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 of
Society
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with
Maritime
Industries
L** &v4
2 ThinkinA
the unthinkable
.:,,,;;,,,-:
;;..
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I
H 3 Seatruckto doublelrishSeacapacity
r 4 ABSapprovesnew LNGconcepts

MAEHI},IERYIT,IATT€R$
6 Marinewinsfirst cruiseshiporder
Caterpillar

DESIGNFORPERFORMANCE
8 Dealingwithwaterballast

TRANSMISSIONS
t3 gears
MAAGand Renkto supplvsophisticated

SEPARATORS
17 Westfaliamakesfuel standardcommitment

wreffiwqffiw
*#rewxwffi1g#ffi
18 TheMotor Ship'sNor-Shipping
Conference

WEffi€#WV
19 Ihe MotorShrpcelebrates85 yearsof publishing

SHIPREPORT
20 Wallenius visionfor 2025
Wilhelmsen's

MOORING
22 A novelcombinedwinchand bollard

SHIPREPORI
24 SparLvra,the first Diamond
53, entersservice

CONVERSION
27 Cableboombusted

COATINGS
28 Epoxiesare key,shark'sskins offer alternatives

EMISSIONS
32 Impactof ship'semissionson the climate

tu###wF
36 Growthin sizeof LNGtankers

www.motorship.com 1
I
1,'
,
Thinkingthe unthinkable
his month85 yearsagothe veryfirst issueof TheMotor Ship the timescaleof 20 yearsbeforesuchconceptswill
T
was published. a fact celebrated elsewherein this edition.As a b e n e e d e dw i l l e n s u r et h a t t h e m a j o r i t yw i l l h a v e
I
champion o f t h e d i e s e el n g i n et h e j o u r n ahl a s b e e np a r to f t h e b e e np e r f e c t e db y t h e t i m e t h e v e s s e lw o u l de n t e r
I
I s u c c e s ss t o r yo f t h i s f o r m o f p r o p u l s i ow
n h i c h ,a s w e h a v e servlce.
a r g u e di n r e c e n tm o n t h s ,l o o k ss e t t o c o n t i n u ea s t h e m a i nm e a n so f Of coursea degreeof cautionis neededhere as
propelling shipsfor the foreseeable future. we haveall too oftenseen a rangeof teethingprob-
Yetthere are some in the industrywho are beginning to lookfurther lemswith relativelyproventechnology whenapplied
a h e a d- t o w h e no i l i s e i t h e rn o l o n g e a r v a i l a b l oe r t o o v a l u a b l e
and -
t o t h e m a r i n ei n d u s t r y p o d s ,G r i mw h e e l s t, w o -
expensive to be usedas a fuelsource.Whatwill happenthen? s t r o k em e d i u ms p e e de n g i n e ss p r i n gt o m i n d ,a n d
O n es u c hg r o u po f t h i n k e r sa, t W a l l e n i uW s i l h e l m s e nh,a sd r a w nu p most recentlyChantiersde I'Atlantique's insulationadhesionproblems
proposals for an advanced ro-rovesselforthe year2025, as reportedin on its latestLNGtanker.
somedetailin this issue.Theirthinkingcentresprimarilyon alternative S o t h e W a l l e n i uW s i l h e l m s ecno n c e pvt e s s e lm a ys e e mt o b e s o m e
f r o m s a i l st o s o l a rp a n e l s f, u e l c e l l sa n d
p r o p u l s i o cno n c e p t sr a n g i n g futuristicdreamor an exercisein highlyspeculative thinkingbut behind
w a v ep o w e r .E a c hi s s e e n a s a m e a n so f g e n e r a t i n ga n d / o r s t o r i n g t h e f a n c i f u il d e a si s a v e r ys e r i o u sa n d i m p o r t a n itn t e n t - t o m a k e
energywithoutrecourseto oil,the dieselengineor anyother
propulsion today'splannersand designerstake a longhardlookatthe nearfuture
sucn system. t o d e t e r m i n eh o ws o m eo f t h e e m e r g i n gp r o b l e m sc a n b e s o l v e da n d
As navalarchitectPerBrinchmann readilyadmits,muchof the think' wherefundamentaland practicalresearchshouldbe directed.Afterall'
ing is provisional do not as yet existin a
in that manyof the technologies onlybythinkingthe unthinkable can we copewiththe unpredicted when
practicalform and are merelytheoretical. he believesthat
Nevertheless, it haDoens.

f
t
I;;(.i ,lr:lil-
'..r1...
...:::.li Editor
Publishedmonthly by J o h nB a r n e s Business,
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2 The Motot Ship April2005

Seatruckts d*ubfietrrishSem*#pffi*ity
rish Seafreightferry oDerator
I
I SeatruckFerrieshas ordered
T
I two new ro+o freight ferries
I from Soain'sAstillerosde
Huelva.Whenthey enterservice
in 2OO7theywill be ableto move I
130,000 freighttrailersper
annumon Seatruck's
- Heyshamroute,
Warrenpoint
morethandoublingpresent
capacity. Artist impression of the new ro-ro freight ferries ordered by Seatruck ferries from Spanish
Seatruck'sgeneralmanager shipbuilder Astilleros de Huelva
AlistairEaglessays, "Thisis fan-
tastic newsfor all of our freight whichwill movemoretrailers each persailingand around speedof 22 knots,reducingthe
customers.We havebeenrunning faster and more reliablyon this 58,000 units annually.The new currentcrossingtime from nine
at full capacityfor sometime now key route." ferrieswill be purposebuiltto be hoursto just 6.5 hours.Thiswill
and cannotsatisfydemandfor Thetwo newvesselswill the maximumsizefor Heysham permita muchlatereveningsail-
our efficient,no-frillsfreightser- replacethe currentferries and Warrenpoint,andatt42 ingtime, with an earlierstart for
vice.Withthe supportof our par- Riverdanceand Moondance, metreslongwill eachcarry in morningdeliveries,and providea
ent group,ClipperGroupLtd,we whichcurrentlyprovidea twice- excessof 120 standardtrailers. greaterreservein case of bad
can makethis maiorinvestment dailyservicecarrying55 units Thevesselswill havea service weather.

Aker sigffist*l f*r

third Freed*m-class

Artist impression of the Freedomclass cruiseship, three of which

have now been ordered bv RCCLfrom Aker Finnvards

Caribbean Cruises(RCCL) class, Freedomof the Seas,will

Poyal
I \and AkerYardshavesigneda
Lolfor the orderof a thirdshio in secondship will be readyfor deliv-
the Freedomclass,the world's
largestcruiseship.Thecontract
value is at the same levelas the
secondvesselin this class
orderedlast autumnandthe Lol
wasvaliduntilthe endof March.
The agreementis subjectto
certainconditions,includingRCCL
and AkerYardsboardapproval.
AkerFinnyards, whichis a part longand 38.6 metreswide and
of AkerYards,has two of these
recordbreakingcruiseships
underconstructionat its yard in
Turku.
Thefirstcruiseshioin this
be deliveredin April2006 andthe
ery in spring2007.
Thisthird vesselis scheduled
to be deliveredearly2008. These
newshios are some 15%cent
largerin spaceand passenger
capacitythan the earlierVoyager
class vessels.
The new 158,000 gt Freedom
class vesselswill be 339 metres
will stand 18 deckshigh.The
shipswillcarry3,600 guests,
some 500 morethan its prede-
cessorsin the Voyager-series,
and
1,400 crewmembers.
$aewssbuildsNigeri*nFPS*
l\aewoo Shipbuilding & Marine free zonearoundits Snakelsland
t t
lJ Engineeilng(osME)has won a yard, while planningsignifacant
$978 millionorderto buildthe investmentto enablethe facility
world'slargestFPSO. Theorder to carryout full integrationof
was placedby Star DeepWater FPSOtopsidesin Nigeria.
Petroleum,a ChevronTexacosub- It is expectedthat 300,000
sidiaryin Nigeria,and Nigerian man-hours,or 40% of the total
NationalPetroleumCorporation man-hoursthat will be spent in
(NNPC).
TheFPSOis destinedfor constructingthe vessel,will be
dollarAgbamifield
the multi-billion allocatedto Nigeriancompanies,
development projectin Nigeria. representinga majorshift in exe-
Nigeria'spremiershipyard, cutionof majorNigerianoil and
NigerDock,has obtainedapproval gas contracts,especiallyin the
for the establishmentof an export deeooffshore.

wwwmotorship.com
l^ e m b a w a n ES h i p v a r di n
\,
\-f Singapore,in partnership
with HuismanSpecial Lifting
Equipment (Huisman), has
secureda $15O millioncontract
fronrSapuraCrest Petroleum
Berhad,Malaysia, to designand
constructa self-propelledDP2
heavyliftderrick pipelayvessel.
Thecontractrequiresthe
completeengineering, construc-
tion,outfittingand commission-
ingof a 8,000 tonnenew-built
hull intoa self propelled,DP2
heavylift and pipelay vesselwith
accommodation for 330 persons,
equippedwith a Huisman3,00O
tonne heaw lift craneand S-Lay
Pipelaysystem.
Thevessel is expectedto be
deliveredin fourthquarter2006
and,uponcompletion, the new-
building,Sapura3000, will be
deployedin offshoreMalaysia.
E-f'iffi{:il}fl}il:i=#'f*
$t#tu*#
&ffiffi ffiffiffitrffiwffiffi
HHIwins box- /n lassificationsocietyABShas The ConocoPhillips
I

shipbonanza \r, recentlyApprovedIn PrinciPle

(AlP)two newconceptsfor the LNG
Prism/Pyramid tank design
reduces sloshing loads

I I yundaiHeavyIndustries has industry.An AIPhas beenissued

t-
I lwonordersforcontainer
shipsworth$1.1 billionfrom
shipownersin Kuwaitand lran.
Co in
UnitedArabShipping
Kuwaitorderedeight6,80OTEU
vesselsto be deliveredby
November 2008 whilelslamic
Republic of lranShippingLines
orderedtwo 6,SOOTEU ships,
alsofor deliveryby 2008. The
for its newPro-
to ConocoPhillips or lessthanthoseexperienced
prietaryPrism/Pyramid tank con- designed
on a traditionally
ceptfor largeLNGcarriers.The 138,000m'ship.
design'skeyfeatureis the tank's ABShas alsoissuedan AIP
uniqueshapewhichreducesfree for a novelconceptfrom ABB
surfaceareathus reducingthe LummusGlobal(ABB)for a lique-
highimpactsloshingloadsand resonanceperiodin gas
fied natural and liquefiedpetroleumgas, floating
the tank. productionstorageand offloadingunit (NicheLNG
contracted
ConocoPhillips for modeltests on the FPSO).The conceptis the offshoreapplicationand
tank designwiththe Marine
Prism/Pyramid of the NicheLNGSM
marinisation process,a proprF

6,800TEU vesselswillmeasure TechnologyResearchInstitute(Marintek),in Norway. etarydualturbo-expander based LNG liquefaction

306m in length,40m in width,
and 24.5m in depthandwillbe
fitted with a 46,890kWdiesel
enginefor a servicespeedof
25.5 knots.
Thisdeal comesafter reports
that the three largestKorean
shipbuildershad won long-term
contractsfromthe MiddleEast
for a combined$l0billionto build
44 LNGcarriers.
Thecriticalshipmotionresponsesandsloshing
imoactconditionswerecalculatedwith NorthAtlantic
environment conditions.
Specificsof the tank testingand motionrespons-
es involveda four-tankdesignfor an LNGvesselin
the rangeof 235,000m3.Historically vesseldesigns
for this sizehavehad five or six tanks. lrregularwave
conditions weresimulatedwiththreedifferentfilling
levelsfor the tanksandvariousshipheadings. The
test resultsof the comparisonand pressuretests
showedthe designwas acceptableandthe loadson
tankwereequalto
Prism/Pyramid
the ConocoPhillips
schemedeveloped byABBLummusGlobal.
Theequipmentlayoutis similarto a typicalFPSO,
howeverthe conceptfor this new purpose-built
FPSO
allowsfor processing facilitiesonboardwhichincor
porateboth the gas feed pre-treatment removalof
CO2,mercur!,etc, dehydrationofthe gas and LPG
extraction)and LNGliquefaction.LNGand LPGhave
differentcompositionsthus requiringstorageat dif-
ferenttemperatures.LNGmust be storedat
extremelylowtemperaturest162oC)while LPGcan
be storedat a muchhigheror warmertemperature
(-40oc).

4 The Motor Ship April2OO5

 WARTSILAos a registeredtrademark

i:,,,,,..r.jii
+;:
i:iiiir: :-.1."''' ,.].,:.;,,.it',t
''':t l=+i"'it t''"':

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rink.For propulsionand all its on-boardpowerrequirements,includingthe ice-rink,the
Voyagerof the Seasrelieson its six WARTSILA@ engines.Wdirlsilti
diesel-electric ship
powersolutionsare availablefor almosteverycommercialapplication.

Wiirtsiltiis The Ship PowerSupplierfor builders,ownersand operatorsof vesselsand

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Wiirtsiliiis a leadingproviderof powerplants,operationand lifetimecareservicesin

decentralized powergeneration. visitwww.wartsila.com
For moreinformation \A'\ITTSILA
CaterpillarMarine wins
cruiseshiporderfor MaK
IDA Cruises has chosen
C a t e r p i l l a rM a r i n e P o w e r
Systemsto equipthe first two
of its nextgenerationof club
cruiseshipswith MaK M 43 C engines.
The contract representsa signifi-
c a n t m i l e s t o n ef o r C a t e r p i l l aMr a r i n e .
The M 43 C series has beensuccess-
f u l i n t h e r o - r oa n d r o p a xa n d f r e i g h t
segments,but this is the first time the
M 4 3 C w i l l p o w e ra c r u i s es h i p a n d
demonstratesthe successofthe uprat-
ed MaK M 43 C engine(see TheMotol
Ship, November2004). The two ves-
s e l s a r e o n o r d e ra t t h e M e y e rW e r f t
shipyardin Papenburg,Germany,and
are scheduledfor deliveryin 2007 and
2009.
T h e t w o 6 8 , 5 0 0 g r o s st o n c r u i s e
s h i p s w i l l h a v ea n o v e r a l l e n g t ho f
2 4 9 m a n d a b e a mo f 3 2 . 2 m , a n d w i l l
b e t h e t h i r d g e n e r a t i o no f s h i p s b u i l t
6 The Motor Ship April2OO5
a n d o p e r a t e da c c o r d i n gt o t h e A I D A
" c l u b "c o n c e p t .E a c hw i l l h a v ea p a s -
s e n g e r c a p a c i t yo f 2 , 0 3 0 , ( u p t o
2 , 5 0 0 ) a c c o m m o d a t e di n 1 , 0 1 5
cabins.
Prop*siomdemands
AIDACruisesand MeyerWerft had very
s p e c i f i cd e m a n d sf o r t h e p r o p u l s i o n
s y s t e m s ,i n c l u d i n gl i m i t so n e n g i n e
n o i s e ,i m p r o v e dr e l i a b i l i t ya n d s t r i c t
guidelines on emissionsreduction.
Eachshipwill be equippedwithfour
MaK 9 M 43 C engineswith a total out-
put of 36 MW,providingthe necessary
powerto operatetwo single-propeller
e l e c t r i cp r o p u l s i o nm o t o r s ,t w o b o w
thrusters and two stern thrusters. In
addition,the installationproduceselec-
t r i c i t yf o r a l l o t h e r h i g h - c o n s u m p t i o n
unitson board,includingair condition-
ing, hotel/restaurantoperationand an
advancedon-boardhealthspa.
T h e M 4 3 C e n g i n es a t i s f i e st h e
I M Og u i d e l i n e sa n dt h e e n g i n e ' sN O x
e m i s s i o ni s w e l l b e l o wr e g u l a t o r y
r e q u i r e m e n t s .T h e e n g i n e s a r e
e q u i p p e dw i t h F l e x i b l eC a m s h a f t
Technology, part of Caterpillar'sinnova-
t\\e emiss\s$s reducttsn ACERT@ tech-
n o l o g y I. n t h i s a p p l i c a t i o nF, l e x i b l e
CamshaftTechnology will reducesoot
particleemissionsto belowthe visible
limit,therebysatisfyingthe industry's
highestenvironmental standards.
I n a d d i t i o n ,t h e e n g i n e s a r e
equippedwith safetyfeaturessuch as
a slowturningdevice,a systemwhich
e n a b l e se n g i n e e r st o c h e c kf o r t h e
presenceof wateror fuel in the cylinder
beforestart, a splash-oiltemperature
monitoringalarm systemdesignedto
p r e v e n tb e a r i n gs e i z u r e s a
, n oil mist
detectorand locatorwith individual
dis-
play,andthe DICARE enginemonitoring
program,whichallowsusersto monitor
a l l t h e e n g i n ec o m p o n e n t sT. h e c o m -
pletesystemoperateson-lineso that
t h e c u r r e n td a t a c a n b e c a l l e du p a t
anytime.
 Boomingdemandfor MAN
nx**r"a$ines
spe*d rnffiri
mediunn
AN B&Wreportsthe high-
est intakeof ordersfor its
medium-speed four-stroke
enginesin the company's
101 yearshistory.
ln 2OO4it receivedordersfor 136
unitstotalling939 MW a 38% increase
over2OO3.With regardto the smaller
f o u r - s t r o k es e r i e s m a n u f a c t u r e di n
Denmark,228 engineswere ordered
with a total output of 292 MW.
Meanwhile,the orderbooksofthe Far
E a s t l i c e n s e e sa r e f u l l t o t h e e n d o f
2006. As a result,MANB&WDieselis
m a i n t a i n i n ga w o r l dm a r k e ts h a r eo f
medium-speed four-strokeenginesof
approximately 40 %.
A c c o r d i n gt o D r S t e f a nS p i n d l e r , A cutaway draw-
Executive B o a r dM e m b e ro f t h e M A N ing of an MAN
B&WDieselGrouo.introduction ofthe B&W 58/64 affect on the provenrobustnessof this o r d e r sf o r 5 2 e n g i n e so f t h e 3 2 / 4 0
newsmaller1,6/24,2I/3L and27/38 medium speed engineseries.Thisnewdevelopment is t y p e , t o t a l l i n g1 8 1 . 7 M W .S i n c et h e
four-strokeenginesas well as continu- engine, of which p a r t i c u l a r ldy i s t i n g u i s h ebdy r e d u c e d introduction o f t h i s e n g i n e ,a t o t a l o f
ous developmentof provenproducts, 46 examples p o l l u t i o nv a l u e sa n d l o w e rc o n s u m p - 892 engines(aggregating 3,450 MW)
such as the 32/40,48/60 and 5a/64 were ordered t i o n , a n d o f f e r s a n o u t p u tw h i c h i s havebeen orderedfrom the company
types,is payingoff. last year aroundL40/o higherthan earlierversions and its licenseesworldwide.
while at the same time havinga lower IVIAN B&Whas profitedparticularly
5gr/84 appeal n u m b e ro f v e s s e l
w e i g h t .T h e u n i t s h a v eb e e no r d e r e d f r o m t h e i n c r e a s i n g
P r o fD r W o l f r a mL a u s c h ,S e n i o rV i c e particularlyfor cruise and ro-rovessels oreredin Chinawhereit nowmaintains
Presidentof MANB&WDiesel'sMarine as well as for chemicaltankers. a 5 5 % s h a r eo f t h e C h i n e s em e d i u m -
" A b o v ea l l t h e L a s t y e a r , M A N B & W r e c e i v e d speedfour-strokeenginemarket.
D i v i s i o np o i n t so u t ,
e n g i n e so f t h e 5 8 / 6 4 s e r i e sa r e i n
s t r o n gd e m a n da s t h e y a r e t h e i d e a l
m a i n m a c h i n e r yf o r c o n t a i n e r - f e e d e r
vessels".Ordersfor 46 enginesof the
581264series were placedwith MAN
B & Wl a s t y e a r , 3 2 o f t h e m f o r 1 , 1 0 0
T E Uc o n t a i n evr e s s e l s .I n t o t a l ,s o m e
1 0 0 v e s s e l so f t h i s t y p e h a v eb e e n
b u i l t o r a r e o n o r d e r ,9 5 % o f t h e m
equippedwith the 7L58/64 engine.
The new versionof the successful
4A/608 medium-speedseries, intro-
ducedtwo years ago, has met tremen-
d o u s m a r k e t a c c e p t a n c ew i t h m a n y
ordersreceived.Basedon the 48160
type,of which300 enginesweresold,
the newversionincorporatesthe latest
dieseltechnologywithoutanyadverse

www.motorship.com 7
 Making ballastwatersafe
h e I M O h a s i d e n t i f i e dt h e
introduction of invasive
marinespeciesinto newenvi-
r o n m e n t sv i a s h i p s ' b a l l a s t
water as one of the four greatest
t h r e a t st o t h e w o r l d ' so c e a n s .T h e
otherthreethreats are land-based
sourcesof marinepollution,the overex-
ploitationof livingmarine resources
and the physicalalteration/destruction
of marine habitat.
Despitegeneral agreementas to
t h e i m p o r t a n c eo f t h e b a l l a s t w a t e r
p r o b l e m ,a r r i v i h ga t a s o l u t i o n h a s
provento be a difficultchallenge.Any
ballastwater treatmentsystemmust
be not onlyeconomicaland effective,
but also safe and practicablefor both
shio and crew.
AOTsolution
Amongthe many attempts at devising
an effective and reliableballast water
treatment system is one recentlydevel-
oped by Alfa Lavalwhich,it claims,will
meet the urgent needfor ballastwater
treatment well before IMO regulations means that it
take effect in 2009. lt consists of two cannot reprocluce
distinct stages.The first is a pre-treat- and is no longer
m e n t s t a g e ,w h i l et h e s e c o n di s t h e consideredviable.
patentedBenradAOT(advancedoxida-
tion technology)which is the heart of
t h e s y s t e m .B e n r a dA O Ti s a u n i q u e
technologydevelopedby BenradAB, a
Swedishcompanywith whomAlfa Laval
has a cooperationagreement.
B e n r a dA O Td i f f e r s s u b s t a n t i a l l y
from traditionalUV(ultraviolet) technol-
ogy,eventhoughUVlight is one of its
comDonents,In traditionalUVtechnolo-
g y , m i c r o - o r g a n i s masr e e x p o s e dt o
strong UV rays, which in most cases
leadsto the destructionofthe DNA.
AOTuses a lower amount of a spe-
cial UVlightwavelenglhin combination
with catalysts to generatehydroxylradi-
c a l s , w h i c h e f f e c t i v e l yd e s t r o yt h e
microorganismby breakingdownthe
cell membrane.
D e s D i t et h e a d v a n c e ds c i e n c e
behindAOT,the system is claimedto
I The Motor Ship APtil2005
Couldadvanced oxidation be the
technology
answerto the ballastwaterproblem?
Dinoflagellates b e r o b u s t a n d w e l l p r e p a r e df o r t h e lasting,has shownthat the systemis
before (left) ancl challengingoperationaldemandsof the effective,reliableand well preparedfor
after treatment marineenvironment.No interference marineuse. Furthermore, it consumes
(right). After treat- w i t h b a l l a s t o p e r a t i o np r o c e d u r ei s onlya low amountof energr,whichalle-
ment shows that caused, and the system is well viatesa majorconcernamongpotential
the cell membrane equippedto handlereal-lifemarinecon- cusromers.
is disrupted and ditionsand a varyingflow
the organism's Sea ttials
chlorophyll has Systemoperation A completesystem,alreadyundergoing
disappeared. This D u r i n g b a l l a s t i n g ,w a t e r p a s s e s f u l l - s c a l et r i a l s a b o a r da W a l l e n i u s
througha pre-filterto removeany larger Marinetransoceaniccar carrier,will be
particlesand organisms.lt then contin- commercially availablein 2006.
u e s t o t h e A O Tu n i t w h i c h p r o d u c e s A m o n gt h e p r o j e c t sW a l l e n i u s
f r e e r a d i c a l st h a t e f f e c t i v e l yb r e a k M a r i n eh a s b e e n i n v o l v e di n w a s t h e
d o w n a n y o r g a n i s m sw h i c h h a v e EU-fundedMARTOBProject,adminis-
passedthe filter.Sedimentbuildupin trated by NewcastleUniversity,whose
the ballastingtanksis avoidedthanks goal was to evaluatedifferentballast
"We con-
to the pre-filterstage, and any back- water treatment solutions.
flushingwater is returnedto the ocean ductedtests aboardour vesselsas a
directlyat the ballastingsite. part of the projectand evaluatedheat
Duringde-ballasting, water passes
exchangerand chemicalsolutionsfor
b a l l a s tw a t e r t r e a t m e n t , " s a y s P e r
the AOTunit in orderto kill any organ-
isms that might have regeneratedin Croner,presidentfor WalleniusMarine.
"Giventhe resultsI haveseenfrom the
the tanks duringvoyage.Thefilter,on
the other hand, is bypassedtherebY MARTOB project,I believethe AOTsolu-
avoidingdischargingany backflushing tion is the most potentone. A reliable
water and leavingno unwantedresidu- solutionwith goodoperatingeconomy
als on boardthe ship. and no environmental side effects."
Onshoreefficiencystudies of this In particular,Croneremphasizes that
systemhaveshownitto be higherthan AOTis oreferableto chemical-based
" C h e m i c asl o l u t i o n sa r e
99o/otornatural plankton after a stor- solutions.
"as
age period.Theseresults,bacKedup somethingtobe avoided,"he says,
by full-scalestudies at sea'andcom- is anythingelse which might produce
b i n e d w i t h t h e p r i n c i p l e l ' gtfr e a t i n g environmentalside effects.Youcannot
waterduringboth ballastingand debaF add a problemto solvea problem."I
 Vesselsequippedwith non-metallic Thordon
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PaulVan Dyck: DeputyEditor
Failureto developa totallyreliableand effective
Article based on research proiects
ballastwatertreatmentsystemhas prompteda
carried out by AnclersGermundsson
of Gothia Marine AB and Martin
shipconcept
closerlookat the ballast-free
Holmgren, a naval architect student
at Chalmers (V-shaped hull); Dr.
Michael Parsons at the Universityof
M ichigan, USA (through-flowsystem
p r e s e n t e d a t t h e S N A M Ea n n u a l
meeting 29 September2004) and
Clemens van der Nat and Eelco van
Rietbergen, naval architects
(Monomaran).

t i s e s t i m a t e dt h a t s o m e w h e r ei n
I
t h e r e g i o no f b e t w e e n3 a n d 4 b i l -
I
I liontonnesof ballastwateris trans-
I f e r r e dg l o b a l l ye a c hy e a r .I M O ' s
currentrecommendation to preventthe
s p r e a d i n go f N A S( n o n - i n d i g e n o u s basedon an idea inventedby Professor Cross-section withoutballastwaterin moderatesea-
aquaticspecies)is to performballast AndersUlvarson at ChalmersUniversity diagramsof the states,the Malacca-max vesselwould
waterexchangein the openoceandur- i n G o t h e n b u r gT. h e c o n c e p ti n v o l v e s Malacca-max not sincethe widebeamwouldnot give
ing the voyagebut thls createsstability m a k i n gt h e l o w e rp a r to f t h e h u l lm o r e (left) and the i t a d e e p e n o u g hd r a u g h t .F o r r o u g h
p r o b l e m sa s w e l l a s i n c r e a s i n p
gollu- slenderto makethe draughtsufficient- Optimal (right) weatherconditions, the suggestedbal-
tion at sea. lvlanysolutionsfor ballast ly deepwith its own lightweight. hull designs last waterrequirementfor both designs
watertreatmenthavebeentriedinclud- T w o h u l l sw e r es e l e c t e da n d m o d - is 15,000 and 35,000 tonnesrespec-
i n g f i l t r a t i o n ,h e a t , u l t r a - v i o l elti g h t , elledusingsoftwareto eval- t i v e l y c o m p a r e dt o a n a v e r a g eo f
ozone,de-oxygenation, electro-ionisa- uate stability,resistance, 80,000 tonnesfor a VLCCto achieve
tion andchemicalbiocidesbut,to date, c a r g oc a p a c i t ya n d a midshipdraughtof at least
n o n e h a s p r o v e dt o b e c o m p l e t e l y o t h e re c o n o m i cp a r a - 8 . 4 m e t r e sa s s t a t e d b y
e f f e c t i v ew i t h a r e l i a b l e ,f u l l - s c a l e meters. The first hull M A R P O LF.o r t h i sr e a -
onboardinstallation. d e s i g nc a l l e d ' O p t i m a l ' s o n b o t h h u l l sa r e
'
Becauseofthis failure,andthe fact was aimedat those routes fittedwithballasttanksano
t h a t t r e a t m e n ts y s t e m sa r e o n l yr i s k with no depthrestrictionssuch t h e w e a t h e rc o n d i t i o n sw i l l
reductionsolutions,researchis being as the PersianGulf- West.This has a b e t h e d e c i d i n gf a c t o r a s t o
c a r r i e do u t o n a n u m b e ro f n e ws h i p m o u l d e dd e p t h o f 3 5 m e t r e s ,a f u l l howmuchballastwateris needed.
d e s i g nc o n c e p t st h a t w i l l ,p o t e n t i a l l y , l o a d d r a u g h to f 2 7 m e t r e s a n d a 5 6 The ballast-free Althoughnot entirelyeliminating the
l a r g e l ye l i m i n a t et h e t r a n s - o c e a n i c metre beamwhichwouldgivea cargo tanker can be n e e df o r b a l l a s tw a t e r ,t h e V - s h a p e d
t r a n s o o r to f b a l l a s tw a t e r .T h e s es o - capacityof at least 300,000 tonnes. distinguishedby hull designsoffer the benefitof a much
calledballast-freeships arethe subject The other design,called the the extreme s l i m m e rh u l lw h e ni n b a l l a s ta n dt h u s
'Malacca-max', is gearedtowardsthe V-shapeof the benefitfrom a decreasein resistance
of a numberof designprojects,three of
whichare discussedin this article. routes betweenPersianGulf- FarEast lower part of the of 33% for Malacca-maxand 25o/o f or
via the MalaccaStrait,andwhichhas a hull Optimal,leadingto improved fuel econ-
V-shapedhull b e a m o f 7 9 m e t r e s ,a d e p t h o f 3 0 o m y .S h i p f l o wc a l c u l a t i o n s h o w e d
T h e f e a s i b i l i t ys t u d yt o d e s i g na V - metresand a draughtof 21 metresfor t h a t , i n t h e f u l l yl o a d e dc o n d i t i o nt,h e
s h a p e db a l l a s t - f r eVe L C Ct a n k e rh u l l a payloadof about280,0OOtonnes. O o t i m ahl u l lh a dt h e s a m er e s i s t a n c e
w a s i n i t i a t e di n l a t e 2 O 0 3b y S t e n a T e s t ss h o w e dt h a t , w h e r e a st h e a s t h e s t a n d a r dV L C Cw h i l e t h e
Rederiand ConcordiaMaritimeand is O p t i m atl a n k e rw o u l db e a b l et o r u n M a l a c c a - m ahxa d a n i n c r e a s e dr e s i s -

10 The Motot Ship April2005


tancethat amountsto around3%.
TheV-shapedhull designshavethe
potentialto offer a partialsolutionto
the problemof decreasingthe ballast
water problem although Anders
Germundssontold lhe Motor Shiplhat
"with further developments
of the bilge
h e i g h t sa n d f l a t b o t t o mw i d t h s ,I a m
quitecertainthat a roughsea, ballast-
free hull can be develooed."
Through-flowsystem
T h e t h r o u g h - f l o ws y s t e m i n v o l v e s
replacingthe traditionalballasttanks
w i t h l o n g t i t u d i n asl t r u c t u r a lb a l l a s t
trunks that surroundthe cargoholds
b e l o w t h e b a l l a s t d r a u g h t .T h e s e
t r u n k s a r e c o n n e c t e dt o a n i n t a k e
plenumnearthe bow and a discharge
olenumnearthe sternand areflooded
in the ballastconditionto decreasethe
ship's buoyancy. The pressuredifferen-
tial betweenthe bow and the stern is
utilisedto drivea slow flow throughthe
ballasttrunksto ensurethat the trunks
alwayscontain'localseawater'.At the
e n d o f t h e b a l l a s tv o y a g et,h e t r u n k s
are isolatedand pumpeddry usingcon-
ventionalballastpumps.
W h i l ei t a p p e a r st h a t t h i s c o n c e p t
is, possibly,one of the most interesting
efforts to solvethe ballastwater orob-
lem to date, it does assumethat large
v o l u m e so f w a t e ra n d t h e i re n t r a i n e d
o r g a n i s m sa r e n o t t r a n s f e r r e df r o m
one port to another.However, the bal-
last trunkswould,by structuralneces-
s i t y ,s t i l l c o n t a i nt r a n s v e r s ef r a m e s ,
a n d t h e r e f o r el i k e l yt o e n t r a i na n d
t r a n s p o r ta t l e a s t s o m e w a t e r ,s e d i -
mentsandorganisms.Becauseofthis,
particularattentionhas been paidto
the designof the trunkingto minimize
this problemby makingthe areasjust
abovethe bottom shell platingas open
as oossible.
C F Ds t u d i e s c o n f i r m e dt h a t a d e -
q u a t e p r e s s u r ew o u l db e a v a i l a b l e
b e t w e e nt h e f o r w a r d p l e n u mr e g i o n
and the aft plenumregionto ensurea
wwwmotorship.com
funks perside
Threelongitudinal
b a l l a s tt r u n k v o l u m et u r n o v e ro f a t
leastonceeverytwo hourswhichwould
meet the environmentalintent of the
ballast-freeship designconcept.The
maindrawbackwas the addedfuel cost
d u e t o t h e i n c r e a s e dr e s i s t a n c ea n d
the degradationof the propulsioneffi-
ciency.Dr.Parsonsclaimsthat refine-
m e n t s o f t h e d e t a i l e dh y d r o d y n a m i c
designcan removemost ofthe power
penalty.
Monomaran
T h e m e r i to f t h e M o n o m a r a n
i d e ai s
t h a t i t g e n e r a t e sa r e l a t i v e l yl a r g e
draughtat lightdisplacementthrougha
r e c e s sa t t h e b o t t o ms h e l l p l a t i n go f
t h e v e s s e l .A l t h o u g ht h i s h u l l s h a p e
has the disadvantagesof a largerwet-
ted area and a largerbeamcompared
t o a c o n v e n t i o n ahl u l l , t h e n e g a t i v e
effects are minimisedthroughthe
a p p l i c a t i o no f a i r l u b r i c a t i o n
w h i c hc a n b e m a i n t a i n e d
t h r o u g ht h e p r e s e n c eo f
t h e t w o l o w e rh u l l s .
The design also
c o m b i n e st h e
air lubrica-
tion with
the engine
e x h a u s t
g a s s e sw h i c h h a s Monomaranhull
the advantagethat the CO2emissions showing the
are minimisedby absorptionin the sea- innovative bilge
water.Forpropulsion,a poddedpropuF keel design
sor is proposedwith a diesel-electric
powerplant locatedin the forwardend
ofthe vessel.
The Monomaranwas develooedinto
an actualconceptdesignby a consor-
tium consistingof the DelftUniversity,
ASDand the Messrs.van der Nat and
v a n R i e t b e r g e nF. o r t h i sp u r p o s e a
,n
existingdesignof a 4,000DWTmulti'
purposeship with a servicespeed of
1 4 k n o t sw a s c h o s e na n d ,d u r i n gt h e
d e v e l o p m e n t h, e h u l ls h a p ea n d b u l -
bous bow were optimised using
MARIN's'Raoid' software.
The feasibilitystudy showedthat,
evenwithin a very constrainedset of
d e s i g np a r a m e t e r st,h e M o n o m a r a n
c o n c e p tc a n b e a p p l i e dt o a c h i e v ea
b a l l a s t - f r e ea l t e r n a t i v e .A s e c o n d
r e s e a r c ho h a s ew i l l c o m m e n c el a t e r
Typical forward t h i s y e a rt o d e v e l o pt h e i d e a f u r t h e r
plenum arrange- and will incorooratean extensivemodel
ment for the test programme to evaluatehullshape
through-flow sys- -andhydrodynamic performance.
tem
Conclusions
W h e na s k e df o r a n o o i n i o no n t h e s e
various concepts,Capt. Graham
Greensmith, SeniorSpecialistin Lloyds
Register'sExternalAffairs Department
told lhe Motor Ship"l am not awareof
anydesignthat completelydoes away
with the needfor ballast,whichis not
t o s a y t h a t t h e r e a r e n o d e s i g n sl i k e
t h a t n o wo r w i l l n o t b e i n t h e f u t u r e .
Manyof the so-calledballast-free ship
designsuse a 'continuousflow' of bal-
l a s t t h r o u g ht h e s h i p w h i l s t
on routeso that the
w a t e ri n t h e t a n k s i s
v i r t u a l l yt h e s a m ea s
the waterthe ship is in
r a t h e rt h a n t h e b a l l a s ti t
loadedat the last port.
The name 'ballastfree' for
t h e s e i d e a s i s t h e r e f o r ea l i t t l e
m i s l e a d i n ga, s t h e s h i p s s t i l l h a v e
ballasttanks whicheventuallyhaveto
be dischargedinto someone'swaters
alongwith any organismsthat may be
in the ballast."
All three ballast-free
systemshave
t h e i r m e r i t sb u t w h e t h e ra n yw i l l s e e
the lightof day remainsto be seen and
w i l l d e p e n d t, o a l a r g ee x t e n t ,o n t h e
successof the ballast watertreatment
*l
svstems.I
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Driveline and GhassisTechnology

 Mainreductiongearsfor
'Lockheed
Martin'sLCS
h e L C S i s c o n c e i v e da s a
"small,fast,
affordableship",
c a p a b l eo f o p e r a t i n ga t l o w
s o e e d sf o r l i t t o r a lm i s s i o n
o p e r a t i o n s ,t r a n s i t a t e c o n o m i c a l
speeds,and high-speedsprints,which
may be necessaryto avoid/prosecute
a small boat or submarinethreat,con-
duct interceptoperationsoverthe hori-
z o n , o r f o r i n s e r t i o no r e x t r a c t i o n
mtsstons,
L o c k h e e dM a r t i n r e c e i v e da c o n -
tract for the first ship, LCS1, in
December2004. LCSl will be builtat
t h e M a r i n e t t e M a r i n e s h i p y a r di n
W i s c o n s i na n d i s s c h e d u l e df o r c o m -
m i s s i o n i n ign 2 O O 7 . l tw i l la l s ob u i l d
LCS 3, to commissionin 2008.
GeneralDynamicswill receiveordersin
2006 and 2OO7for the buildof LCS2
a n d L C S4 , w h i c h a r e s c h e d u l e df o r
c o m m i s s i o n i nign 2 0 0 8 a n d 2 0 0 9 . I n
addition,orderswill be placedfor nine
Flight1 (secondgeneration)LCSships
during2008 and 20O9, for ship com-
missioningduringthe period2010 to
291-2.OverIhe long term, the overall
numberof ships currentlyprojectedfor
the U.S.NaWtotals57 forthe class.
L o c k h e e dM a r t i n ' s L C Si s b e i n g
designedby Gibbsand Coxas a high-
speednavalcombatant.Theship has a
steel hull with aluminiumsuperstruc-
ture and will be poweredby two Rolls-
RoyceMT3O36MW gas turbinesand
wwwmotorship.com
MAAGhas designed and is supplyingthe main
reductiongearsfor the LCS(LittoralCombatShip)
that LockheedMartinis developingfor the US Navy
two lsotta Fraschinidiesel enginesdri-
vingfour large,acoustically-optimised
Rolls-Royce waterjets.The ship's maxi-
m u m s p e e d i s 4 5 k n o t s .T h e o v e r a l l
l e n g t hi s 1 1 5 . 5 m w i t h a m a x i m u m
beamof 13.1m and a draughtof 3.7m.
Gomplexgeadng
M A A G ' sm a i n r e d u c t i o ng e a r w i l l b e
custom designedto powerthe ship's
four waterjets from either the diesel
e n g i n e s ,g a s t u r b i n e s ,o r b o t h , , i n
CODAGmode.Transferbetweenmodes
will be automatically controlledvia the
MAAGsuppliedintegratedcontrol sys-
t e m i n c o m b i n a t i o nw i t h t h e s h i p ' s
main propulsioncontroland monitoring
s y s t e m .T h e m a i n r e d u c t i o ng e a r i n g
s u p p l i e db y M A A Gw i l l p r o v i d eq u i e t ,
r e l i a b l eo p e r a t i o ni n t h i s d e m a n d i n g
a p p l i c a t i o na s i t h a s f o r o t h e r w o r l d
navtes.
G e n e r a lE l e c t r i c ' sM a r i n eE n g i n e
Gear business,located in Lynn,
Massachusetts,acting as a subcon-
tractorto MAAG,will manufacturecriti-
cal rotatingcomponentsfor the main
reductiongear,and will be responsible
for final assemblyand testing..
M A A Gh a s b e e n s u p p l y i n gm a i n
r e d u c t i o ng e a r i n g t o n a v a l f o r c e s
aroundthe worldfor manyyears. "We
are extremelypleasedto be bringing
our CODAGtechnologyto this unique
a n d s p e c i a la p p l i c a t i o nf o r t h e U S
Navy," MAAG Gear AG President
ThomasDeegsaid. "We are also excit-
e d a b o u tw o r k i n gw i t h G Ew h i c h h a s
gear technologyrecognizedas among
the best in the world."
MAAGGearAGis the leadingsuppli-
ei for combinedcustomisedgear sys-
t e m s f o r m a r i n ea p p l i c a t i o n sT. h e
companywasfoundedin 1913 by Dr.
h . c . M a x M a a g ,a n d t o d a y i s a s u b -
s i d i a r y o f F L S ,t h e l a r g e s tD a n i s h
industrialGroup.The productsrange
from marinegear systems,mill gears
f o r t h e c e m e n ti n d u s t r y ,h i g h s p e e d
turbo gearsfor the oil and gas industry
to the epicyclicgearsfor windturbines.
Recentother irnportantnavalcon-
t r a c t s i n c l u d et h e g e a r sf o r t h e n e w
corvettesfor the GermanNavy(ClassK
130) as well as for the F 310 program
frigatesforthe NorwegianNavyand for
the Iatest AEGISclass Destroyersof
the SouthKoreanNavy(KDXlll).I
13
 Tailor-mad I

customers
RenkAG,part of the MANgroup,isi
of gearingandtransmissionsfor coi
navalvessels.Twomostimpressivd
offeredby thei
rangeof applications
beencommissioned aftersuccessfd
Left. The first from one travel modeto the other thus
Renk gearbox for guaranteeing maximumefficiencyover
togetherwith the gear set, was sched- the new US a wide rangeof shiPsPeeds.
uledto be examinedlast monthunder Coast Guard The six newSEScatamaransPatrol
John Barnes Editor
full loadconditionsbythe Philadelphia- Maritime SecuritY boats,of the Skloldclass,will be built
b a s e d U S c l a s s i f i c a t i o na u t h o r i t y Cutters. at the Norwegianship-
in carbon-fibre
NAVESEA. yardof UmoeMandal.

he new gear systems are T h e R e n kg e a r s y s t e mc o m P r i s e s Constructionof

impressive examPles of two three-stagereductiongear units of the first of class, US CoastGuardcutters
type BUS86,/75 providinga most flexF at Northrop Meanwhile,with productionprogress-
Renk'scapacityand versatility
ble operationat cruisingspeed and a Grumman's ing on scheduleand after successful
in the designand manufactur-
maximumspeedof uP to 60 knots on Pascagoula facili- testing, the first CODAGgear unit sys-
er of marinegearunits,as exemplified
both water-jets.The high-precision dou- ty (artist's tem (CombinedDieseland Gas)intend-
by the company'ssuccessin equipping
ble-helical gearing,whichavoidsaxial impression ed for th new US Coast Guardcutters,
almost450 propulsionsystemsaboard
c o n s t r a i n i n gf o r c e s , g u a r a n t e e s below), was w a s c o m m i s s i o n e dt o N o r t h r o P
destroyers,corvettesand frigatesof
extremelylow noise and vibrationsval- started last GrummanShip Systemsat aboutthe
30 differentnavies.
ues. September,keel sametime as the Norwegianunits'
Unlikethe gear system described
The lightestunit Yet T h e C O G A G - a r r a n g e m e nwth, i c h laying is sched-
gearing so c o m b i n e st w o g a s t u r b i n e so t 2 ' L O O uled for this e a r l i e r ,t h i s u n i t i s a r a t h e rh e a v y '
The lowestspecificweight
b e e n kW and 4,200 kW Power resPectively' month with deliv- weightsystem(110 tonnes)but is said
f a r a c h i e v e dw o r l d w i d eh a s
is integrated into two carbon-fibre semF ery during the to be the most modernCODAG-installa-
c l a i m e db y R e n kf o r a h i g h - c a p a c i t y
g e a r h u l l s .P o w e w
r i l l c o m e f r o m a P r a t t& second quarter tion combiningRenkgear unit typesAS
m a r i n ep r o p u l s i o n withCOGAG-
2/250 andAS 198F.
arrangement(two gas turbines com- WhitneyST18M and ST40M gas tur- of 2OO7
g e a r u n i t ) .T h i s b i n e i n e a c h h u l l d r i v i n ga w a t e rj e t
b i n e da s i n p u tt o o n e
ultra-compactpropulsionsystemnas throughthe Renkgears.
been designedto be used aboardthe Theturbinesare arrangedvertically
n e w S E S c a t a m a r a n so f t h e R o y a l and flange-connected to the gear set.
NorwegianNaW. The input speed of the smallergas tur-
bine is 20,0000 rPm - a new recordfor
A f t e r s u c c e s s f u lc o m P l e t i o no f a
a marine gear unit - and is reducedvia
s e r i e so f t e s t r u n s , t h e f i r s t o f s i x
m a r i n eg e a r s e t s h a s b e e n c o m m i s - an integrated intermediate planetary
s i o n e df o r t h e U S c u s t o m e rP r a t t & g e a r u n i t o f m i n i m u md i m e n s i o n st o
WhitneyPowerSystems,of Hartford' 8,000 rpm in the paralleloffset gear
Connecticut.An entire propulsionmod- train.Self-synchronising SSS-clutches
ule, consistingof the two gas turbines a l l o wa f u l l y - a u t o m a t i c h a n g e - o v e r

The Motor ShiPAPril2005

L4
 geafing for overseas
)ompletesuccessfu I tests
a leadingmanufacturer
nmercialshipsand
, eXorTtFlesof the wide
company, haverecently
rl test runs
The US CoastGuardhas adopteda
p r o p u l s i o nc o n c e p tf o r i t s n e w l a r g e -
size MaritimeSecurityCutters(formerly
NationalSecurityCutters)that is based
o n R e n k ' se x c e l l e n e
t x o e r i e n c ew i t h
the veryfirst CODAGpropulsionsystem
installedworldwide,in the newfrigateF
! 2 4 o f t h e G e r m a nN a v y ' sS a c h s e n

T h e C O D A Gs y s t e mi s c o n f i g u r e d
w i t h o n e c e n t r a lg a s t u r b i n ea n d t w o
dieselengineslocatedin betweenthe
c p p r o p e l l e r sa n d t h e i n s t a l l e dt o t a l
powerof 37,000 kWgivesthe cutters
v e r y e f f i c i e n to p e r a t i o n ss i n c et h e
p r o p u l s i o nu n i t c a n b e a d a p t e dv e r y
preciselyto eachoperationalmode.
In addition,the systemexcelswith-
i n t h e p a r t i a ll o a dr a n g e ,i e w h i l eo n e
d i e s e l e n g i n e i s a c t i n go n b o t h p r o -
pellers,whichis expectedto represent
aroundTOo/o of the operatingtime.
As a
consequence,the maintenanceinter-
vals for the dieselenginesbecomesig-
n i f i c a n t l ye x t e n d e d ,t h u s s a v i n g
m a i n t e n a n c ec o s t s a n d i n c r e a s i n g
availability.
All gear stagesof this system
featuredouble-helical teeth whichare
b e i n gp r o d u c e du s i n gt h e h i g h - p r e c i -
sion grindingtechnologydevelopedby
R e n k .T h i st e c h n i q u eh a s b e c o m ea
commonmanufacturingpracticeat the
companyfor such sophisticatedheavy-
dutygears.I

www.motorship.com *[
 The Hinged Ship - another FUELSAVING OPTION (Patentno.us643r0eeBl)
We can modifia 5,650 teu container ship up to 459m long, 6lm wide with a centre hinge, as the drawing below shows'

tL)

o ^J /V.
L./
r)
O

Trorrr{rre.pr\rrc\p\es olrraxa\ancHrlec\rrre, t\rerrrtxlrrrrr.ccr,s\reattorce qta"shr.rg\etr-gtkr-\3csrts atl /4La1rd 3/4 Lfron(\ onel

'27+f'tttip'"bodies,
end. Two with a hinge between, will have a bending moment smaller than a ship of length L. The new
ship's shear force is'never greater than tie ship with length.L, because ihe bending moment at the hinge is zero. The huge
hoiging bending -omenion container ships-can be solved by turning the hinge a few degrees.

We can now design the new ship with 7.5 Llength and 1.5-| beam to have a centre hinge with.th.. t3P: $epth "l4ltgt:
"container
thi.k r.rr, *oai4ittg the depth tf a 5,650 TEU ship ftorr' 24.2m to 28.8m so i[ could be 1'65 Llong-and _1:65q
wide.This reduces tYrewette'd surface,/container to 6O.5Vo.A stabilizer can be used to reduce rolling to less than 1' and
using the recess air cushion method, as per my first patent, reduces skin resistance by 45Va.
The next patent will be for a surface drive system, saving up to 50% of the cost of the m9i1 engine. This new ship carries
up to 1g,9'34TEU, and needs 99,200 hp to u.hi.u" a 25 [ndt service speed, but with 1.645 times better fuel efficiency than
tlie Maersk Line s 352,6m ships - regarded as the best container ship ever built.

Contacr: Bill Huang, S/f7 No I Alley 3 Lane l42Tailin Road Section 2 Taisan Hsiang Taipei
Hsien Tiiwan Tel/fax:886 2 2296 3245 Email: b87201044@ntu.edu.tw
Only a aery krnited nunxberof kcencesare aaailable,so contactus now

PAPERSNOWAVAILABLE
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CONFERENCE
THE MOTORSHIP MARINEPROPUI.SION 2OO5CONTINUESTO PROVIDETHO$EIN SHIP
WITH ORIG|NALAND H|GHLEVELINFORMATION
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AND ISSUES.
DEVELOPMENTS
TECHNICAL
CONTAINS
THEHANDBOOK ANDPROVIDES
21 PAPERS ON R&DPROJECTS,
INFORMATION CASESTUDIES

WHICHIS INVALUABLE
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TOALLTHOSEWITHINTHEINDUSTRY
COMMUNIWIN GENERAL.
ANDTHESHIPOPERATING
ESTABLISHMENTS

FORYOURCOPYEMAIL:k.tolley@highbutybiz.com
CONFERENCE
PROPULSION
SHIPMARINE
THEMOTOR 2OO5'
\/
MEDIA MALEADRIVE,
HOUSE, BR88HU'UK.
KENT,
SWANLEY, /:.
HIGHBURY
BUSINISS
TEL:+44 (0)l,3226!t286 FAXz+44 (O)t322676376 WEB:www.motorship.com
Westfaliasigns up to fuel
standardcommitment
WestfaliaSeparator Systemshas nowbittenthe bulletand,
Mineraloil
joinedthe initiative
rathergrudgingly, to developan international
standardon fuelseparation
Patrik Wheater Contributor
h e G e r m a n - b a s e cd o m p a n y
w i l l n o w p a r t i c i p a t ei n t h e
EuropeanCommittee for
Standardisation (CEN)
Workshopwhichwas set up to develop
a m e t h o df o r t e s t i n gt h e s e p a r a t i o n
performanceof centrifugalseparators
f o r m a r i n er e s i d u a fl u e l o i l . T h et u r n -
a r o u n df o l l o w si n c r e a s i n gc u s t o m e r
demand.
Westfalia's Christian Bruns,
Developmena t n d D e s i g n- S y s t e m
Technology,says, "Thereasonfor our
participationis that more and moreof
our customers,in consequenceof an
increasingnumberof publications and
e n f o r c e dm a r k e tc a m p a i g n sa, s k f o r
certifiedflow rates (CFR)as part of a
type approvalcertificate.Following this
marketpressurewe planthe determi-
nationof CFRfor our machinesaccord-
ing to the standardisedtest procedure
on whichwe consequently wantto have
a creativeinfluence."
However,Westfaliastill considers
certifiedflow ratesto representnoth-
i n g m o r et h a n " a r e f e r e n c ev a l u ef o r
machineswhichhavebeentested in an
o o t i m i z e ds i m u l a t i o n- a n a d d i t i o n a l
tool - no more,no lessl"
An internationalstandard
The initiativeto create an international
s t a n d a r df o r f u e l s e p a r a t i o np e r f o r -
m a n c ew a s a n n o u n c e di n M a r c hl a s t
y e a rw h e n c o l l a b o r a t o r sD e t N o r s k e
Veritas(DNV),MANB&W,BP Marine,
C a r n i v aC l o r p o r a t i o nt,h e S w e d i s h
wwwmotorship.com
StandardsInstitute(SlS)and separator f i n a l i s e dC E Ns t a n d a r d ,b u t i t p o i n t s
manufacturerAlfa Lavalrevealedplans o u t t h a t a s c e r t i f i e df l o w r a t e i s t h e
t o j o i n t l y d e v e l o pa s y s t e mt o a l l o w resultof an optimisedsimulation(oil,
equipmentbuyersto analysethe sepa- p a r t i c l e s v, i s c o s i t i e sa) n d t h a t t h i s
ration oerformanceof differentfuel oil value cannotdirectlybe compareclto
separators(see lhe Motor Ship, June the optimumcapacitiesof mineraloil
2OO4). separatorsrecommendedby the manu-
"CFRdoes not necessarily
Formanyyears nowthere has been facturers.
a d e m a n df r o m e n g i n eb u i l d e r s s, h i p showthe optimumcapacityfor a realis-
"
ownersand classificationsocietiesfor tic heavyfuel oil, saidthe company.
r e l i a b l ep e r f o r m a n c ec r i t e r i af o r t h e The CEN Workshop has now
separator'sabilityto removeabrasive receivedcertificates (CFR)from five
oarticlesfrom marineresidualfuel oils. classificationsocieties(DNV,LR,CCS,
Presentlythereis no recognisedrepro- ABSand GL)and expectsthe Russian
duciblemethodfor measuringexactly M a r i t i m eR e g i s t e ro f S h i p p i n ga n d
the relationshipbetweencapacityand ClassNKto followsuit soon.TheJapan
separationperformance. M a r i n eE q u i p m e nAt s s o c i a t i o na n d
Separatorunits are usuallyratedon C h e v r o n T e x a choa v e a l s o r e c e n t l y
the manufacturer'sown maximumrec- joined Westfaliaas new participants,
ommendedcapacity(MRC)tables and a n d a C E NW o r k s h o pA g r e e m e n it s
these coulddifferfrom one companyto exoectedto be finalisedthis summer
another. with plansto quicklyadvanceit into a
T h i s m e a n st h a t t h e e n d - u s e ri s full ISOstandard.
unableto determinewith one hundred P r o j e c t m a n a g e r ,t h e S w e d i s h
p e rc e n tc o n v i c t i o n
thatthe optimum StandardsInstitute'sGustafEdstrom,
"As the workshoppartici-
amountof harmfulcatalyticfines has comments,
actuallybeen removedfrom the heavy pants representmarketleadingsepara-
f u e l o i l p r i o r t o i n j e c t i o ni n t o t h e t o r m a n u f a c t u r e r s d, i e s e l e n g i n e
engine.The maximumISO8217 stan- m a n u f a c t u r e r sc, l a s s i f i c a t i o ns o c i -
d a r da l l o w a b l e ' c af ti n e s 'i n b u n k e r e d e t i e s ,o i l c o m p a n i e sa n d s h i p P i n g
fuel is 80ppm, althoughengine lines, a CWA (CEN WorkshoP
b u i l d e r s s t i p u l a t e a m a x i m u mo f Agreement)endorsedby these parties
15ppm;thus the necessityfor the fuel will havea substantialsignificance."
"Theonboardeffect is that the ship
separationprocess.
operatorandengineer will havea more
An ISOstandardsoon? realisticview of what performanceto
Westfaliaagreesthat the comparability expectfrom their equipment.This will
betweendifferent separatorsshould facilitatemaintenanceplanning,thus
i n d e e d b e c h a n g e df o r t h e b e t t e r reducingcosts and preventingbreak-
throughthe CFRand intendsto certify downsfor inferiorfuel cleaning,"adds
"J
i t s s e p a r a t o r s a c c o r d i n gt o t h e Edstrom.I
Nor-Shipping2OO5r
otorShip's Conference
The[Vl

I n i t ht h e o r g a n i s e r s '
n c o n j u n c t i ow
I LeaOing V o i c e sP r o g r a m m er,h e
l -
I M o t o rS h i pi s o r g a n i s i n ag o n e - d a y
I t e c h n i c acl o n f e r e n c a
et theevent.
T o b e h e l do n t h e o p e n i n gd a y ,J u n e
7th, it willexaminea numberof themes
u n d e rt h e b r o a dt i t l e o f D e s i g nF o r
Performance.
Theconferenceis to be held in the
R a i n b o wH o t e lA r e n a ,a d j a c e ntto t h e
c e n t r ew h e r et h e N o r -
m a i ne x h i b i t i o n
S h i p p i negv e n w t i l l t a k ep l a c ee, n a b l i n g
d e l e g a t e sw, h ow i l l b e p r e - r e g i s t e r e d ProfessorColinD Anderson,
f o r t h e e x h i b i t i o nt ,o e a s i l yv i s i tt h i s
majorshowcaseof the industryduring
s u b s e q u e ndta y s .I n a d d i t i o na, l l d e l e -
gatesto TheMotorShip's conference vessel,and the environment.
will receiveautomaticadmissionto the
N o r - S h i p p i nogn e - d a yc o n f e r e n c teh e
following day.
We havealreadylinedup an impres-
s n ds p e a k e r s
s i v el i s t o f c o m p a n i e a
e
. i
OF PRESENTATIONS
PROSRARNN4E
SESSION 1 - SHIPANDSYSTEMDESIGN Cryogenicsand the dieselengine- technology
An advancedcar carrier concept - 2O years into for the future
the future AndyPriscott, CryogenicTreatmentServices
WalleniusWilhelmsen Adoptingultra low temperaturetechnologyto vari-
A proposeddesignfor a ro-rocar carrierfor the o u s a s p e c t so f m a r i n ed i e s e le n g i n e e r i n-gt h e
y e a r2 0 2 5 , c o v e r i n gi t s d e s i g na n d o p e r a t i o n a l theoryand the practice,and whatare the advan-
characteristicT s .h i sc o n c e p ts h l p h a s s o m e t a g e st h a t c a n b e g a i n e dw i t h t h i s a d v a n c e d
novelfeaturesincluding the fact that it willderive approacn.
its propulsion fromwind,waveand solarpower.
An analysisof machineryfailures
Marine coatings for improvedperformance Norbert G. Erles, Head of Department Damage6
Repairs, GermanischerLloyd
International Paint Ltd S e l e c t e de x a m p l e so f s i g n i f i c a ndt i e s e le n g i n e
Howmarinecoatingsare beingdevelopedto offer damagecausedby faulty manufacturing or opera-
i m p r o v e dp e r f o r m a n c e
f o r b o t h t h e o w n e ra n d tional reasonswith a focus on the classification
Newmaterialsand pointof view.Descriptions of the relevanttempo-
methodswillbe examined. raryor permanentrepairsandcountermeasures
carriedout successfullyfollowingrepairspecifica-
The TLKSRrudderdesign:gains in propulsion tionselaborated/approved by Germanischer Lloyd.
efficiency
BeckerMarine Systems SESSION 3 _ LNGPROPUTSION DEBATE
T h e T w i s t e dL e a d i n gE d g ew i t h K i n g A debatefeaturingthe four alternatives currently
S u p p o r tR u d d e ri s a n o v e ld e s i g nn o w a v a i l a b lfeo r t h e p r o p u l s i oonf L N Gt a n k e r sT
. he
beingfitted to manyof the largestcon- argumentsfor eachoptionwill be put forwardby
tainerships,andwhichdeliversimprove- i n d i v i d u aplr o t a g o n i s tasn dt h e n c h a l l e n g eidn a
l i s c u s s i o no f t h e p r o s a n d c o n so f t h e
m e n t s i n p r o p u l s i o ne f f i c i e n c yw h i l e g e n e r a d
significantly savingweight. varioussolutions,

SESSION 2. MACHINERY Presentation1. Steam-the provenperformer-

c o v e r i na g n u m b e ro f d i s c i p l i n easn d
r a n g i n gf r o m c o n t e m p o r a rdye s i g n s
and solutionsto some longterm views
on whatthe futuremaybring
D e t a i l so f t h e p r o g r a m m ea s c o n -
Sophisticated propellersfol the world's Tba
largest cruise ferry Presentation2. Dual-fueldieselelectric- Barend
Rolls Royce WdrtsildFinlandOy
ThUssen,
The designof the propellersfor the cruiseferry Presentation3. Thedirectdrivedieselsolution-
ColorFantasywhich fulfilthe Det NorskeVeritas MANB&W
c l a s s i f i c a t i o"nC o m f o r C
t l a s s1 " . T h i sp r o p e l l e r Presentation4, Thegas turbineoption-

firmedso far,are givenopposite,while systemis basedon KamewaUlsteinXF5CPpro- Alexander Harsema-Mensonides, MPT

potentialdelegatesshouldeithercom- Dellers. Consultancy
p l e t et h e f o r m e l s e w h e r ien t h i s i s s u e
o r c o n t a c tK a r e nT o l l e yo n e - m a i l :
: +;4 4 ( 0 )
k . t o l l e y @ h i g h b u r y b i z .tceol m
!322 617246.

18 The Motor Ship April2005

 Record85 yearsof marine
dieseldevelopment
**,|**uat"**AT*SSth eilniversary.The v*ry
With this issu* Tt's*M*t*r Sfs{tr*
'*y
first issu*, *dit*d t** i*g*nd*{y &# *lt*Ekt*y,#pp*sredin Apr!lLgZ*
and wa* r*r*llr*f*iv*d *v*n if *v*r tl=* n*xt t*w vearsit f*eed an ushill

h e n t h e v e r yf i r s t i s s u e
appeared,a motto was
announcedfor the jour-
" T oe s t a b l i s ht h e
nal-
supremacyof the motor ship".
R e m e m b e r t, h i s w a s a m e r e e i g h t
years after what is generallyaccepted
as the first deep sea motorshiP,
DanishEastAsiaticCompany's(EAC)
Selandia,puttingto sea. Today,looking
back,it is clearthat this has beena job |. cl €1,-t.1:q

Il-\Rt-iNl) .t w{lt.l.F llr

weli done if one takes note of the ore-
sent dominanceof the diesel.
Whatis staggeringis that in onlyour construction a t H y u n d aSi h i p b u i l d i n g Above, one of
s e c o n d i s s u e w e d e s c r i b e dE A C ' s f o r G r e e k o w n e r C o s t a m a r e .T h e the Afrika's
Afrika,lhenthe world's largestmotor vesselsare to be charteredlongterm engines and
ship at 13,000 dwt, whichhad goneon to Coscon(COSCO ContainerLines)in opposite, the TheMotor Ship,a task which the jour
t r i a l s j u s t a s t h e f i r s t i s s u ew a s p u b - China, and the first is plannedfor deliv- cover of the first nal continuesto do today as exempli-
lished.This freighterwas poweredby ery in February2006. HyundaiHeavy ,ssue fied by the reportsin this issue of the
two Burmeisterand Wainsix-cylinder, l n d u s t r i e sh a s a l s o r e c e i v e do r d e r s latesthandymaxbulk carrierdesignto
four-strokeengines,each producing directfrom COSCOfor four 12K98ME enter service,and the futurethinking
2,250 ihp (1,655 kW)at 115 rpm and engines.These are destinedfor four o n s h i pp r o p u l s i o n
c o n c e p t sw h e no i l
achieveda speed of 73.25 knots dur- 10,000 TEUcontainervesselsalso to becomesscarceor too expensive.
ingthe trials. servethe Cosconfleet. Wherewe will be 85 yearshencein
Now,85 years later, a new record Comparingthese two enginessepa- terms of marinepropulsiontechnology
f o r t h e m a r i n ed i e s e l h a s b e e n s e t . rated by 85 years, the progressmade i s o p e n t o s p e c u l a t i o nA
. s statedin
With an output of 101,645 bhp i s a s t o u n d i n gE
. a c hc y l i n d e ro f t h e this issue,thinkingis alreadylookingto
(74,760 kW)MANB&WDieselrecently currentengineproducesalmosttwice a t i m e b e y o n dt h e u s e o f o i l , w i t h
b r o k et h e s i n g l e - e n g i n e b a r r i e ro f t h e i n s t a l l e dp o w e ro f t h e e n t i r e renewableenergybeingchampioned.
1 0 0 , 0 0 0 b h p .T h e 1 2 K 9 8 M Ce n g i n e , machineryof the earliership!Similarly O t h e r s a r e l o o k i n gt o a r e v i v a lo f
w i t h a r e c o r do u t p u t o f 8 , 4 7 0 b h p the sizeofthe ships has increased n u c l e a rp o w e rf o r m e r c h a n ts h i p s ,
( 6 , 2 3 0 k W )p e r c y l i n d e r i,s b y f a r t h e e n o r m o u s l yw i t h m a n yo f t h e c u r r e n t revivingthe hopes of the 195Os and
m o s t p o w e r f u lM A NB & W - d e s i g n e d high-powered containerships substan- 196Os that were dashed by environ-
enginein production. tially exceeding100,000 dwt whilethe mentalconeerns.
Fiveof these 12K98MCengineswill largestmotorships,albeitnot so highly Whatis certainis that shippingwill
be built by MANB&WDiesellicensee, powered,beingcloseto 450,000 dwt. remainthe key transport mediumfor
H y u n d a iH e a v yI n d u s t r i e si n K o r e a . A l l t h e c h a n g e sa n d i n n o v a t i o n s world trade and TheMotor Shrpintends
T h e ya r e t o b e i n s t a l l e di n f i v e u l t r a t h a t s p a n t h e s e d e v e l o p m e n t sh a v e to be there to continuereportinghow
largecontainershipswhichare under beenfaithfullyreportedin the pagesof this is beingachieved.c

www.motorship.com
t " i
E/S Orceller a concept
groupWallenius
Shipowning hasa vislon
Wilhelmsen
of the future- an environmentallyfriendlyocean
transportunit for 2025 that does not releaseany
or the oceans
intothe atmosphere
emlssions
he E/S Orcelleuses renewable
energysourcesand fuel cells
to generate the energy
r e q u i r e dt o p o w e rt h e v e s s e l .
I t s h i g h l ya d v a n c e dd e s i g np r o v i d e s
o p t i m u mc a r g oc a p a c i t yt o t r a n s p o r t
IA
b cars and othergoodsaroundthe world
moreefficiently.
S u s t a i n a b l es h i p p i n gd e p e n d so n
the use of newtechnologies and on the
u t i l i s a t i o no f e n e r g yf r o m r e n e w a b l e
s o u r c e s . W a l l e n i u sW i l h e l m s e n
believesthat the futureof the shipping
i n d u s t r yl i e s i n u s i n g t h e e n e r g y
a t s e a-
s o u r c e sa l r e a d ya v a i l a b l e
solar,windand waveenergy.
Evenso, the companyis well aware
that the technologiesrequiredto enable
this conceptvesseltobecomea reality
in the next 20 yeats needto be devel-
opeo,
H o w e v e ri,t h a s o b s e r v e dv a r i o u s
e m e r g i n gt e c h n o l o g i e tsh a t e n a b l e
smallershipsto use energyfrom renew-
a b l es o u r c e sa n d i s k e e p i n ga c l o s e
w a t c ho n e m e r g i n gt r e n d st h a t m a y
b e c o m ea p p l i c a b l et o l a r g e rv e s s e l s
sometimein the future.Renewable
energysourceshavethe
p o t e n t i a tl o p r o v i d ea n
a b u n d a n st u p p l yo f
e n e r g yw i t h m i n i -
m a l e n v i r o n m e n - No emissions
t a l i m p a c ta n d a t
relativelylowcost.
A moreversatilevessel
The E/S Orcellewill have an optimum
c a r g oc a p a c i t yo f 8 5 , 0 0 0 m ' o f c a r g o by hydrogen.
d e c k a r e a .w h i c hi s u o t o 5 0 % m o r e the fuel cellswill be
t h a n t o d a y ' sm o d e r nc a r c a r r i e r st h a t by the solar,wind and waveenergy.The
can transoort6.5O0vehicles.Henceit
w i l l b e c a p a b l eo f t r a n s p o r t i n gu p t o
1 0 , 0 0 0 c a r s o n e i g h tc a r g od e c k s ,
t h r e e o f w h i c hw i l l b e a d j u s t a b l et o
a c c o m m o d a t ec a r g o o f d i f f e r e n t
heightsandweights.
C o m p a r e dt o t o d a y ' sv e s s e l s ,t h e
u s e o f a p e n t a m a r a nh u l l a n d r e n e w -
able energywill helpoptimisethe ves-
s e l ' s c a r g o c a p a c i t ya n d g i v e i t a
m a x i m u m d e a d w e i g h to f 1 3 , 0 0 0
t o n n e s . T h i si s s a i dt o b e a r o u n d
3,000 tonnesmorethanthe equivalent
conventional vesselthanksto the use
o f a l u m i n i u ma n dt h e r m o p l a s t icco m -
positesin its constructionandthe elimi-
nationof ballastwater.
C o n c e p t u aw
l ork on the design
b e g a ni n 2 0 0 4 a n d i s o n g o i n ga n d
Wallenius Wilhelmsen envisagesa ser-
vicedate of 2025 for the desiEn.
No ballastwater
Accordingto lMO,ballastwateris one
of the four majorthreatsto the world's
oceans.fhe E/S Orcellewill remove
t h i s t h r e a tb y e l i m i n a t i ntgh e n e e df o r
ballastwaterthanksto its pentamaran
hulldesignandthe elimination of a tra-
d i t i o n a ls t e r n p r o p e l l e ra n d r u d d e r
requiring
immersion.
fhe E/S Orcellewillsail with zeroemis-
sions.lt is to be poweredby renewable
e n e r g ys o u r c e si n c l u d i n gs o l a r ,w i n d
and waveenergy,to be used in combi-
nationwith a fuel cell systempowered
Someofthe hydrogen for
generated on board

20 The Motor Ship April2OO5

for two decadeshence
only by-productsof the productionof
electricityfrom fuel cellswill be water
and heat.
Solarenergy
Solarenergywill be acquiredby photo-
v o l t a i cp a n e l sl o c a t e di n t h e v e s s e l ' s
sails.Whennot in use for wind orooul-
sion,the sails maybe tilted,laiddown
or in otherwaysdirectedfor maximum
solarenergycollection.Thisenergywill
then be transformedinto electricity
for
immediateuse, or for storage.
Windenergy
W i n de n e r g yw i l l m a i n l yb e u t i l i s e df o r
propulsiondirectlythroughthree sails
constructedof lightweightcomposite
material.Capableof foldingupwardand
outward,the rigidsails can rotateabout
the mastheadto find the best position
to extractwind energythroughthe cre-
ationof dragor lift , or a combinationof
the two.
Wave energy
Waveenergymay be transformedinto
v a r i o u st y p e so f e n e r g yb y c o m b i n i n g Approximately 50% of the energyused
the relativemovementsof the waves, for
the fins andthe vessel.The E/S Orcelle
is designedto havea total of 12 fins in
all, enablingthe vesselto harnessand
transformwaveenergyinto hydrogen, This is then used by the electricmotors
electricito y r m e c h a n i c ael n e r g yT. h e
fins are also propulsionunitsthat are
drivenby waveenergyor the electricity
o r m e c h a n i c ael n e r g ya v a i l a b l eo n
ooaro.
www.motorship.com
ltti,
olil . t
Bearing little resemblance
to a conventionalcar
carrier, the design can in
fact accommodatearound
1-0,000cars
The wave energygeneratedby the
vertical movementof the fins may be
transformedinto mechanicalenergyfor
i m m e d i a t eu s e i n t h e m e c h a n i c a l key element
propulsion of the fins. In addition,ener-
gy from the movementof the fins could
b e h a r n e s s e dt o g e n e r a t eh y d r a u l i c
energythat mightbe used eitherimme-
diatelyor stored.Otherpromisingsys-
t e m s f o r m e c h a n i c ael n e r g ys t o r a g e ,
such as flywheels,are also underdevel-
opment.
Energycarriers
propulsion ot the E/S Orcellewillbe
generated by fuel cellswhichcombine
two commonchemicalelements,hydro-
gen and oxygen,to generateelectricity.
in the pod andfin propulsionsystems.
Thefuel cellswill alsogenerateelectric-
i t y f o r o t h e r e n e r g yc o n s u m e r so n
board.
Thevesselwill havea hydrogen-dri-
ven fuel cell system on boardto gener-
ate electricity.The productionand stor-
age (at high pressure or low
temperature)of the hydrogenitself are
c u r r e n t l yo b s t a c l e st h a t n e e dt o b e
o v e r c o m et o d e v e l o Dv i a b l ef u e l c e l l
technology for ships.
WalleniusWilhelmsen believesthat
futuretechnologies will be ableto trans-
form solar,wind and waveenergyinto
hydrogenfor immediateuse or storage
on board.By developingtechnologies
that will enablethe productionof hydro-
g e n a t s e a , t h e r ew i l l b e a s i g n i f i c a n t
reductionin the handlingand storageof
t h i s e n e r g ys o u r c eo n b o a r d .l n a d d i -
tion, newtechnologiesmaywell solve
the hydrogenstorageproblem,enabling
solidmaterialsto replacethe fluid.
Electricpropulsion
system
The E/S Orcellewill havetwo variable
speed360' electricpropulsionpods-
fr"t o n e a t e a c h e n d o f t h e m a i n h u l l- t o
I t e v e s s e l ' ss a i l a n d f i n
c o m D l e m e nt h
/ propulsionsystems.
Sailsand solar Electricand hydraulicpowersupply
panels, here seen w i l l b e r e q u i r e dt o e r e c t .u n f u r la n d
deployed, are a rotatethe sails and to operatethe two
aft rudders.Thesewill providesteering
s h e nt h e e l e c t r i cp r o p u l -
c a p a b i l i t i ew
sionsystemis not in use,for example,
whenthe vesselis undersail.I
2L

Paul Van Dvck DeputvEditor
h e M a r i n eC r a n eD i v i s i o no f
Norway'sTTSMarine,whichis
located in Bergen,has deveF
oped a newwinchbollard(TTS
WB)mooringsystem,whichwill make
mooringoperationseasier and safer
than the more conventionalsystems
c u r r e n t l ya v a i l a b l e .A c o n v e n t i o n a l
mooringsystem utilises either a moor-
ing winchor a fixed bollardand warping
d r u m o r c a p s t a n ,a l l o f w h i c h c a n b e
replacedbythe TTSWinchBollard.This
b o l l a r di s e a s i e rt o o p e r a t e ,i s m o r e
f l e x i b l e ,a n d a l s o s a f e rt h a n m o s t o f
the existing-systems.
TheTTSWB can hold mooringrope
as a normal bollard,but can also tight-
e n . a n dr e l e a s et h e m o o r i n gl i n e i n a
controlledand safe way.Normallytwo
peopleare neededto handlethe moor-
i n g o p e r a t i o n ,w h e n f i x i n g a r o p e
arounda bollard,but with the new TTS
WB,this is reducedto a one man oper-
ation,with enhancedsafety.This is due
t o t h e T T SW B s y s t e m r e d u c i n gt h e
22
A newwinchbollardfromTTStakes
the strainout of moorinS
speedwhenthe mooringlines become
t i g h t , a n d o p e r a t o r sd o n o t s t a n d i n
direct line of the mooringline.As it is a
singleitem of equipment,the TTSWB
systemalso takes up less spacethan
c o n v e n t i o n aml o o r i n g w i n c h eas n d a
capstan,althougha completemooring
w i n c h i s a l s o a s i n g l ei t e m o f e q u i p -
ment but takes up morespacethan the
TTSWB.
The TTSWB can replacethe differ-
e n t s t e e l b o l l a r d sa n d i s a v a i l a b l ei n
hydro-electric and electricversions.For
the electricalversion,there is a fre-
quencyconverterwith controlunit, and
for the hydraulicversion,the system is
preparedfor connectionto the vessel's
e x i s t i n gr i n g l i n e s y s t e mo r T T Sc a n
supplythe HydraulicPowerUnit(HPU).
Basic features
The strengthof the system lies in its
lllustration showing simplicityand is basedon a one-man
crew member o p e r a t i o nc o m p a r e dw i t h t w o m e n
controlling mooring o f t e n r e q u i r e do n c o n v e n t i o n asl y s -
operations using t e m s . l t e l i m i n a t e st h e n e e d t o u s e
portable foot pedal stoppers.Whenusinga conventional
c a p s t a no r w a r p i n gd r u m ,t h e r o p e
m u s t b e m o v e df r o m t h e c a o s t a no r
warpingdrum to the bollard,sincethe
c a p s t a na n d w a r p i n gd r u m s a r e n o t
designedto retainthe mooringrope.To
maintaintensionon the mooringrope,
a thinnerrope,which is attachedto a
deck fitting, is used to hold the moor-
ing rope while it is movedonto the bol-
l a r d . W i t h t h e T T SW B s y s t e m , t h e
completemooringoperationis carried
out on a singlesystem.
O p t i m a la n d s a f e c o n t r o ld u r i n g
m o o r i n gi s a c h i e v e db y a l l o w i n gt h e
mooringoperatorto moveand operate
the portablefoot pedalfrom a position
offeringthe best view and communica-
t i o n . T T SW B h a s a s t e p - l e s ss p e e d
controlwith high light line speed,and
automaticreductionof line speedwhen
the load increases.The mooringopera-
t o r d o e s n o t s t a n d i n d i r e c t l i n ew i t h
the mooringrope(this is an important
s a f e t y m e a s u r ei f t h e m o o r i n gr o p e
shouldfail). TTSWB is equippedwith
an integratedemergencystop and an
easycontrollablefail safe brakewhile
t h e d r u m s a r e e q u i p p e dw i t h v u l c a n -
i s e d r u b b e rt o p r e v e n tt h e m o o r i n g
ropesliding.
The comoactWB has self lubricated
bearingsand water resistant design
w h i c hl e a d st o l o w m a i n t e n a n c ea n d
low noise operation.Thereis also an
i n t e g r a t e de m e r g e n c ys t o p . T m a k e
installationas easy as possible,TTS
providesa base socketfor weldingto
the vessel's main deck structureand
the WB is deliveredwith a full two-com-
ponentepoxy/acrylicpaintsystem.I
The Motor Ship April 2005
 Debutfor Diamond
d o u b l e - h u l lbeudl k e r
approachto design,basedon operators'practicalrequire-
A European
Asian production,
ments and tradingneeds,coupledwith cost-effective
breedof double-hullhandymax
has resultedin a competitively-priced

DavidTinsley,China

h e c l a s s , t h e D i a m o n d5 3 ,
r e c e n t l ym a d e i t s s e r v i c e
d e b u t ,w i t h t h e h a n d o v e rb y
Chengxi Shipyardof the
53,000dwt Spar Lyra,the first of 21
such vessels firmly contractedto date
from yardsin Chinaand Vietnam(see
TheMotor Ship,March2005).
Therobust,versatilenewclassis the
resultof a joint designendeavourbythe
Cardiff-based GraigGroupand Danish
t e c h n i c a lc o n s u l t a n c yC a r l B r o . A s
e n d o r s e db y t h e l e v e l o f s a l e s a n d
optionsachievedso far, the projectini-
tiators set out to ensurethat a full dou-
ble hullconfiguration couldbe builtat no
cost penaltyovera standardsingleside-
skindesignof comparable
capacity.
Despitethe absenceof any manda-
t o r y r e q u i r e m e n ft o r n e w b u l k e r st o
i n c o r p o r a t ed o u b l eh u l l s ,w h i c hh a d
s e e m e dl i k e l yw h e nd e s i g nw o r k h a d
b e e n i m p l e m e n t e dt,h e D i a m o n d5 3
continuesto attractintereston account
ofthe long-termoperationaland safety
benefitsof the double-skin.
A co-operative design
Thegeared,wide-hatched bulkertype
was preparedafter extensivediscus-
s i o n sw i t h o w n e r sa n d c h a r t e r e r so n
o p e r a t i o n a rl e q u i r e m e n t sa n d a f t e r
consultationwith Det NorskeVeritason
structuralahd regulatoryissues.
The parties involvedin the develop-
m e n t p r o g r a m m ew e r e d u b b e dt h e
'Diamondgroup',and the resultcould
be fairly describedas a testamentto
the industry'scapacityfor productive
co-ooeration.
Thefact that Bergen-domiciled
Spar
S h i p p i n g t, h e c o n t r a c t u aol w n e ro f
eightofthe 12 Diamondsentrustedto
the Chengxiyard at Jiangyin,has fixed
all eight vessels on three-year
Profile and main t i m e c h a r t e r st o p r o m i n e n tn a m e si n
deck plan for the t h e b u l kt r a d e si s a n e a r l y ,p r o m i s i n g
Diamond 53 indicatorof chartererreceptivityto the
design newtype.
A total grain-equivalent cargovol-
u m e o f 6 5 , 7 0 0 m 3i s p r o v i d e di n f i v e
The first two holds, plumbedby high-stooledTsuji
Diamond53s, deck cranes of 36-tonne capacity.A
emphasising the core advantageofthe doublehull from
bluff bows of the c a r g ow o r k i n ga n d h o l d c l e a n i n ga n d
design maintenancestandDointsis that the
strengthmembersfor the side struc-
ture lie withinthe doubleskin, leavinga
completelyflush surfaceto the cargo
holds.
B y c o m p a r i s o n ,a c o n v e n t i o n a l
handymaxbulkerwith a single-skinside
shell has the side frames exoosedin
the holds,tendingto prolongfull dis-
chargeof granularand mineralcargoes
and increasingthe cleaningtask.
T h e D i a m o n d5 3 h a s a v e r y b r o a d
c a r g oc a r r y i n ga m b i t ,e n c o m p a s s i n g
the gamutof bulkcommoditiesinclud-
i n gc o a l ,g r a i n ,o r e ,c e m e n t ,a l u m i n a ,

24 The Motor Ship April 2005

b a u x i t ea n d m i n e r a ls a n d ,a s w e l l a s
steel productsand packagedtimber.
H e a v ys t e e l c o i l s a r e a c o m m o n
c a r g of o r h a n d y m a xb u l k e r s ,a n d t h e
Diamondtype givesan edgeto opera-
tors with regardto both intakeand han-
dlingflexibility in this vitalsectorof the
steel trade. Dueto increasedtanktop
s t r e n g t h ,a f u l I d e a d w e i g hct a r g oo f
steelcoilscan be loaded,andtwo tiers
o f 2 5 t o n n e ,s h o r t - l e n g t(h1 . 2 m )c o i l s
c a n b e s t o w e do n t i m b e rd u n n a g e
acrossall holds.
T h i sg i v e se x t r ao p p o r t u n i t i e isn
c o m p a r i s o nt o s t a n d a r d ,s i n g l e - s k i n
handymaxtypes,whichare subjectto
strictercriteriagoverningcoil loading,
normallyrestrictingheaw coilstowage
t o a s i n g l et i e r ,a s a f a c t o ro f t a n k t o p
s t r e n g t h .D e s p i t et h e a d d i t i o n asl h i p
s t e e l w e i g het n t a i l e di n p r o v i d i n agn
enhancedcarryingcapabilityfor heavy
c o i l s ,a n d t h e p e n a l i s a t i o on f d e a d -
w e i g h t ,t h e D i a m o n dg r o u pp a r t n e r s
generation
considerthe newhandymax
www.motorship.com
The "minimalist" a s u p e r i o rd e s i g nf o r t h e s t e e l c o i l s and valvesare locatedin a fore-and-aft
bridge (left) con- trade. t u n n e ld u c t i n w a yo f t h e t o p h o p p e r
trasts with the s p a c e si m m e d i a t e lbye l o wt h e m a i n
accommodation Double-hull
strength d e c k ,r a t h e rt h a n b e i n go n t h e u p p e r
(right) which is T h e h e a v yt a n k t o p s t r u c t u r ea l s o deck,as in traditional bulkerdesign.
provided for a a ff o r d sg r e a t e rl o n g - t e r mp r o t e c t i o n I n c o r p o r a t i nmg a x i m u mb e a mf o r
crew of 25 againstthe rigoursof grabworkingof P a n a m aC a n a lt r a n s i t s ,t h e D i a m o n d
cargoes.The inherentstrengthof the 5 3 p r o v i d e sa s t r i k i n ge x a m p l eo f t h e
d o u b l e - h udl le s i g np e r m i t sm o r ef l e x i - advancein handymaxsize,equivalent
b l e a n d p r a c t i c allo a dl i m i t a t i o nc r i t e - in deadweightto that of the Panamax
r i a , s u c ht h a t a l t e r n a t el o a d i n go f categoryof three decadesago.
d e n s e rc a r g o e sc a n b e a c c o m p l i s h e d
at scantlingdraughtwithan evendistri- Danishheritage
b u t i o no f c a r g ot h r o u g h o utth e t h r e e A m o n gt h e t e a mt h a t h a s b r o u g h t h e
holdsconcerned. D i a m o n d5 3 t o r e a l i s a t i o nC, a r lB r o ' s
In contrast,alternateholdloadingis p r o j e c tm a n a g e ra n d n a v a la r c h i t e c t ,
generallyonlypossiblein a single-skin MichaelSchmidt,was formerlywiththe
handymaxwith an unevencargospread B u r m e i s t e r& W a i n S h i p y a r di n
i n t h e a l t e r n a t eh o l d s ,t y p i c a l l e
yntail- C o p e n h a g e nU. p u n t i li t s c l o s u r ei n
i n g u p t o 2 , 5 0 0 t o n n e sh a v i n gt o b e 1996, the Danishyardhad maintained
shiftedfrom holds1 and 5 to hold3. a west European shipbuilding presence
Withthe aim of betterensuringlong- i n P a n a m a xb u l k e ra n dt a n k e rd e s i g n
term integrity,an increasedmild steel a n d c o n s t r u c t i o nd, e m o n s t r a t i n g
c o n t e n tw a s s t i p u l a t e da, l b e i ti n a n resilienceand innovation in the face of
the mostintenseorientalcompetition.
o p t i m i s e dd i s t r i b u t i o nw, i t h s e l e c t i v e
u s e o f h i g ht e n s i l es t e e l i n t h e u p p e r Theyardachievedoutstandingsuc-
d e c ka n d w i n gt a n k s t r u c t u r e s ( H T 3 6 ) c e s sw i t hs a l e so f i t s s i n g l es i d es k i n
a n d d o u b l e b o t t o m a n d l o w e r P a n a m a xb u l k e r f a m i l y ,f r o m t h e
hull(HT32). Thearrangements resultin 52,000dwtMkl typeof the early1970s
a higherlightweightrelativeto single- t o t h e 7 5 , 0 0 0 d w t M k V so f t h e m i d
skin handymax tonnageof correspond- 1990s.
ingcapacity. H o w e v e rt h, e d o u b l e - h uPl l a n a m a x
T h e d o u b l e h u l l c o n f i g u r a t i o n d e s i g nd e v e l o p e db y B & Wm o r et h a n
i m p l i e sn o t o n l ya d d e ds t r e n g t hb u t 15 yearsago was aheadof its time in
improvedsafetythroughthe provision termsof marketreadiness. ForMichael
of a secondarybarrieragainstacciden- Schmidt,the Diamond53 has provided
t a l w a t e r i n g r e s s . S a f e r c l o s e - u p an opportunity to take circumspect and
i n s p e c t i o no f t h e f u l l h u l l s t r u c t u r ei s m a r k e t - a t t u n et dh i n k i n gi n b u l k e r
alsofostered,evenwhenthe ship is in d e s i g na s t a g ef o r w a r d ,d r a w i n go n
s e r v i c e .E l e c t r i cc a b l e s ,f i r e m a i n , experienceand someof the ideasema-
h y d r a u l iac n d c o m p r e s s e ad i r p i p i n g natingfrom the B&Wdays.
,tl
 A very full fore end is a particular
,characteristicof the Diamond 53
design

Bulheadfloodingstrength
Accordingly, requirementslaid downfor
single-skinbulkerswere usedto estab-
lish floodingstrengthfor the transverse
bulkheads.Edictsrelatingto flooding
strengthofthe hull girderin single-skin
vesselswere also adopted,although
f l o o d i n go f t h e s i d e t a n k s a s w e l l a s
the cargoholdswas considered, while
a 7 O o / o - w alvoea d i n gw a s e m p l o y e d ,
c o m p a r e dw i t h 8 0 % f o r s i n g l e - s k i n
types. The latest versionof the IACS
JointRulesfor BulkCarriersproposes
only cargo hold floodingas the basis
P r i n c i p a lt e c h n i c a l c h a l l e n g e s f o r h u l l g i r d e rs t r e n g t hc a l c u l a t i o n s
p o s e d i n t h e d e v e l o p m e n to f t h e regardingdouble-skinbulkers,together
Diamond53 were associatedwith opti- w i t h a w a v e l o a d i n go f 8 O o / o a ,n d t h e
m i s i n ga n e x t r e m e l yf u l l h u l l f o r m t o Diamond53 fulfillsthose criteria.
s e c u r el o wf u e l c o n s u m p t i o na, n d i n A n o t h e rn o t a b l e a s o e c t o f t h e
definingand achieving the "right"com- designis the protectedpositioningof
promisebetweenrequiredoperational t h e h e a v yf u e l o i l t a n k s b e h i n do u t e r
features,new and anticipatedregula- cofferdamsin the engineroom,effec-
tions, and vessellightweight. tivelyextending the doubleskin bound-
a r y a f t b e y o n dt h e c a r g o s e c t i o n . A
Full forward form total of some 2,000m" bunkercapacity
The hull form was devisedwith assis- is providedin four compartments,and
t a n c e f r o m G o t h e n b u r gc o n s u l t a n c y t h e a r r a n g e m e n t sr e d u c et h e r i s k o f
SSPASweden,and is relativelyfine aft fuel spillagein the eventofgrounding
a n d v e r y f u l l f o r w a r d .W h i l et h e f o r e or collision.
s h i p f o r m i s s u b s t a n t i a l l dy i f f e r e n t forth a decisionnot to mandatedouble Excellent hold Spar Lyra is poweredby a six-cylin-
from that of the B&Wseries in its later hulls."Obviously, this was a criticalsit- access is provid- d e r M A N B & W S 5 O M C - Ct w o - s t r o k e
version,the aft ship form displayssimi- u a t i o nf o r u s , " s a i d M i c h a eS
l chmidt, ed by the wide d i e s e l ,d e l i v e r i n g9 , 4 8 Ok W a t 1 2 7
l a r i t i e s ,a n d t a n k t e s t i n g a t S S P A ' s referringto the impacton all the par- hatch openings rpm, to ensurea servicespeed of 1-4
facilitiesverifiedgoodwake field prop- ties involvedin the developmentpro- and covers, k n o t s i n l a d e nc o n d i t i o n T
. h ee n g i n e
erties of the Diamondtype,benefiting ject. "Butthe Diamondgroupagreedto aided by the four w a s s u p p l i e dt o C h e n g x bi y C h i n e s e
propellerefficiencyand manoeuvrabili- continuewith the double-hullconfigura- Tsuji36-tonne licenseeHudongHeavyMachinery. The
ty. A stern bulb promoteswaterflow to tion, simplybecausewe believethat it cranes three gensetsare basedon Daihatsu
t h e p r o p e l l e ra n d a l a r g e r u d d e r is the best configuration from an opera- orimemoversand Nishishibaalterna-
e n h a n c e s m a n o e u v r a b i l i t ya t f u l l tional point of view and, furthermore, tors, and are rated at 680 kW at 720
draught,whiledeadwoodhas beenfit- t h a t a g o o dd o u b l e - h u d
l l e s i g ni s t h e rom.
t e d a b o v ea n d b e l o wt h e s k e g i n t h e right solutionto the bulk carrierprob- G r a i gh a d e a r l i e rp l a n n e dt o a u g -
interestsof directionalstability. lems experienced today." m e n t i t s D i a m o n do f f e r i n gw i t h a
Whenwork was set in train on the The strengthofthe hull girderand 75,O00dwtPanamaxversion,although
D i a m o n d5 3 d e s i g n , t h e p a r t i e s t r a n s v e r s eb u l k h e a d sw a s c h e c k e d it now seems likelythat the follow-onto
i n v o l v e dw e r e a w a r et h a t I M O h a d againstaccidentalflooding."Because the handymaxtype will be a 32,000dwt
requirementsfor double-hullbulkerson t h e r e w e r e n o f l o o d i n gr e q u i r e m e n t s handysizebulker.Constructionmay be
its agenda,and December2002 saw a f o r d o u b l e - h u lbl u l k c a r r i e r s ,w e h a d placedin Vietnam,wherefive Diamond
tentativeagreementto look to manda- w i t h i nt h e D i a m o n dg r o u p( i n c l u d i n g 53s are alreadyon the booksofthe Ha
tory double-hull
construction. S p a r a n d T h e n a m a r i st )o d e c i d eo n L o n ga n d N a m T r i e uy a r d s , w i t h t h e
However,eventstook a twist, and o u r o w n f l o o d i n gc r i t e r i a", o b s e r v e d pros.pectof a numberof options being
the lVlOmeetingof May2004 brought Schmidt. exercisedbeforetoo long.I

26 The Motor Ship April2005

Mark LangdonTechnicalEditor
Justa few yearsdgo,cable
layerswerein greatdemand,
but nowmanyunitsare being
convertedas the markethas
collapsed
Cableboombusted
he cablelayingboom appears
t o b e w e l l a n d t r u l y o v e r ,a s
there is now a rush to convert
c a b l e - l a y e rbs a c k i n t o o t h e r
types of offshorevessel. Goneare the
daysin 2000 whencompanies couldn't
wait for a newbuildingto be delivered
and speededup the processfor acquir-
ing ships by convertingeverythingfrom
offshore vessels to ro-ros.
UlsteinVerft,morewidelyknownfor
buildingoffshorevessels,has moved
into the conversionmarketand is cur-
rently convertinglne Normand CIipper,
w h i c hw a s d e l i v e r e db y t h e y a r d i n
2001. Althoughthe vessel has been
e m p l o y e db y t h e s a m e o w n e rf r o m
handover until whenthe contractran
out in October2004, it has been laid
u p a t U l s t e i nV e r f t s i n c e e a r l yl a s t
springdue to the poorcablelayingmar
www.motorship.com
NormandClipper ket. HenceSolstadhas now chosento
alongside at convertthe vessel.
Ulstein Verft T h e o w n e r h a s e n t e r e di n t o a n
where it is being agreementwith the Australiancompany
converted into a C l o u g hf o r h i r i n go f t h e c o n v e r t e d
combined con- NormandClipper.The conversionis
struction and w e l l u n d e rw a y ,a n d i s s c h e d u l e df o r
pipeJaying vessel c o m p l e t i o nb y t h e e n d o f M a y 2 0 0 5 .
"We are pleasedthat Solstadhas yet
a g a i nc h o s e nu s a s i t s p a r t n e rf o r a
projectthat is very demanding,both
t e c h n i c a l l ya n d w i t h r e s p e c tt o t h e
deliverydate," saysToreUlstein,presi-
dent of UlsteinVerftAS.
The conversionis into a combined
c o n s t r u c t i o na n d p i p e - l a y i n vge s s e l
with a largefreightcapacity.This will
NormandCutter, increaseSolstad'scapacitywithinvari-
which was ous types of craneassignments,diving
convertedby assignmentsand all types of construc-
Ulstein in 2OO4 t i o n w o r k .T h e v e s s e li s t h e s i s t e ro f
NormandCutter,whichwas converted
at UlsteinVerft in 2004. "Thisconver-
sion will be aboutas extensiveas the
conversionof her sistervessel,and will
d e m a n da l m o s tt h e s a m e a m o u n to f
workinghoursas whenconstructinga
largeplatformsupplyvessel.Thecon-
versioncontractis worth aroundNOK
1 5 0 M , " a c c o r d i n gt o H a r a l dM a l l e r ,
UlsteinVerft'ssales manager.
The conversioncontractfits in with
c o n t r a c t sf o r f i v e n e w b u i l d s ,w h i c h
m e a n st h e y a r d c a n u t i l i s e i t s f u l l
"The
capacity. c o n v e r s i o np r o j e c t
s t r e n g t h e n st h e y a r d ' s c o m p e t i t i v e -
ness,and onceagainwe can showthe
m a r k e tt h a t w e c a n t a c k l e m a n yp r o -
jects at the sametime," says Mlller.
Anotheryardwith a similarconver-
sion projectis Astander,whichis con-
vertingthe cable layerProviderI into a
trenchingand offshoresupplyvessel.
ProviderI, whichis ownedby a member
of SwissGroupAllseas,will haveall its
c a b l el a y i n ge q u i p m e n rt e m o v e da n d
the size of its accommodation
increased.Thevesselwill also be fitted
with a new helideck,craneand all the
hydraulica s n d t r e n c h i n ge q u i p m e n t .
R e - d e l i v e r iys e x p e c t e df o r M a y t h i s
year.
Allseasis no strangerto Astander,
which has carriedout both repairand
c o n v e r s i o nw o r k f o r t h e c o m p a n y ,
resultingin a good relationship
betweenthe two and the awardingof
*l
this contract.I
Epoxyr the magic ing
No otherresinsfulfillthe roleof the idealbinder b i n d e r ,b u t s e l d o md e s c r i b e di n r e l a -
tion to the type definitionsfor epoxy

for high-performancecoatingsystemsas wellas products.Withoutthe curingprocess,

however,the epoxycoatingwouldnot
be able to perform as required.
the epoxies Acceleratorscan be addedto improve
he most importantsingleProtr resinor a solidepoxyresin. the curingpropertiesat low tempera-
erty of epoxyresin is its ability F o r a l l t y p e s o f c o a t i n g ,s u r f a c e rure.
to transformreadilyfrom a liq- preparation is the most crucialconsid- A d d i n gp l a s t i c i z e r sf,l e x i b i l i s e r s ,
u i d t o a h a r d ,r e s i l i e n st o l i d e r a t i o nb e c a u s ei t s e t s t h e l i m i t s o n d e f o a m e r s ,r e a c t i v ed i l u e n t s ,U V -
coating. Because epoxyhas suchversa- the exposureandthe servicelifeto be absorberse , t c . , t o t h e e p o x yb i n d e r
tile q u a l i t i e s ,
e p o x yr e s i n sa r e n o w exoectecl. i m p r o v e sp h y s i c a lp r o p e r t i e st h a t
usedin numerous fields, includingpro- strengthand resis-
includemechanical
tectivecoatings,marinecoatings,floor- The epoxy formulation tanceto thermalshock.Additivesalso
i n g s , a d h e s i v e s ,g l u e s , m o u l d i n g T h e e p o x yb i n d e rp r o v i d e sa d h e s i o n , i n c r e a s ef l e x i b i l i t y ,l o w e rv i s c o s i t y ,
compounds,insulatingmaterials, rein- anti-corrosivp e r o p e r t i e sa n d r e s i s - improvesag resistance,etc.
forced plastics, andtextiles. t a n c et o c h e m i c a l sa n d h e a t ,a s w e l l P i g m e n t sa r e n o r m a l l ya d d e dt o
Thetwo main epoxy resins used in as excellent mechanical and physical g i v ec o l o u rt o t h e c o a t i n g .S o m ep i g -
conjunction with maritimeand industri- properties. Epoxies do, however, chalk ments,including zinc,MIOand aluminF
p r o t e c t i v ec o a t i n g sa r e b a s e d o n when exposed to ultraviolet light. properties.
um, also add anti-corrosive
al
The curingagentis also part ofthe pigments
Extendersare non-hiding
e i t h e ra l o w - m o l e c u l al irq u i de p o x y

Gheckingthe corrosionof HMSWarrior

uringthe recentdrydocking tion with a non- as all threebackwallechoesareequal
of HMS Warrior,(the UK's c o r r o sr v e c o u - to eachother,confirmingthat all mea-
f i r s t i r o n - h u l l e da,r m o u r e d plant used as surementsare verifiedpriorto display.
warship), the Warrior painting was P r o b l e m se n c o u n t e r e do n H M S
Preservation T r u s t r e q u e s t e dt h a t being carried Warriorincludedi
SelmanMarineDesignLtd carryout an out at the same a Veryheaw and deep surface pitting,
u l t r a s o n i cs u r v e yo f t h e h u l l ,f r o m time. w h i c hw a s e a s i l yo v e r c o m eu s i n gt h e
waterlineto keel. T h eC y g n u s CygnusGauge.
The survey was for historical r a n g eo f m u l t i - a A largenumberof rivetswhichhad to
recordsand to help identifyany areas p l e e c h ot h i c k - be avoidedat the plateseams
o f c o n c e r no v e rt h e h u l l .T h e m a i n ness gauges a Armourplatingin excessof 100mm
a r e a so f c o r r o s i o nw e r e o n t h e w i n d means that thick.TheDlatehad an unknowncondi-
a n d w a t e r l i n ew i t h a p a r t i c u l a r ltyh i n accuratemetal t i o n o n t h e b a c kf a c e p o s s i b l yd u e t o
sectionat the aft end. Previouslythe thicknessmea- the castingtechniquesthat were used.
internah l u l l a b o v et h e a r m o u rl e d g e , s u r e m e n t sc a n T h e c a s t i n g a p p e a r e dt o b e v e r y
a n d w h e r ep o s s i b l eb e l o wt h e w a t e r - b e m a d ew i t h - porouswhichgavesomedifficultiesin
l i n e ,h a d b e e ns u r v e y e de a r l i e ri n t h e o u t h a v i n gt o gettingmeasurements. Thiswas over-
yearand with the vesselafloat. first zero the comeby usinga largerdiameterprobe
T h e h u l l m a t e r i a lw a s o f c a s t o r gauge or and as a result readingswere obtained
w r o u g h ti r o n ,f a b r i c a t e ds o m e t i m e removeany pro- in a numberof locations.A largerdiam-
around1860 and at the time of survey Approaching 1-5O t e c t i v ec o a t i n g s ,w h i c hc a n b e u p t o eter probehas more chanceof picking
had beenwaterjetblastedto a finish of years old, the 6 m m t h i c k .M i n i m a sl u r f a c ep r e p a r a - up the returnedscatteredultrasound
SA 2 and primedwith greypaint restored Warrio( tion is required,savingboth time and from the backwall and thereforeallows
The gaugeused was a Cygnus is based at m o n e y .E v e no n u n c o a t e d . m a t e r i a l s m e a s u r e m e n ttso b e e a s i l Yt a k e n o n
ThicknessGaugein conjunc- Portsmouth
Ultrasonic readingswill onlybe displayedas long verycorrodedmetal.I

28 The Motor Ship April 2OO5

edientin coatings
in powderform. Extendersare used in c a t i o n .T h e m o s t i m o o r t a n to f t h e s e s t r e n g t h ,v e r y g o o d c h e m i c a lr e s i s -
conjunctionwith pigmentsfor their film- i n c l u d el o wv i s c o s i t yc u r i n gc a n t a k e t a n c e a n d s u p e r i o rc o r r o s i o np r o t e c -
formingpropertiesand to avoidsettle- p l a c e a t t e m p e r a t u r e sd o w n t o - tion.I
ment duringstorage.Specialextenders !O"C/74"F,excellentadhesionto many a Article reproduced with kind permis-
a r e a d d e d t o t h e e p o x y b i n d e rt o s u b s t r a t e s ,v e r y h i g h m e c h a n i c a l sion of Hempel
improvepropertiessuch as abrasion
resistance.
Solventsare used in the manufac-
ture of epoxycoatingto dissolvethe
f i l m - f o r mi n g c o n s t i t u e n t s .S o l v e n t s
evaporateduringdryingand therefore
do not becomea oart of the curedfilm.

Application
A i r l e s ss p r a ye q u i p m e n ti s t h e m o s t
c o m m o nt e c h n i q u eu s e d t o d a yf o r
a p p l y i n ge p o x yc o a t i n g si n b o t h t h e
m a r i t i m ea n d i n d u s t r i asl e c t o r s .l t i s
fast, efficientand,aboveall, economi-
c a l . T w o - c o m p o n e nat i r l e s s s p r a y
e q u i p m e n its t h e l a t e s td e v e l o p m e n t
w i t h i nc o a t i n ga p p l i c a t i o nT.h i se l i m i -
nates mixingthe base and curingagent
manuallyand makespot lifeconsidera-
tions insignificant.
Epoxy-basedproductshave numer-
ous advantages
duringand afterappli-

The AMOT XTS-Wis a Extensive test bedtrials

uniquebearingwearsensor and a liveshipownersea
systemfor 2-strokemarine trial haveshownthe XTS-W
engines.lt is the only to be a minorinvestment
productavailable that can for major assetprotection.
detectthe onsetof bearing Formoreinformation, visit
wear belore expensive, www.bearingweancom
potentiallycatastrophic,
secondary damageoccurs.

AMOTWesternWay.BurySt Edmunds
lP333SZ UK +-44 @t12e4 762222
omelb
info@amot.com w.amot.com

www.motorship.com ,tl
 of Florida
Engineersat the University
(UF)havedeveloped an environmentally
coatingfor hullsof ocean-going
friendly
shipsbasedon an unlikely sourceof
inspiration,

by shark'sskin
Anti-fouling of Florida
at the University
Articleattributableto AnthonyBrennan,professorof matedalsscienceand engineering

niversityof Floridamaterials Hisfirst oroductwas a combination Submarine on the surfacethat will also inhibitthe
e n g i n e e r sl e d b y A n t h o n y p l a s t i c , / r u b b ecro a t i n gt h a t a m i c r o - fouled by algae settlementof a widevarietyof the main
B r e n n a nh a v et a p p e d e l e - scoperevealsis madeof billionsof tiny (UIva), top left. marinefoulers,suchas barnacles,"he
ments of sharks' unique raiseddiamond-shaped patterns.Each said.TheUFteam,whichalso includes
' s h a r k l e t ' d i a m o n d m e a s u r e s1 5 r e s e a r c hs c i e n t i s t R o n B a n e Ya n d
s c a l e st o d e v e l o pa n e n v i r o n m e n t a l l y
friendlycoatingfor hullsof ocean-going micronsandcontainssevenraisedribs numerousgraduatestudents,hopesto
s h i p st h a t p r e v e n t st h e g r o w t ho f a n t h a t , o n c l o s ee x a m i n a t i o nr ,e s e m b l e achievethat goal with its latestversion
aggressive marinealgaeand mayalso different lengthsof raised horizontal o f t h e c o a t i n g .I n r e s e a r c hr e c e n t l y
impedebarnaclesaccording to prelimi- b a r s .L a b o r a t o r tye s t s s h o wt h a t t h e patented,Brennanand his colleagues
narytests. coatingpreventsa very commonand havemadethe diamond-shaped pattern l

lf more extensivetesting and devel- detrimentaltype of algae,calledUlva, dynamic, underthe influ-

opmentbear out the results,then the
s h a r k - i n s p i r ecdo a t i n gc o u l dr e p l a c e
c o n v e n t i o n aal n t i f o u l i n gc o a t i n g s .
Althoughthese TBT-freecoatingspre-
vent marinegrowth,they also leachpoi-
"The
s o n o u sc o p p e ri n t ot h e o c e a n .
copperpaintsarewonderfulin termsof
k e e p i n gt h e s h i p s u r f a c ec l e a n ,b u t
t h e ya r e p o i s o n o u sa n dt h e y a c c u m u -
late at substantialratesin harbours,"
threatening m a r i n el i f e ,s a i dA n t h o n y
Brennan."By contrast,there are no tox-
ins associatedwith our surface."
> Germof an idea
a B r e n n a nr e a l i z e dt h a t s h a r k sr e m a i n
o
q
c) l a r g e l yf r e e o f p l a n t s a n d b a r n a c l e s
G
despitespendingtheirentirelivessub-
{ a n d b a r n a c l e s .B r e n n a n r e c e n t l Y
merged.That contrastswith, for exam-
n
od p l e , s o m e o t h e r l a r g e - b o d i em
d arine
= e r l a b o r a t o r ys h o w i n gt h a t b a r n a c l e
speciessuch as whales,whichattract v e s s e l ' sa b i l i t yt o o p e r a t e , "B r e n n a n
G
f r o m b e c o m i n ge s t a b l i s h e db e c a u s e
t h e a l g a e ' ss p o r e s ,w h i c hn o r m a l l Y
stick to everything,havegreatdifficulty
attachingto the diamondshape.
"That'sa majoradvance,sincethe
a l g a ei s a b i g p r o b l e mf o r a l l t y p e so f
ships includingsubmarinesbecauseit
accumulateson inlet ports usedto cool
powerplants."lt can severelyinhibita
or changeable,
electriccurrent.
enceof a low-power
Preventingbarnacles
T h e r i b s o n t h e s u r f a c e ss w e l l a n d
shrink,in effectflexingin and out from
the hull surface,as the currentvaries.
Thatmaybe usefulbecausethe move-
mentcouldoreventthe accumulation of
silt andotherdebrison the hulls,which
is often a precursorto plantand barna-
cle growth.
Boththe originaland newerversions
of the coatingsare beingtested in labs
i n F l o r i d aE, n g l a n dH, a w a i iC, alifornia
and Australia,with full-scaleoceantest-
ingthat beganin March.Thediversityof
l o c a t i o n si s i m p o r t a n tb e c a u s ee a c n
Ship fouled by has differentspeciesof foulingplants
algae (Ulva)
receivedpreliminaryresultsfrom anoth-

m a r i n eg r o w t h .S h a r k sh a v ep l a c o i d s a i d . T h e U S N a v yc a l l e dt h e f i n d i n g cypridsare also inhibitedfrom settle-

o " e x c i t i n g , s" a y i n gB r e n n a na n d c o l -
I scales,whichconsistof a rectangular mentbyihe newcoating.
G "is The prospectfor this coatinglooks
b a s e e m b e d d e di n t h e s k i n w i t h t i n Y l e a g u e s ' r e s e a r c h b o t hu n i q u ei n
t
spinesor bristlesthat pokeup. their approachand excitingin terms of p r o m i s i n ga n d t h e U Fh a s r e c e i v e d
B r e n n a nd e c i d e dt o t r y m i m i c k i n g t h e i r e f f i c a c y "i n d e t e r r i n gt h e U l v a numerousenquiriesfrom polymercoat-
o
that surfacewith an artificialcoatingto soores. i n g m a n u f a c t u r e rws h i l ea t l e a s to n e
"Thebig hurdlesthat remainareto cruisecompanyhas also expresseda
s e e i f i t w o u l da l s o h a v ea n t i f o u l i n g
Drooerties. developtextures,patternsor chemistry keeninterest.I

30 The Motor Ship April2005

An analysisof marineemissionsandtheirclimaticeffects,andthe
compliance
industry's withfutureemissionregulationsthrough
improvements
technological
^t8 "18 4' 9 1 8 ' 1 S 4 & - 1 8 { 6
he principalexhaustgas emis- Fig 7. Global dis-
sionsfrom shipsincludeCO2, tribution for NOx
N O xS , O x ,C O ,h y d r o c a r b o n s , emissions for dif-
and oarticulate matter. ferent ship
F u r t h e r m o r ed,u r i n gt a n k e rl o a d i n g types. Global
d & P
evaDoration leadsto additionalemis- s d d 1 f r t & NOxemissions
s i o n s o f h y d r o c b r b o n sT. h e e x h a u s t
{ 4 1 * 0
t* of the world fleet
gases are emitted into the atmosphere have been esti-
>*
from the ship stacks and dilutedwith mated to be
ambientair.Duringthe dilutionprocess 27.38 rg (NOi,
insidethe ship plumesthey are partly based on the
s
chemicallytransformedor removed. t r d 1 a r s reported distribu-
Emissionsfrom internationalship- tions from
r t 1 6 $ a o J r l &
sO..1MMiiarqh$lqlM
ping a{fectthe chemica\ composition of AMVERdata.
the atmosphereand the climatein sev- I t w a s c o n c l u d e df r o m a 2 0 0 3 C H a r t o g r a p h Yi n) s t r u m e n to n b o a r d
eralways:by emissionsof greenhouse model study that the largestsurface the ENVISAT satelliteoverthe Redsea
g a s e s s h i p p i n gc o n t r i b u t e st o t h e o z o n ep e r t u r b a t i o d
n u et o s h i pe m i s - a n d t h e I n d i a nO c e a nc l e a r l ys h o w
g r e e n h o u s ee f f e c t a n d t h u s t o t h e sions is found in Julyin regionsof the e n h a n c e dN 0 2 o c c u r r e n c ea l o n gt h e
m a n - m a d et e m p e r a t u r ei n c r e a s e . Atlanticand the PacificOceansin the major internationalshippingroutesfor
E m i s s i o n so f o z o n ep r e c u r s o r sl,i k e NorthernHemisphere, wherepollution the regionsstudied.
nitrogenoxides(NO*)from ships,car- is low and ozoneoroductionefficient. Shipemissionof aerosolsandtheir
b o n m o n o x i d e( C O ) ,a n d u n b u r n e d Recentsatellitemeasurementsof precursors, in particularcarbonaceous
hydrocarbons (HC)contributeto the for- NO2from the GlobalOzoneMonitoring a n d s u l p h u rc o n t a i n i n gp a r t i c l e s ,
m a t i o no f g r o u n d - l e v eol z o n e ,w h i c h E x p e r i m e n(tG O M Eo) v e rt h e I n d i a n directlychangethe radiativebalanceof
maydamagehumanhealthand vegeta- O c e a n a n d f r o m t h e S C I A M A C H Y t h e e a r t h s y s t e m ,b u t t h e y a r e a l s o
tion, and whichchangesthe radiative ( S C a n n i n g l m a g i n g A b s o r p t i o n indirectlyradiativelyactiveby changing
budgetas ozoneis radiativelyactive. s p e c t r o M e t e r f o r A t m o s p h e r i c the conditionsfor cloudformation,by

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32 The Motor Ship April2005

missions
on climate
Dr VeronikaEyringand Horst W Kiihler JuniorResearchGroupSeaKLlM consumption ( c i v i l i a na n d a l l m i l i t a r y
ships) in 2001 accordingto this work
t u r n e do u t t o b e 2 8 0 m i l l i o nt o n n e s .
Comparedto all publishedinventories
alteringcloud propertiesand lifetimes, cargoships, and the militaryfleet. This based on energystatistics,this esti-
a n d t h u s a f f e c t i n gt h e g l o b a lw a t e r estimate uses informationof Lloyd's m a t e i s a p p r o x i m a t e l y t w i caes h i g h ,
c y c l e .U n d e rc e r t a i n m e t e o r o l o g i c a l MaritimeInformationServicesbased indicatinghighuncertainties in bunker
c o n d i t i o n sa e r o s o le m i s s i o n sf r o m on 89,063 ocean-goingships(43,967 fuel statistics.
ships modifyexistingmarinestratocu- cargoships and 45,096 non-cargo The resultingglobal NOxemission
m u l u sc l o u d sb y a n i n c r e a s eo f c l o u d Fig: 2. Transport- s h i p s ) o f 1 0 0 g r o s s a n d a b o v e .T h e inventoryfor tankers, containerves-
condensation nucleiand a decreasein related emissions t o t a l c a r g o f l e e t i n c l u d e d1 1 , 1 5 6 sels, bulk carriersand the total fleet
d r o p l e ts i z e . T h e s es o - c a l l e ds h i p of carbon dioxide tankers,2,759 containerships,6,261 for the year2001 is shownin Fig1.
tracks can be see.nin satellite images (CO), nitrogen bulk carriers,196 combinedcarriers,
and are definedas line-shapedbright oxide (NOy),sulfur and 23,595 generalcargovessels.The Futureregulations
featuresin a near-infrared imagerythat dioxide (SO) and non-cargofleet included971 fish facto- A l t h o u g hs h i p p i n gc o n t r i b u t e so n l y
are spatiallycoincidentwith the efflu- particulate matter ties, 22,1.41-fishing
vessels, 12,2O9 about 16%to the total fuel consumo-
ent plumeof a ship. (PM7O)and the tugs, and 9,775 otherships (egferries, tion of all traffic-relatedsources,ships
To accuratelyassess the impact of fuel consumption passenger ships, cruise ships, significantlycontributeto emissionsof
s h i p p i n ge m i s s i o n so n t h e a t m o s - estimated for the researchvessels,dredgers,cablelay- p o l l u t a n t sf r o m a l l t r a n s p o r tm o d e s
phere,detailedknowledgeof the emis- year 2OOO ers, etc). The total worldwidefleet fuel (Fig2), particularlybecausethere have
sion patternsand fluxesis required. been no strict inter-
'Roadtraffic
ffiAviator ffisnipping national emission
Emissions
inventories ; r e g u l a t i o n si n t h e
Severalemissioninventoriesfor ship- Q r,ooo past as for road traf-
pinghavebeen establishedfor current z
fic and aviation.
conditions.An updatedinventoryfor I 1oo Duringthe last 50
g l o b a lf u e l b u r n e db y i n t e r n a t i o n a l l y years, the ocean-
2 1 0
registeredships above1OOgrosstons, goingfleet and ships'
! ) t o.71-
based on internationalshippingstatis- . Y I total fuel consump-
E
tics for the year 2OOt, representsan c.) t i o n h a v ei n c r e a s e d
.o o'1
activity-based estimate includingmain f significantly.Further
c
propulsionand auxiliaryengineequip- € 0.01 increasesin fuel con-
SOz PM10Fuelconsumption
m e n t o n b o a r db o t h c a r g oa n d n o n - s u m p t i o na n d e m i s - )

LgNQX

wwwmotorship.com
 sions haveto be expecteduntil 2050
d u e t o a l i k e l yi n c r e a s ei n e c o n o m i c
growthand seabornetrade. Ship emis-
sions havebeen recognizedas a grow-
i n g p r o b l e mf o r b o t h s c i e n t i s t sa n d
environmentalpolicymakers.Currently
they are one of the least regulated
s o u r c e so f a n t h r o p o g e n iecm i s s i o n s
with a higlhreductionpotentialthrough
technologicalimprovements,alterna-
tive fuels and shio modifications.
In order to protectthe atmosphere,
the MaritimeEnvironmentalProtection
Committeeof the lMO, responsiblefor
internationalregulationsof pollution
from ships,has giveninternational
lim-
its for NO,emissionsby ship engines
i n 1 9 9 6 i n A n n e xV l o f t h e M a r i n e
P o l l u t i o nC o n v e n t i o nA. n n e xV l w i l l
come into force next month. National
o r r e g i o n a lr e g u l a t i o n sc a l l f o r e v e n
more stringentNOxlimits than those
givenby lMO.As a result,compliance
with emissionregulationsthroughtech-
n o l o g i c a li m p r o v e m e n t sw i l l i m p a c t f o r c i n ga n d u n r e g u l a t e dC O 2e m i s -
ship operatorsand currenttechnolory. srons.
At leastfor a mid-termperiod,emis- D e t a i l e da t m o s p h e r i cs t u d i e so n
sion reductionof existingengineswill the impactof ship emissionswill help
be based on effectiveemissionreduc- policymakersto developappropriate
Most pollutantsare
tion technologies. reductionstrategies.Clearinformation
formedduringthe combustionprocess. is neededon the climateimpactof dif-
It is possibleto reduceNO"by aiming f e r e n ts h i p e m i s s i o n s t, o a l l o wt h e
at lowercombustiontemperatures,but industryto incorporate,with greater
this will causehigherfuel consumption confidence,environmental considera-
( i e h i g h e rC O 2e m i s s i o n s )a s w e l l a s tions intotheir d e s i g n a n d develop-
highersoot emissions.lt is necessary mentwork.
to compensatethe consumPtionand F u r t h e r m o r et ,h e i m p a c to f s h i P
s o o t - i m p a i r i n ge f f e c t s o f t h e N O * e m i s s i o n sh a s t o b e s e e n i n c o n t e x t
improvementby additionaldesignmea- withthe overallatmosphericimpactof
sures,suchas higherfiringpressures. other modesof transportation,anthro-
C o n s e q u e n t l yw, h e n e v e re m i s s i o n p o g e n i ca n d n a t u r a le m i s s i o n s .T h e
reductionstrategiesare discussed,it transport capacityof the different sec-
is mandatoryto addressthe effects on tors - aviation,shippingand roadtraf-
all oollutants. fic - has to be considered.
F u r t h e rr e s e a r c hi s n e e d e df o r a
Ongoingresearch d e t a i l e da s s e s s m e n to f h o w a n t h r o -
The majorimpactsof shippingon the pogenic emissions imPact on
atmosohereare the overallradiative climate.I

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Growthin sizeof LNG'tankers
in Bilbao,William
Conference
At lastrnonth'sGastech
J Sember, Ener$yDevelopment
VicePresident at ABS,
discussedthe impactthat the growthin the siz* *f
currentvesseisis having

meansthe ship's entirestructureand contain-

ment system needsvery carefulevaluationto
determineits adequacyto withstandthe addi-
tionaldynamicloadsthat will be encountered.
27 ,4OOm'capacity usingthe Conchcontainment A key aspectof transportingLNGis designing
system.Thefirst membranecontainment ships, the membrane-type tank and containmentsys-
the PolarAlaska and Arctic Tokyo,were delivered tems to withstandthe dynamicloadsimposedby
in 1969 andrepresentea d s i g n i f i c a nj tu m p i n the sloshingof the cargowithinthe tanks when
sizeto 71,500m'. In 1975 the Ben Franklinand the vessel is in a seaway.The hi$h pressures
EIPasoPautKayser(120,000m'and125,000m3 due to liquidsurge insidethe cargotanks may
weredelivered,settinga size stan-
respectively) damagecargotank systemsand internaltank
dardthat was maintainedfor the next20 years structuresunlessadequatelyaddressedat the
with onlymarginalgrowthto around133,000m'. designstage.
B e t w e e n1 9 9 5 a n d 2 0 0 4 t h e s i z e o f t h e Loadingrestrictionson membranetanks have
largestLNGcarrierhas graduallyincreasedfrom been in placefor the past 20 years.However,the
1 5 3 , 0 0 0 m 3 t, h e c a p a c i t yo f t h e C h a n t i e r sD e significantincreasein tank sizedemandsfurther
l'Atlantique vesselfor Gazde Francescheduled evaluationand analysisto determineappropriate
f o r d e l i v e r yt h i s y e a r ,t o 2 1 - 6 , 2 O O mw3i t h t h e s t r u c t u r a cl r i t e r i af o r a l l l o a d i n gc o n d i t i o n s .
orderof the Q-flexvesselsfor Qatargasll. Additionalreinforcement of criticalareas,such
Today,shipyardsin Korea,Japanand Europe as the insulationsystem,highstress areasof
are vyingfor contractsthat are consideredfor a the tank structureand the pump tower,which
new generationof very largeLNGcarrierswith servesas the cargohandlingconnectionto the
cargocapacitiesup to 250,000m3whilegas pro- hull.must be considered.
ducersare drivingthe demandfor increasedship The high percentageof new ordersof mem-
s i z e t o t a k e a d v a n t a g eo f t h e e c o n o m i e so f b r a n es y s t e m sa n d p r o p o s e dn e w m e m b r a n e
scale.By increasing the sizeof the standardLNG designsare evidencethat operatorshavea clear
carrierfrom about145,000m'to 200,000m3and p r e f e r e n c ef o r t h e o p e r a t i o n a lc o s t s a v i n g s
even larger,it is estimatedthat there couldbe a offeredby the membranecontainmentsystem.
reductionin transportationcosts of as much as Whencoupledwiththeir interestin buildingin the
t5o/o. operationalflexibilityof handlingpartialcargoes,
Fornavalarchitectsdevelopingthese designs it meansthat a great deal of researchhas been
and marineengineersreviewingthe desi$nfor requiredto determineappropriateacceptance
the significantincreasein ship size criteriafor these configurations.I
classification

36 The Motor Ship April 2005

l*xi,$*$*x*gstxtxxsKlt::i:iiiaaaliii:t:

The conferencewill highlighthow technicaldevelopmentsin As well as specificpresentations.

ship designand maiine propulsiontechnologyare helpingto the conferencewill insludea debate
achievegreaterperformancewhile enhancingenvironnrental between the four protagonists in the
friendliness.lmprovedeconomicefficiencyand loweremission LNQpropuls,ion controversy.The
levelsare key issuesfor ownersand operatorsin today's arguments in favour for eaeh
competitive marketplaceand will take centre stage in boih tfie approachwill be presented,leading
presentationsand the discussionsat the conference.Attendees 0n t0 an gpendiscussionofthe
will also benefitfrom the networkingopportunitiesprovided. variousconcepts-

The conferencewill appealto the technicaldepartmentsof

ship ownersand operators,as weil as shipbuilders,
and
manufacturersof propulsionsystemsand marineequipment

Alternatively,please complete the form below and fax back to +44 (Ol L322 616376
n I wouldlike to attendthe conferenceas a delegate,pleasesend me detailsof howto registerwith an 'earlydiscount'booking.
u I wouldlike informationaboutsponsorshipopportunities.

Job Title

Tel

Email

,-,,/
,,,\ HIGHBURYBUSINESSMediaHouse,AzaleaDrive,Swanley,KentBR88HU UnitedKingdom
HlCHBURY
Tel:.01322 660070
,*PYIH.Ttr-" Faxt 47322 667633 www.motorship.com
 Tom Hope
MarineBusinessDevelopmentManager,
CentralEuropeand NordicArea

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