kW Voith Schneider units, along
with a single Rolls-Royce 2000kW tun-
nel thruster, are installed at the bow for
enhanced manoeuvrability. Dynamic posi-
tioning is by way of a Kongsberg Autro
DP3 system.
ln March, the vessel deployed to
Kristiansand, Norway, for the mount-
ing of the kind of high-capacity cranes
befitting of such maritime colossus.
North Sea Giant is fitted out with one
Hydramarine 400t knuckle boom and
one 50t knuckle boom, enabling her to
carry out all manner of multi-purpose
construction extraction work in deep
sea conditions. Her multiple capabili-
ties are indeed endless: cable laying,
pipe laying, dredging, ROY support and
survey work, well intervention, module
Some of Meta/ships' newbuild references since 1999
hand ling, and coiled tubing intervention
Name of vessel ........ .. Shiptype Shipowner work, among other operations.
North Sea Giant . ocv North Sea Shipping 'Good planning, excellent project
Bourbon Oceanteam UCSV .. Oceantea m Bourbon
management, careful logistics control
North ocean 103 UCSV . Technip
and impeccable timely execution,' were
North Ocean 102 ucsv .. North Ocean
Bourbon oceanteam 101 . UCSV . . .North Ocean elementary factors in Metalships being
Sea World High Speed-catamaran Excursiones Marftirnas de awarded the contract, but these strengths
Benidorm have also gone considerable way in re-
Arbo! Grande osv .. North Sea Shipping establishing Spanish shipbuilding's stand-
Mar de Vigo .. High Speed-catamaran . .. Mar de Ons ing in the global market place.
Broegg . Freezer rig trawle r Fjortooft Haufiske Today, after much consolidation, yard
So/oyvag . Freeze r rig trawler . Soloyvag closures and union strife, Spain's shipbuild-
ing sector has an annual turnover of close to

ShippingWorld &Shipbuilder September 2011 15

€3bn, ten per cent of which is re-invested
in a various research and development ini-
tiatives. All told, Spain now has 24 ship
construction and 11 repair and conversion
facilities. Spain's shipepair sector, which
recorded €280M in sales in 2009, is now
attracting new cruise, passenger ferry and
offshore business, in addition to its tradi-
tional workload of fishing, oceanographic,
research and military vessels.
Metlalships' shiprepair docks have
provided the company with a steady flow
of work for over 30 years; the scope of
work ranging from renewal of propulsion
packages, installation of main and auxil-
iary engines, machinery overhauls to single
'cut-and-shave' projects to the most com-
plicated conversions and ship lengthening m esto e 1a r"'i\C ed "th +he delivery ·n l"''i ctt f th wor d la gest ocv
projects.
Based in Vigo, a town with a long served by a 5000t and a 10 OOOt lifting head gantry cranes of sizes ranging from
tradition in shipbuilding and shipreapair, capacity crane, respectively. 3 to 50t lifting capacity. The shipyard is
Metalships and Docks spans an area of For newbuilds, two 135m x 19m slip- also provided with a Kamag transporter of
80 000m 2 of which 21 000m 2 is enclosed: ways, each covered by telescopic sheds, 250t capacity.
workshops, warehouses and offices. Hav- are available with portal cranes with safe Some 740m of wharf with a 9m
ing recently completed an upgrade and working loads of 140t, 56t and 25t. Four draught, complete the facilities making
renewal programme, the facility is now more portal tower cranes of 25t and two them ideal to efficiently carry out ship-
equipped with two floating docks, one jib cranes of St serve the facilities out- building, shiprepairing and conversions of
127.6m in length, the other 162m, and doors, completing these with various over- medium sized tonnage. • 'S

A general arrangement
plan of the North sea Giant

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29J.100.001

16 September 2011 ShippingWorld &Shipbuilder

 Preferential
Discounts for
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1st I MarEST Maritime IT & Electronics Conference
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IMarEST Events, Aldgate House, 33 Aldg ate High Street, London EC3N 1EN, UK Ref: SWSB-09 Email: events@imarest.org
1
l
hile seaborne transportation demand
in the bulk commodity category is
rising at an annual growth rate of
some 10%, according to analysts,
the considerable volume of newbuild
deliveries, and sustained ordering, continue to
weigh down on freight rates and overall fleet
utilisation. Moreover, huge investments by
industrial groups in ore carriers of more than
200 OOOdwt are bringing structural changes to
the trades and markets serving ore producers
and steelmakers, and are altering the shape of
the global bulker fleet.
~
In fact, much of the actual and forecast
growth in the bulker market can be attributed
to the carriage of iron ore, particularly from
Australia and Brazil to China. Total shipments
of iron ore could top one billion tonnes this year,
with Chinese imports accounting for at least two-
thirds of the total. Rapidly increasing volumes of
shipped coal, both steam coal for power genera-
tion and coking coal for steelmaking, also figure
prominently in the bulker scenario .
j CAPACITY
The vigorous approach by a still highly
j fragmented bulk ship owning sector to fleet
development and renewal, which saw only a
comparatively short hiatus in ordering during
the darkest days of the global financial turmoil,
continues to alarm many observers. However,
it is surely the case that the rapidly rising
world population and emergent economies will
stimulate sustained expansion of trade in bulk
commodities, for energy, industry and human
consumption.
While the behemoths of the sector are
bringing new unit cost economies to major trade
lanes, and ultimately maintaining the competi-
tiveness of the energy and the goods that result
from material usage, there are positive trad-
ing signs in a number of categories, including
demand for smaller bulkers from emerging
economies, including India, Brazil, China and
Russia. Furthermore, various estimates of grain
trade evolution all point to huge expansion over
the next two decades, in which smaller ships will
play a major role.
MES' Nea Bupramx BB ordered
itsui Engineering & Shipbuilding will build two 66 OOOdwt 'Neo Supramax 66' bulk
M carriers for undisc losed interests, it emerged at the time of writing.
Designed to deliver unparalleled low fuel consumption, the 200m long eco-friendly
ship is a larger version of the Japanese shipbuilder's popular 'Mitsui 56' series and is
expected to establish a new segment in bulk carrier market.
1 Development of the ship's design was preceded by hearings from various owners
and operators and investigations on more than 600 ports all over the world. This ship is
designed to have over-Panamax beam (36m) and shallow draught in consideration of
prevailing trade patterns and the expansion of Panama canal in 2014.
Despite its larger deadweight and cargo capacity than Mitsui 56, the Neo Supra max
66BC achieves even less fuel consumption by adopting newly developed hull form and
other energy saving equipment.
The ships are to be chartered by a major European operator. IWd
ShippingWorld ft Shipbuilder
Meanwhile, scrapping of bulker tonnage
has accelerated. During the January-May
period this year, some 13.6Mdwt of bulk carri-
ers had been scrapped, including over 7Mdwt
of Capesize vessels, according to Braemar
Research. This figure exceeds total disposal s
for demolition in 2009, in the wake of global
financial turmoil, when 11. 7Mdwt of bulkers
went to the scrapyard .
The continuing rate of capacity off-take puts
2011 on track to exceed 2009, the previous
record year for demolition activity, by a very wide
margin. High prices for scrap steel have undoubt-
edly encouraged scrapping. In some cases,
Capesize units have been disposed of for more
than $10M.
Braemar's figures also showed that bulker
deliveries over the first five months of 2011
amounted to 36.3Mdwt, and that this fleet
growth included 20.SMdwt of vessels in excess
of 85 OOOdwt. If the rate were to be sustained
over the full year, completions would total
87Mdwt in 2011. Oversupply will accordingly
still be on the agenda in January 2012, Brae-
mar considers.
DESIGNS
Novel bulk carrier concepts developed within a
purely technological environment can of course
stimulate interest and discussion. Indeed many
of the new designs now being proffered are those
that marry technical optimisation and 'future-
proofing' with a deep understanding of an owner/
charterer's operational and financial profile.
Two 'future-proofed' bulk carrier concepts
developed to satisfy increasingly stringent com-
mercial and environmental requirements are the
Ecore VLOC and Eco-Ship 2020 open hatched
bulkers, both of which are being marketed by
Norwegian classification society DNV.
Working in a joint industry project with
naval architect FKAB, MAN Diesel & Turbo,
Cargotec and TGE Marine, Ecore is widely
viewed as a step change in very large ore carrier
design. Yet while the concept has been devel-
oped to optimise fuel consumption and loading
efficiency, with a hull form that reduces the bal-
last requirement, an LNG propulsion solution,
and the introduction of a self-loading system,
it also demonstrates the huge potential for the
integration of technologies currently available in
the market place.
The main feat ure of the design is a V-shaped
hull form with a large centre cargo hold layout.
Not only was this found to minimise the ballast
requirement but also allow for a combination
of coal and ore cargoes. It also provided the
requisite space for the LNG fuel tanks needed
to feed ME-GI gas engines to be stored below
the main deck. Indeed, while the use of gas as
fuel has a significant bearing on fuel costs and,
of course, the amount of greenhouse gases a
vessel emits, it is the hull form and MacGre-
gor's self-loading system that makes Ecore a
commercially interesting prospect. The hull
design is claimed to reduce initial investment
September 2011 19
 An artist's impression of
the CSL design

five flush, double-

costs by $3.SM, mainly due to the lower
steel weight, and although this would
be cancelled out by the $4.5M price tag
of the self-loading system, loading times
would be reduced by 60%.
The commercial potential of the Eco-
Ship 2020 concept is equally advanta-
geous. The LNG-fuelled open hatch
bulk carrier design features a number of
innovative solutions, including a wide
twin skeg hull, Oshima Shipbuilding's
'Seaworthy' bow, an air lubrication
system, lean-burn four stroke medium
speed gas engines and a flexible propul-
sion and power generation system with a
shaft generator/motor. The concept also
features a waste-heat recovery system
that can feed electric power into the
power take-in to be used as a supple-
ment to ship propulsion power, repre-
senting about 5% fuel savings at normal
cruising speeds. The vessel has been
specifically designed to be fully compli-
In the buoyant handysize segment,
meanwhile, the Seahorse 35 type offers
a sound example of a new family of
energy-efficient, environmentally-
fri end ly bulkers. Danish designer
Grontmij Carl Bro's approach to the
Seahorse project has entailed close con-
sultation with several leading shipown-
ers, and application of technology in a
way that can best meet the challenges
of ensuring long-term trading flexibility,
operating cost efficiency, and environ-
mental compliance at an acceptable
ca pi ta! cost.
Operating versatility afforded by
the Seahorse 35 springs from a com-
paratively shallow draught, extensive
cargo range and a deck outfit of 30t
cranes . The 35 OOOdwt bulker embodies
-. f
_,....,.,
skinned holds , wide
hatchways and an absence of hopper
tank tops, facilitating cargo access and
handling. Portable machines for hold
cleaning contribute to quicker turn-
rounds of cargo.
Handysize bulkers are the true
workhorses of the dry cargo trades and
are called upon to undertake a very
wide range of commodity transporta-
tion, involving cargoes of disparate
properties, characteristics and handling
requirements. The scope of the new
Danish design includes coal, grain, iron
ore, cement, alimina, bauxite, mineral
sand, salt, steel coils, packaged timber,
fertiliser, scrap, direct reduced iron,
ammonium nitrate, sulphur, saltpetre
and seed cake.
The Danish company Marine
Power is providing newbuild supervi-
sion services for the initial examples of
the Seahorse 35, ordered from Qidong
Daoda Heavy Industry Co. The first ship
entered service this year.

ant with future IMO, ECA and Tier III

emissions requirements, emitting about
50% less co2 than typical existing ves-
sels. A significant part of the reduction
is due to the highly efficient propulsion
system running on LNG.
A market study performed by DNV
ProNavis revealed that the technical solu-
The seahorse 35 type offers a sound
tions featured in the design offer several
example of a new family of energy-efficient,
advantages over a conventional tonnage, environmentally-friendly handyslze bulkers
both in terms of operational flexibility
and environmental performance. How-
ever, while the design features do come
at a cost - the ECO-Ship is expected
to require an additional investment of
around $23M - financial analysis showed
that the ECO-ship can improve the
expected net present value before tax by
37. 7$M compared to a conventional ves-
sel over a lifetime of 25-years. Expected
payback time is 9.5 years.

20 September 2011 ShippingWorld &Shipbuilder

 Grontmij Carl Bro is a participant in the Green Ship
of the Future programme, a Danish Industry project focused on
developing technology for the reduced environmental impact of
ships. The project's concept study was based on the Seahorse 35.
Future versions may be built using water-in-fuel engines, waste heat
recovery systems, exhaust gas recirculation and modified propulsion
anangements ..
Among the various interests in Europe and eastern Asia who
have ordered Seahorse 35 design packages for newbuild projects
in China, the UK's Graig group has contracted two such vessels at
Jiangdong Shipyard, Wuhu . The deal signifies a return to bulker
shipowning by Cardiff-based Graig, which today has many other
strings to its bow, notably including ship management and new-
build supervision services, and a particular forte in the Chinese
market.
China's ability to attract other than standard tonnage for the
export market found a new expression in the CSL Group's deci-
sion to entrust Chengxi Shipyard with a construction programme
that could extend to 10 self-unloading bulk carriers. Orders have
been confomed for three Panamax ships plus two handysize units,
and options span a further three and two vessels in the respective
categories.
The Panamax vessels will be ocean-going self unloaders, while
the smaller newbuilds will be Lakers, tailored to the requirements
of the Great Lakers and St Lawrence Seaway traffic in bulk com-
modities. Deltamarin has signed an agreement with the Chinese
yard whereby the Finnish company will supply the basic and detail
design, and provide procurement support, for the new generation
of 70 OOOdwt-plus Panamax self-unloader.
Chengxi is no stranger to CSL, having secured a major con-
tract from the Canadian operator in 2007 entailing the forebody
replacement and upgrade of four of the company's Panamax
bulkers. The five-ship order in China came less than a year after
the Canadian federal government's proposal to waive the 25 %
duty on imported, foreign-built ships for nationally-flagged vessels
active in domestic and intra-regional trade.
While worldwide-trading standard bulkers represent a major
part of the group's fleet, CSL's name is closely linked with self-
discharging vessels, especially so in North and South America and
Australasia. As part of its strategy of building on this expertise to
service existing European customers and expand its worldwide
network, CSL has this year purchased the assets and contracts of
Jebsens' belted self-unloader business. The belted fleet and opera-
tions have been brought under the management of new subsidiary
CSL Europe, based in the UK and Bergen. SWBS

An artist's impression of the Eco-Ship 2020 concept

ShippingWorld ft Shipbuilder
 1he goliath crane, constructed in China by
specialist manufacturer Shanghai Zhen-
hua Port Machinery Co Ltd (ZPMC), with
Babcock undertaking rigorous quality
control management during the course of
the two year build, is indeed gargantuan. It has
a height of 68m to the underside of the main
beams, a span of 120m, capable of straddling
the construction area of the new carriers, and a
lift capacity of lOOOt. Selected on the basis of its
safety, efficiency and cost, it will be used to lift
and place the carrier sub-blocks and components
(including upper block and sponsons, bow block,
islands and aircraft lifts) without disrupting the
dockside area adjacent to the ship. The blocks
are being constructed at shipyards around Britain
and shipped to Rosyth for final assembly and
integration.
Babcock project director Sean Donald-
son explains that the crane's lifting capacity is
provided by three hooks, two suspended from
an upper trolley (each having a 300t capacity)
and one from a central, lower, trolley with a soot
capacity. 'While the three hooks have a greater
cumulative lifting capacity than 1OOOt, the total
capacity is defined by the crane structure,' he
said. 'The individual capacity of each of the three
hooks provides a valuable degree of flexibility in
Lifting some awkward loads with difficult centres
of gravity, and allows units or blocks to be turned
over, up to a unit load of SOOt.'
The partially-erected crane (with the girder and
upper sections of the legs assembled) was shipped
to Rosyth earlier this year, mounted on the deck
of a specialist transport vessel, along with all the
components and erection equipment required to
complete the crane assembly at Rosyth, including
temporary erection towers.
Sailing the goliath crane beneath the Forth
Bridge on its way to Rosyth, Scotland, took
meticulous handling and perfect timing. Since
then it has been erected to its full height on
the ship deck, including jacking up the main
beam and installing the legs at each end, in a
six-week programme and was then transferred
from ship to shore in May, directly onto the
purpose-installed crane rails. The rails them-
selves were installed last year, involving a
 total of 380 piles through varying ground conditions into the
underlying bedrock, followed by reinforced concrete founda-
tion beams, and the rail track.
A four month programme to erect, test and commission
the crane is now approaching completion, involving the jacking
process, completion of the electrical cable installation, setting to
work, and load testing of the completed assembly. Final commis-
sioning and training is scheduled to take place this summer, and
the crane will be ready for operation from September in line with
the carrier build programme, when the next lower and centre
blocks arrive at Rosyth and the assembly cycle to install the first
of the upper blocks onto the lower begins.
'Installation of the goliath crane is a highly visible milestone
in the carrier programme, and makes a significant impact on the
Fife skyline,' Donaldson said. 'The installation of the crane and
its rails is part of a substantial four year civil engineering project
which has included modifications to No.1 dock where the final
assembly and integration of the carriers will take place, and
widening of the direct entrance to allow entry of the blocks from
the various shipyards where they are being built, departure of
the completed vessels, and return for maintenance. All projects
within the programme are performing to budget and schedule,
to high safety standards, and when complete the facility will be
unique in the UK.'

ALLIANCES
The design and build of the UK's new aircraft carriers is man-
aged by the Aircraft Carrier Alliance - an integrated industry/
Ministry of Defence partnership comprising Babcock, BAE
Systems , Thales UK and the MoD (acting as both partner and
client) - which is responsible for delivering the ships to time
and cost.
Aircraft Carrier Alliance programme director Geoff Searle
commented: 'The crane is a vital element in the programme
to build the OE Class aircraft carriers, because the ships are
being constructed in such huge sections, so we need something
capable of lifting up to lOOOt. It will be great to see the crane in
action as the blocks of the ship start to arrive in Rosyth in the
months to come." SW&S

Queen Elizabeth will be assembled at the Rosyth dockyard

~
j
Issued by Keep In Touch Ltd on behalf of Babcock International Group PLC

ShippingWorld BShipbuilder
 GRAIG'S NEW
CONTAINERSHIP
HEOER DESIGNS TAP
INTO AfORGOTTEN
MARKET
feedina tren
Top: Six of Graig's
Marlin 2000 Blue de-
signs are under
construction at China's
Jin Hai shipyard
Below: An outline of
the Marlin Blue
concept
r;;;;,·---·-·1
' '
24 September 2011
ith very few containerships remaining
in lay-up and the imminent introduction
of an additional l .55MTEU capac-
ity to the global fleet, Graig Group's
contract with China's Jin Hai shipyard
for a potential series of 26 new containerships is
prima facie quixotic.
Yet while containerships of 10 OOOTEU or
more comprise 49% of the global orderbook, ana-
lysts point to a shortage of feeder ships capable of
servicing the ultra large vessels now being brought
into service by the major lines. Graig's Marlin
series is expected to meet this growing demand.
Although the Cardiff-based shipowner wanted
to emulate the undisputed success of its Diamond
series of bulk carriers - there are now over 60 in
service -and repeat that business model with a con-
tainership, the desire to develop a vessel for which
there was a real market need was the driving force.
'The container feeder market is really hungry
for new tonnage,' a spokesman for Graig tells
Shipping World & Shipbuilder. 'The market needs
bigger, more fuel-efficient feeder ships but other
companies have found it difficult to source them
with KG financing now shut off.' Financial support
for the vessels currently on order is
being led by a major European bank and China's
EXIMBank.
Developed in cooperation with classifica-
tion society DNV and Schiffko, the German ship
design consultant that was acquired by Wiirtsilii
Ship Design in 2006, the Marlin concept com-
prises three basic Bangkok-max designs, all of
which feature an optimised hull shape, increased
capacity and forward accommodation. With a
number of design variants, the series is claimed to
deliver a 30% improvement on fuel efficiency in
tonnes per day per TEU carried. This is in addi-
tion to improved cargo carrying capacity, slow
steaming potential, better loading flexibility for
different container types including a high reefer
intake and lower emissions when compared to
vessels currently in service.
The initial order with Jin Hai is for three
2056TEU-capacity Marlin 2000 Blue geared
vessels, plus options for three more, followed by
an understanding that that the order could be
extended to two tranches of ten different Marlin
designs should Graig find charterers.
The Marlin 2000 Blue is al 72.2m x 27 .Sm
-_-rr--·-~
ShippingWorld ft Shipbuilder
 x 9m Bangkok-max vessel with a direct
diesel-driven propulsion arrangement
which, unlike most other container designs
of this size, affords a range of service
'! speeds delivering fuel savings across its 10
to 20kt speed spectrum. Although systems
and machinery have yet to be completely
finalised, it is almost 100% likely to be a
Wiirtsilii propulsion package based around
a 6RT-Flex 58T-D two stroke main engine
and three Auxpac W8L20 auxiliaries.
Manoeuvrability in port is by way of a flap
rudder and a 1114kW bow thrusters.
From an environmental perspective,
the design is superlative in that the ves-
sels meet the new amendment to Marpol
Annex VI, approved during MEPC62 in
July, with an above average Energy Effi-
ciency Design Index (EEDI) of 28.5%.
Emissions of SOx, NOx and C0 2 will be
significantly reduced due to the vessel's
low fuel consumption per transported
TEU, although exhaust scrubbers and
SCR technologies are optional extras.
With a hold capacity nearing 27
330m 3, the Marlin 200 Blue can transport
20% more containers than vessels of
similar size and dimension. 600TEU con-
tainers can be stowed in the hold in tiers
of five with 1483 units in tiers of seven
stacked on deck. The maximum number
-~;~~~~~~~~~~~~~~~-=~~~
...
ShippingWorld 8Shipbuilder
Marlin 2500 Jade still favours a
diesel engined configuration but
with eittier a scrubber or SCR
emission reduction technology
of reefer slots available is 485FEU.
While the Marlin 2000 Blue has been
targeted to meet the high growth rate in
intra-Asia trades, with Graig expecting
the design to quickly establish itself as
the sector's workhorse, potentially replac-
ing the popular B1700 design, the com-
pany also anticipates discernible interest
for its other two Marlin designs, Marlin
2500 Jade and Marlin 2500 Green, both
of which will become more attractive
to charterers as air emission standards
tighten and bunker costs rise.
Slightly wider in the beam and with
an overall length of 180m, Marlin 2500
Jade has a maximum cargo capacity of
2490TEU. However, whilst this design
still favours a diesel engined configura-
tion, it is delivered with either an exhaust
scrubber or SCR emission reduction tech-
nology and offers similar fuel and effi-
ciency gains. The similarly dimensioned
Marlin 2500 Green, on the other hand, is
aimed at the market for feeder vessels in
emissions control areas and provides the
option for dual fuel and LNG powering.
As far as ballast technologies go, the
first ships, the Marlin Blues will, have
sequential ballaster water exchange with a
space for allocated for a treatment plant at
a later stage. The Jade and the Green, how-
ever, have been conceived from the outset
to be delivered with such a system in place.
'This is a step change for the feeder
section of the container industry,' says
Hugh Williams, Graig's chief execu-
tive officer. 'It marks the beginning of a
two-tier market for feeder ships. The top
tier wi ll be those which are like Marlin,
clean and fuel efficient and matching the
economies of scale of the new mega lin-
ers. This is a much better ship for the job
than you can find anywhere today and it
is ready to go as a package.'
The Jin Hai shipyard, close to Shanghai,
was chosen for the series because of its track
record of delivering high quality ships to
demanding owners, and because it has the
capacity to build four OF these vessels at the
same time, speeding up delivery times.
We believe the yard and its manage-
ment have the capacity, working with Graig,
Wiirtsilii and DNV, to gear up to build the
technically more demanding Marlin Jade and
Marlin Green series of vessels, which we
plan to order as soon as the market needs
these increasingly environmentally friendly
vessels,' says Williams. SW&S
~'!.~I.II
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September 2011 25
 - THE WORlD'S BIGGEST BULKER

Principal features at
ONV's El-2 efficient
loading notation
I. Cargo loading rates .'
specified in DNV Rules.
II. Loading of each hold in
a single pour.
Ill. Deballasting capacity
matches loading rate.
IV Strength check require-
ment with respect to
bending moments, shear
force, local strength.
V. Loading computer to
check local strength.
VI. Separate stripping system
requirement.
VII.Remote sounding of
tanks and draught, on-line
with loading computer.

Principal benefits at
ONV's El-2 efficient
loading notation
1. For a vessel with a high,
documented loading
rate, enables terminals
to utilise loading equip-
ment more effectively.
2. Promotes significantly
reduced loading
~
times, thus addressing
terminals' requests for
loading at higher rates
and loading in one pour
per hold.
pening a new chapter in the freight logistics unit costs of shipping iron ore to distant markets, 3. Ensures a ballast system
of one of the world's largest mining groups, particularly China. that is 'fit for purpose',
the 400 OOOdwt VLOC (very large ore carrier) The ultimate aim is to ensure the delivered properly dimensioned
Vale Brasil completed her maiden service voyage price competitiveness of Brazilian-produced ore with a high capacity.
in June, loading a record 391 OOOt cargo of high- over the long-term. Through the expenditure on 4. Ensures that the vessel
grade Carajas sinter feed . a huge fleet of owned and chartered 400 OOOdwt is capable of taking both
Vale Brasil has assumed the title as the biggest bulkers, the Brazilian organisation believes that it global and local stresses
bulker in the global fleet, and represents the lead- can reduce freight market volatility in its spheres of during loading.
ing edge of a considerable investment programme interest. This generation of ships is now described 5. Improved control during
implemented by Vale (formerly known as CVRD as the 'Valemax' -type, although it had originally loading, benefiting safety.
or Companhia Vale do Rio Doce) to reduce the been dubbed the 'Chinamax'.

26 September 2011 ShippingWorld &Shipbuilder

 Far left: The 400 OOOdwt VLOC
Vale Brasil completed her maiden
service voyage in June. loading a
record 391 ooot cargo of
high-grade Carajas sinter feed

Left: cargo access is served by

electro-hydraulically driven,
side-rolling hatch covers from
Norwegian specialist TIS

The new behemoth of the bulk trades alent basis, the cargo spaces offer a total
is the first of seven sisters from Dae- capacity of 219 000m 3 • Access is through Principal Particulars:
woo Shipbuilding & Marine Engineering hatchways served by electro-hydraulically vale Brasil
(DSME), valued at US$748M in total. driven, side-rolling hatch covers designed
Booked a year later, another 12 VLOCs of and produced by Norwegian specialist Length overall . 362.00m
400 OOOdwt are to be constructed for Vale TIS. The wing tanks are used as water Length b.p .. . 350.00m
in China, at Jiangsu Rongsheng Heavy ballast tanks, fuel oil tanks, or void spaces. Breadth . 65.00m
Industries, for an overall cost of some The Korean yard has drawn on its expe- Depth, to main deck . . . . . . . ... 30.40m
$1.6bn. In addition to these 19 newbuilds, rience in the VLOC category in addressing Draught .. 23.00m
all of which are for Vale's ownership and specific design challenges associated with Deadweight. 400,000t
operation, the group has entered into long- the new breed for the Brazilian trade. For Cargo holds '.7
term commitments on a further 16 ore car- instance, Vale's particular concerns over Hold volume(grain) .219,000m 3
riers of similar capacity ordered by partner the manner in which wave-induced vibra-
Main engine power .... .29,260kW
shipping companies from Korean and Chi- tions might affect the vessel led the yard,
Speed, at 23m draught. .14.8 knots
nese yards. in conjunction with Det Norske Veritas, to
The 400 OOOdwt generation will work make the appropriate investigations in the Flag . Singapore
out of Vale's main export terminals in Ponta initial engineering stage, using environ- Class. . Det Norske Veritas
da Madeira and Tubarao, outlets for the vast mental data for the envisaged main trad- Class notations. +1A1, "Ore carrier
Brazilian reserves in the north and south of ing route. ESP", EO, ES(O),NAUTICUS
the country, respectively. China is expand- 'DSME tested the effect of "springing" (Newbuilding), CSA-2, COAT-PSPC(B),
ing port facilities at strategic points so as to and "whipping" (wave-induced vibrations) NAUT-OC, BWM-E(S), TMON, BIS, EL-2
be able to handle the new class of VLOC. on fatigue life over a 30-year lifetime on
In addition, Vale is creating new tranship- the Brazil to China route,' Daewoo yard
ment and distribution terminals in Malaysia structural engineer Lee Dong-Kwon told
and Oman, sized for the 400 OOOdwt bulk- DNV's publication Bulk Carrier Update. Principal suppliers:
ers and designed for the onward movement 'We have been able to apply hull girder- Vale Brasil
of smaller consignments to customers in induced fatigue based on the actual model
Asia and the Middle East. test results for springing and whipping. In Main engine designer 'MAN Diesel
Through the prompt delivery and applying DNV's CSA-2 notation, DSME &Turbo
technical standard of the Vale Brasil, Dae- utilised its DSTAS and DSFAS calculation Main engine producer .Hyundai Heavy
woo has shown its mettle in large mer- modules, which helped make the whole Industries
chant ship construction. Despite having engineering process easier,' said Lee. Propeller. Mecklenburger Metallguss
landed the order nearly one year after Vale For each calculation, DNV verified the Diesel generator sets.. Hyundai Heavy
'•
awarded its 12-ship deal to Jiangsu Rong- complete process based on its accumu-
Industries
sheng in 2008, the Korean yard has given lated experience from projects in the large
Boilers. Aalborg Industries
first form to the programme. The second ore carrier category.
vessel in the series from Daewoo is slated Vale Brasil also complies with the soci- Hatch covers ... TTS
for August 2011 handover, and the last of ety's EL-2 notation, which permits easier Mooring gear TTS-Kocks
the seven out of Korea is scheduled to be and more flexible loading sequences, Remote valve control . Pleiger-Far East
ready in April 2013 . ensuring safe and more efficient load- Bridge control system Nabtesco
The cargo section comprises seven ing for this size and type of ore carrier. Marinetec
holds, and the structural design engineering EL-2 allows each cargo hold to be com- Integrated bridge system. . Furuno Electric
characteristics as well as the scale and con- pletely filled in one pass at a high loading Radars. Furuno Electric
figuration of the vessel promote increased rate without compromising the vessel's Fire detection system . Tyco Marine
productivity in working the ship at both the strength and fatigue life. Engine room foam system .NKCo
loading and reception terminals. VLOCs with EL-2 will have a docu-
Stores/engine part cranes Oriental
The holds are separated by corru- mented high loading rate, conferring a
sewage plant. .II Seung Co
gated, transverse bulkheads, each with an significantly reduced loading time, a prime
upper and lower stool. On a grain-equiv- requirement of Vale. All 19 vessels ordered

ShippingWorld &Shipbuilder September 2011 27


1!
from Daewoo and Jiangsu Rongsheng will
be built to the EL-2 notational standard.
Ballast pumps and pipe dimensions
have been appropriately sized to allow
synchronised deballasting and loading or
·-
-=
Cl:I
unloading operations and to help avoid
dynamic local and longitudinal stresses
that could impair the structural integrity of
the hull over time. Additional longitudinal
and local strengthening has been incorpo-
rated, as have remote tank sounding and
draught reading arrangements, interfaced
with the shipboard loading computer.
PROPULSION
As the vessel has been designed for dedi-
cated trades, affording continuity of supply
to industry on a shuttle-type service basis,
and will accordingly spend about 50% of
her total sailing time in ballast, the hull
form has been optimised not only for the
design draught but also for the ballast con-
dition. A pre-swirl stator has been installed
at the stem frame in front of the propel-
ler as an energy saving device. It works by
introducing a pre-swirl flow ahead of the
propeller, to reduce rotational losses and
thereby raise propulsion efficiency.
While the 400 OOOdwt bulkers from
China feature Wartsila RT-flex two-stroke
propulsion machinery, MAN Diesel &
Turbo main engines have been nomi-
nated in the various contracts placed with
---- ---- - - - -- ---
28 September 2011
,
South Korean yards for such vessels des- tonne of cargo carried.
tined to be used in the Vale export trade. The main engine was produced under
The adoption of an S80ME-C8 design, in licence by Hyundai Heavy Industries,
seven-cylinder configuration, for the Vale which also supplied the vessel's three
Brasil series from Daewoo is illustrative of diesel-alternator aggregates, based in each
the recourse to two-stroke ME electronic
engine technology by leading names in the
case on a 1270kW engine running at 900
rev/min.
Brazilian market. The overall engineering work relating
The 7S80ME-C8 engine has a maxi- to the design and powering of Vale Brasil
mum output of 29 260kW at just 78 rev/ was undertaken in reference to specific
min, providing direct-drive to a single, loading patterns based on the actual trad-
fixed pitch propeller. At the engine's nor- ing routes. Sl'l&S
mal continuous rating, in fair conditions,
the ore carrier is expected to be able to
make 14.Skts at the fully-laden,
23m draught.
The step-up from a stand-
ard Capesize bulker to the
400 OOOdwt VLOC implies
a reduction of between
30-40% in fuel consump-
tion and co2 emissions per
vale Brasil is powered by
way of a MAN Diesel &
Turbo SSOME-CS engine
in seven-cylinder
configuration
EURC>PC>RT 2C>11
connecting the maritime world
REGISTER NOW
FOR A FREE VISIT
Go to www.europort.nl/registration
ShippingWorld 8Shipbuilder
~
DK GROUP'S CEO,
KATIA KARDASH, URGES
SHIPOWNERS TO lOOK AT THE
BIGGER PICTURE AND PlAN
AHEAD TO KHP IN UNI WITH
EMERGING EMISSIONS HUUS
'C
w: ilst speculation reaches fever pitch
ver which of the many possible reg-
lations and measures the shipping
industry will need to work with, shipown-
ers are increasingly acting to effectively
'future proof their fleets and embrace the
wealth of technology available that can
deliver cost savings and emissions reduc-
tions.
Despite the frequent emphasis on cost
saving and running operations as lean as
possible, a significant area of resource has
to date been ignored. The latent efficiency
trapped in the industry is reported to be at
15% for retrofit technology and 25% for
newbuild vessels, according to DNV's cost
curve, featured in the 2009 Pathways to
Low Carbon Shipping report. This is cash
that is effectively there for the taking, and
other industry players estimate the ineffi-
ciency to be even higher.
TICKING CLOCK
So to access these resources as a result
of efficiencies, in the wake of volatile oil
prices, and the drastically higher costs of
clean fuel, shipowners and operators are
taking an increasingly proactive approach
to get ahead of regulation, boost the bot-
tom line and maintain a competitive
advantage. Despite the political uncer-
tainty, the clock is ticking on the impend-
ing timetable for regulatory change, and it
has never been more important for ship-
owners to look at the bigger picture and
plan ahead.
This shift in mindset is fundamental
to unlocking the money and resources that
adopting clean technologies and particu-
'";
larly, retrofit technologies, can provide. As
this message filters through the industry,
there is a new progressive energy and out-
look as increasing numbers of ship owners
are open to technical innovation and look-
ing to advancements to access the money
that is there for the taking with the applica-
tion of clean technologies. A recent survey
conducted by market intelligence company
Fathom has highlighted the increasing pop-
ularity of clean technology, and has pub-
lished a guide detailing them in response to
growing demand.
ShippingWorld BShipbuilder
1
Retrofit
reua/utian
HOW SHIPS SAVE FUEL USING AIR
[°'"'P 'oc'"" J
I
Bow I
.. JL
~
.. ·-··-··"· ,,; ·-
The Air cavity concept
The guide is the first comprehen-
sive guide to ship efficiency and technol-
ogy measures. Supported by BIMCO and
Lloyd's Register, the guide details the emis-
sion reduction capability, payback periods
and ship type applicability for an array of
technologies that are increasingly being
embraced by the shipping industry - a posi-
tive step forward.
Whilst many of the technologies on the
market - including the ones listed in Fath-
om's guide - may be well known, there
have previously been several barriers pre-
venting many shipowners from choosing
these products; a lack of proven technolo-
gies, an apathetic mindset for change, as
well as lower fuel prices. However, these
barriers are increasingly eroding and the
industry is opening its eyes to the possibili-
ties that innovative technologies present,
especially those that can also be retrofitted
with quick pay back periods and return on
investment.
ACS RETROFIT
The retrofit market is brimming with
potential for cost savings that can be
accessed now, which is ultimately great for
business in both the short and long term.
With current bunker fuel prices and further
sulphur regulation, it is the cost savings
that can be achieved as a result of reduced
fuel consumption that are perhaps the most
enticing for ship owners and operators.
To achieve these cost savings, simplicity is
vital. An example of such technology is DK
Group's Air Cavity System (ACS) .
The pioneering Air Cavity System - an
air lubrication technology that delivers
r1
~
.cu
;:
DK Group ceo Katia Kardash says
shipowners could save thousands by
retrofitting the Air cavity System
10% in fuel savings and which is com-
prehensively referenced in the IMO GHG
study, 2009 - represents a new breed of
eco-efficiency technologies that can now
be retrofitted - in this case in just 14 days
at routine drydock.
Making the technology available for
both newbuild and exiting vessels enables
shipowners and operators to benefit from
emissions reduction and related fuel cost
savings straight away, ahead of any new
legislation.
With a young global fleet, retrofit
technologies can provide efficiencies
for the majority of the industry, within
a relatively short time. The cost savings
that ACS can deliver, for example, with
a payback time of just eighteen months
to three years at current bunker fuel
prices will make a significant positive
difference to the bottom line for all.
This payback period will only reduce
further as fuel prices climb and regula-
tion in 2015 will increase the demand
for cleaner and significantly more
expensive 'distillate' fuel.
NEW ERA
Looking to the future, the shipping indus-
try and its regulatory environment is
evolving fast, but innovative eco-efficiency
technologies that marry cost savings and
reduced emissions, provide stability for
owners and operators as they enter a new
era of shipping.
Whatever the regulatory future for
the industry, establishing a clear target
to work towards will be crucial. Another
certainty is that for any new regulations
to be a success , there must be simple
solutions to ensure compliance. Any
benchmarking or indexing must also I
be based on accurate C0 2 data. But
most importantly, all solutions need to
I
unlock the latent profitability currently
trapped in the industry, something that
shipbuilders, owners and operators can
begin acting on, now. SW&S L
September 2011 31
 he level of fatalities attributable to cargo-
T
related issues on bulkers lost since 2009 has
led Intercargo to voice its concern over what
is widely perceived as a new major safety
worry for the industry.
'To ship dry bulk cargoes safely, it is vital that
ships' masters receive clear, accurate and reliable
information on the properties and characteristics
of cargoes and the required conditions for safe
carriage and handling,' stated the bulk carrier
owners' organisation. 'This is a Solas require-
ment, reinforced in significant detail in the
International Maritime Solid Bulk Cargoes
(IMSBC) Code, mandatory since 1 January
2011. But there is increasing evidence
that this is not happening in every
case,' it added .
The consequences of failing
to meet these requirements were
seen in the latter part of last
year when, within just 39
days, 44 seafarers lost their
lives in three casualties,
which saw the loss of the
bulkers /ian Fu Star (45
OOOdwt) , Nasca Dia-
mond (55 OOOdwt)
and Hong Wei
(50 OOOdwt).
There were a number of factors common to
all three sinkings, not least the cargo type, nickel
ore, loaded by all three ships in Indonesia and
destined for the Chinese steel mills. The loss of
these bulkers is believed to have been associated
in each case with liquefaction of the cargo, which
is thought to have had an excessively high mois-
ture content, in excess of its transportable
moisture limit. Mineral ore fines stockpiled or
loaded in rainy seasons may have been subject
to substantial increases in moisture levels .
Owners and charterers of bulk carriers
have been urged by the insurance commu-
nity and representative bodies to ensure
that all necessary precautions are taken
when loading cargoes prone to lique-
faction. In particular, extreme caution
needs to be exercised when loading
nickel ore from Indonesia or the
Philippines. The main concerns
as regards shipments from these
areas, and especially from
new, more remote facilities,
lie in failures to ascertain,
provide or declare the
true moisture content
and accurately deter-
mine the transport-
able moisture limit.
Left: A factor common to a number of sinkings was the cargo type nickel ore
Middle: safety concerns abound over iron ore and lateritic iron ore fines cargoes
Right: Self-heating of coal cargoes has been a problem that has faced seafarers for centuries
'If we are to prevent further casual-
ties, it is essential that all parties involved
in the transportation of bulk cargoes
understand and implement the provi-
sion of the IMSBC Code, most crucially
providing accurate and reliable cargo
declarations,' said Intercargo's technical
manager Ian Harrison.
Similar problems are being encoun-
tered with iron ore and lateritic iron ore
fines. In the October 2010 edition of the
North of England P&I Club's Signals
Newsletter, Dr Ken Grant of Minton
Treharne & Davis, a scientific consultancy
based in Singapore, says that mines are
unable to provide flow moisture point
and transportable moisture limit - the
data required under the Solas Conven-
tion - because many do not have the
appropriate measuring equipment. In
addition, says Grant, the moisture con-
tents determined by the mines have been
found to be significantly lower compared
to independent checks carried out at the
time of loading.
'We would strongly recommend that
all masters fixed to carry such cargoes
treat the shipper's declaration with
extreme caution,' says Grant. He furthers
that samples should be taken from a
number of locations below the surface of
cargo, since there may be a tendency for
any moisture to migrate donwards.
In 2009, the bulk carriers Asian For-
est and Black rose capsized and sank fol-
lowing the liquefaction of iron ore fines
cargoes loaded in Indian ports. The UK
P&I Club has issued a number of notices
warning its members to beware of iron
ore fines cargoes from these areas, rec-
ommending that:
~ Loading should not start until the
master is in possession of all requisite
cargo information and documenta-
tion/certificates;
~ The appointment of a surveyor on
behalf of the ship should be consid-
ered to assist the master in advance
of loading to ensure representative
samples are taken and to basically
monitor loading from start to finish;
~ If the master (or appointed surveyor) is
presented with any document seeking
their confirmation that the cargo is safe
to carry they should refuse to sign it;
~ Report any commercial pressure to
the shipowner's P&I Club;
ShippingWorld &Shipbuilder
~ Shippers sh01.;ld consider how they an aide memoire, and not as a substitute
might protect themselves contractu- for reading the full IMSBC Code.
ally before agreeing to carry iron 'When coal cargo oxides, it spontane-
fines cargoes. ously generates heat and toxic gases such
as carbon monoxide,' explained Karl
The UK P&I Club has also recently Lumbers, a director Thomas Miller P&I,
drawn attention to another sphere of managers of the UK P&I Club.' This can
bulk cargo that is arousing concern in lead to flammable atmospheres in the
shipping circles, particularly in Indonesia. hold, depletion of oxygen in those spaces,
Although self-heating of coal cargoes has and corrosion of metal structures. Lower
been a problem that has faced seafar- quality coals such as lignite (brown coal)
ers for centuries, shortcomings in cargo are more prone to this process than higher
preparation, handling and monitoring quality coals such as anthracite,' he added.
procedures, with lower-grade coals espe- 'Understanding the quality of coal being
cially, are making matters worse. shipped and how to monitor it is fundamen-
A statement put out in June said: 'The tal to reducing the risk of self-heaJing, and
UK Club believes one country whose coal possibly the outbreak of fire,' said Lumbers.
exports present a real threat to ships and Coal shipped from Indonesia is likely
seafarers is Indonesia, and it further notes to contain a significant proportion of
that incidents have become increasingly lower-rank coals in the sub-bituminous and
frequent in recent years.' For shippers, lignite categories. Furthermore, Indonesian
owners, charterers, surveyors and ships' coals are likely to have a high moisture
crews, it has therefore drawn up a simple content, typically 30-40% . Humidity levels
checklist entitled How to monitor coal tend to be high, and rainfall can be intense.
cargoes from Indonesia, distributed to all Thus, stability issues may arise as well as
members of the Club. This is intended as the risk of self-heating. SW&S
enoa-based classification society RINA has now established design standards for the modi-
!Jfication or newbuilding of dry bulk cargo carriers to enable them to carry fine ores safely at
any moisture content.
A number of recent bulker losses have been attributed to the liquefaction of wet nickel ore
cargoes. But ships using the new standards would be safe even if the cargo liquefied and the
vessels would no longer have to rely on unreliable moisture tests at the load port to determine
if the cargo is safe to load or not.
Paolo Salza, head of technical department, RINA, says: 'The mandatory application of the International
Maritime Solid Bulk Cargoes (IMSBC) Code enhances the safety of bulk carriers through the setting of
constructional and operative requirements. But they don't set out details of how to carry nickel ore and
other unprocessed ores, which may liquefy during transportation, safely: Essentially, the rules say vessels
may load these ores if the Transportable Moisture Limit is not exceeded. That is fine, but establishing that is
difficult and the TML is easily affected by recent rain or other factors. It is much safer to design or convert
the ship to withstand liquefaction of the cargo. That is what our new notation permits.'
According to the IMSBC Code, Group A cargoes are those cargoes which may liquefy if
shipped at moisture content in excess of their Transportable Moisture Limit (TML). RINA'S new
notation IMSBC-A may be assigned to ships specially constructed or specially fitted for the car-
riage of Group A cargoes having actual moisture content in excess of theirTML. RINA's new nota-
tion applies to a number of cargoes which may liquefy and a full list is available.
'Fine ores cargoes such as nickel ore at any moisture content can be safely carried on ships
specifically designed or modified to the RINA criteria. Cargo sampling and testing for the purpose
of verifying moisture content is not necessary when cargo is loaded on ships complying with RINA
criteria .To meet RINA's new standards vessels may have to install additional longitudinal bulkheads
in some holds. The estimated investment for converting a supra max bulk carrier is around US$3M,
but the vessel retains full deadweight capability and flexibility for other trades,' says Salza
RINA is also developing a service for certifying the actual moisture content of cargoes prior to
loading for those ships which are not able to meet the standards set out in the RINA notation. r;
September 2011 33
In a twist aver lashing
ntil the development of the fully-automatic
U twistlock most operators of larger contain-
erships lashed their containers using semi-
automatic twistlock devices. These were
inserted at the' container corner castings
at the quayside and automatically locked when
landing the container onto the vessel. Unloading
containers with this system however required a
lot of manual work as all four twistlocks had to
be unlocked using long actuator poles or other
convoluted solutions inconducive to quick port
turn round times.
As a result, suppliers started to research
new products in order to find a way of reducing
the time it took to load/unload containers. They
came up with the fully-automatic-twistlock, a
system that would automatically disconnect
itself as the ship-to-shore cranes lifted the con-
tainer during unloading operations but would
remain secure, unable to disengage during
seaborne transportation.
The first fully automatic twistlock systems
were supplied in 2003 and the market responded
favourably with most of the major container lines
opting for the solution. However, this success was
interrupted in 2006, when a number of inci-
dents involving lost containers saw shippers lose
confidence in the device. Apparently a number
of companies had copied the design but down-
graded the materials to such an extent that they
simply didn't work.
As a result shipowners, equipment suppli-
ers, classification societies and research institutes
established a joint industry project to improve the
safety and efficiency of container lashings. This
culminated in the Lashing@Sea Project, led by the
Netherlands-based research institute Marin which,
after months of detailed investigations, concluded
that a combination of different aspects outside the
standard rule conditions caused the accidents.
Studies also pointed to the fact that only one
type of fully-automatic twistlock from one of the
major suppliers was involved in these accidents.
This led to Macgregor recalling its fully-automatic
twistlock product from the market.
Nevertheless classification societies Germa-
nischer Lloyd and Lloyds Register developed new
guidelines for the type approval of these systems.
Since 2006, each fully-automatic twistlock
now has to pass special test criteria otherwise it
will not be approved by LR or GL. So far, only
the system developed by Ship's Equipment Centre
Bremen (SCE) is thought to have successfully
passed these stringent guidelines.
Before developing the test criteria the proce-
dure was just to carry out simple break load tests
similar to those carried out for the semi-auto-
matic types or conventional manual twistlocks
but this failed to verify the locking function of the
fully-automatic units.
34 September 2011
The fully-automatic variety lock by absorb-
ing the lifting forces of the adjacent twistlock. In THI SPAU Of
effect, the two twistlocks on each container end CONTAINIR LOSSIS
interact with each other so that the unit on the
pressure side of the stack prevents transversal ATTRIBUUD TO THI
shifting of the containers so that the twistlock on
the opposite side can absorb acting tension forces.
USI Of fUlLY
During simplified break load tests the trans- AUTOMATIC
versal shifting of containers is blocked mechani-
cally for example by testing two fully-automatic
TWISTlOCKS ABOUT
twistlocks working against each other. When flVI VIARS AGO
doing so, clearances, building tolerances of
containers and the blocking function on the pres-
AlMOST PUT AN IND
sure side of stack is completely disregarded and TO THI TIMI-SAVING
fully-automatic twistlock can reach the required
breaking load of 50t. CONTAINIR lASHING
For this reason Germanischer Lloyd and SYSUM. BUT COULD
LR developed special guidelines for testing of
the fully-automatic types. The tests simulate the THIRI Bl RINIWID
same working conditions as a container locking INURIST IN THI
unit operating in harsh seas aboard a ship. If
new types of fully-automatic twisklocks enter the CONCIPT?
market without being tested under realistic condi-
tions a risk of accidents comparable to those that
happened in 2006 will remain.
The patented locking function of SEC's units
has been realised by the special shape of lower
cone. No additional actions are required from
the crane driver to support the locking/unlocking
function. Even when container stacks are touch-
ing at upper tiers it does not create any problems
to the smooth loading/unloading process.
Since 2003, SEC has more supplied more
than 430 containerships with more than 1.9M
units. The German manufacturer expects to reach
the 2M mark barrier by the end of this year,
indicating that market confidence in the safety
of fully-automatic twistlocks is returning to pre-
2006 levels.
All of the P&I Clubs that Shipping World &
Shipbuilder spoke to in the furtherance of this arti-
cle reported insignificant claims relating to faulty
fully automatic twistlocks. Both the North of Eng-
land and London P&I clubs said that they had not
received any claims attributed to fully automatic
twistlocks opening for a number of years. SW&S
Break load tests being
carried out on a fully-
automatic twistlock
ShippingWorld &Shipbuilder
 hile bunker transfers are billed based
NIW MIASUHING on mass, measurements are calculated
CONCIPTS COULD using volumetric-based methods.
Traditional bunker measurements rely
HAVI APOSITIVI heavily on look-up tables and manual
HHCT ON AVISSH'S dips, as well as laboratory tests to determine
density measurements. These practices are
OPIRATING COSTS labour intensive, inferential, and can result
in legal disputes and potential reputation
damage. With bunker fuel costs amounting to
50- 70% of the total ship operating expense,
even small inaccuracies can have a major
effect on operating costs.
To address this issue engineers at Emerson
Process Management joined up with their coun-
terparts in shipping, supply, and barge operations
to develop a bunker measurement system that
would be clever enough to take into account any
variations in physical properties.
The process of marine bunkering presents
challenges to any measurement device. Unlike
gasoline or diesel fuel, the density and viscosity
of HFO varies enormously and can even vary
across a single bunkering as the fuel may stratify
in the storage tank. This means that measurement
systems based on volume need a correction factor
applied to determine the mass of the fuel that
has been delivered. In addition, the fuel being
delivered can become aerated, which will affect
the volume measurement.
36 September 2011
What Emerson came up with is the Certified
Marine Bunker Measurement (CMBM) solution,
which has at its heart Coriolis meter, a special
solid-state device for performing consistent and
accurate mass measurement. Micro Motion Elite
high capacity units selected by Emerson are
capable of handling flow rates over 1500t/h. They
have been tested with crude oil and other liquid
and gas hydrocarbons in accordance with Ameri-
can Petroleum Institute (API) and American Gas
Association (AGA) guidelines.
The CMBM system has been specifically
designed to handle high-viscosity, aerated liquids
and offers an overall accuracy within 0.5% of
mass. It can be installed on either barges or the
vessel itself. The transmitter post alerts when
the level of entrained air reaches a pre-set limit,
allowing the operator to take steps to reduce
aeration and ensure accurate delivery. A printed
bunker transfer receipt includes timestamp and
the total quantity transferred, and can be used as
a legal (weights and measures) document.
Emerson is hopeful that its new offering
will bring about a reduction in the number
of disputes between barge operators and
ship operators, while enabling operators to
very accurately monitor fuel· and improve
operational efficiencies. Indeed , it has already
attracted the attention of some very significant
ship operators .
ShippingWorld &Shipbuilder
 In December 2010, the Maersk Bulan
became the world's first cargo vessel
equipped with the technology. 'CMBM
allows us to remove uncertainty and
improve transparency on custody transfer
of fuel oil, which is our largest cost item,
while at the same time increasing our
operational efficiency,' said the container
giant's Jesper Rosenkrans.
Moller Maersk first experimented with
Micro Motion Coriolis meters for bunker
measurement on a number of vessels in
2008. While the initial results were good,
the boxship operator needed a transparent
and traceable bunker measurement system
based around the meter to provide the
necessary confidence.
Further work was undertaken by the
supplier, with agreement from Maersk and
their partners, to develop a deeper under-
standing of the challenges of bunkering
t, fluid dynamics. This included addressing
the issues to realise a direct mass-based,
independently accredited, bunkering cus-
tody transfer solution for two-phase HFO.
! Meanwhile VT Group (Verenigde
\
Tankrederij) has successfully installed
the technology on the bunker fuel barge
.'
Vlaardingen, where it provides the ship-
t owner's head office with real-time, accu-
l
' rate tracking of HFO deliveries, remov-
\ ing the need for manual soundings or
I calculations and enabling them to prove
f
the quality and consistency of deliveries to
\ its customers.
\ The implementation of the CBMS
l on Vlaardingen is an extension of VT's
~. in-house developed software system,
I which is based on tank radar measure-
"
~ ment, corrected for trim and list. The VT
radar system eliminates manual processes
and already gives high accuracy results.
Emerson's Coriolis technology brings an
l ity of the selected supplier's products
\
\ nical solutions that enable our members
' to live up to their present and future obli-
\
1 gations on shipboard emissions,' said the
{
i But such positivity is probably down
The distinctive u-pipe shape of
Emerson's coriolis meter installed
J. on a VT Group bunker fue! barge
ShippingWorld &Shipbuilder
i
extra level of certified accuracy, ensuring
that the deliveries made and paid for by
the end user are proven.
ONLINE ANALYTICS
Elsewhere DNV Petroleum Services
(DNVPS) has launched a web interface
intended to provide easy and timely
access to technical data on bunker fuel.
Indirectly, it could dramatically alter both
bunker procurement and benchmarking.
Fuel Insight taps into DNVPS' live
bunker quality database, one of the most
extensive in the shipping industry. It
distils complex data on fuel prices, IS0-
8217 quality parameters and regulatory
compliance into intelligible information
for supplier evaluation and purchase
decision-making. DNVPS says this
increased transparency will ultimately
help ship charterers, operators and own-
ers optimise costs and reduce risks.
On top of rocketing bunker prices,
shipping companies are beset by supply
chain problems, especially volatility in fuel
quality. Evermore stringent environmental
regulations also complicate matters.
For these reasons, DNVPS' managing
director Tore Morten Wetterhus believes
the introduction is very timely. 'With
today's record high bunker rates, getting
the best value in fuel purchases is impera-
tive. Fuel Insight can help bunker buyers
decide on sources that yield optimum
value, based on the test results of deliv-
ered bunkers captured in our database.'
Fuel Insight further benchmarks vari-
ous bunker performance indicators of indi-
vidual vessels and fleets against industry
averages. By integrating this data analytics
tool into their overall fuel management
process, DNVPS states that ship opera-
tors may identify significant improvement
• \1
~'
-- :ir:;, :.f'l
~.
A Brittany Ferries ferry taking on bunker
opportunities that translate into cost sav-
ings. Besides buyers, Wetterhus says Fuel
Insight will be of interest to bunker traders,
brokers and suppliers as a quality control
tool to manage their own products.
PRICE CORRECTION
Fuel Insight has five main features, the
foremost of which is a Price Correction
Calculator. This calculator estimates the
corrected bunker prices quoted by suppli-
ers, taking into account their historical fuel
delivery performances in density deviations
(ie, values reported in delivery notes as
compared to test results), sediment and fuel
energy. The energy component is deter-
mined by comparing the energy content of
delivered bunkers to the average for the
fuel grade concerned. From the calculated
price correction, a financial loss or gain and
quantity loss or gain are listed.
The other four features comprise
benchmarking tools. The reporting
benchmark compares the selected sup-
plier's delivery notes values for density,
sulphur and viscosity against lab-tested
results. The statutory benchmark
evaluates the compliance of a selected
supplier's deliveries in relation to sulphur
and flashpoint regulatory requirements.
The financial benchmark is similar to
the Price Correction Calculator, except
that reporting is on a 1-100 index (rather
then quantitative US dollars or metric
tonnes values). Finally, the technical
benchmark analyses the technical qual-
by evaluating critical IS0-821 7 bunker
quality parameters weighted according to
their level of importance.
BIMCO has already offered a ringing
endorsement of the new web service. 'We
have a vested interest in supporting tech-
industry body's deputy secretary-general
Lars Robert Pedersen.
to the organisation's involvement in get-
ting Fuel Insight off the ground. Explains
senior marine technical officer Peter Ras-
mussen: 'BIMCO has been sparring with
DNVPS on establishing the service. A
number of our owner members who are
also DNVPS clients have been involved in
testing the application.' SW&S
September 2011 37
 vessel's fuel consumption is far from a
THE PAINT INDUSTRY static figure. Throughout a docking cycle
AND RUUMAKING the consumption will vary from day-to-day
depending on speed, weather, currents,
BODIES HAVE TAKEN fouling, engine performance etc. However,
SEVERAL WRONG the consensus is that fuel consumption will gradu-
ally increase throughou~ the docking cycle - even
TURNS, ARGUES those with the most advanced hull performance
BJORN WAUENTIN solutions. So, why is it we even talk about fuel
savings in the same context as paint products?
The answer is as simple as it is complex: 'fuel
savings' conveys positive signals while 'reduced
loss in performance' can often be perceived as
negative. But it is worth considering what these
approaches mean in real performance terms.
Instead of developing a performance index
that reflects a vessel's actual performance, the ten-
dency has been to devise analytical models based
on newbuild data that compare how vessels could
theoretically perform. A case in point would be
The most efficient
way to reduce
emissions is to
maintain a clean and
smooth hull in service
between the dockings
38 ptember 2011
IMO's Energy Efficiency Design Index (EEDT),
which places the emphasis squarely on improving
the performance of newbuilds.
But setting out from a 'time-zero' basis honed
on an initial perfect condition offers little or no
advantages for the existing fleet of vessels. The
coatings industry has adapted to this 'time zero'
perspective by offering new biocide free hull
coatings that are initially very smooth, and which
contribute to a higher initial vessel speed, or
'vref to use the EEDI parlance. However it is our
experience that biocide free coatings present a
long term fuel penalty as a result of a more dense
slime fouling and also animal fouling compared to
biocide-containing products.
The issue is that a high vref will typically con-
tribute to a better EEDI. But this sadly has little
relevance to vessel performance and fuel consump-
tion beyond the sea trials at the new-building stage.
The most efficient way to reduce the emissions
 is to maintain a clean and smooth hull in
service between the <lockings. How is it
then that paint suppliers can claim fuel
savings as dramatic as 5-10%?
Jotun's conclusion is that these
claims can only be made because of the
reference point used, or rather lack of
such. Biocide-free coatings are normally
perceived as expensive and to apply these
on top of an aging primer system does not
make sense with the long lifetime they
are designed to last. For that reason most,
if not all, hulls/sections are fully blasted
down to steel. The owner will normally
select a vessel in their fleet in the correct
age range being already scheduled for
such surface preparation, regardless of
coating selected.
This would typically be 10-15 years
from new-build with a coating that is
quite rough from several <lockings with
spot blasting and repairs. So the full blast
will bring the hull condition from the
worst to the very best, from rough and
possibly fouled to very smooth and clean.
We know that the improvement in
fuel consumption from this surface prepa-
ration can be in the range from 25-40%,
depending on the prior condition. With
this in mind and the fact that the above
fuel saving for the biocide free hull
systems are, in many cases, guaranteed
for only one year after docking, it is quite
simple to understand how 7-10% fuel
savings can be guaranteed.
The below figure is an example on
how fuel savings sometimes are 'proven'
by measurements of fuel oil consumption
in a period before (blue markers and line)
and after (red markers and line) dock-
ing. The fuel oil consumption resulting
from both biocide containing (blue) and
biocide free (red) are plotted in the same
figure and on top of each other. There is
a clear reduction in fuel consumption, in
this case approx. 10%. This is correct if
fuel consumption is measured based on
average figures 12-24 months before and
12-24 months after docking. At this point
it is easy to forget that the fact that surface
preparation by full blasting in dock con-
tributes to an even larger reduction
in fuel consumption. In the below
example the savings from blasting
off the hull coatings resulted in as
much as 22% fuel saving.
The gradient of the two lines,
showing the development of fuel
oil consumption over time are also
similar, indicating that a freshly
applied biocide free technology has
Jotun believes that biocide free
coatings present the shipown-
er with a long term fuel penalty
ShippingWorld DShipbuilder
>~
the same increase in fuel oil consumption
as a 12-15 year old primer system with a
biocide containing antifouling as the last
coats. In the above example this biocide
containing antifouling would not be a
high quality product but a medium to
low quality one based on the rather steep
increase in fuel consumption. Have we
just created an illusion based on what we
wanted the above theoretical example to
prove, or is it based on solid facts? That
is the one of the vital questions that read-
ers should ask themselves.
The irony is that customers, academ-
ics and also environmental bodies are led
to believe that the biocide free products
are only good for the environment. Paint
makers have built this image by statement
focusing on how much co2 that could
have been saved if all vessels used their
technology. Jotun is of the firm belief that
many customers now realise that this is
far from founded on operational experi-
ence and that the individual vessels fuel
consumption actually have a significant
larger increase with the biocide free than
with most biocide containing products.
This increase in fuel consumption is
mostly due to the light and dense slime
as show in the below pictures showing
performance on container vessels
If these large container vessels are
unable to benefit from today's versions of
the biocide free technologies then it is hard
to imagine what trade, speed and type of
vessel that could have fuel saving benefits.
There are a few methods available in
the market for analysing fuel perform-
ance, but few, if any measure and analyse
hull performance. To reduce fuel con-
sumption and subsequent emissions fuel
performance is of course the prime focus ,
but the largest gain to this is achieved by
improving the hull performance. There
is an average 15% fuel improvement
opportunity in the improvement of hull
performance by better antifoulings. This
potential is available also to the existing
fleet of vessels, offering the majority of
the short term global fuel savings pos-
sible. However, in order to quantify and
avoid more adaptive marketing efforts,
there is a need for a global standard in
hull performance measurement. Such a
standard must be available to all and eas-
ily understood for the parties involved .
Such a standard should aim to be:
""1 100% transparent (all data available,
no hidden or secret calculations);
""1 must measure hull performance and
not fuel performance;
""1 must be based on automatically
logged data and not a selection of
'good' data;
Fuel performance is important when
fuel cost and emissions are calculated, but
not when we want measure the effect of
initiatives implemented to improve the
hull performance.
An illusion of fuel savings achievable
from some antifoulings, especially the
biocide free solutions, has been created.
Without the insights into how antifoul-
ings and biocide free products perform it
is difficult to assess what is correct or not.
We have tried to cover some of the basics
in this article, but the question to ask
when fuel saving promises is made would
be 'fuel savings compared to what?'
As a supplier of underwater hull
fouling protection systems we have an
obligation to offer the customers our
performance evaluation of the proposed
solution(s) and offer similar advice when
solutions are suggested by our customers.
The customer and the supplier's expecta-
tions should be aligned.
When fuel savings are promised and
guaranteed, the analysis/proof should be
based on operational data between the
<lockings and NOT including the benefits
of surface pre-treatment in the docking
procedures.
Further, if indexes are the way for-
ward, we should aim for ones that reflect
true performance not theoretically possible
performance. This is because the biggest
potential in reducing fuel consumption and
emissions lies within the existing fleet of
vessels - incentives to reduce their carbon
foot print by using higher quality anti-
foulings, proven by a fully transpar-
ent hull performance method, would
have immediate positive financial and
environmental effects.
There is clearly a need for a
standard method for analysing hull
performance. Jotun has developed
such a method, but are open for con-
structive feedback and questions from
all interested parties to help fine tune
the collection and analysis methods.
* Bj0rn Wallentin is global sales director
for hull performance solutions at Jotun
Coatings
September 2011 39

or anyone in shipping, the escalating
f demands of emissions reduction continue to
permeate all operational areas. Charterers,
shippers and large multi-nationals are now
asking for emissions data as they scrutinise
every element of their supply chains in order
to maximise operational and environmental
efficiencies. Indeed container giant Maersk Line
has become the first shipping line to publish
independently verified co2emissions data, vessel
by vessel. However, this needs to be accurately
assessed, and the days of measuring C0 2 through
a 'back of the envelope' calculation based on the
amount of bunker fuel purchased will not meet
international standards for co2data collection in
the medium to long-term. It would be considered
wholly inadequate, for example, to have a power
station's C0 2 measurements based on the amount
of fossil energy that was processed in the plant.
Take a newbuild vessel built in 2015; it is
probable that this vessel will have a minimum
25-year working life, so an asset that will still be
in service in 2040 . The likelihood is that this ves-
sel's owners will, by 2015, have to comply with
the recently IMO-mandated Energy Efficiency
design Index (EEDI) and will use a Ship Energy
Efficiency Management Plan (SEEMP) as a means
of maintaining the EEDI. Augmented by the
likely subsequent implementation of a bunker
levy or emissions trading scheme within Europe,
the need for accurate co2 data will be critical.
Of course, emissions monitoring is already
a fact of life for shipping and IMO MARPOL
Annex Vi's regulations pertaining to SOx will soon
make emissions monitoring an essential function.
Sulphur content limits in the North Sea, Eng-
lish Channel, Baltic and US-Camidian Emission
Control Areas (ECAs) will be reduced from 1.0%
to just 0.1 % in 2015, requiring more sophisti-
cated monitoring systems, and most vessels in EU
~
ports already need to comply with EC Regulation
2005/33, which limits sulphur content to 0.1 % .
More ECAs are likely
to be implemented soon.
A US-Caribbean ECA has
been approved and Japan is
reported to be preparing an
ECA application. Ultimately,
there are only a few viable
options enabling vessels to
comply with SOx emissions
regulations; use expensive dis-
tillates and low sulphur prod-
ucts, fit exhaust gas cleaning
systems or pioneer clean fuels
such as LNG. Whichever way,
ShippingWorld &Shipbuilder
I'
vessels in these areas will need to monitor their
CHRIS DAW,
emissions to demonstrate compliance.
The most effective method for measuring emis-
sions is through in-situ monitoring using a Continuous
Emissions Monitoring (CEM) system. This is accepted
land-based practice in many critical emissions monitor-
ing applications. The alternative is extractive sampling,
where an exhaust gas sample needs to be physically
MANAGING DIRECTOR,
KITTIWAKE PHOCAl
EHPlAINS WHY
SHIPOWNERS SHOUlD
extracted from the system and then analysed, requiring
valuable space and often costly maintenance. 'In-situ'
MEASURE EMISSIONS
emissions monitoring mounts directly onto the exhaust fOH COMPUANCE
and is simply wired to a computer to control it,
providing a continuous, real time measurement of the
AND Ef flCIENCY
content of the exhaust gases.
Field proven for use in aggressive environ-
ments that are hot, dirty and subject to vibration,
these systems are accurate to a few parts per
million with gas species-specific ranges typically
from 100-> 100 OOOppm, depending on what
requires measuring. In-situ is reliable and cheap
to operate, with data available instantly and con-
tinuously, in the engine room or on the bridge.
Such systems are also versatile enough to
measure several gases. Kittiwake's Procal 2000
can analyse up to six different exhaust gases
from medium and slow speed engines or boilers,
including S02, C0 2 and NOx. A new study by
the National Oceanic and Atmospheric Adminis-
tration (NOAA) finds that cutting emissions other
than C0 2 - for example NOx - will assist in slow-
ing climate change, producing a much greater
benefit per kg than the equivalent co2 reduction.
In addition to SOx regulation compliance,
Kittiwake's Procal 2000 analyser assists compliance
with the NOx Technical Code 2008 and ISO 14001.
Such is the accuracy and reliability of CEMS, that in
fact some major shipowners and operators believe
that more accurate measurement of NOx emissions
enables tuning of the engine for continued compli-
ance, meaning less bunker fuel could be burnt,
resulting in lower fuel costs and emissions output.
And as Tier II and Tier III regulations begin to bite,
it is likely that this debate will Kittiwake's Procal
2000 analyser assists
develop.
compliance with the
Ultimately, you can't reduce
NOx Technical
emissions without measur- Code 2008
ing them first. And the better
information you have, the better
decisions you can take, not just
in ensuring regulatory compli-
ance and avoiding the
costs of emission
breaches, but also
in maximising
operational
efficiency. S\'l&S
September 2011 41
 round 11 % of the global shipping trade
volume - some 822Mt - makes the Baltic
Sea one of the areas in the world with the
highest density of ships. About 2000 ves-
sels are traversing its waters at any point in
time. Over half this trade is exports through a few
dominant ports, notably oil exports through the
Russian ports of Primorsk and St Petersburg.
More than 40% of the ships plying the waters
are general cargo vessels. Typically these vessels
do not crnss larger oceans; they stay for the most
part within the confines of the Baltic or Northern
Europe. The age of vessels is fairly evenly distrib-
uted from new to 40 years old, meaning there is
a continuous replacement of old vessels. It takes
about ten years to replace 25 % of the fleet.
In 2008, the latest figures available, Baltic
shipping emitted about 135 OOOt of SOx, 393
OOOt of NOx and 18.9Mt of C0 2 • This is the same
amount of NOx and twice the amount of SOx as
the total land-based emissions from Sweden and
Denmark combined.
Interestingly, while passenger and RoPax ves-
sels only account for about 5% of vessel traffic,
they account for more than a quarter of emis-
sions. General cargo ships and oil tankers, the
dominant ship types, account for only 14% and
7% respectively.
CHANGING ENVIRONMENT
The environment in and around the Baltic Sea,
thought to be the world's most polluted waterway,
has drastically worsened in recent years. Of the
many ecological challenges facing the area, algae
blooms caused by nutrient rich agricultural run-
offs are one of the most serious and difficult to
42 September 2011
Emissions control Areas
(ECA) requirements are
being implemented
gradually and will take
full force in 2015 and 2016
STX Turku is building a
56 850gt LNG-powered
ferry for Viking Line
tackle. But the shipping industry is also a signifi-
cant contributor to local pollution, especially when
it comes to NOx, SOx and particle emissions.
In response to this, DNV has investigated and
clarified some possible actions given the envi-
ronmental regulations imposed on the maritime
industry. This work resulted in a landmark report
entitled Greener Shipping in the Baltic Sea, which
sought to identify measures for improving the
environmental situation.
For shipping, the chosen course of action is to
implement stricter environmental legislation con-
trolling the environmental emissions allowed for
ships by establishing the Baltic Sea as an Emission
Control Area (ECA). These requirements are being
implemented gradually and will take full force in
2015 and 2016, leaving shipowners with a limited
number of options for modifications to their ships
if they want to continue trading in the Baltic Sea.
The emission reduction requirements applica-
ble within the ECAs will gradually be stepped up.
After 2015, the fuel sulphur content of any ship in
an ECA must not exceed 0.1 % or the exhaust gas
must be purified to an equivalent level. Further-
more, after 2016, NOx emissions from newbuilds
must be reduced by approximately 75 % . Compli-
ance will become a ticket to trade in ECAs .
There are three main solutions for ECA compli-
ance: low sulphur fuel, scrubbers for exhaust gas
, , =._,.,
~ ·············
11
ShippingWorld &Shipbuilder
purification or, a pet favourite of the Nor-
wegian classification society, LNG fuelled
ships. There is no argument that LNG fuel
has the lowest emissions of all three local
pollutants - NOx, SOx and particles - and
the greenhouse gas C0 2 • NOx emissions
are reduced by 85-90%, while emissions of
SOx and particles are cut by close to 100%
and net GHG emissions are 15-20% lower.
As a consequence, the classifica-
tion society advises operators of ton-
nage operating in the Baltic Sea to start
preparing now so that they will be able to
understand and manage the business risks
involved and turn the upcoming 2015 and
2016 legislation into business benefits. It
also wants to send a message to govern-
ments in the region to support and give
incentives for establishing infrastructure
for distributing LNG to ships.
But here's the rub: neither an LNG
fuel supply infrastructure nor a sizeable
fleet of LNG-fuelled vessels will come
about on their own. A Catch-22 situation
exists whereby shipowners won't invest in
new ships unless fuel is readily available,
and vice-versa. According to DNV, the
only way of breaking this stalemate is
through state intervention, or at least a
greater level of cooperation and coordina-
tion between public and private stake-
holders. In this respect, the impending
ECA requirements due for 2015 and 2016
could represent a golden opportunity to
bring momentum to this undertaking.
There are signs, however, that an
infrastructure is beginning to emerge.
The first LNG terminal facili ty in the
Baltic region, comprising a 20 000m 3
storage tank, the re-liquefication and
gasification plant, was opened this May
in Nyniishamn, Sweden. Located south
of Stockholm, the terminal is strategi-
cally located to serve Gotland, Finland
and other Baltic traffic. The owners,
AGA Gas, believe that for LNG to suc-
ceed as a marine fuel, it will be nc>cessary
to set clear consumption targets and to
introduce longer term incentives, such as
differentiated harbour fees.
Elsewhere work is continuing on
a €350M terminal close to Paldiski in
North Estonia. The facility, which is
expected to come online by 2014 latest,
has a planned annual capacity of 3Mt. It
will benefit from access to the Baltic Con-
nector, a new 80km pipeline linking the
gas grids of Finland to those of the Baltic
states. Here too the owners recognise
the potential of maritime industry: 'The
terminal will secure supply [of LNG] for
the three Baltic countries and Finland.
Ship bunkering in the Baltics region is
another significant business opportunity,'
comments Balti Gaas board-member
UrmoMiinni.
ShippingWorld &Shipbuilder
Arctech breaks the ice
s work com mences on its first orde r, the reborn joint venture Arctech Helsinki Shipyard
Abelieves the confluence of its proximity to Russia and growing interest in the offshore energy
potential of Arctic waters bodes well for the future
The yard finally commenced work on the order - for a pair of multi-purpose icebreaking serv-
ice vessels ordered by Sovcomflot for delivery in spring 2013 - ensuring a busy 18-months for the
400 engineers and others employed by Finland's youngest shipyard.
Arctech Helsinki was established to considerable fanfare in late 201 oas a 50/50 JO int venture
between STX Finland and United Shipbuilding Corporation, the state-owned shipbuilding corpo-
ration formed in 2007 and overseeing 42 yards across Russia.
'Although Arctech is a newly established company, the yard has some of the world's most
extensive experience in the building of ice-going special vessels. The yard is well positioned
to deliver ships for the needs of arctic seas in the futu re. Growing global energy demand will
increase the oil and gas production of the Arctic offshore areas, which will lead to extensive
investments in both ships and equipment We want to have our slice of this market', says Eska
Mustamaki, who was appointed as the company's managing director in April, having previously
worked as the CEO of Finstaship and FG-Shipping Oy (part of Finnlines Group).
As the first newbuilding projects at the Arctech Helsinki Shipyard, the vessels delivered to
Sovcomflot are of course of critical importance But Mustamaki is optimistic that this vessel type
will be the foundation for similar high-spec winterised vessels. 'Several wi ll be ordered in the
coming years', he comments hopefully.
The STX Finland shipyards have a long history of building ice-going vessels. Almost two-
thirds of the world's operational icebreakers today were built in Finland. Finnish shipyards have
nurtured a strong foothold in Russia having delivered some 1500 special vessels over the years,
including almost all Russia's conventionally powered icebreakers and two Ta imyr class nuclear-
powered icebreakers.
However, it is difficult to envisage Arctech encountering any serious problems with the sov-
comflot duo. STX Finland delivered a supply vessel of a very similar design - the SCF Sakhalin
- back in 2005. The new pair are destined for Sakhalin-1 Arkutun-Dagi gas field where they will be
used as supply vessels for the Exxon Neftegas platform. The 99.2m-long vessels will each have
four engines delivering a total 18 000 kW power, split between propulsion (13 ooo kW) and other
consumers (5000 kW).
They are designed to cope with the extreme environmental conditions typical of the Sakhalin
area. They will capable of operating in thick drifting ice up to 1.7m thick in temperatures as cold
as -35°C. As multipurpose vessels, they will be equipped variously for oil spi ll response, fire-
fighting and rescue operations, as well as cargo carrying.
Perhaps more important for the yard is the fact these vessels provide a US$200m cash-flow
injection and provide work equivalent to 1000 man-years. Moreover, it is a laudable breakthrough
into the active Russian market for ice-going ships and represents a vote of confidence from one
of the region's most significant players.
The joint-venture shipyard is a testament to strength of Russian-Finnish cooperation within
the maritime industry, and is well positioned - geographically and metaphorically - to tap into
the skills and knowledge possessed by the maritime clusters in both countries. SW&S
September 2011 43
 Larger LNG-fuelled ships are also
visible on the horizon. Finland's STX
Turku shipyard has taken on a project to
build a 56 850gt gas-powered passenger
ferry for Viking Line, with an option for a
sister vessel.
The 210m Ropax vessel which is due
to be delivered at the start of 2013 will
have minimal C0 2 and virtually nil SOx
and NOx emissions. With a maximum
speed of almost 22kts, the vessel will be
able to carry 2800 passengers and will
have a hoistable car-deck with a vehicle
capacity of 11 OOm lane and 1300m lane of
truck capacity. Designed to cope with the
comparatively sensitive and shallow waters
of the Finnish archipelago, it is destined to
operate between Turku and Stockholm
Ferries are better suited to LNG than
other types of vessel as they follow fixed
routes between ports with LNG terminals
in the neighbourhood which makes them
easy to bunker.
Lloyds Register carried out a detailed
risk analysis for Viking Line on the bun-
kering process to identify and minimise
risks associated with the movement of the
bunker barge and ship within the con-
fines of the port, the risks associated with
the simultaneous loading of passengers,
cars, lorries and LNG, and to help ensure
compatibility between bunker barge
capacity and the ship's systems.
~EbroTank
SPECIA ~NKsfo6PECIA
Zaragoza (Spain)
Tel.: (+34) 976 186 691
E-mail: info@ebrotank.co
www.ebrotank.com/
----
•"*' "~ ft
I ~~--- '
44 September 2011
artsilii has opened new workshop facilities in Helsinki. 'The new workshop is strategically
located near the main shipping routes and this, together with its efficient storage arrange-
ments, will significantly enhance our service capacity. For customers with maintenance agree-
ments, the added component storage will reduce transportation and travel costs, and ensure
prompt response times for vessels operating in the Baltic area,' says Wartsila Services group
vice president Christoph Vitzthum .
The new 11som2 workshop, located in vuosaari Harbour in Eastern Helsinki, is equipped
with 5 and 12.5 tonne overhead cranes, advanced machining equipment, fuel injection system
component overhaul tools and testing devices, and the latest technology service tools. Services
off.ered include full workshop operations for engines and propulsion systems, as well as the
servicing of mechanical and electrical equipment onboard vessels of all types.
The demands placed on service and maintenance operations are very high in Finland and
the Baltic Sea area. Ship owners and vessel operators expect high quality and efficient services
with a minimal environmental footprint.
The new workshop complements others throughout the Baltic Sea region in Sweden, Den-
mark, Germany, Lithuania and Estonia and, since May 2011., Gdansk, Poland.
FRESH OUTLOOK about increased precipitation in the river
But is this concerted push for LNG really basins that flow into the sea. And because
the right way forward? Global warming it is enclosed with only a narrow exit, it
could have significant implications on the will become fresher as a result.
future shipping profile of the Baltic Sea. The process, they say, will happen
Recent multinational research has found over the next 100 years - so no immedi-
that an increase in precipitation in the ate panic - but it makes for an interesting
region would impinge on the salinity of thought-experiment: what would be the
the Baltic's waters. Scientists working on consequences of the Baltic becoming a
the European Climate Change and Marine 'freshwater sea'? It could carry significant
Ecosystem Research (Clamer) project ramifications on the size and type of ves-
predict that global warming could bring sels that traverse its water. SWDS
MANUFACTURER OF TANK CONTAINERS FOR
EEDS
STORAGE, TRANSPORT AND PROCESS OF ALL
~u.::QUJDS AN, SES
ShippingWorld ft Shipbuilder
Wednesday 28 and Thursday
29 September 2011
Central London
CONFEfH'.:~~('.'.:~£ ~U~"iHUGHTS
• Chairman's Address: Quality and safety should
sit alongside the maintenance strategy
• Keynote: How ships of the future will be
maintained and operated
• What does class think of CBM: How and should
they support it - what will class require?
• Understand the vital importance of systems
integration and how to overcome the problems
• Assuring system reliability through effective
maintenance tasks
• Do proper training standards exist?
• Are there lessons learned from power generation,
offshore and rail for shipping?
• Find out what the new technologies can achieve
• Learn how to ensure CM does not fail
..,. Save £ 100 if you register
before 9 September 2011
REGISTRATION HOTLINES
+ 6
Quote ref: CBM/SW9 Email: e vents@imarest.org
WHY YOU SHOULD ATTEND
Condition Based Maintenance systems often fail due to the lack of
cultural implementation within organisations.
Condition Based Maintenance 2011 will demonstrate how an
intelligent, rather than a traditional approach to maintenance reduces
the residual cost of ownership, giving practical insights into
predicting equipment failures with greater precision.
CONFERENCE CHAIRMEN AND SPEAKERS:
• •. • - David Chaters, Meridian Marine Management
• • Bob Hargreaves, Hargreaves Marine Ltd
• Roger Baker, L-3 Communications Marine Systems UK
• David Bishop, Lloyd's Register Rail
• Martin Briddon MBE, James Fisher MIMIC
• Roy Chenery, Marine Asset Reliability Ltd
• Jim Craig, Princess Cruises
• Roy Horstink, UE Systems Europe
• Dr Michael Knowles, Institute for Automotive and Manufacturing
Advanced Practice (AMAP), School of Computing and Technology
University of Sunderland
• Bob Maxwell, Dobson Fleet Management
• Peter Milligan, The British Institute of Non-Destructive Testing (BINDT)
• Dr JOrg Rebel, Germanischer Lloyd SE
• Gerald Rolfe, SKF Service Division
• Danny Shorten, Lloyd's Register EMEA
• Prof Andrew Starr, Cranfield University
• Ian Taylor, Ian Taylor PCM Ltd
• Jens Vagar, Wartsila Finland Oy
• Dr Maryon Williams, Condition Analyzing Corporation
Visit the IMarEST website for further details and to register
online at: www.imarest.org/events

chiffahrtskontor Altes Land (SAL) had one eye
to the future when in July 2009 it contracted
Germany's Sietas Shipyard to build two 2000t
capacity heavy lifters. At that time, the market for
such vessels seemed to be on the wane as the glo-
bal economic crisis began to take its toll on the
sector. But Lars Rolner, SAL's managing director,
could feel the winds of change.
When he signed the €120M contract for the
two vessels he was 'already seeing signs that the
market will recover in 2011 ', having then received
enquiries from the offshore wind-energy, oil and
gas sectors.
As it goes, Rolner's market forecast was op
the button. And since their delivery, both these
leviathans have been far from under-employed.
Lone, the second in the series, delivered in March
to the German operator, is now transporting reac-
tors, each weighing 1800t, from the Far East to
Latin America, following a considerable increase
in project work involving heavy loads.
At her naming ceremony in March, Rolner
stated how Lone represents SAL's future strategy
to specialise in vessels with a high crane capacity
and a high degree of technical innovation.
'With Lone and Svenja,' he said, 'we now have
two ships in our fleet that have a lifting capacity of
2000!. Over the past few years, the number of heavy-
lift vessels has grown, particularly those in the SOO to
800t lifting capacity segment. The segment compris-
ShippingWorld &Shipbuilder
.._.
~
=
=-
cu
a:
=-
-
-=
ICl:I
ing vessels with a lifting capacity of over lOOOt is, Lone represents SAL's
however, less well served while the demand for these future strategy to
specialise in vessels
larger capacity vessels is growing constantly.'
with a high crane
capacity
UNIQUE
Both Lone and the first of class Svenja, delivered in
January, are based around a 'Type 183' design that
features an overall length of 160.6m, a beam of
27 .Sm and a dead weight of 12 SOOt. Representing
a new generation of heavy lift ships, both ships are
claimed to be the world's largest and fastest vessels
of their kind, with a top speed of 20kts and a lift-
ing capaciaty of 2000t - a speed and capacity that
renders these vessels unique in the sector. Speed is
achieved by way of a single MAN 9LS8/64 diesel
genset with a power output of 12 600kW, while a
shaft generator provides an additional 1300kW to
feed the vessels' dynamic positioning system.
Unlike Svenja, which features a DPl system,
the dynamic positioning of Lone is by way of a
more advanced DP2 unit, supplied by Norway's
Kongsberg, making her the fourth heavy-lift vessel
in the world to be equipped with such a system.
With a high degree of system redundancy
so as to meet the requirements for a DP2 vessel,
Lone is equipped with two 1200kW bow and two
1200kW retractable Azimuth thrusters, in addition
to an 800kW stem thruster, supplied by Brunvoll.
This scope of supply gives the vessel all the neces-
sary components required to meet her operational
September 2011 45
 envelope of undertaking highly complex

l
projects for the oil and gas industry, as well
as for the offshore renewable sector. The
level of system redundancy offers the high- he Lone's high lifting capacity was put to On its voyage, the Lone first called at
est level of safety and precision at all times, use quite recently when the heavy lifter the Japanese port of Higashi Ha rima, where
particularly during offshore installations. carried out SAL'.s heaviest lift to-date. The two hydrocracking reactors were loaded
iii I
To optimise the capability of the ves-
sels while in DP mode, SAL gave careful
vessel loaded eight reactors weighing up to
1719t and measuring 45 x 8 x 8m and des-
and continued on to Muroran to take six
further hydro-treating reactors onboard.
consideration to the selection of thrusters, tined for the PDVSA Puerto La Cruz refinery Upon arrival at Puerto La Cruz, the reactors
switchboards and power distribution. Mind- in Venezuela where they will facilitate the were discharged in record time the heavi-
ful of the variety of water depths .in different conversion of heavy and extra heavy crude est reactor of 1719ts was set ashore in only
projects, it was decided to install the follow- oil into high quality refined fuel. 2.5 hours.
ing reference equipment: DGPS, RADius,
Light Weight taut wire and Fanbeam.

LIFTING
An interesting aspect of the Type 183
design is that both vessels can be deployed
with open hatches when transport-
ing exceptionally large loads. On the
deck of each vessel are two Neuenfelder
Maschinenfabrik lOOOt swl capacity
cranes with an outreach of 16m. With an
800t load, outreach is 25m, with soot it
is 38m. Loading capacity is 11 OOOt and
40 000m 3 (freight volume).
The vessels have also been awarded
Germanischer Lloyd's Environmental
Passport notation, which certifies that
they comply with the highest environmen-
tal protection specifications. In addition,
the ships have received ISO 14001 and
OHSAS 18001 certification. These techni-
cal and ecological preconditions ensure that
the ships will be ready for employment in
future markets, which will include offshore
wind parks, offshore oil and gas industries,
industrial plants and other sectors.
When the order for the vessels was
placed in 2009, it was no surprise that
the Sietas Shipyard would secure the con-
tract; as its favoured shipyard Sietas has
designed, built and delivered over fifty
ships to the SAL fleet since the 1980s.
For this two-ship contract, however, SAL
and Sietas jointly collaborated on the
Type 183 design. Speaking at the time,
Rolner said: 'We have great trust in the
management and the expertise of the
developers, engineers and the rest of the
Sietas crew, as well as the team from the
Neuenfelder Maschinenfabrik. Together
we have developed a type of ship that is
based on market demands, one that has
been planned and developed with a good
deal of innovation. The result is a new
generation of heavy lift ships .
'The Sietas yard and the Neuenfelder
Maschinenfabrik are synonymous with
innovative design and quality components.
Moreover, the fact that we can order the
ship and the cranes from the same com-
pany was a decisive factor for our commis-
sion. That is one of the primary reasons
why we chose the Sietas yard.'
For the Sietas Group, the SAL order
as gone some way in helping to propel
the shipbuilder forward in unchartered
waters. As the group's CEO Rudiger Fuchs
remarked, the contract played a key role
in the reformation of the Sietas shipyard.
With the development and construction of
the two Type 183 vessels, Sietas has dem-
onstrated its proficiency in designing and
building innovative special purpose ships.'
Currently, the company has orders for
seven special purpose ships and a con-
tainer ship.
The Shipyard has recently imple-
mented an industrial concept that facili-
tates shorter processing times and higher
productivity. The first section constructed
at Sietas under the new production system
is already in the dock. SW&S

48 September 2011 ShippingWorld 8Shipbuilder

 A line drawing of the SAL heavy lifter
Lone showing crane outreach

crane outreach

Type 183
principal particulars
Shipbuilder . J J Sietas
Length oa . 160.Sm
Breadth . . 27.SO m
Deadweight .. . .12 soot

x:I Deck .
Hold Capacity
128.SO x 27.SO m
. 11 8SOm 3
cranes .2 x 1ooot swL
crane outreach 16m - 1000t
2sm -soot
3Sm - soot
Engine output . .. 12 600 kW
Bow thrusters: 2 x 1200kW
Stern thruster . .. 800 kW
Azimuth thrusters ..... .. ... 2 x 1200kW
Service Speed ....... .. .. ............ 20kts
Classification . . ... GL+100 AS,
General cargo Ship, BWM, Heavy Lift
Ship, Environmental Passport,
Equipped for carriage of containers,
Strengthened for Heavy cargo,
SOLAS 11-2, Reg. 19, MC AUT, DP-2

Principal suppliers
Fresh water generation ... Alfa Laval
Pumps ................. Behrends Pumps
Thrusters . . .. .. . . Brunvoll
Lifeboats Hatecke
Boilers .. . HTI
Switchboard .... .. ...... .. .... lnterschalt
Hatch covers .. MacGregor
Engines . MAN Diesel & Turbo
Auxiliary plant .... Mitsubishi
·cargo handling .. .. ... Neuenfelder
Maschinenfabrik
Air Con ................... Noske-Kaser
Gearbox . . . . . . . . . . . . . . . . . . . . . Reintjes
Propeller .. .Schottel
co 2 plant . Richter-Wilhelmsen
Separators . . Westfalia
Winches ........... . .. Steen
Cl:ll Ballast piping renewal using
·-
cu
car/Jan ti/Ires proves ta lie asuccess
ore than 500m of ballast water piping well as guarantee robustness of the repair,
Mhas been renewed onboard a bulk car- according to as2con-alveus.
rier using Compa, the composite overlay
material developed by Croatioan company
as2con-alveus .
The repair work, carried out at the
Viktor Lenac shipyard in Croatia and
thought to have shaved 80% off the
repair costs, compared to traditiional
pipe renewal methods, is the first time the
material has been used on this type and
size of vessel.
The costs savings are resultant of the
fact that no pipework had to be removed
or handled and no technical openings to
the tank top had to be made. Piping rang-
ing from DNlOO to DN350 pipe sizes, in
topside and double bottom ballast tanks of
four cargo holds, were repaired.
Prior to the renewal, the examination
was performed in order to identify criti-
cal locations of the ballast piping. After
the selection of the critical areas, a local
subcontractor performed the piping sur-
face preparation in order to remove rust,
remaining paint.
Carbon fibres were then soaked in
epoxy resin and applied onto the dam-
aged surfaces . Over time, the resin hard-
ened to permanently bond to the surface
while impregnating the fibres to rein-
state the strength of the damaged parts.
The procedure effectively created a solid
new layer of material to provide full
water-tightness.
The use of high-end materials such as
carbon fibres and epoxy helped to relaise
the project in a short period of time as
48 September 2011
'Compa repairs are much cheaper
than traditional cutting and welding
repairs ,' states the company. It doesn't
involve high temperature operations,
nor does it require the degasification of
tanks. There is no need for cutting or
cropping a damaged material, nor any
other material removal. This method can
be applied to any component reachable
by human hand and it can be performed
during a ship voyage because it does not
require heavy machinery, but only light
equipment and materials. The composite
repair material utilises an epoxy which
is resistant to osmosis so the expected
lifetime can be measured in decades.
COMPA is reliable because it provides
watertightness and prolongs the fatigue
life of a repaired component.'
There are strong indications that
this method could be equally success-
ful in repairs of hull plating and other
ship structural members. This question
is the primary concern of an ongoing
EU FP7 project called CO-PATCH
(www.co-patch.com). swas
e world's only 5 Star-rated expedition
ship, Hanseatic, completed its refit last
month at Germany's Blohm+Voss ship-
yard where, over thirteen days, crafts-
men renovated and modernised two
cabin decks, the buffet restaurant, sauna
and pool area of the 8378gt cruiseship.
However, one of the more chal-
lenging aspects of the project was the
retrofitting of a new tank level gauging
system, as Peter E. Kohler, the manag-
ing director of Scanjet Macron, the Finn-
ish supplier of the equipment, explains:
'We knew the existing system quite well,
but we had no possibility to be onboard
before the docking to check what was
working and could be used, what was
not working, and also how to install the
measuring cabinets and interface with
the automation system onboard.
'Time available for the design and
installation of the new system was very
short. Together with the chief engineer
we found easy-to-access locations for
the new cabinets. Supports for the cabi-
nets had to be made and welded and
new piping for supply air to the cabinets
had to be pulled. We also reduced the
number of original small measuring cabi-
nets using our larger cabinets thus sav-
ing space and costs.'
The new cabinets were connected to
the old piping and tested for tightness.
The tests showed that the piping was in
relatively good condition and could be
used for the Scanjet system. Some pipes
were clogged, but the purging proved
successful, even when some of the tanks
had not been working for years.
'The old communication system was
a digital system with its own communi-
cation protocol and converted into ana-
logue for interfacing with the automation
system,' says Kohler. 'We used the exist-
ing cabling and upgraded the communi-
cation to modern digital Modbus. In order
to get the tank levels to the automation
system, we developed completely new
communication units acting like the
ship's digital automation system send-
ing queries to the measuring cabinets for
tank levels. These tank levels were then
converted into analogue output signals
using our converter cards and connected
to the automation system.'
After some fine tuning the scanjet
system worked perfectly well with tank
level and draught measuring proving
'very accurate'.
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