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REGULARS
Volume 210 No 4261
ISSN No 0037-3931
Published by
opinion &
editorial D the inside view
KR chairman Ojh Kong-gyun
m
Michael Grey offers food for
l!I offers insight into the future of
Korean ship classification
thought
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update
Confidence returns to the
Btl Diversification and flexibility w:il
ensure Lloyd Werft remains a
prominent shipbuilder in the 80 Coleman Street. London EC2R 5BJ
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leap; gas for all
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BML cements COMPAC com-
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world Austal serves a European market; Editor: Patrik Wheate r

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Tapping Arctic reserves is driving
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mitment; Viking takes evacuation patrik. wheater@btinternet.com
Jubilee time for Ghana with first
to new heights Tel: +44(0)7866 671932
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Publisher: John Barnes
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Contributors: Michael Grey, Bonita
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Will concerns about conflicts of " Graphic Designers:
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Front cover: Luke Wijsveld, Jo Cooper
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THE SHIPPING WORLD--------------------
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Apple i,n the eye Patrik Wheater - Editor
~
ould the convergence of the global shipping industry at the Posidonia exhibition ~
C next month fuel further insurrection on the streets of Athens? It is possible,
but unlikely.
0
"N

Whilst demonstrators and activists have good reason to question the shipowners' ~
"N
position in the country's ensuing economic and political chaos, it is highly unlikely
that the ugly side of democracy will turn on them because many of those incensed
at the abuse of power by public sector officials and the money men, still hold the
%
Greek shipowning community in the highest esteem.
Anti-austerity protesters too know full well that shipping, along with tourism, is
crucia l to the economic recovery of their country, representing its main sources of
revenue. Indeed, the Posidonia event alone is expected to contribute €50M to
Greece's economy.
So even though many shipowners form part of the country's ruling elite, such is
the reverence that Greeks have for them that any deviation would be, as s one ana-
lyst told me, 'one Hell of a cultural shift'.
Such affection is largely down to Greece's most famous shipowning son, Aristot-
le Onassis, who decreed that half his fortune would be left to promote Hellenic cul-
ture, civilization and social achievement through the Onassis Foundation . But could
it be that such philanthropic deeds have unwittingly served to cloak some of the
industry's more self-serving attributes? The masses certainly seem to have forgotten,
or turned a blind eye to that piece of legislature that preserves the economic inter-
ests of the establishment: Law 89.
As Clay Maitland writes in his excellent blog (www.claymaitland.com), the
'dandy ordinance' of some 1950s shipping tycoons provided for a 'broad exemp- "Anti-austerity
tion from tax for a 'Law 89' company, which is essentially one that engages in the
shipping business'.
protesters
That the EU and IMF have now agreed to a €750bn rescue package aimed at con- too know
taining the crisis, Brussels, along with those countries, especially Germany, that have full well that
contributed to propping up the Euro, will almost certainly scrutinize any financial
loopholes that have hitherto resulted in companies investing in the Swiss banking
shipping,
system rather than the Greek economy. along with
Maitland says that Greece's current Pasok (Socialist Party) government is under tourism, is
growing pressure to 'soak the rich', and this includes repeal of Law 89 and other so-
called incentives.
crucial to
But what impact a repeal of Law 89 will have on the Greek shipowning commu- Greece's
nity remains to be seen. What is certain is that shipping's spiritual home can no economic
longer afford to provide the opaque, economically-favourable tax haven from which
shipowners have operated for time immemorial. a recovery"

Power and productivity

for a better world ' "
Jllll
111\ I I
11
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May 2010 SW&S I 3

 THE SHIPPING WORLD
Dry dock dangers?
I s the end of a shipping recession a good time to extend the
periods between vessel dry-docking? Yes, say the classifica-
tion societies which have agreed under certain conditions to
allow the extension. Yes, say shipowners desperate to save
money on what is after all a hugely expensive process.
Several class societies have been conducting trials of new dry-
docking schedules for some years, others completing pilot proj-
ects with the support of maritime authorities. Now at least one has
said officially that it will offer extended dry docking intervals.
Perhaps the bitter end of a recession in shipping rates and
cargo demand, following the biggest newbuilding boom in histo-
ry is the right time to be relaxing the dry docking requirements.
But it supposes a positive response to three important issues.
The first is that the new generation of ships, particularly those
built on greenfield yards in China have been constructed to a very
high standard, under the supervision of surveyors with both knowl-
edge and experience necessary to sign them off for service.
The second is that shipowners will act to improve their own
safety monitoring of their ships lifecycle. It would be scurrilous to
suggest that owners cannot be trusted to manage their own
No place for serious debate
A s the great and the good of the industry head to Athens for
the biennial assault on their stamina and senses that is Posi-
donia, the first quarter optimism that led up to the Chinese New
Year is fast evaporating.
In the tanker market, predictions of steady recovery are washing
up on the rocks of massive oversupply and evaporating demand. In
the dry bulk sector, no matter the number of cancellations and defer-
rals, nothing can hold back the surplus of tonnage from squashing
spikes in demand and bright spots in commodity markets.
Box and containership charter rates are looking better but
this only serves to point up how wretched the situation has been
for nearly two years. The offshore market, so often the fall-back
when shipping turns bad is under familiar pressures and faces
new ones too.
Many in the industry had expected this year's Posidonia to be
a relatively buoyant affair. After all, 2009 was no stinker and
there were encouraging signs that national economies were exit-
ing the recession and stabilising.
That mistaken belief was in large part based on a failure to
grasp the full picture of economic horror that has played out
4 SW&S May 2010
ships, but any sense of relaxation of inspection rules should not
be taken as a signal that they can cut costs or trim routines.
The third is that all classification societies, not just the cream
of the IACS membership, enforce the same levels of quality. The
leading edge might be allowing a change from an out-of-the-
water survey every five years to an in-water survey every two and
half, but not all societies are created equal.
The ability to make the change, the class societies say,
depends co-operation and agreement from the flag state so
demands of quality and consistency must be satisfied . Whether
there will be unintended consequences for the ship repair yards
remains to be seen.
Many bullishly predicted that a growing fleet would mean a
bigger overall pie in years to come and plenty of work. Some will
have just seen their business plans re-arranged from without.
The class societies are also taking a calculated risk. By allowing
owners to change their dry-dock schedule in return for closer links
to the society and the purchase of additional software and servic-
es, they are testing faith and customer loyalty; characteristics not in
much evidence as the industry went into the recession . D
across parts of Europe and filtered into the wider global econo-
my over the past weeks.
Where economists once talked up the BRIC economies, they
now talk of the PIGS (Portugal, Ireland, Greece and Spain),
economies for whom the credit crunch and financial crisis were
a critical shock to the system .
We should perhaps be thankful that Posidonia is an affair of
the heart rather than of the head. If it was a serious talking shop
which engaged the shipping fraternity's attention for any length
of time, there would be hard questions to answer - and not just
about the state of the Greek economy.
Given the growing risks of a double-dip recession, can there be
a place for corporate social responsibility? What about rising com-
pliance costs and regulatory controls? How many shipyards will
there be and what about scrapping capacity and conditions? Will
R&D suffer as budgets are cut again? What about training and edu-
cation? Crewing and manpower? What about climate change?
Thank goodness then that it will be the usual round of receptions
and parties, soundbites and scenes to be seen at. Anything more
serious would be totally out of character with the real world. D
~nolARIN'E~TECH Exhibition far the Korea Shipbuilding, Marine Technology Industries 2010
20(Wed) ~ 23(5at) October 201 OCECO, Changwon, Korea
Main Exhibits Events
·Shipbuilding & Marine Equipment • International Conference and Seminar
·LNG Carrier & Offshore Plant ·One on One Business Meeting
·Harbors, Logistics, Marine Safety ·Shipbuilding Company & Marine Equipment Company Tour
Invitation for Foreign Buyers
If foreign buyers want to make a contract, sign MOU etc during the show, the organizer would support
50% of airfare and accommodation
Organized by 0 GveoNGNAM PRov1NCE :j:l; CHANGWON OTY .f?.l. J1NHAE OTY "TONGYEONGGTY GEOJEOTY
Managed by E(K. FAIRS g~ '--~~ • KOMEA () Rood E><h;bitioo,
uo~ieJado 1eiseo~ pue eas lJO~s JOJ pas~w~ido
sau16u3 6~-~w M1BB NVW
 Have you
got a light?
• Michael Grey on a beacon for safe shipping

W
e don't need lighthouses these days, do we, with lighthouses that we see marine safety if these ships
our integrated navigation systems able to make a around the coasts . On well- were adequately manned and
very mediocre navigator perform like Vasco de equipped ships, it is probably operated in a rather less fre-
Gama? All the officer of the watch has to do is sufficient if you can see one netic fashion .
watch a little bright dot crossing an electronic chart, secure in lighthouse at a time when For their part, lighthouse
his mind that it is driven by reliable satellites whirling around the coasting, although not every- authorities are engaged in a
world . With all this hardware and software, we scarcely need offi- one is satnav equipped. great deal of improvement.
cers of the watch, let alone lighthouses to keep our ships safe. And sections of the They are auditing the adequacy
And if we are merely speeding past these visual aids to naviga- industry that make such a of their navigation aids, making
tion without actually using for them , why should we pay such a row about light dues, ought sure they are all in the right
lot of money to the General Lighthouse Authorities for them? perhaps to consider their place . They are deeply
This is a frequently repeated argument in the UK press at own record in safe naviga- engaged in e-Navigation, in the
present, as the owners of well-equipped ships bang on endless- tion. It tends not to be poor adaptation and integration of
ly about how Light Dues are everything from an impost they can old tramps that are colliding, AIS into Vessel Traffic Services
ill afford to an infringement of their human rights. Goodness, giving others heart failure and traffic management,
they even have set up their own lobby which, like one of those with their excessive speed in coastal surveillance and even
endless tape recordings that annoy you in restaurants, repeats fog, and running ashore on in the development of "virtual"
the arguments to anyone foolish enough to listen. rocks and shoals, but fast, aids to navigation, and better
It is probable that we really don't need visual aids to naviga- well equipped containership, ways of presenting information
tion quite as much as we did when the pelorus was the most busting a gut to maintain to navigators. Like the accident
used tool for the coastal navigator, and a nice three-point conflu- their schedules regardless. It investigators, they are con-
ence of bearings, without too much of a triangle in its midst, left can also be argued that cerned about the "complacen-
the officer of the watch with a satisfied feeling every 20 minute these ships are notoriously cy" of many modern naviga-
or so . The ubiquitous GPS, along with all the devices driven by its thinly manned, with the tors, who rely too much on sin-
satellite signals, mostly automate the position finding. The visu- busiest of all in the feeder gle sources of data, like GPS,
al aids we used to depend on might be feeling a little neglected. trades running with ridicu- when its vulnerability to inter-
And yet... they are still a very good check, to ascertain the lously few people aboard. ference from slippage or jam-
veracity of the GPS position, which has sometimes lulled naviga- Are these the right people to ming is becoming better
tors into a very nasty accident. And there still remains a strong be sounding off about the understood. They are consider-
case for the maintenance of buoys and beacons, leading lights cost of navaids, when they ing the use of alternatives that
and visual warnings of obstructions and wrecks, because they are so evidently bad at using are not dependent on trans-
are reliable, proven, and important when navigation gives way to them, and their exhausted missions from satellites, like e-
pilotage. And of course, somebody has to pay for them. watchkeepers are slumped in Loran. And they are putting
their well-padded chairs money and research into navi-
An extravagance? fighting to stay awake? gation aids that are more "sus-
It is also worth reminding ourselves, before we convince our- They may have excitingly tainable'', more easily seen
selves that lighthouses are an extravagance we can no longer sophisticated navigation against shore lights, and sea-
afford, that the lighthouse authorities undertake an extraordi- equipment, but if you are too marks that need less attention .
nary amount of work in the propagation of marine safety and tired to use it, this may be a There is no such thing as
navigation. IALA has effectively become the lead agency in the trifle superfluous. It would be an entirely self-sufficient ship,
development of e-Navigation, that everyone thinks is the route more to the point if the OOW as the lobbyists against the
towards safer voyages, harnessing the best in modern technolo- got out of his chair and lighthouse authorities tell us.
gy. There is much research to be done by bodies that can be both employed some of the old There is a range of navigation-
scientific and objective, and it is better by far that we are not fashioned "checks" facilitated al systems, and they are all
bamboozled by equipment manufacturers, who will have their by the kindly lighthouse important! Just remember
own agenda. authorities. It would help him that, as the next fast contain-
The lighthouse authorities themselves are the first to admit stay awake. It would also be a ership is hauled off the rocks
that there probably can be some rationalisation in the number of very valuable contribution to by the salvors . a
~ SW&S May 2010
 German shipyards
diversifying to stay in the game
D espite newbuild orders
being as scarce as a
snowball in Hell for Ger-
many's shipyards, some of its
shipbuilders are confident
that they can counter the
increase in Asian shipbuilding
capacity by focusing on the
specialist vessel segment,
innovation and diversity.
Speaking earlier this year,
in his role as chairman of the
German Shipbuilding and
Ocean Industries Association
(Verband fur Schiffbau und
Meerestechnik; VSM), Lloyd
Werft's Werner Li.iken reiter-
ated his general view that in
the face of the massive Asian
competition, its strategy to
expand shipbuilding capacity
and enormous government
support, shipbuilding in Ger-
many could only look for a
future 'in niche segments',
such as specialised transport
vessels for the offshore indus-
try, military vessels and mega
yachts.
Despite some shipyards
reducing or halting altogether
their capacity expansion
plans, in 2050 there will be
about 70Mcgt of shipbuilding
capacity world wide com-
pared with about a 25Mcgt
Recession prompts move to slow steaming
T he global recession has
had the unexpected bene-
fit of reducing greenhouse-
gas em1ss1ons from the
world's shipping fleet because
of slow steaming, says Martek
Marine's Paul Luen.
'The recession has result-
ed in the shipping industry
having redunda nt capacity.
But rather than mothballing
part of their fleets, compa-
nies like Maersk and COSCO
10 SW&S May 2010
demand from shipowners.
Like Lloyd Werft which
due to the flexibi lity of its
workforce has been able to
carve a niche in the mega
yacht market, other shipyards
are moving into areas hitherto
alien to them.
Nordic Yards for instance
is seriously committed to
establishing itself as a builder
of competitive LNG carriers,
having recently developed the
world's first aluminium-based
Type A containment system.
Beleaguered Lindenau ship-
yard has been given a
reprieve from the brink of
bankruptcy in the form of a
540dwt bunker tanker for a
domestic client. And accord-
ing to managing director
Dieter Kuehan the order is
'very important as we can
show [potential customers]
that the yard can still build
ships in a turbulent market'.
Although unlikely that
containership newbuilds will
be built in Germany for some
time, Meyer Werft believes
cruiseships will continue to
figure in the German ship-
building market.
Despite Korean ambi-
tions, Meyer Werft boss
have opted for slowing the
ships down which saves on
fuel consumption and can
reduce emissions by as much
as 30%,' he explained.
A study carried out by
Maersk has demonstrated
that speeds can drop from
24kts to 12kts without caus-
ing damage or increasing
maintenance costs, said
Luen, the ceo of Martek, a
manufacturer of engine emis-
Bernard
'product
Meyer believes
innovation'
younger workforce and com-
a
mitment to optimising pro-
ductivity will be able to fend
off the competition .
Speaking late last month
at a shipbuilding convention
in Papenburg, he said that no
one will say that Mitsbishi
cannot build cruiseships or
that Samsung and Daewoo
cannot build them, but this
would mean a doubling of
cruise shipbuilding capacity.
Where Meyer Werft can
compete is on 'product inno-
vation' and fuel efficiency,
said Meyer.
'The next generation of
Celebrity ships, the Solstice-
class, are much better in
terms of fuel efficiency and
the first thing where we can
compete is on product inno-
vation. What we have done
with these ships has made a
big step forward in terms of
fuel consumption.'
Mr Meyer divulged that
one of his clients' annual fuel
bill is $BOOM per ship, whilst
the company's revenue is half
that. 'The earnings are being
eaten by the extra costs in
fuel,' he said .
sion monitoring systems.
David Cardin, president of
Maersk Canada, said that its
customers had proved flexi-
ble over transit times : 'At the
moment, all our customers
have accepted this response
to the trading conditions. It is
a little bit of a switch in con-
ventional thinking.'
It is expected that Maersk
will continue to use slow
steaming even after the world
Cruise prices have stayed
the same since the 1990s,
and passengers are not pre-
pared to pay any more, but
fuel costs have quadrupled so
the key is to build ships that
consume less fuel.
'It is not just an environ-
mental consideration, but an
economic one. Economies of
scale will be destroyed
through energy so our objec-
tive is to build ships that con-
sume less fuel,' he told con-
ference delegates.
Meyer Werft, which will
deliver the last vessel in its
orderbook in 2012, has
recently finalised a €200M
investment programme
aimed at optimising produc-
tivity. This includes new panel
streams, modern lazer cutting
and welding technologies and
a reorganisation of the ship-
yard in a bid to achieve a 30%
increase in productivity. ' We
need this in order to survive,'
emphasised Mr Meyer.
Last year the cruise
industry increased the num-
ber of passengers by about
8% and put 27% more ves-
sels into the market. It is
expected to show similar
growth next year. a
economy has recovered .
Other technical measures
shipowners are adopting to cut
emissions include optimised
hull shape and propeller
design, improved diesel engine
efficiency and waste heat
recovery systems, hull and pro-
peller maintenance and the
use of alternative fuels. Opera-
tional measures include the
use of higher quality fuels and
optimised weather routings. a
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AQUA, a better freshwater generator.
Get the full story at www.alfalaval.com/marine

Super ferries enter service
S tena Line has put
the first of the
world ' s two largest
Superferries, Stena Ho/-
landica, into service on
the Harwich-Hook of
Holland route, after its
successful delivery
from Germany's Nordic
Yards. The second ves-
sel in the €370M contract,
Stena Britannica, will join her
in the autumn .
Each vessel, capable of
transport ing 230 cars, 300
freight vehicles and with 538
Normand Ranger delivered
N ormand Ranger has now
finally been delivered to
owner Solstad Offshore for
immediate anchor handling
duties in the North Sea spot
market, after a shipyard clo-
sure delayed the project.
The 287 bollard-pull ves-
sel was originally intended to
be built by Karmsund Mar-
itime Services, but following
its bankruptcy, the contract
was given to Ulstein Verft to
complete the work.
However, the Norwegian
shipyard admits completion
has been a challenging task.
'Before we could carry on
with the newbuild, we had to
12 SW&S May 20 10
cabins onboard, has been
designed to have a low envi-
ronmental impact.
Eco-friendly features on
the newbuilds include catalyt-
ic converters, an improved
get a complete picture of
everything that had been
done at the previous yard,
and whether it had been done
correctly in relation to the
regulations. Furthermore, we
had to provide an overview of
which suppliers were still a
part of the project. Interac-
tion between engineering,
procurement, planning and
production has been very
important. We have an organ-
isation that has the necessary
expertise and experience to
handle such challenges,'
explained the shipyard's man-
aging director Karsten S vik .
Emphasising the quality
• Stena Hollandica
in service
hull design, highly effi-
cient engines and better
combustion rates, all
helping to reduce envi-
ronmental impact. The
ferries have facilities to
recycle glass, cardboard
and food waste onboard, while
solar film on all windows will
exclude up to 82% of the sun's
radiant heat, reducing the
energy used by the onboard
cooling system . D
of the newbuild, Solstad Off-
shore's Lars Peder Solstad
said : 'We are very satisfied
with the completion of Nor-
mand Ranger. The project has
fulfilled our expectations
when delivered from Ulstein
Verft. It is challenging to take
over a half produced vessel.'
Normand Ranger is a type
VS 490 AHTS design from the
Wartsila stable. It is 91 m
long, 22m wide, with a dead-
weight of about 4500t.
Ulstein Verft has built 17
vessels for this shipowner,
the first anchor handling ves-
sel, Normand Drott, was
delivered in 1984. D
News in brief
Maritime
transport vital to
single market
A European Parliament
report has highlighted how
the maritime transport sec-
tor can play an important
role in to Europe's econom-
ic recovery.
Speaking after the
adoption of his report, Euro-
pean Conservatives and
Reformists' member Peter
Van Dalen MEP said:
'Europe's maritime trans-
port sector is of vital impor-
tance for getting people,
goods and our economic
activity moving once
again ... As we continue to
work towards the comple-
tion of the EU's Single Mar-
ket, we need our maritime
sector more than ever.
Hempel in Buk
International coatings pro-
ducer Hempel opened a
new manufacturing facility
today in Buk, Poland. The
factory will provide at least
100 new jobs in the region
and help Hempel meet
increasing demand for coat-
ings across Europe.
ClassNK expansion ·
The ClassNK Classification
Committee officially
announced today that the
classification society's reg-
ister had surged past
170Mgt. The achievement
makes ClassNK the first
class society in the world to
have more than 170Mgt
under class.
MHI completes
LNG-FPSO
Mitsubishi Heavy Industries
(MHI) has completed devel-
opment related to floating
production, storage and
offloading units for liquefied
natural gas (LNG-FPSO),
and has obtained two kinds
of approval in principle (AIP)
from major international
ship classification societies .
New rules for wind ships
W ith the emergence of
mobile offshore units
primarily intended for the
The notation, with its
class requirement stan-
dards, is included in a new
driving equipment and sup-
porting structure for deck
cargo.
to the unit.
He added that any crane
permanently installed on
i nstallation, maintenance chapter within the ABS Sano said deck cargo board an ABS-classed wind
and repair of wind turbines, Guide for Building and Class- requirements also take into IMR unit and intended for
cl assification society ABS ing Mobile Offshore Units. account other items which operations other than sup-
has issued a new notation Chapter 7, Specific Unit are installed in association ply of provisions and main-
fo r these specialised units, Types, details requirements with a wind power genera- tenance of the unit is to be
Wind IMR. for the wind turbine IMR tion structure . It also certified by ABS in accor-
Wind turbine installation, units including pile driving, includes any temporary dance with Chapter 2 of the
ma intenance and repair tower installation, nacelle structures such as racks, ABS Guide for the Certifica-
(IM R) units are a distinct and blade installation, sup- stands or cradles which are tion of Lifting Appliances
t ype of offshore unit for the porting structure for pile not permanently attached or API. D
renewable energy sector
combining existing technolo-
gies in novel ways . These
units typically include large
accommodations, a heli-
deck, dynamic positioning
(DPS-2) and are fitted with
large high capacity cranes .
The work decks are con-
structed to support and stow
large wind turbine compo-
nents for transport.
'These units need to dis-
tinguish themselves within
the offshore industry with a
distinct classification nota-
tion,' said Michael Sano,
ABS Senior Engineer, Energy
Project Development. 'We
have developed this notation
with a specific set of stan-
dards. No doubt these stan-
dards will evolve over time
as we keep pace with devel-
opments in the offshore
wind industry.'

News in brief
US deals for
Fincantieri
Marinette Marine Corpora-
tion (MMC), Fincantieri's
American subsidiary, has
been awarded two orders
in the USA worth over
$130M: a $73M contract
from the NOAA (National
Oceanic and Atmospheric
Administration) for a Fish-
eries Survey Vessel (FSV)
and a $63Mcontract for 30
Power and productivity jl II II
boats for the US Coast for a better world'" , . , I• I•
Guard.

_ _ _ _ _ _ _ __ _M_a_y_2_01 0 SW~
 Largest rock dumper enters service
S imon Stevin, the world 's
largest fallpipe and
rock-dumping vessel is Aus-
tralia-bound to carry out its
first commercial project for
Jan De Nul, the Belgian spe-
cialist ship and dredger
operator.
Construction of the
19 500m 3 capacity rock
dumper, delivered by Spain's
Construcciones Navales del
Norte (La Naval de Sestao) in
February, began in April 2008
and took 26 months.
She will mostly be
deployed in offshore applica-
tions, such as the laying of
oil and gas pipes at great
depths; the vessel can level
the seabed and dump rocks
down to a depth of 2000m .
According to Jan de Nul, the
fall pipe can process rocks
with a diameter up to
400mm, a figure greater
than any other fall-pipe ves-
sel in service .
The fall pipe has an
advanced, fully automatic
unfolding system, featuring
an ROV (Remotely Operated
Vehicle) at its bottom that
accurately corrects its posi-
Prototypes ordered for Princess
U nderpinning market
commentators' view that
the cruisehship sector has by
and large avoided the scythe
that has cut through global
shipping markets, Carnival
Corp has contracted Fin-
cantieri to build two new pro-
totype vessels.
Confirming a February let-
ter of intent the design
depicts vessels of 141 OOOgt,
each with a maximum pas-
senger capacity of 3600.
These will be the largest
cruiseships ever built by Fin-
cantieri, the world's foremost
criuiseship buider. When
delivered in 2013 and 2014
~ SW&S May 2010
• Simon Stevin in the outfitting berth at La Naval de Sestao
tion. The 191m long vessel
has a 33 500t loading capaci-
ty, some 25% greater than the
previous record-holder, and is
capable of dumping 2000t of
rock per hour.
The Simon Stevin can
accommodate more than
70 persons and has its own
helipad.
With five MAN Diesel 9cyl
32/ 40 main engines, each of
which delivers 4500kW at
720rev /min, enough power is
generated to meet the ves-
sel's high electricity demand.
Operational requirements
mean the vessel's engines are
they will be the flagships for
Carnival's Princess Cruises
brand.
Although the design will
inevitably incoporate a num-
ber of features that have
contributed to the success
of Fincantieri's newbuilds,
Giuseppe Bono, Fincantieri's
ceo, divulged that the vessels
are truly innovative from both
a technical and an architec-
tural point of view. All sea-
view cabins will have a bal-
cony, for instance.
'This is a highly important
order for us, especially as it
comes in a period of econom-
ic crisis, also if it doesn't satu-
subject to a dynamic load,
high and sharp load variations
can also occur. Accordingly,
each engine is fitted with a
so-called 'jet assist' device
that enables a quick response
to such variations by injecting
compressed air directly into
the compressor wheels of the
turbochargers.
MAN Diesel's 32/40 type
is characterised by an opti-
mised, operational economy
and minimal maintenance
requirements. One of its
stand-out characteristics is
its low lube-oil consumption
of approximately 0.5 - 0.8
rate the production capacity
of all the yards. We succeeded
in securing the order with the
assistance and support of the
Italian export credit compa-
nies, in particular SACE, who
has given proof that it believes
in the strength of the domes-
tic shipbuilding industry and
wishes to support us, said
Bono. He added: 'The order
gives us good reason to hope
for the future as the ships are
prototypes, i.e. vessels stud-
ied ad hoc to meet the latest
market requirements and
hence ready to be further
developed. Accordingly we
trust that this may be the
g/kWh, a figure that was con-
sidered as a design parame-
ter for the piston liners, cov-
ers and rings.
Another stand-out charac-
teristic is the 32/ 40's
stepped piston. Here, the
crown is forged with high-
quality, stable steel (with
shaker cooling), while the
skirt is cast in spheroidal
graphite cast iron. This kind
of piston, together with a fire
ring, prevents bore polishing
of the cylinder liner and
reduces lube-oil consump-
tion. Furthermore, the
chromium-ceramic composi-
tion of the first piston ring
provides a resistance that
contributes to long periods
between maintenance.
As with all MAN Diesel
engines, NOx emission levels
for 32 / 40 engines fall below
the upper limits specified by
the IMO without negatively
affecting fuel consumption or
operation. The 32/ 40 type
can also take advantage of
SCR (selective catalytic
reduction) · technology to
meet even more stringent
NOx limits. D
starting point to renew and
further strengthen our long-
standing partnership with our
friends in Carnival, with whom
we have set out to build the
ships of the future.' D
From seismic to geotech
G ardline Geosciences'
4027grt deep seismic
vessel Fohn is to undergo
conversion into a geotechni-
cal survey vessel for use in
the offshore renewable ener-
gy industry.
The UK's A&P Falmouth will
carry out the work to the 1983-
built vessel, which will be
renamed Ocean Discovery once
the conversion is complete.
In addition to a full refit
and accommodation upgrade,
the contract includes the
complicated procedure of fit-
ting a 3.5m' moonpool. Above
this will be a twin tower
drilling derrick providing
direct access to the seabed
beneath the vessel. An 'A' .
frame will also be installed
on the transom for the
deployment of seabed survey
equipment.
A&P Falmouth will fit a
four-point mooring system, to
be used in addition to a com-
puter-controlled dynamic-
positioning system being
installed in the vessel. This
MacGregor ramps up
Stena conversions
C argotec has . received
new conversion con-
tracts from Stena Line for
three RoPax vessels fitted
with MacGregor cargo access
equipment; and has complet-
ed a separate RoRo conver-
sion project onboard the
2007-built Stena RoRo ves-
se l, Borja.
In February and March
Cargotec secured conversion
contracts for three Stena Line
RoPax vessels: the 39 169gt
Stena Germanica, the 39
169gt Stena Scandinavica and
the 44 327gt Stena Ho/landi-
ca. The conversion work will
ensure that the vessels are
SW&S May 2010
will allow the ship to hold a
stationary position out at sea,
regardless of the water depth.
The refit will remove 200t
of steel and equipment,
replacing it with new equip-
ment weighing in at just 40t.
The vessel will also undergo a
better suited to their new
trading routes and will be car-
ried out in three separate
stages, starting in June 2010
and finishing at the beginning
of 2011.
MacGregor equipment
and conversion work for
Stena Germanica and Stena
Scandinavica includes modify-
ing existing stern ramps, a
new liftable bulwark, bow
door strength analysis, modi-
fying the existing car deck
and car ramp systems, and a
new fixed loading platform
aft. For Stena Hollandica, con-
version work involves the
MacGregor bulkhead doors
full survey upon completion,
with all certificates being
renewed before leaving port.
The project is due for com-
pletion in May and it is under-
stood Gardline are already
negotiating for work immedi-
ately upon completion. D
between the tank top deck
and main deck and a new
passenger door.
In mid-March, Cargotec's
RoRo conversion team com-
pleted a conversion project
onboard the 25,000gt RoPax
Borja for Stena RoRo. A Mac-
Gregor bulkhead door was
installed between the tank
top deck and the main deck
and also additional work was
done to on the ventilation and
bilge water systems and the
fire posts. The project started
onboard the vessel during a
voyage from Barcelona and
was finished alongside in the
Rotterdam. D
Austal
repair hub
for Gib
Straits
A ustal is to expand its ship
repair
Europe.
division into
The Australian fast craft
builder will establish a serv-
ice and maintenance hub
either side of the Strait of
Gibraltar.
Based in Southern Spain
and Northern Morocco, the
new operations will support
the extensive fleet of Austa l
and non-Austal high speed
craft currently operating in
the region.
Commenting on . the
strategic move, Austal man-
aging director Bob Browning
said the move positions
Austal near a region with
high demand for vessel
maintenance and manage-
ment services.
The new operations will
support the ports of Algeci-
ras and Tarifa in Spain, and
Tanger Ville and Tanger Med
in Morocco, and will be
staffed by members of
Austal ' s existing mainte-
nance team as well as loca l
personnel.
The announcement fol-
lows last month's contract
for the maintenance of seven
large high speed craft with
Oman's National Ferries
Company. Austal recently
established service hubs in
Egypt and Oman, with a
regional office in the United
Arab Emirates to open in
coming months.
Austal Service has
extensive experience in
contract maintenance, gen-
eral refit and repair, spare
parts , consultancy, ship
management support serv-
ices, and crew familiarisa-
tion training. D
Solstad PSV's back in service
after Gibdock refit
olstad Offshore has rede-
S ployed two platform sup-
ply vess els as potable water
and fuel oil carriers to service
Brazil 's offshore rig market
for Petrobras, after comple-
t ion of a major conversion
proj ect at Gibdock.
The four week project saw
the 3326dwt Normand Trym
and the 3376dwt Normand
Vibran enter the Gibra ltarian
rep airer's facility for extensive
wo rks that first required the
conversion of each vessel's
mud tanks into tanks capable
of storing 1500m 3 of fresh
wa ter storage. Other tanks
were converted for 800m 3 of
fuel oil carriage.
As well as general steel- blasted and coated, with a pipe work for fresh water Davis added. 'As well as the
work, the job included instal- specialised 500µ thick Sigma carriage proved a demand- extensive pre-planning and
lation of steel tank floors, paint applied in a single oper- ing task, involving galvanisa- pre-fabrication, it required
which were prefabricated by ation. The job also saw the No tion . 'These are sister ships , considerable adaptability to
Gibdock in order to minimise 1A ballast water tank (Fore- but it is fair to say that the deal with the structural work.'
the need to weld in position. peak Tank) blasted and coat- pipe work onboard Normand In addition to the above
A 600mm cofferdam arrange- ed for carriage of fresh water. Trym was more complex work, Gibdock carried out
ment needed to be built into Gibdock vessel superin- than was the case with Normand Trym 's scheduled
the tank bottoms on both tendant Steve Davis said Vibran,' he said . dry-docking at the same tim e.
vessels to satisfy class that the modernization of 'This type of conversion Both vessels were redeliv-
requirements. existing pipe and valve work project is not common, either ered before deadline and
All converted tanks were and the installation of new in general or for Gibdock ,' under budget. D

Jubilee time for Ghana with first FPSO

S ingapore's Jurong Ship-
yard has delivered
Ghana 's first Floating Produc-
tion Storage and Offloading
(FPSO) vessel, following the
conversion of the VLCC
tanker Ohdoh (ex Tohdoh) for
MOD EC .
Set to be an integral part
of the Phase 1 development
plan for Ghana's Jubilee Field,
FPSO Kwame Nkrumah MV21
is designed to operate for 20
years without drydocking.
The conversion work
encompassed detai led engi-
neering, installation and inte-
gration of 17 modules, includ-
ing a water treatment plant,
crude separation plant, chem-
ica I injection plant, gas
process and injection plant,
the turret, electricity genera-
tion plant and a 120-room
accommodation facility.
Equipped with the biggest
turret ever constructed in the
oil industry, the FPSO is capa-
ble of processing 120 OOObbl
of oil and 160mscf of produc-
t ion gas per day, with a stor-
age capacity for 1 600 OOObbl
of oil and a water injection
rate of 230 000 barrels of
water per day.
The significance of the ves-
sel to the Republic of Ghana's
oil and gas industry should not
be understated: Ghana is on
the verge of becoming an oil-
producing country.
Probably in the last quar-
ter of 2010, during Phase I of
the Jubilee Field project, the
FPSO will start producing 120
OOObblpd of oil and 120mscf
standard cubic feet dry gas
per day.
Wong Weng Sun, manag-
ing director of Jurong Ship-
yard , said : 'The synergy
between the MODEC and
Jurong teams, coupled with
the cooperation of Tullow
Ghana , has been a contribut-
ing factor to the successful
completion of this convers ion
and upgrad ing project. To-
date, we have successfull y
carried out conversi on and
upgrading of 14 FPSO proj-
ects and 4 FSO projects for
MODEC. This long-standing
relationship is only possible
through mutual trust and
understanding and we would
like to express our heartfelt
thanks to MODEC for their
trust in us. We hope to contin-
ue this strong and enduring
relationship and bring it to
greater heights.' D

May 2010 SW&S I 17

 While the no-ballast water ship is
possible, a ship that uses 80% less
ballast water is a more practical
solution for builders and operators
• A schematic of a Minimal Ballast Water Ship tanker and bulk carrier design
The minimal
ballast ship
T he development of the Non-Ballast Water Ship (NOES)
design, undertaken as a part of Japanese national
research project from 2003-2005, proved it possible for
a vessel to operate safely without the use of ballast water.
By employing a slanted V-shaped ship bottom, it was dis-
The project, supported
by ClassNK, will focus on
'blunt' vessels, such as
tankers and bulk carriers, as
these shiptypes account for
covered that a vessel could maintain adequate draught in the 60% of total maritime C 0 2
unloaded condition and prevent bow slamming and propeller emissions and u se a vast
racing without using ballast water. As a result of this study the amount of ballast water.
Shipbuilding Research Centre of Japan (SRC) developed a Japan's Namura Shipbuild-
ship design which not only negated the use of ballast water but ing and Oshima Shipbuilding
was also m ore environmentally-friendly and efficient than con- will develop a MIES tanker
ventional ship designs. and MIES bulk carrier design
H owever, although N OES received international recogni- respectively, while technologi-
tion, the resulting ship design's breadth was far wider than cal support and experimental-
conventional ships and its V-shaped keel was far narrower than model testing will be provided
traditional designs. As a result, concerns were raised about the by SRC. Final designs will be
practicality of building and operating such a ship. completed in 2012.
In response, SRC has started developing a Minimal Ballast In the loaded condition,
Water Ship design (MIES), under the auspices of the Japanese both NOES and MIES have
Ministry of Land, Infrastructure, Transport and Tourism's a smaller displacement than
(MLIT ) twenty or so projects to reduce maritime greenhouse conventional ship designs,
gas emissions. and would therefore be able
T he objective is to quell build and operational concerns to carry a smaller amount of
whilst improving upon the efficiency of the initial N OES con- cargo. However, in order for
cept. Ultimately it will produce a design for a vessel that both concept designs to carry
requires up to 80% less ballast water than existing vessels. the same amount of cargo as
a regular vessel, it would be
necessary to make the hull
• A comparison of t he Midship section of conventional
more obtuse and the ship 's
ship, a NOBS design and the MIBS concept
length, breadth, and depth
would have to be altered.
A further element that has
prevented the practical imple-
mentation of the no-ballast-
ship is the narrowness of the
keel. This radical shape would
require that special measures
be taken during both con-
struction and docking. H ow-
ever, it is possible to develop a
MIES design that doesn't dif-
fer that much from the
dimensions of existing vessels.
This means that is possible to
MIBS Conventional Ship create a MIES design that
18 S W&S May 20 10
does not suffer from the con-
straints of the no-ballast ship,
and could be practically con-
structed and operated.
In addition to reducing
the need for ballast water,
one of the goals of the M IES
project is to produce a ship
design that is even more effi-
cient than the environmental-
ly- and energy-efficient than
the NOES design.
It should be remembered,
that the primary objective of
the initial study was not effi-
ciency, but environmental
protection. The strict design
constraints required to
achieve the ultimate goal of
eliminating the need for bal-
last water meant that the
NOES design was, in fact,
slightly less efficient than
conventional ships when in
the loaded condition.
As the MIES design will
utilise some ballast water, the
design constraints are not as
severe, making it possible to
optimize the vessel for
greater propulsive efficiency
but requiring 10% less power
than conventional ships.
Since the MIES design
requires far less ballast water
than conventional ships, it
will require fewer ballast
water treatment units and/or
less powerful units with
smaller throughput. T his will
have the added benefit of
reducing the amount of ener-
gy needed fo r ballast water
treatment, and further reduce
the ship 's C0 2 emissions. D
l
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W hile potentially hundreds, perhaps thousands of
different ballast water treatment systems will flood
the market over the course of the next few years,
all generally fall into just two separate and distinct technologies
Confident ~
lection ~
- solid-liquid separation and disinfection.

~
Solid-liquid separation is simply the separation of suspended
solid material, including the larger suspended micro-organisms,
from the ballast water, either by sedimentation or by surface filtra-
tion. Disinfection, meanwhile, removes and/or inactivates micro-
~
organisms using either chemical inactivation of the microorgan- Lloyd's Register's highly informative guide
ism, physicochemical inactivation by irradiation with ultraviolet on bal last water treatment systems is an
light, or deoxygenation, which is achieved by reducing the partial
pressure of oxygen in the space above the water with inert gas. invaluable read for shipowners looking to
As of February 2010, there were some 4 7 companies sup- meet the requirements*
plying complete systems for ship-based ballast water treatment,
40 of whom took part in a Lloyd's Register survey to produce filtration for solid-liquid sep- This particular system
the 2010 edition of its BWTMS guide. The published data aration, with the filter pore employs magnetic particles
from pilot trials of these systems has shown them to be gener- size primarily in 30-SOµm to accelerate the clarification
ally effective in meeting IMO treated water standards. range. Only one system process (enhanced floccula-
Of the systems considered the majority employ upstream (Hitachi) employs pre-coag- tion). A magnetic separator is
ulation upstream of the filter. then used prior to filtration
Technologies by operation type
to remove particles. One sup-
;. Solid-liquid sepn :· Chemical disinfectiOO Physical :_,:" · AO
and dechlorination disinfection agitation plier uses cartridge filters
HC Filt None Coag 0 3 Cl EL/EC Chem Res UV Deox Heat Cav US which are not backwashable.
Biol
Three suppliers employ
1. Alfa Laval Tumba AB · ___xX_____ - - -- - - - - -- - - - - _ xX_____ - - - - __i:;Q,_
-~---~~-------~ ----- - ------ - - -- - - - - - - - - - - - - - - - - - - - -- hydrocyclones.
-=:..:..:::::::...::=='---- - -- -- -- - _____x___________x____ __ _______________ __ All solid-liquid separation
-'"'-=:=°"'==-__::::____ __::~-~ _____x___________ _ _ _____ _ x_____ _ _ _ _ __
processes produce a waste
-5:__llrilly_a"!_~~--~__I _ _ _ _ - - - - -- - - - - - - - - - -- -
6. Coldharbour
7. DESMI Ocean Guard A/S I ___
X
X_ _ _ _ _ _X _______ _ _ _ _ _ _ _
X
x_______ X
------ -- stream containing the sus-
- - - - - - - - - - ---- -- -- - - - - - -- - - - - - - - - - - - - - pended solids. This waste
8. Ecochlof lhr;: I _ _ _ _ _x_____ x (asCI0 2 ) _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __

9. Electrichlor Inc stream comprises the back-

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -- - - - --------- - - - - - - - -
10. Environmental Technologies Inc ___x_ _ _ _ _ _ x___________________X_ __ wash water from filtering oper-
11. Erma First SA "' X X
12. Hama~ -AG - X- -X- - - - - _ _ _ _______X_ _ _ - - - - -- - - - - - -- -- -- ations or the underflow from
-- - - - - - - - - - - - - - - - - - - - - - - - - - - -

v==
- - - - - -- - ----
13. Hamwarthy Greenship _x_ _ _ _ _ _ _ _ _ _ _ _ _x_ _ _ _ _ __ _ _ _ _ _ _ _ _ __ the hydrocyclone separation.
14. Hitachi

15.HiTed~MarinePtyltd
16. Hyde Marine Inc
;;'
1 ___
X

x_ _ _ _ _
X ========= ===
X

- - -- - - - - - - - - - - _x_____________ _ _
X
These waste streams require
appropriate management,
although during ballasting they
17.HyundaiHeavylndustries-EcoBallast · ___x _ _ _ _ _ - - - - - - - - - - - - - - _ x_ _ _ _ _ _ _ _ _ __
..,-.. --.----·, ... ___,. ___ ..__ . ___ _ _______________x____x________ _ ________ can be safely discharged at the
~"'"'~····o ~,,..· ,,,~·~ .."'' ___X_ _ _ _ _ _ _ X (asC1 2J _ _ _ _ _ x_____________
1Y. 1v1<:i111~ NFV GmbH : X X
point where they were taken
- - - - - - - - - - - - - -- - - - - - - - - - - - - - - - -- --
-===:;::,..===c.::::===---=--- _____x_ _ _ __ ______________ _ x_________ up. On deballasting, the solid-
~:_r.1~~11<~~'----------j ----------- -----------~ -- --------- ----- - - - liquid separation operation is
22. MH Systems Inc ! ____ _ x_________________ ____x______ _ __
23. Mitsui Engineering & Shipbuilding _ _ _ _ _x_ _ _ _x _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _x_ _ _ __ generally by-passed.
24. NEI Tr!*ltment Systems LLC _ _ _ _ _x_ _ _ - - - -- - - - - - - - - - - _____x_ _ _ _;.;.
x ____ Whilst there is a range of
25. NK Co.;Ltd. X X
- - - - - - - - -------------- -------- ------ -- disinfection processes used
26. Nutech 03 X X
- - - - - - - - - - - - - - - - - - - --------- - - - -- - --
27. Oceansaver AS ~ X X X X OH· for ballast water treatment,
--------- .~--- - - - - - - - - - - - - - - - - - -- - ----~ -- --
28. 0ptirriaFlnAS '1 ~~ ___x _ _ _ ___ - - - - - - - - - - - __x_ _ _ _ _ - - - - - - the majority of the systems
29. Panasia Co., Ltd. ___X_ _ _ _ _ _ _ _ _ _ __ ___ _ _ _ _x_ _ _ _ _ _ _ _ _ __
are based on either electrolyt-
30. Pinnac!e Ozone Sotutfons
31. 0ingdaoHeadwayTechnologyColtd
,,__ I ___
X X X
- - - - - - - - - - - - - - - - - - - - - - - - - - -- --
x_ _ _ _ _ __ _ _ _ _X_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ _ _x_
--- ----- - -
_Cl_l:I_'._ ic treatment (electrolysis or
32. Owater
--------
X
- - - - - - - - - - - --------- ------ - - electrochlorination) or UV
33. Resource Ballast Technology / Unitor BWTS _ _ _X_ _ _ _ _ _ _ _ x_____x________________x_ _ _ __
34. RWO X X
irradiation. In one case (Alfa
---------· ----- ----- ---- - - -- - - - - - - -OH"
-
Laval system), the UV irra-
35. Sea Knight Corporation _ _ _ _ _x_ _ _ _ _ _ _______x_ _ _ _ _ _ _ _X_ _ _ _ _ _ _ __
36. Severn Trent De Nora X X
- - - - - -- - - - - - - - - - - - - - - - - - - - - - - - -
X diation is supplemented with
37. Siemens X X
- - - - - - - - - - - - - - -- ----- - -- -- - - -- - - - -·- -- -- titanium dioxide (Ti02) to
38. TechCl'.0$$ r: ~~ 1 X X
- - - - - - - - - - - -- - -- - - - - - - - - - -- - - - - - - - - -
39. TG Corporation - ___x_______ X (as Cl?) _ _ _ _ _
x_ _ _ __ _ _ _ _ _ _ __ intensify the oxidative power
==========:::::; -_--_--_
- -_- -_--_-_
40. Vitamar; LLC- Seakleen TM

41. Aalborg:lr\dlJstrie / Aquawrox

- -_-_--_-_-_-_- -_--_
1
- -_- -_-_-_- -_-_
___X_ _ _ _ _
X

- - - - - - - - - - - --
X

_x_ _ _ _ _ _ _ _ _ __
of the UV light.

42. China Ocean Shipping Company (COSCO) 1 - - - -- - - - - - - - - - - - - - - - - - - - - - - - - - - __

43. EcologjO 1 ___x_ _ _ _ _ ----------- X _ _ __ _ _

Hypochlorite
44. Kwane{ _$an Co., Ltd 1 ---- - - - - - - - - - - - - - - - -- _ _ _ _ _ _ ---- --···- - - - - _ _ The electrolytic treatment
45. Maritime Solutions Inc 1
- - - - - - -- - - - - --- - - -- - - - - - -- - - -- - - - - - - -- - - - - - - - - - - - - -- - - - - products have different
46. SunRui Corrosion & Fouling Controf Co.
47.21stCenturyShipbuildingCo.,ltd. 1 ___x_ _ _ _ _ _ _ _ _ _ _ _ _ _ __ X _ ,_ _ _ plasma
design features but all essen-
1 Data
incomplete - did not return completed survey forms
HC Hydrocyclone Filt Filtration
Cav Cavitation . Cl, Chlorination
AO Advanced ox1dat1on
Coag Coagulant (with magnetic particles)
EL/EC Electrolysis/e!ectrochlorination
OH· Hydroxyl radical
CIO 2
UV Ultraviolet irradiation
Chlorine dioxide
Deox Deoxygenation
Res Residual Cl neutralisation
0 3 Ozonation
US Ultrasound
tially employ a direct current
to elootroly'° the w.iec Eloo- L
May2010 S~
trolytic technologies provided
for ballast water treatment
Manufacturer

Alfa Lava! Tumba AB

atg UV Technology
•• A+B+D

A+B+D
. " ·

> 10
Estimated Footprint

200 m 3/h

25
2000 m'/h

12
Estimated Capex $'000
(installed cost)
200 m'/h 2000 m 3/h

•
~~
Atlas-Danmark A+C+D > 10 1.6+0.7 1.6+ 10.5 180 850
may be designed to generate A+B+D >10 20 40
either chlorine, as in the clas- A 20+ 1.2 12 300 2000

sic electrochlorination c Unlimited

A+D 4-6 12-30

process, or other oxidative
products. Those designed for
Ecochlor Inc

Electrichtor Inc
A
A+B+D
10
> 10
6.8 9.5 500
350
800 80
19
~
chlorine generation rely on
the salinity of the feedwater A
> 10
> 10 2.0 14.0
15
----
500 cost of power
~
for effective chlorine genera- ••~•· •~ '"' •·.~ ' ' IU ;.;;c;** A
- - ---
2 4.3 on request
- - - --
200
- - -- - -
A ~I
tion; supplementary brine is
A >10 20 100 400
necessary when the abstract- ----
A+B+C 0.6 7.3 145 150 1600 nil "' **
ed ballast water is fresh. This A+B+D 1.5 3.5 25 230 1200 <$20
is not an issue for chlorina- . A+B+D

tion, of which there are three A

-
>10
----
7 10
---- - ----
examples, using either chlo- A+B+D 3.5 53
A+B+D 2.5 18
rine gas or hypochlorite.
Marenco Technology Group Inc 1.2 145 175 0.6- 1.0
There are only single exam-
Mexel Industries A+C > 10 20 50
ples of the use of chemicals MH A+C Unlimited 500 1500 60
such as SeaKleen, vitamin K A 0.3 30

and nonoxidising biocides. A >1 0 249 670 130

A >10 20 40 250 1000
One supplier, Sea Knight,
Nutech 03 A > 10 22 40 250 450
uses bioremediation follow-
Oceansaver AS A+8 288 1600
ing deoxygenation. Optimarin AS A+B+D >20 2.9 1 B.54 290 1280
Almost half of the systems Panasia Co.1 Ltd.'J:: A+B+D 2.96 II. I I
reviewed treat the ballast Pinnacle Ozone sQ1.dtlons A+B+D 10 11 200 500 13

water both during ballasting Qingdao Headway Technology Co Ltd A+B+D >10 0.6 1.8
Owater A+B+D 15 30
and discharge. If filtration is
Resource Ballast Technology / Unitor BWTS A 275 700
used with backwashable filters RWO A+B+D >10
then the filters are by-passed Sea Knight GorpO,.r;jtion B+C VD VD VD 165 275 <15
during discharge to avoid dis- Severn Trent De .MOra A > 10 12 630 975 20

charging non native organ- Siemens A >1 0 23 500 1000 B.5 - 10

Techcross A >10 4.5 II 200 600
isms and other material into
TG Corporation A+B+D 3.5 53
the receiving water. The
Vitamar, LLC A >10 0.25
majority of the other tech-
nologies treat only during bal- A ballasting, B discharging, C during voyage, D bypass filter on deballasting, VD Determined by vessel size. • System capacity,
"'Maximum treatment flow currently available (> 10m 3 /h indicates no stated maximum)

lasting. Of the remainder, two *"'includes pipework footprint and costs

treat during discharge and
others during ballasting and
during the voyage.
Costs
The key technical fea-
tures of a BWTMS are the
flow capacity, footprint, over-
all size of the system and
costs, the latter comprising
capital expenditure and oper-
ating expenditure. Most of
the technologies have been
developed for a flow rate of
about 250m3/h, considered to
be the flow-rate required for
the first phase of ships
required to be equipped with
ballast water treatment tech-
nology. Since the systems are
largely modular in design
(other than the gas injection
type), there is no technical
limit to the upper flow rate
other than that imposed by
"'"'"'Assumes waste heat utilised
size and/or cost. In some more efficient in terms of to $2 000 000 with a m ean
cases there are examples of power requirements, which of $863 000.
systems already installed for for the 33 systems for which
flows above 5000m'/hr. data was available ranged Footprint
Based on the data provid- from 0 to 220kW per The footprint of the sys-
ed, the mean quoted estimat- 1OOOm' of treated ballast tems reviewed varies between
ed or projected operating water. 0.25 and 30m2 for a 200m3/h
cost of the systems is $39 per In most cases (except for unit, with a m ean value of
lOOOm' , within a broad range the few technologies that use 7m', according to the data
of values from no cost (when stored chemicals and the gas provided by suppliers in rela-
waste heat is used) to $200 injection units that use fossil tion to 37 systems.
per 1OOOm' treated water. fuel) most operational expen- For a unit of ten times this
Eleven of the 19 suppliers diture relates to the power flow capacity, there is less
who provided operational required to operate the information, since some sup-
expenditure information process (UV irradiation, elec- pliers do not provide units of
quoted costs below $20 per trolysis or ozonation). this size, and the minimum,
1OOOm', and variation may From the 19 sets of data maximum and mean values
be due to methods of calcu- provided, the capital cost of are 1145 and 2lm2 respective-
lating opex. Some suppliers a 200m3/h plant ranges ly. One supplier (Atlas) gave
indicated that extra water from $20 000 to $600 000, data for both the control
head on ballast pumps may with a m ean value of around panel/electrolysis system and
be required. There is a ten- $281 000 . the pre-filter. Optirnarin stat-
dency, where data is avail- For a 2000m'/h plant, the ed that its system may be sus-
able, for larger units to be equivalent values are $50 000 pended under the deck, giving

M ay 20 10 SW&S I 23
a zero footprint. Thus, whilst developed for ballast has been recorded as 6-12 hours, according to
the units may be predomi- water treatment and is being suppressed by 50- the supplier, but at the
nantly modular, this does not effective because the de- 85%), since oxygen is a concentrations at which it

~~
imply that the footprint aerated water is stored in key component in the cor- is employed it can be
increases proportionately with sealed ballast tanks. How- rosion process. The water safely discharged after a
flow capacity. ever the process takes is re-aerated on discharge. maximum of 24 hours.
+ Systems in which chemi- • Essentially most UV sys-
~
between one and four
Characteristics days to take effect, and cals are added normally tems operate using the
Other technical features of
the products are not necessari-
thus represents the only
type of technology where
need to be neutralised
prior to discharge to
same type of medium
pressure amalgam lamps.
~
ly common to all of them and voyage length is a factor. avoid environmental A critical aspect of UV
are specific to generic types of This type of technology is damage in the area of dis- effectiveness is the
process technology. These also the only one where, charge. Most ozone and applied UV dose/power
process-specific facets can be technically, a decrease in chlorine systems are neu- of the lamp. This infor-
summarised as follows: corrosion propensity tralised but some are not. mation has not been
• Deoxygenation is the only would be expected (and, Chlorine dioxide has a given by all suppliers.
technology specifically according to one supplier, half life in the region of Another aspect of UV
effectiveness is the clarity
Active substance System testing Type Commer- Units Projected
Manufacturer
approva11 Test site Approval cial1y install- Production
of the water. In waters
Basic Final ShlpbOard Landbased Certificate available! ed3 units/ y with a high turbidity or
Aalborg Industries / Aquawrox
- - - - - - - - - - - - - - - - - - - - - - - --
07 /2009 NIOZ
---- ---- ---- ---- --- ----
201 1 No limit colloidal content, UV
Alfa Laval Tumba AB 07 /2007 07 /2007 04/2008 04/2008 NIVA 06/2008 2006 No limit
- - - - - - - - - - - - - - - - - - - - - - -- - - - - - - - - - - - - - - - - - - - - - - - - would not be expected to
atg UV Technology NR NR Yes 1
---- ---- - - - ---- ---- ---- --- ----
Atlas-Danmark 2011* 2011 * 2011* 2012*
---
2010 0 No!imit be as effective.
- - - - - - - - - - - - - - - - -- - - - - - - - -- - - - - - - -
Auramarine Ltd NR
---- ---- -
NR 06/2010
- -
01/2010 NIVA 12;2010•
---- ---- ---- ---- --- ----
2010 O No limit + Most chlorination systems
Brillyant Marine 10/2010· 04/201 I' 03/201 I' 10/2010' Maryland 08/2011 • 2011 O No limit
- - - - - - - - - - - · - - - - - - - - - - - - - - - - - - - - - - -- - are applying a dose in the
China Ocean Shipping Company (COSCO) 07 /2009
- - -- - - - - -----· - - - - - - - - - - - - - - - - - - - - - - - region of 2mg/l residual
Coldharbour NR NR 09/2010· 05/2010• NIOZ 2010
- - - - - - - - - - - - - - - -- - ---- - - --- - - - - - - - - - - - - - - - - - - - - - - -
DESMI Ocean Guard A/S 03/201ct DHI 2010 No limit chlorine which has proven
- - - - - - - - - -- ---- ---- ---- ---- --- ----
Ecochlor Inc 10/2008
- - - - - - - - - --
ONGOING 06/2008 NIOZ
- --- ---- ---- ---- --- ----
2006 2 100 to be effective.
E!ectrichlor Inc 2006 240
- - - - - - - - - - - - - - - - - - ---- - - - - --- ---- - - - - ----- --- - - - - + Most ozonation suppliers
Environmental Technologies Inc
- - - - - - - - - - - - - - - - -- - - - - - - - - - - - - - - - - - - - - - - - - - - - - -- - are using an ozone dose
Erma First SA 1012010· 06/2011' 1012010· 06/2010· 06/2011. 2010 >100*
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -- - -- - - - - - - - - - - -
Hamann AG 03/2006 04/2008 06/2007
---- ---- - - - ---- - --- - ---
06/2007 NIOZ 06/2008 2006 65 ofl-2 mg/l which has
Hamworthy Greenship 10/2008 07 /2009 06/2008 10/2007 Harlingen 2006 4 No limit
---- ---- - - - - - - - - - - - - - - - - - -- - - - - - - - proven to be effective.
Hitachi 04/2008 07 /2009 07 /2008 06/2008 2009 O 50
Hi Tech Marine Pty Ltd _ _N_R_ _ __N_R_ _ te~~~gir~b 02/2003 Sydney Pending - - - : ; ; ; - - 0 - As required
• Deoxygenation plants are
Hyde Marine Inc
- - - - ---- - - - ---- ---- - - - - ----- --- - - - -
NR NR 04/2009 04/2009 NIOZ 04/2009 2000 7 600
relatively simple devices if
---- ---- - - - ---- ---- ---- - - ----
Hyundai Heavy lndustries-EcoBallast 07/2009 03/20lct 2009 2008 HHI 2010• 2011 O 98 an inert gas generator is
- - -- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
Hyundai Heavy Industries - HiBaltast 03/201ct 2011' 2011· 2009 HHI 2012· 2012 165 already installed on the
JFE Engineering Corporation 10/2008 03/20lct 09/2009 03/2009 ~ sfS~&· sf[}~8· -1- - -3-00- -
ship and in the latter case
---- ---- - - -
Kwang San Co,. Ltd 03/2010'"
- - - - - - -- - - - - - - - - - - - - - - - - - - - - - - - - - - would take up little addi-
2010• 2009 2010 No limit
-Mahle
- -NFV
- GmbH
- - - - - - - - - - - -NR- - - -NR-- NIOZ
- - ---- - - - - - - - - - - - - - - --
2008
- ---
240-360 tional space.
Marenco Technology Group !nc NR NR 2007 2007 MLML
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - -- - - - - - - ----- - - - - - - -
Mexel Industries 2010 No limit • The biggest operating
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -- - - - - -
MH Systems Inc NR NR 09/2010• 07 /2010• SIO 2010 O' 300 cost for most systems is
---- ---- - - - ---- ---- ---- ---- --- ----
Mitsui Engineering & Shipbuilding 10/2006 10/2010' 07/2009 02/2008 JAMS 2009 1 40-100
- - -- - - - - - - ---- - - - - - - - - - - - - - - -- - -- -- -- power and for large
NEI Treatment Systems LLC NR NR 5 5 NOAA 10/2007 2006 6 200
---- ---- - - - ---- ---- ---- ---- --- ----
NK Co ., Ltd 07 /2007 07 /2009 2008 2008 KOMERI 11 /2009 2008 400-700 power consumers (elec-
- - - - - - - - - - -- - - - -- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -- -
Nutech 03
-------------- - 04------- -09- --- - - - -NIVA
- - -04/2009
-----
2008
- - - --
400-700 trolytic and advanced oxi-
Oceansaver AS /2008 10/2008 /2008 11 /2007 2008 >200
- - - - - - - - - - - - - - - - - - - - - - - -- - -- - - - - - - - - - - - - - - - - - - - - dation processes) avail-
Optimarin AS NR NR 01/2009 05/2008 NIVA 11/2009 Yes 11 1000
- - - - - - - - - - - - - - - - - - - - - - -- - - - - - - - - - - - - - - - - - - - - - - --
1400 ability of shipboard
Panasia Co., Ltd. 04/2008 03/201ct 10/2009 12/2008 KORDI 12/2009 2009
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -- -
Pinnacle Ozone Solutions NR NR 10/2011 GSI
- - - - - - - - - - - - - - - - - - - - - - - - - -- - - - - - - -
2011 power will be a factor.
Qingdao Headway Technology Co Ltd 03/2010' 10/2010' 10/2009 NIVA 12/2010• 2009 1 2000
- - - - - - - - - -- - - - ---- ---- • For chemical dosing sys-
Qwater NR NR 04/2009
Resource Ba llast Technology/ Uniter BWTS
- - - - - - - - - --
04/2008 03/2010' 2010•
---- ---- ---- ---- --- ----
2010• Cape Town 2009 4 2000•
tems, power is very low
RWO 10/2006 07/1009 01/2010 o9 1 2oo 7 03/2010' --;;;;;- _1_6_ ~
Bremen and chemical costs are
- - - - - -- - 11/2008 ~ ---- ---- - - ----
Sea Knight Corporation 10/2010.. 06/2011* Virginia 06/2011 * 2011 0 No limit the major factor. For
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -- -
Severn Trent De Nora 03/2010' 10;2010• 12;2010• 07 /2009 NIOZ 03/2011 • 2010 2
- - - - - - - - - - - - - - - ---- - - - - - - - - - - - - - -
1500 these reasons chemical
Siemens 03/201ct 06/2011• 02;2011• 04/2010• GSl+MERC 2011• 2010
- - - - - - - - - - - - - - - - - -- - - - - - - -- - - - - - - - addition may be better
Sunrui Corrosion and Fouling Control Company 03/20 1ct
- - - - - - - - - - -- suited to small ballast
Techcross 03/2006 10/2008 08/2007 08/2007 KORDI 12/2008 2007 31 1200
TG Corporatio n 10/2008 03/2010' 09/2009 03/2009 ~ ~g\i8§ ~g;ig~ -- -----;o capacities. Although the
- - - - - - -- --- ---- ---- ---- ---- --- ----
Vitama r, LLC 2010' 2011' 2011 ' 2011' NIOZ+MERC 2012• 2012/13' 0 1000 systems operate at gener-
21st Century Shipbuilding Co ., Ltd. 03/201ct
---- ---- - - - - --- ---- ---- ---- --- ---- ally low pressure and thus
• System Status do not require additional
+ expected to be granted at MEPC 60
dates projected by manufacturer ballast water pumping
Guidelines for approval of ballast water management systems that make use of active substances (G9) IMO resolution MEPC.126(53) and subsequently MEPC. 169{57)
year commercialised or anticipated for commercialisation for ballast water treatment; pressure, those employing
refers to existing installations; venturi devices (for exert-
4 system design for R/V Melville, (Scripps' vessel) completed
5 tests comparable to IMO 'GB' ballast water management systems testing protocol stated to have been completed prior to introduction of 'GB' protocol ing shear) incur pressure
6 five land based systems have been installed
ex explosion proof type approval certificate losses of up to 2 bar.
NR not required

May 2010 SW&S I 25

 • For most systems it is
recommended that instal-
lation takes place in the
engine/machine room
near the existing ballast
water pumps, although
installation on deck may
also be possible if appro-
priate precautions are
taken. If the location is in
an explosion zone, then
the installation will need
explosion proofing and
one supplier, Techcross,
has Type Approval for an
explosion proof system.
The generation of hydro-
gen by the electrolytic
technologies is not con-
sidered an issue, since the
gas is vented and diluted
with air to safe levels.
• Whilst disinfection by-
products are an issue,
and central to the
approval of ballast water
management systems that
make use of active sub-
stances, suppliers are
confident that the levels
generated are unlikely to
be problematic. There is a
large amount of scientific
and technical information
on disinfection by-prod-
ucts formation that is
likely to support this.
By February 2010, total of
119 ballast water treatment
systems had been installed by
27 suppliers, an increase of 50
systems over the 18 months
since the last update to LR's
guide. UV based systems,
from Hyde Marine and
Optirnarin account for
around 25% of installations,
and electrochemical systems,
from RWO Marine and
Techcross accounting for a
further 35%.
It is interesting to note
however, that the previous
edition of the ballast water
treatment technology guide
predicted that the number of
systems with Type Approval
would 'significantly increase
over the next 12 - 18
months'. In fact, since Sep-
tember 2008, the number of
such systems has almost tre-
26 SW&S May 2010
Take a balanced approach
to ballast, says Hamworthy
F
luid systems supplier
Hamworthy has urged
shipowners to serious-
ly weigh up the environmen-
tal, operational and cost
implications of ballast water
treatment technologies before
committing to a specific sys-
tem that meets the regula-
tions, which are likely to be
ratified by year-end.
Dr Stelios Kyriacou,
managing director Hamwor-
thy Ballast Water Manage-
ment Systems, says that
whilst performance and envi-
ronmental compliance are
important considerations,
shipowners should not be
complacent about ease of
installation, durability, main-
tenance requirements and
power consumption.
Highlighting a number of
process technologies that he
believes could be problemat-
ic, Dr Kyriacou singles out
systems that use 'filtration as
being 'prone to blockages,
draw on a power source,
involve a mechanical element,
and require the replacement
of filters and back flushing'.
He also claimed that filtering
smaller particulate can have a
serious impact on flow rate
and back pressure.
Systems using chemicals,
particularly those opting for
hydrogen peroxide, have also
come under close scrutiny.
Earlier this year German
manufacturer Hamman
bled, from three to nine.
The systems that have
obtained type approval
demonstrate that a wide
range of technologies, with or
without the use of active sub-
stances, are suitable for the
treatment of ballast water to
the standards required by the
G8 guidelines. The use of
active substances and the
need to undergo the approval
process specified in the G9
• Hamworthy's Sedinox
system
announced that it has discon-
tinued its type-approved
Sedna system after discover-
ing that Peraclean Ocean, a
chemical substance devel-
oped by Evonik-Degussa,
required 'further testing'.
And there have been con-
cerns that systems using
hypochlorite in the disinfec-
tion process could engender
accelerated corrosion (see
April 2010 edition, page 29).
While Hamworthy's Sedi-
nox system uses a process of
cyclonic separation in the first
of a two-stage treatment
process, the second stage, Ter-
manox, uses the electrolysis of
sodium chloride already pres-
ent in ballast water to generate
sodium hypochlorite at a con-
centration of 1ppm to disin-
fect bacteria and remaining
organisms.
But despite concerns,
which have now largely been
discounted, due to the rela-
guidelines do not present a
significant barrier to obtain-
ing Type Approval. It is now
apparent that technologies to
treat ballast water to meet the
D2 standard within the Inter-
national Convention for the
Control and Management of
Ship's Ballast Water and Sed-
iments are available and
established, with over one
hundred such systems
installed worldwide. D
tively small amount of time
hypochlorite is present in the
tank, Dr Kyriacou is at pains
to placate those owners that
continue to be unsettled by
its use, arguing that shipown-
ers should not necessarily
jump to the conclusion that
the second stage of ballast
water management should be
left to treatment using UV
[
light. To do so, he said, would
overlook a raft of operational
and cost considerations.
He points out, for exam-
ple, that individual (and frag-
ile) UV lamps cost up to
€ 800, while the operational
life claimed for them (8000
hours) should be seen in the
context of the potential for
'electrical fatigue' caused by
turning lamps on and off.
As with any marine sys-
tem, reliability is a key issue.
Dr Kyriacou argues that,
while UV has proved to be an
effective water treatment tech-
nology on land, it is not sub-
ject to the same motion
parameters as are shipboard
installations, such as the
vibrations induced by engines,
pumps, generators and com-
pressors, he points out.
Turning to issues that
have both commercial and
environmental aspects, Dr
Kyriacou says that it was also
worth considering the relative
amount of power consumed,
which can be as much as
220kW. D
*The above article is an edited
extract of Lloyd's Register's 2010
guide Ballast Water Treatment
Technology: Current Status.
An unabridged version of this
extremely helpful document can
be downloaded at: http:/ /www.lr.
org/ documents/ 1750 72-ballast-
water-treatment-technology-
guide-february-2010.aspx
T aking a proactive approach to the container shipping
sector's needs in the light of changes in the global econ-
omy, together with ever-more pressing considerations of
operating cost efficiency and environmental controls, Det
Norske Veritas has prepared a design concept for a new type of
'baby post-Panamax' box vessel.
Embodying a novel, wider deck above a slender hull form,
the proposed Quantum container liner has been configured for
a 6200TEU payload, with a high reefer capacity ensured by
1200 plugs. It is also distinguished by a dual-fuel diesel-electric
powering and propulsion arrangements.
The bold acknowledgement that the industry has to face a
new reality whereby long-term investments have to be against
the backcloth of a future of uncertainty has coloured all key
aspects of the project. This has resulted in features aimed at
promoting through-life flexibility as well as efficiency permeat-
ing every aspect of the design and its operating, powering,
energy usage, and environmental qualities. In a number of
areas, this has meant a departure from conventional solutions,
albeit with recourse to technology that is available today.
Inevitably, in calling not only for more circumspect, and
perhaps more enlightened thinking on the part of subscribing
shipowners, it requires an acceptance that, to realise savings
and operating benefits and better ensure trading viability over combination of elements that the novel, patented Wid-
the long-term, higher capital expenditure will be required at makes up Quantum is inno- edecK design at 49m top-
the outset. vative, although each is sides beam, corresponding
Market studies conducted by AXS Alphaliner and Dyna- founded on existing to 'New Panamax'(NPX)
mar, and the trade between Europe and the east coast of South equipment, machinery or parameters, and a 42 .5m
America, provided the basis for the project. DNV sought to technology. waterline beam, affording
identify a ship size and features that would be among the first Visually compelling improved stability and min-
to be built in the next wave of container vessel ordering. The aspects of Quantum include imised ballast water require-

quantum leap
------ ~ ---- -- --~--------~--- ----- ~ --------- rmmiizm -------------

r
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I

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Ship lightweight has been
significantly reduced through
the use of sandwich compos-
ite material. The power plant
installation is such that the
design speed of 21 kts can be
boosted by several knots, or
the ship can slow-steam
• Quantum's electrical have been attained in recent
propulsion configuration years, a pragmatic approach
would be based on four dual- has been taken in the Quan-
fuel main generator sets tum project towards long-
term needs. The specifica-
tion of 33MW of installed
opt for other than a tradi- engine power is intended to
tional powering solution. An allow for the vessel to keep

,. ments, fine main hull body

with a low block coefficient
down to less than 1Okts,
without penalising fuel effi-
ciency and machiner y main-
of 0.57, and aerodynamic tenance costs over time.
~ deck wavebreak forward. Considerations of the
The WidedecK solution need for greater operational
increases the vessel's above- flexibility combined with
deck box capacity by two growing environmental con-
additional rows. trols led the design team to
electric propulsion system
based on four dual-fuel,
main generator sets has been
to a 2 lkt design speed while
also covering all possible
service loads, not least those
chosen. entailed with large comple-
Although there is cur- ments of reefer containers.
rently much discussion and Propulsive force would be
some scepticism as to future achieved using two
requirements for container- azimuthing electric p ods of
ship speeds of the order that 1 SMW apiece.

ship design
cmmll:J DimED c:mEll:J • A line drawing of DNV's 'baby post-Panamax' design

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 The main advantage with energy needs at any one time. ments can allow one or two
an electrical powering and For instance, reduced ship engines to be shut down,
propulsion configuration is speeds and lower require- enabling the two other units
the flexibility it affords to ments from onboard con- to be run at optimised load
precisely match power deliv- sumers such as the cargo and fuel consumption.
ery with actual and overall temperature control arrange- For the prime movers,
dual-fuel machinery is
favoured . The rationale for
this stems from a view of the
Ministry for Economy, Commerce unfolding environmental
and Business Environment regime. For instance, by
switching to LNG when
and approaching the coastline of
various countries or states,
Romanian Center for Trade and Investment emission control area (ECA)
edicts can be met, and 'cold
with ironing' when alongside can
be obviated. Two makes of
Romanian Ship Builders Association, four-stroke, dual-fuel machin-
ANCONAV
ery, Wartsila's 50DF type and
the MAN 51/60DF design,
invite you to visit the National Pavilion of Romania
are available to suit Quan-
at POSIDONIA international exhibition,
tum's application criteria.
from 7 to 11 of June 2010.
It is felt that LNG fuel
The most important ships and ship services, will also gain in price com-
equipments and accessories providers from petitiveness in the coming
ROMANIA will present their export offert in hall years, given anticipated
Premium B, stand number 224 inside the uplifts in fuel oil prices
Hellenikon Exhibition Center. and future costs
related to emis-
Discover our: s1ons com-
~"0~~~1
pliance
with
30 SW&S May 2010
oil-fueled machinery.
After evaluating the alter-
natives with regard to
propulsors, two rotating pods
with integral electrical
motors were favoured prima-
rily for reasons of manoeu-
vrability, and manoeuvring
time and costs with a vessel
that might typically be
required to make 10 port
calls in the course of a round
voyage. The savings on tug
assistance alone could be in
the range of Euro 400 000
per year, according to DNV.
Pods also dispense with the
need for stern thrusters,
although higher investment
costs and increased power
transmission losses have to
be countenanced relative to
other solutions. C
Ill A computer
generation illustration
of the Quantum's hull form
Eliminate stern tube oil pollution by converting from oil to
seawater lubricated Thordon propeller shaft bearings.

• Proven Performance
• Zero Risk of Stern Tube Oil Pollution
• Reduced Operating Costs (No AFT seal)
• COM PAC Seawater Lubricated
Propeller Shaft Bearing System

TH )RDON
GOOD FOR THE SEA. GOOD FOR BUSINESS. GOOD FOR LIFE.

*Certai n condi ti ons may app ly. Please contact

Th ordon Bea rin gs Inc. far furt her information. www.ThordonBearings.com
 Castoro 6 undergoing retrofit
work prior to deployment

With the Nord

Stream gas pipe
project now under
construction,
SW&S takes a look
at the vessels that
will plough the
Baltic Sea

L ate last month three of the world's largest lay barges

deployed to the Baltic Sea to mark the construction
phase of Nord Stream's massive offshore pipeline proj-
ect, a € 5bn scheme to annually supply Europe with 55bcm of
Russian gas through two 1220km pipelines.
ers 675km from the start of
the pipeline at Portovaya Bay,
near Vyborg, although the
first 255km section will be
laid on the seabed in Swedish
The project, due for full completion in 2012 and expected and Finnish waters. The
to meet 25% of Europe's projected 2025 gas demand of 152m long vessel will then
200bcmpa, will see some 100 000, 12m long pipes ploughed lay a 7.5km stretch in the
into the seabed between Vyborg, in Russia, and Greifswald in Russian shore approach zone
northern Germany. The first pipeline is due for completion by before heading towards Dan-
year-end with first deliveries flowing by mid-2011. ish waters where it will lay a
Most of the Nord Stream pipeline will be laid by Saipem's section by Bornholm and
152m long anchored pipe layer Castoro 6, but in the shallow then a 55km section in Ger-
waters offshore Griefswalder Bodden the Italian oil and gas man waters.
contractor will deploy Castoro 10. To avoid anchoring in areas By June, the 112m, flat-
where unexploded ordnance is present, particularly in the Gulf bottomed Castoro 10 will be
of Finland, Nord Stream has commissioned Allseas' Solitaire, on station offshore Grief-
currently the world's largest dynamically positionable lay barge, swalder Bodden, Germany,
to lay the pipes. to lay a section in the shallow
However, to meet any environmental considerations across waters approaching the
the ecologically sensitive Baltic and to ensure the vessels are receiving end of the pipeline,
used as efficiently as possible, Nord Stream, a joint venture after which the larger
between Gazprom (51 %) BASF SE/Wintershall Holdings
(20%), E.ON Ruhrgas (20%), and Gasunie (9%), has instigat-
beamed sister vessel will
return to trench a 5 21 km
ed a sequence in which the pipes must be laid. pipeline across the south-
eastern section of the Baltic.
First stretch While Castoro 6 is laying
Starting operations is Castoro 6, which is now laying pipes this, starting in September,
in the Swedish Exclusive Economic Zone in the route's central the unique 300m long Soli-
offsho re section, near the Island of Gotland. This stretch cov- taire will dynamically posi-
tion itself in the Gulf of Fin-
land and lay a 350km stretch
across the eastern parts of
the Baltic Sea. This vessel
will also lay a significant sec-
tion of the second 1200km
long pipeline.
Until Allseas takes deliv-
ery of the 336m long, 118m
wide Pieter Schelte (the com-
pany expects to ink a con-
tract in September), Solitaire
remains the largest pipelay
vessel in the world with a
length (excluding stinger)of
360m, a beam of 40.6m and
a pipe-carrying capacity of
22 OOOt.
She was originally built in
1972 by Mitsubishi Heavy
Industries as the bulk carrier l
Trentwood, and purchased
twenty years later by Allseas
for conversion by Sembawang !
into the vessel she is today. l
Since her first pipe laying ~
project - 1998's Statoil
Europipe II project - she
has undergone extensive
upgrade and refit works,

32 SW&S May 20 10
including the doubling of S-
Lay tension capacity to 1050t
in 2005 and stinger extension
work in February this year.
Her deepwater pipelay record
is at a depth of 2775m; her
lay speed record 9km a day.
Now with ten 5500kW
azimuth thrusters - two addi-
tional Wartsilii thrusters were
installed at Rotterdam Dry-
dock last year - Solitaire is
capable of a transit speed of
13kts, whilst two Simrad
Kongsberg ADP702 and one
ADP70 NMD class 3
Dynamic Positioning systems
allows the vessel to work safe-
conn CtIO
ly in congested areas and in
adverse weather conditions.
Solitaire's pipe laying
operations see the coated
pipes lowered into cradles in
the storage holds from where
they are sent to two 'double
joint' factories. Here, bevel-
ling and preheating takes
place before the pipes are
moved into the line-up sta-
tion prior to transportation to
the main 'firing line'. Pipes
are re-welded to the pipeline
at each of five welding sta-
tions in the firing lines using
Allseas' in-house developed
Phoenix automatic welding
system. These joints are then
coated in one of four coating
stations before being tested
and subsequently laid.
For actual pipe laying
operations, the vessel is
equipped with two 35t trans-
fer cranes, an 1St and 40t
whip hoist, a 300t main hoist
and a special purpose crane .
Flat-bottomed
Castro 10, the vessel des-
ignated to carry out pipe lay-
ing duties in the shallow
waters offshore Germany
because of her 5.2m operat-
ing draught, has undertaken
e
extensive retrofit work in
Singapore since sh e was orig-
inally built in 1976 by Ned-
erlandssche Doc en Scheep s-
bouw Mij (NDSM) in the
Netherlands. Indeed in order
to meet the challenging
work-scope of the project, all
her pipe laying equipment
was upgraded and a state-of-
the-art subsea trenching sys-
tern renewed.
However, although indis-
putably versatile, this
164.62m long, 10 180gt
barge has no means of self-
propulsion and accurate
anchor positioning and
movement during operations
is therefore reliant upon an
eight-point mooring system.
( Castoro 10 was transported
from Singapore to the Baltic
Sea on the carrier vessel
Hawk, operated by Norway's
Offshore Heavy Transport.)
The barge has the capa-
bility to install large diameter
subsea pipelines up to
1422mm diameter utilising
main deck space for pipe
storage and dedicated pipe
handling and laying equip-
ment. Five main and two
deck generators deliver a
total of 6900kW to all these
heavy electrical consumers
including mess deck facilities
for a complement of 168
personnel.
Situated on the port side
of the main deck are founda-
tions for the mounting of six
pipe lifting davits to facilitate
the tie-in of pipelines above
water. These davits have a
maximum safe working load
of 60t with a minimum out-
reach of 1.125m and a maxi-
mum outreach of 2.875m,
relative to the side of the
May 2010 SW&S
 CASTORO 10
Length oa (incl stinger)
164.620m
Length oa (incl truss) 139.120m
Length bp 12.820m
Breadth oa 36.576m
Depth oa 19.160m
Lightship draught 2.84m
Lightship displacement 10 875t
Operating draught 5200m
Deadweight (max draught)
10763t
Gross tonnage 10 180t
Max. deck space 1000m'
Max deck load 3600t
Main generators 5 x 800kW
Deck generators 2 x 1450kW

• Saipem's Castoro 10 was transported to the Baltic from Singapore on the heavy lift ship Hawk
vessel. Each davit block is
four parted while the drum is
capable of holding a maxi-
mum of 700m of 30mm
diameter wire rope. Two indi-
vidually-controlled Mani-
towc-type 4100kW, 360 deg
slew mobile crawler cranes
are sited on the main deck to
provide lift for construction
work, while a 4100kW, 78 .9t
Manitowoc Series 1 crane
with a 39.6m boom is sited
aft. Two 108. 7t lift capacity
Series 2 cranes each with a
42 .7m boom, main hoist and
whip line are installed on the
fore deck.
During the pipe laying
process, single joint pipe
spools are hydraulically
transferred from the 'ready
rack' on to the line system at
the head of the 'firing line'.
The new pipe joints are then
lined up with stalking shoes
and internal clamping equip-
ment to the main pipe string
before welding.
The Castoro 10 utilises a
state-of-the-art subsea
trenching machine, the
Diverless Jet Sled 1, which is
capable of lowering pipes up
to 60 inches in diameter into
a trench up to 6m deep. The
unit can, however, set and
recover pipes in depths of up
Anchors 8 x 7t Delta Flipper
Anchor winches
to 300m using its own sur- 8 x lntercon 74-170
veillance equipment. Max pull 207t
Saipem's semi-sub-
m ersible Castoro 6, the pipe Trenching equipment
layer that will lay the most Length 11 .Bm
pipes in the project, is the
Width 12.0m
youngest of the trio, having
originally been built in 1978 Height 8.5m
by Italcantieri at Arsenale Weight 110t
Triestino ofTrieste, Italy. Max pipe diameter 1524 mm
This 152m long work-
Max trench depth 6m
horse consists of a continu-
ous upper hull supported by Max operating depth 300m
ten columns, five of which
are on two lower pontoons,
which house mooring winch-
es, main ballast and consum-
able tanks, pumps and
machinery spaces.

length oa (excluding ramps)

152m
Breadth oa 70m
Transit draught 9.5m
Operating draught 14m
Pipe storage 1195m'
Additional deck space 1525m'
3600t
Total power output 20.5 MW
Emergency generator 800kW
12 x 25t
Anchor winches 12 x 124t
4 x 37t

SW&S May 2010

 Mounted at the bow, on @

the upper hull is the accom-

modation block for 330
crew, main engine room and
main store rooms, all divided
transversely by three water-
tight bulkheads. A large pro-
portion of the main deck is
used for pipe storage with a
rotating gantry crane
mounted on either side of
the firing line.
The firing line itself com-
prises a fixed pipelay ramp,
enclosed in the central hous-
ing, running along the longi-
tudinal centreline of the ves-
sel linking superstructures at
the bow and stern, each side
of which are two 134t capac-
ity pipe handling cranes.
The central housing,
which also incorporates a
water ballast counterweight
system, is connected to an
internal and external ramp,
both of which have
adjustable inclination to
facilitate pipelay in varying • Allseas' Solitaire is ultrasonic testing, although tions with a fully redundant
water depths. Along these currently the world's largest the transfer and line-up sta- control and monitoring sys-
ramps are three Remacut pipe laying vessel tion is aft of a super struc- tem. It also has four variable
11 Ot tensioners and nine ture at the stern on top of pitch azimuthing units to
work stations for welding, which is a helideck for sin- deliver 2060kW of thrust.
coating and testing and so gle main rotor choppers, Aside from propulsion, these
on. Six of the work stations such as the Sikorsky S-61N. thrusters enhance position
located in the deck hose The vessel has a twelve keeping afforded by twelve
above a central assembly point mooring system to 25t anchors. Main power is
line are given to double facilitate accurate positioning generated by eight gensets
jointing and automatic and movement during opera- each delivering 4500kVa. [J

The pipelaying process

A lthough each of the Nord
Stream vessels is equipped
to lay 3km of pipeline each day,
twenty four seven, they are in
fact floating pipe factories.
Once the concrete-coat-
ed pipes have been shipped
out to the vessel, they are
conveyed to a double joint
welding station, where two
12m pipe joints are welded
together to a 24m long 'dou-
ble joint' with a welding pass
both from the inside and the
outside of the pipework.
After this, automatic
ultrasonic equipment
inspects the weld and if
found acceptable, the double
joint will then be released for
introduction into the vessel's
central assembly unit, known
as the 'firing line'. All double
joint welds will be subjected
to a very accurate non-
destructive ultrasonic test
using 30 or more ultrasonic
probes to examine every mil-
limetre of the weld area. This
allows even the smallest
welding defects to be detect-
ed and eliminated.
The pre-fabricated 2m
long double joint is then con-
veyed into the firing line
where the double joint is con-
nected to the pipeline end
and welded together by semi-
automatic machines. Welding
of the numerous girth weld
layers takes place in five to
six welding stations in order
to achieve a high productivity
and these are also subject to
ultrasonic inspection using 50
ultrasonic probes to assure
that only defect-free welds
will be produced.
After acceptance, the
welded joint is coated and
the next 24m length can be
lowered to the seabed. This
will be done by pulling the
pipe-laying vessel 24m for-
ward while keeping the
pipeline under tension over
the stinger.
Using this method, over
3km of pipeline can be laid
per day. For most of the off-
shore route, the pipeline will
rest on the seabed. In some
areas the pipeline needs to be
buried and backfilled with
sand in order to assure suffi-
cient on-bottom stability and
to protect the pipe from the
risk of ship anchor impacts. [J

May 2010 SW&S

 Kee The optimisation of vessel trim can reduce
fuel costs and emissions substantially

E niram's trimming software must be odds-on to pick up

the Seatrade Award for which it is shortlisted later this
month. For such is the wide-reaching potential of the
Finnish company's program the developer has already been
inundated with requests from shipowners looking to optimise
• Norwegian Jewel was the first NCL vessel to utilise
Eniram's Dynamic Trimming Assistant

The decision to use the

program was preceded by an
their vessels' performance, reduce emissions and shave thou- intensive trial period during
sands off the fuel bill. which real savings of 3-5%
Indeed, in a relatively short period of time - the Dynamic on fuel were demonstrated
Trimming Assistant software has only recently been made with Alian~a Maua, a mid-
available - it has been installed aboard a not insignificant num- sized containership. When
ber of vessels, with most shipowners opting for whole fleet the solution is installed on
solutions. the first batch of twelve ves-
To date, six Royal Caribbean vessels, including Oasis of the sels, Deichmann expects to
Seas; are using the program, and it has been rolled out across make savings of over US$4M
Carnival Cruise Lines' fleet. Eight Norwegian Cruise Lines' in the first year alone .
vessels and Corsica Ferries' flag ship Mega Express III run it, Basically, Dynamic Trim-
and it has recently been supplied to the Hamburg Sud Group ming Assistant (DTA) moni-
for installation across 26 of the German shipowner's fleet of tors and optimises vessel trim
148 general cargo ships. - the subtraction of the fore
So why the hype? Fred Deichmann, the managing director and aft floating draught -
of Columbus Shipmangement, the manager of the Hamburg which has a direct correlation
Sud vessels, says simply because 'DTA gives us a relatively to a vessel's fuel consump-
simple way to reduce fuel consumption and reduce the impact tion since it is used to calcu-
on the environment'. late drag caused by the
underwater parts of the hull.
However, finding optimal
trim without a specified tool
is not an easy task because
trim changes in relation to
ship speed, draught, depth
and internal weight alter-
ations, such as the flow of
cruiseship passengers all
heading off to dine at the
same time .
It is possible for experi-
enced officers to determine if
the trim is close to correct by
watching the wake and pro-
peller wash, but this is a skill
honed after many years of
service. =
What DTA does is, using
strategically-placed special
sensors, monitor a vessel's

36 SW&S May 2010

'
">,
speed 'overground', its speed
through water, wind speed
and direction, propulsion
power, tank volumes,
draught, finn stabilizer posi-
tions and shaft generator
power to provide the 'real-
time' data required to make
the adjustments necessary to
optimise trim. Even small
adjustments can improve ves-
sel performance which, in
turn, can better utilise
propulsion machinery so less
fuel is consumed and fewer
emissions produced .
Carnival Cruise Lines
liked the product so much
that after initial seatrials it
rolled the solution out across
five vessels: Carnival Legend,
Carnival Pride, Carnival
Spirit, Carnival Miracle and
Carnival Glory.
'What we found is that
once DTA had been running
for a while, and the officers
started to see its value, we
received positive feedback
from the staff. We expect to
save more than 200t of car-
• OTA in use on the bridge of the Norwegian Jewel
• A screenshot of the OTA software
bon fuel per year, per ship,
which could represent finan-
cial savings of more than
$100 000 per ship, depend-
ing on the cost of fuel,' pre-
dicts Carnival's vice presi-
dent of energy conservation
Robert Spicer.
All in all, Carnival Cruise
Lines will implement DTA
to ten of its vessels and
expects to save not only
about $ 1M in fuel annually
but reduce C0 2 emissions
substantially. Given that
every ton of fuel consumed
equates to about 3.16t of
C0 2 emissions, the result
could be a 600t emission
reduction, per vessel, per
year - 6000t across the
fleet.
For a 5550TEU contain-
ership operating between the
US and Europe, similar sav-
ings can be achieved, accord-
ing to Eniram. Findings sug-
gest that such a vessel oper-
ating for 136 days outside of
her design draught would
benefit from annual savings
of over $400 000, reducing
C0 2 emissions by about
300t. In this instance, the
cost of investment in DTA
would be returned in 6.5
months.
However. in addition to
the benefits gained onboard,
DTA can also serve the man-
agement ashore. Through a
comprehensive set of service
packages DTA gives an ana-
lytical approach for the vessel
performance data over longer
periods of time . DTA can
also be installed as a part of
'Eniram Fleet' to combine
the performance data from
several vessels for reporting
and comparison. It can also
be used to keep a check on
the running condition of
plant and propulsion
machinery in order to opti-
mise planned maintenance
schedules. D
May 2010 SW&S
 G othenburg is the home to Transas (TRANsport SAfe-
ty Systems), who is a global leader in developing
and supplying a wide range of software, integrated
solutions and hardware technologies for marine transportation
industries.
In the short 20 years since its birth, Transas has grown rap-
idly to the point where it can claim its equipment is present
onboard 10 000 commercial ships and yachts, spanning some
120 countries, confidently retaining 30% of the world's ECDIS
(electronic chart display and information service) market.
Transas also has distributed over 3M vector electronic charts,
from a chart collection that consists of over 14 000 charts, and
in other sectors it holds a 45% share of the international com-
mercial maritime simulation market and has sold 150 vessel traf-
fic management systems.

From humble beginnings

But to really appreciate where the company is now, you have
to understand where it came from. Transas was founded in 1990
by five seafarers, headed up by Nikolay Lebedev, today Transas
Group President, in Russia just at the end of the Cold War. From
their own personal experience they realised the convenience of
getting navigational charts electronically, this at a time when the
environment was solely paper-based . So with the motto of 'set-
ting the standards' the founders paved the way for paperless
navigation, but I doubt they envisioned how quickly their original
concept, to provide the most advanced marine navigational sys-
tems that could run on a standard pc, would take off and how
truly global their brand and products would become.
'They were smart, curious guys at a time when the Soviet
Union was loosening up, a time when you could go out and have
market competition . I think they took the opportunity to do
something, but I doubt they had the vision in the beginning that
it would become this big, though they realised this quite soon,'
said Managing Director of Transas Marine International, Charlie terns (INS / IBS), Automative future marine market. As an
Carlsson. Identification Systems (AIS) example we have established
Just like the open transparent office that we visited, Mr Carls- and Voyage Data Recorders a strong service organisation
son was very eager and proud to show how progressive, imagi- (VDR I S-VDR). in China, and we are doing
native and enthusiastic the company is today. Mr Carlsson has In the newbuild market, more installations in the Chi-
been with the company since 1993, and was at the forefront of Transas is responsible for nese shipyards. But to achieve
helping to take the company international. He said: 'It started installing and commissioning all this you have to have a rela-
with an electronic navigation system, the Navi-Sail 400, a DOS- its equipment onboard, and tionship with the shipyard and
based system, which was shown in Europe at out first SMM exhi- although the equipment is they have to have confidence
bition in 1992. It wasn't the flashy system that could be shown easy enough to install 'you 've that you are able to handle it,
properly to customers.' got to have some knowledge which is something we have.'
The first step in taking the company international saw Lebe- of the equipment, so it's not The newbuild market has
dev starting a small company in Southampton with UK-based quite "plug-and-play".' To been tight, due to the econom-
Mike Robbins as he had a small office based there. install, a Transas engineer has ic crisis, and although Transas
After developing the software, the original team realised that to 'put all the pieces up, such has had quite a good presence
the market was there to expand their business up and down as the cables and sensors, in it over the last years the
stream, developing and supplying the integrated hardware and then to start and commission main stream of revenue for
by supplying after-sales and maintenance packages. As Mr Carls- the system that bit takes Transas onboard equipment is
son said: 'We realised that we cannot rely on third party hard- around a day.' in the retrofit market. Installing
ware as hardware changes all the time and we have to go to cer- When it comes to con- equipment for retrofit vessels
tifications, so we took the decision to do our own hardware tracting jobs, Transas has a is 'much harder, as you have to
which can last for a period of three to five years, so that we can good market share in North- tear off something else to actu-
have one development cost that we can keep for a while.' ern Europe and therefore has ally fit the equipment. At least
become one of the first com- with a newbuild vessel every-
All onboard panies in this sector that thing is done from the begin-
On the hardware side, the range of marine onboard equip- yards will call. And now we are ning. For a retrofit vessel you
ment that Transas develops and supplies includes : ECDIS / ECS, going more and more to Asia, have to do everything yourself
Radar (ARPA / AIS / Chart), Conning, Integrated Navigation Sys- this is where we see the from laying all the cables,

38 SW&S May 201 0

opening up the bulkheads, and
then everything has to go back
in the same order.'
When it comes to mainte-
nance, it depends on the type
of maintenance as to whether
a Transas engineer is
required. 'If new charts are
required, the customer can
order these and they can
down them themselves, but if
something is wrong on the
system like the hardware
breaks down, we have to
come and do that.'
Continuing service
With regards to the after-
sales packages, Transas offers
Transerv, a flexible and cus-
tomisable maintenance and
development program . It is
designed to maintain, support
and offers an upgrade of serv-
ices as 'we are doing mainte-
nance and upgrading with
some additional features all
the time to our products, and
the customer is entitled to get
the new version when it is
added. When we do a service
contract for a company, which
is slightly different, they pay
an initial fee then an annual
fee, then we take care of all
the certification such as of the
VDR, GMDSS and annual
inspections.'
• Transas' Integrated Bridge System
Employing some 550 peo-
ple and with representative
offices in 110 countries,
Transas is able to offer a quick
and efficient after-sales serv-
ice, 24 hours a day, seven
days a week. 'The service area
is a vital part for us to become
bigger and bigger. Transas
today has one of the most
extensive service networks in
the world that other compa-
nies want to take part in. It
started when we got the serv-
ice order for all the big Maer-
sk ships, where we equipped
all of Maersk's 170 ships on
one order for dual ECDIS,
that's 340 ECDIS that went
out, then they required serv-
ice, and they required a cost
effective service. To get that
order we had to fulfil service
around the world, firstly on
our equipment and since we
established ourselves around
the world then we had to rely
not only on Maersk ships but
on other ships too.'
'Its only for onboard sys-
tems that we really need to
have a lot of companies glob-
ally. For navigation sales there
are a lot of customers in Sin-
gapore, Shanghai, Athens and
all around the world that need
to talk to on a regular basis'
The success of the com pa-
May 2010 SW&S I 39
 ny is because we do a lot of
l
things in cooperation with our
customers and we actually
treat our customers as part-
ners. A lot of development has
been done because of our
partnerships, as we saw their
demand and we saw how we
can meet their requirements.
So we have rearranged the
company structure and cen- •
. .
~

tralised the company, which

works more efficiently, and
not only reduces our costs but
the costs to the customer and
they get the product and sup-
port that they need.'
Even so the heart of the
company remains in St
Petersburg, where a team of
programmers and developers
for Transas Tecchnologies and
the company's R&D centre
creates new software and
solutions.
To differentiate them-
selves from their competitors,
the philosophy is 'we like to
provide a quality service
rather than quantity, because
what we really want is to have
a service engineer come
onboard, fix the problem in
~ Type-approved ECDIS
~ Transas Admiralty Data Service (TADS)
- Official ENC data
- SENC
-AVCS
- Admiralty Digital Publications
~ Voyage Planning Tools
~ SPOS®Weather Service
~ Additional Data Services
~ ECDIS Training (IMO Course and Hands-on training)
~ Consultancy Service
II Testing facility at Transas
headquarters, Gothenburg
one hour, rather than have an
engineer coming there, having
a trial and error for a day.'
Customers sometimes point
out that the service might be a
little more expensive than its
competitors, but as Charlie
pointed out: 'if an engineer is
there for a day and charges
€50 an hour compared to us,
who could be there for one
hour and fix the problem -
this is how we communicate
the quality of our service .'
But if you pay less now,
you will eventually end up pay-
ing much more in the long run.
It is important to treat your
system as a long run invest-
ment which will eventually
start to pay you back when
you save on efficient data sup-
ply, fuel economy, no malfunc-
tioning systems and much
more. So it is better to go for
quality and invest in a good
system. There are a lot of
companies that have just
started in the marine sector,
especially with ECDIS becom-
ing mandatory in 2012, but
they lack the experience
needed .
With regards to IBS 'We
are integrated bridge system
producers, ands the core of a
bridge system is your radar,
conning and your ECDIS. The
rest is sensors, such as the
echo-sounder , gyro, autopilot
and other sensors that feed
information to the system.
What we have is our multi-
function displays where you
can have everything com-
bined. We can put 13 work
stations on a bridge, and from
each work station you can
press a button depending on
what you want to do, so you
can address all these fea-
tures. We are coming to a sys-
tem onboard a ship that is the
same as a company where
you have a server to take in
the information as you want.'
Other benefits include the
flexibility of layout and design
of the bridge, fewer spare parts
are required onboard, stan-
dardised hardware, easy and
cost effective service, simple
upgrade through the life cycle,
less cabling, fewer control pan-
els, keyboards and switches,
its systems are compact and
easy to fit in small areas and
are compliant with any require-
ments and notation. a

S ETS THE STANDARD

tel.: +46 31 769 56 00
fax: +46 31 694184
e-mail: info@transas.com
web:

40 SW&S May 2010

STX, Fearlessly Sails Through the High Waves
With world-renown technology & know-hows, STX has been recognized
as the top shipbuilder to lead the world economy. For the brightest future,
STX never stops challenging to be the World Best.
V ast hydrocarbon resources - including around a quar-
ter of the volume of proven global gas reserves - are
to be found inside the Arctic Circle, which embraces
only some 6% of the Earth's surface area. Among the options for
bringing the gas south are pipelines, gas liquefaction and trans-
stimulated continuing invest-
ment in specialised tankers
capable of transporting
resources to market without
icebreaker support in an
largely been driven by the
m assive energy reserves in
the Russian Arctic (includ-
ing the Barents and Kara
Seas) as well as new gas
fer in Arctic LNG carriers, compression to over 250 bar and environment where tempera- fields under development on
shipment in Arctic CNG (compressed natural gas) carriers, tures may fall to lower than the Jamal Peninsula. But
conversion to natural gas hydrate and transport in NGH carri- -40°C and sea ice with an with news that Russia and
ers, and processing to gas-to-liquids fuel and delivery in Arctic average thickness of over Norway have reached a
GTL product tankers. I.Sm may be encountered. framework agreement on
Arctic ice conditions are also experienced in the Barents how best the two countries
Sea, Kara Sea, Laptev Sea, Beaufort Sea, Greenland Sea, Davis lnvestmen s can divide the vast energy
Strait and Arctic Ocean, while sub-Arctic ice conditions occur Newbuilding commit- reserves on the Arctic shelf
in the Sea of Okhotsk, the Caspian Sea and the Black Sea. ments expanding the global further shipbuilding invest-
Oil and gas field development activities in the Arctic have ice-class tanker fleet have ments look likely.
 Valuable support to the
shipping and offshore energy
industries is provided by
Helsinki-based Aker Arctic
Technology (AARC), whose
third generation ice model
testing facility reportedly
enables any ice conditions
found on the globe to be sim-
ulated in the tank. The former
Kvaerner Masa Yards' Arctic
Technology Centre, AARC is
owned by STX Europe/Fin-
land (71.4%), ABB Oy/Fin-
land (14.3%) and Aker Solu-
Wartsila/Aker Arctic's DAPPB icebreaking barge concept could be applied to LNG, general
cargo, container and oil shipments
i:'
,.,
"'
..,,
.
" '!!!>
The former Kvaerner Masa Yards' Arctic Technology Centre, AARC is owned by STX
Europe/Finland (71.4%), ABB Cy/Finland (14.3%) and Aker Solutions/Norway (14.3%)
f~ AkerArc
tions/Norway (14 .3%).
Recent tests have
involved record ice thickness-
es and multiple layers. Invest-
ment in a modular false bot-
tom system for shallow water
tests has benefited Caspian
Sea projects as well as BP
Alaska North Star artificial
island tests.
AARC specialities range
from field research (ice con-
ditions and properties, route
selection and design basis
development) through con-
•
• -
. minal in the Arctic Circle to
------.----~-
cept development (basic
design, feasibility studies,
performance predictions and
simulations) to model and
full scale testing (ships and
structures, offloading opera-
tions, floaters and rescue and
evacuation).
Arctic oil shuttle systems
have been developed for the
Barents and Beaufort Seas
and other commitments
include new logistics systems
for Arctic LNG shipments.
). _
-* .
:"
.......
Aker Arctic Technology's
'double-acting' icebreaking
principle is applied in many
projects in conjunction with
ABB Azipod electric propul-
sors, the vessel proceeding
stern first when navigating
through thicker ice. Water
flowing from the pods flush-
es the hull, reducing the level
of friction between hull and
ice, while the milling action
of the propellers helps to
break through ice ridges and
mash up the broken ice.
A series of three 70
OOOdwt double-acting ice-
breaking tankers ordered by
JSC Sovcomflot from Sam-
sung Heavy Industries was
headed in early 2008 by U:isi-
ly Dinkov for deployment in
a crude oil shuttle service
from Russia's Varandey ter-
Murmansk. The fleet is time
chartered to a Cono-
coPhillips/Lukoil joint ven-
ture for handling the part-
ner's crude exports from
onshore fields.
A IA Super ice-class
design (Russian LU6), an
extreme icebreaking bow
form and twin 10 OOOkW
Azipods enable cargoes to be
transported year-round with-
out icebreaker assistance,
exploiting a 1.7m-thick ice-
breaking capability.
AARC's double-acting
ship (DAS) principle has also
been applied to a design for a
340m long, 206 OOOm'
capacity Arctic LNG carrier
that utilise five independent
Type B containment tanks.
However, at the time of writ-
ing, SW&S learnt that Ger-
many's Nordic Yards has
completed research into an
aluminium-based Type A
LNG containment system.
Nordic Yards is hoping the
new modular design will cat-
apult it into the Arctic LNG
market since the design is
claimed more cost effective
to manufacture and operate
than Moss spherical, mem-
brane and prismatic-type sys-
tems currently on the market.
May 2010 SW&S I 43
 Meanwhile, as an alter-
native to the double-acting
ship (DAS) concept for
Arctic transport, Wiirtsilii
and AARC have evolved a
system combining the mer-
its of both DAS and pusher-
barges. The proposed Dou-
ble Acting Pusher Puller
Barge (DAPPB) promises
sound icebreaking proper-
ties at a lower investment
cost without undermining
open water performance .
In open waters the barge
is pushed by a dedicated
pusher tug but when the
combination approaches the
ice edge the pusher is
replaced by a specially
designed tug, or puller,
which tows the barge
through the ice. Such a con-
cept could be applied to a
range of Arctic tonnage
types, such as LNG carriers,
general cargo and container-
ships, but the most promis-
ing potential is likely to be oil
transportation.
Numerous references
have earned AARC its sta-
tus as the world's leading
designer of icebreakers, a
current portfolio including
ARC-series vessels for sup-
ply operations and ice man-
agement (DNV Ice-10 and
DNV Polar 15), ARC 106
multi-purpose icebreakers
44
An artist's impression of Europe's
Aurora Borealis, designed for
icebreaking, deep drilling and
multi-purpose research roles
year-round in the
central Arctic Ocean
and shallow draught ARC
104 PSV icebreaker tugs for
Caspian Offshore service (a
fleet of more than 30 is
anticipated).
A patented Aker Arctic
Hybrid DAS propulsion sys-
tem, based on a pair of fixed
pitch propeller Azipods
flanking a main fixed pitch
centre propeller, is designed
for high-powered drives.
Such a solution is proposed
for Russia's new 25MW
Polar icebreaker.
The world's most
advanced Polar research ves-
sel will also benefit from
AARC expertise, the compa-
ny having carried out all the
thickest ice model tests for
the Aurora Borealis project.
With an overall length of
almost 200m and a moulded
breadth of 49m, the 65 OOOt-
displacement multi-purpose
heavy icebreaker will be con-
structed in 2012-2014 to the
highest AICS ice class (Polar
Class 1) for ERICON, the
European Research Icebreak-
er Consortium comprising
15 partners from 10 regional
nations .
Reportedly unique will be
a deep drilling capability
enabling sampling of the
ocean floor in waters up to
5000m depth (with lOOOm
penetration) in the most
inhospitable regions.
Autonomous navigation in the
central Arctic Ocean with
2.5m of ice cover throughout
the year - rather than just the
summer months - will be
facilitated by the hull design
and three 6.5m-diameter fixed
pitch propellers, each driven
by a 27MW electric motor.
An outfit of six fully
retractable transverse thrusters
will contribute to dynamic
positioning performance.
The initial design con-
cept, general arrangement
planning and full tender
documentation was
assigned to Hamburg-based
Wiirtsilii Ship Design Ger-
many (formerly Schiffko)
by the Alfred Wegener Insti-
tute for Polar and Marine
Research.
Demand
Most of the significant
investment in newbuildings
with high ice class in recent
years reflects rising demand
for Arctic tanker tonnage,
driven by increasing oil and
gas exports from Russia and
other former Soviet Union
states.
This was indicative in
March, when MMC Norilsk
Nickel targeted the aforemen-
tioned Nordic Yards to build
an Arctic-class tanker, Arc7,
in a deal worth € 1QOM.
When delivered by the
end of September 2011, Arc7
will supply fuel and lubri-
cants to Dudinka and take
gas condensate from the
Pelyatkinsky gas field
(Taimyr) to continental
Europe . This will ensure
steady and reliable supplies
of hydrocarbons to the Noril-
sk Industrial Region and
other territories in Russia's
Far North.
Nordic Yards, which owns
shipyards in the city ofWies-
mar, built four diesel electric
vessels for Norilsk Nickel
between 2006 and 2009.
To ensure efficient use of
the vessel in the Northern
Sea Route, it will have a
length of l 69m, a beam of
23 . lm, and be powered by
 an Azipod propulsion system
to break 1.5m ice without
being escorted by icebreakers
(fully autonomous naviga-
tion). The vessel can also be
used for cargo handling in
arduous waters at sea and
river raids since a transverse
bow propeller has been fig-
ured into the design.
Dry cargoes
Commitments to ice-
breaking dry cargo projects
have also been made to
smooth the shipment of valu-
able minerals from Arctic
regions without icebreaker
assistance.
A fleet of five 14
500dwt/648TEU container
~ ships commissioned since
2006 by Norilsk Nickel is
deployed in transporting
nickel exports year-round
from Northern Siberia.
Contrasting with traditional
icebreaker practice, the hull
has a bulbous bow for effi-
cient open sea navigation
( 15.5kts service speed) and
a stern designed for ice-
breaking in conjunction with
a 13 OOOkW ABB Azipod
propulsor.
In ice-breaking mode the
AARC-designed ships sail
stern first, using much less
power than conventional ice-
breakers. The pod drive cre-
ates a favourable underset,
with its propeller mashing up
the broken ice.
A capability to break
solid 1.5m-thick ice at a
speed of almost four knots
was demonstrated on sea tri-
als by the double-acting ice-
breaking principle, as well as
the ability to penetrate with-
out charging rubble ice fields
with a ridge height of 3m
(indicating a depth of 30m)
at an average speed of two
knots.
An ice and cold regime
has a profound impact on
the design and operation of
ships in Arctic service, and
particularly challenges deck
systems. Operating in
severe conditions (down to
-50°C) was addressed by
An option for bringing Arctic gas south is gas
liquefaction and transfer in Arctic LNG carriers. Pictured is
a Hoegh LNG design
MacGregor, for example, in
designing the hatch covers
and associated hydraulic
system and in specifying
materials, including the
rubber packing.
Diesel engines will nor-
mally be able to operate
worldwide in unrestricted
service without any precau-
tions, and even when opera-
tion is required in extremely
hot or cold regions this can
be effected through a few
simple measures. When an
engine is operating under
Arctic conditions with
extremely low turbocharger
air intake temperatures the
density of the air will be too
high. As a result, the scav-
enge air pressure, compres-
sion pressure and maximum
firing pressure will be too
high.
In order to prevent exces-
sive pressures under such
ambient air conditions - and
if no engine design precau-
tions have been taken - the
turbocharger air inlet tem-
perature should be kept
somewhat higher than the
ambient air temperature (if
possible, by preheating). Fur-
thermore, MAN Diesel
advises, the scavenge air
coolant temperature should
be kept as low as possible
(reducing the scavenge air
pressure) and/or the engine
power in service should be
reduced.
Operating ships in ice
dictates stricter requirements
for crew training because of
the harsh environment but
also the advanced specifica-
tion of the tonnage involved
(double-acting ice breaking,
azimuthing propulsors, ice
management and station-
keeping) and the higher safe-
ty culture of the oil/gas
industry. Specialised opera-
SCF DATs begin
operation
T
he Admiralty ship-
yards-built 70 OOOdwt
Arctic shuttletanker
Mikhail Ulyanov started Sov-
comflot (SCF Group) opera-
tions in March transporting
petroleum products from the
Primorsk seaport to terminals
in Europe.
The second vessel in the
series of these double acting
tankers, Kirill Lavrov, which
Admiraly Shipyards launched
in December, will join her
later this year. Arctic shuttle
tankers similar to Kirill
Lavrov, and also owned by
SCF, which owns the world's
largest ice-class fleet, have
already been working for
another Russian project,
transporting oil from the
Varandey field.
The St Petersburg-based
shipbuilderder, meanwhile,
has orders for the next three
tions - such as evacuation
and offshore loading -
impose further challenges.
Training
Model testing, actively
used for operational plan-
ning, creates a good under-
standing of ice behaviour,
reports AARC, which has
trained crews to operate
ships it has designed.
Practical simulator train-
ing for Arctic operations,
however, calls for: tailor-
made simulation models;
accurate own-ships with cor-
rect control systems;
machinery behaviour inter-
action with ice loads; validat-
ed ship and icebreaking
behaviour; a dynamic ice
model; and ice load correct-
ness (warning signals).
Newly-developed mathemat-
ical models provide a good
basis for real-time ship
manoeuvring simulations. D
years within the framework of
the Russian shipbuilding pro-
gramme. These include an
Antarctic research vessel and
the Igor Belousov ship for res-
cuing submarines in distress.
The research vessel, to
replace the Academician
Fyodorov and give support
to the Russian Antarctic
expedition, is a Baltsud-
proyekt Design Bureau
design capable of carrying
eight laboratories for rapid
processing of information
about oceanic and atmos-
pheric conditions and results
of scientific experiments.
With a speed of 16kts in
open waters and 2kts
through the ice thicknesses of
1. lm will be capable of
autonomous voyages of 45
days on the range of 15
OOOnmiles. It will be
launched in 2011. D
May2010 SW&S B
 Golden years
KR chairman and chief executive officer Oh Kong-gyun tells
David Tinsley why he is pursuing a vigorous strategy of
business development and diversification

S ymbolising the classification society's rapid growth

since its foundat ion 50 years ago, Korean Register is
creating a new, 20-storey headquarters building in the
port city of Busan . At the formal ground-breaking ceremony in
March, Oh Kong-gyun gave the 300 assembled guests a flavour
KR's listing in the Institute
Classification Clause of the
Institute of London Underwrit-
ers in January 1990 was
another milestone, as was the
of the organisation 's strategy and spirit: 'Our classed fleet is society's recognition by the
almost 40Mgt and we have successfully expanded into other, EU in July 1996, and its provi-
related activities such as renewable energy and the survey of sion of chairmanship of the
naval vessels . We plan to continue with this expansion and our IACS for the first time in July
current headquarters building at Daejeon is simply not big 1998. The classed fleet
enough to accommodate us.' topped 20Mgt in December
While diversification into other sectors is regarded as a vital 2000 , and rose to 30Mgt
strand of policy, the calibre of the service offering to the society's seven years later. In July 2008,
traditional markets remains fundamental. 'The move to Busan, the IACS chairmanship came from
maritime hub of northeast Asia, will also take us closer to our core KR for the second time, while
Korean shipping and shipbuilding customers,' said Mr Oh. an acceleration in newbuild
Oh Kong-gyun took over as head of KR in February 2007 from deliveries brought the classed
his previous role as director general of lncheon Regional Mar- fleet to a new high of nearly
itime Affairs and Fisheries Office. He started his career with the 40Mt by the end of 2009.
Ministry of Maritime Affairs and Fisheries in 1979, and served in Under Mr Oh's stewardship • Mr Oh Kong-gyun
various senior positions over the ensuing 28 years. Three of of the society, a series of initia- chairman and CEO of the
those years, from 1995 to 1998, were spent as Korea's Repre- tives has resulted in substantial Korean Register
sentative at the IMO. A year after joining KR, he also became change and development in the
chairman of the IACS (International Association of Classification corporate structure, including orderbook, this share is likely
Societies) Council, for which he is presently vice chairman . Since expansion of the overseas net- to increase to 30% in 2012 and
November 2008, he has had the chair of the Korean Society of work, accompanied by the cre- to 34% in 2015.
Marine Engineering. ation of regional headquarters The importance attached
in Europe and China to to the enhancement of the
Growth enhance the efficient manage- society's international net-
We asked Mr Oh to highlight some of the key milestones in ment of local offices. work bears on all aspects of
KR's development since its foundation in June 1960. The gaining Strategic planning and business policy, and has
of associate membership of IACS in September 1975 was id en- research and development undoubtedly influenced its
tified as one such important event, as was the classed fleet capabilities have been strength- commercial success so far.
reaching 5Mgt in December 1980 and 10Mgt in December ened, and the diversification 'Extending our reach is a core
1987, and KR's subsequent attainment of full IACS membership process to which the chairman part of our strategy in order to
in May 1988. attaches such importance has provide tailored local service
seen the creation of a Naval to our growing number of
Business Center [sic] and an international customers,' Oh
KR-CLASSED VESSELS, by ship type(as of end 2009)
Energy & Environment Business Kong-gyun told SW&S. 'We
Vessel type Gross tonnage(gt) Share Center. Investment in education view our international network
Bulk carrier 15,527,814 39.7% and training functions has also as key to our future, and feed-
Tanker 8,667,806 22.2% been expressed in the forma- back from our customers has
Container ship 4,806,656 12.3% tion of a Human Resources shown that this strategy is
Ro-ro 3,883,932 9.9% Development Center. widely welcomed ,' he said .
Liquefied gas carrier 2,651,343 6.8% Attending the growth in the 'The opening of our Euro-
Cargo ship 1,548,400 4.0% classed fleet as a whole has pean headquarters (in Athens)
Passenger ship 370,672 0.9% been the extension into other signifies the importance of
Fishing vessel 158,880 0.4% shipowning markets. In 2009, the Greek market to KR and
Others 1,491,734 3.8% non-Korean owners accounted has allowed us to enhance the
for around 27% of KR-classed services we are able to pro-
TOTAL 39,107,237
vessels. On the strength of the vide . It has also given us a

46 SW&S May 2010

more unified and coordinated
approach to service delivery
throughout Europe, which has
been welcomed by our cus-
tomers,' explained Mr Oh . The
society plans to increase the
number of branch offices
around the world from 49 cur-
rently to 100 by 2020.
As to tendencies with
regard to client requirements,
the chairman reported that the
adoption of the IACS common
structural rules had led to the
society being increasingly
called upon to offer advice and
support in this field.
In June, KR plans to release
a new version of its SeaTrust-
CSR application software pack-
age, which is currently being
used by a large number of
yards and design houses. The
society's appreciation of the
increasing regulatory influ-
ences that are impacting on
• An increase in tonnage means more
shipping has also prompted a
software response, KR-CON,
designed to give customers a
better understanding of the
regulations in relation to their
specific activities.
Diversification
Returning to a key theme,
chairman Oh affirmed that
diversification into other sec-
tors held major significance
for KR. 'While traditional ship
classification services will
always be our core focus, we
believe that we need to diver-
sify to grow and develop. It
also allows us to apply our
extensive and transferable
skills and experience to other
industry sectors,' he said . The
main areas targeted include
the naval sector, new and
renewable energy forms , and
industrial plant inspection.
The entry by Korean ship-
surveys for KR's surveyors
yards into the wind power sec-
tor is expected to boost
demand for survey, certifica-
tion and consultation services.
Investment in areas to
drive future growth saw the
creation of the Energy and
Environmental Business Cen-
ter in 2008. Among the soci-
ety's current activities rooted
in environmental issues is its
drafting of rules for marine
hydrogen fuel cell systems.
Research is being shared with
universities, research insti-
tutes and shipyards, and the
society's aim is to become a
global certification body for
this new technology.
KR is also planning to
develop a comprehensive
educational programme for
fuel cell systems, and to con-
duct R&D into applications for
auxiliary and emergency ship-
board power duties as well as
for more complex power and
propulsion requirements.
In line with the diversifica-
tion strategy, KR now possess-
es the capability to carry out
design and evaluation services
in the wind energy sector, fol-
lowing its development and
publication of guidelines for
the construction and mainte-
nance of wind turbines. As
part of a joint research project
with the Korea Institute of
Materials Science, KR is work-
ing to establish a certification
scheme to test wind turbine
performance and investigate
the creation of a 5MW off-
shore wind turbine system .
Turnover
In 2009, the society's
turnover from areas other
than ships and shipbuilding
accounted for approximately
5% of total revenue. We antic-
ipate that this figure will grow
continually and, in 2015, we
expect around 35 % of our
income to come from the non-
ship classification sector,'
said Oh Kong-gyun. 'Our aim
is to have 40% of our turnover
generated from areas such as
new and renewable energy,
industry and plant inspection,
naval services and suchlike by
2020,' he added .
KR' s current research pro-
gramme covering core fields
of activity includes the devel-
opment of ship lifecycle man-
agement systems. The nas-
cent SeaTrust-SLM software
application aims to manage
the entire lifecycle of a ship
from conception to design and
build, and then throughout her
operating life until disposal.
Reflecting Korean pre-emi-
nence in containership con-
struction and design and pro-
duction technology, KR's latest
endeavours in this direction
have featured direct strength
assessment methodology in
application to container ships
in the 10 OOOTEU category.
Using the society's own
SeaTrust-ISTAS system, direct
structural assessment has
been carried out for such ves-
sels. The work has embraced
yielding and buckling evalua-
tions, spectral fatigue analysis,
hatch corner displacement,
and analysis of bow and stern
slamming and parametric roll.
In addition , and within
another research project
addressing goal based stan-
dards (GBS), the scantling
approval rule has been analysed
using new data obtained from
very large container vessels
already in operation .
Through its strong corpo-
rate vision and focused strate-
gic goals, KR looks set to con-
solidate its position further in
the international classification
stakes. D
May 2010 SW&S G
 C lassification is a complex and complicated business. A
number of different stakeholders, all with different
interests vie to meet different commercial objectives
whilst ensuring the requisite ship safety standards are met. But
could it be that without significant changes to the very core of its
being, Class will be unable to continue to function as the indus-
try's self-regulated setter of standards?
Certainly the shipping world has undergone significant
changes in recent times, and questions have been raised about
the conflicts of interest between the triumvirate of shipowners,
shipbuilders and rule-makers. And it is this that, perhaps more
than anything else, Class should look to address.

Still a
The technical director of one major operator of ice-class
tankers, for instance, believes that shipowners should be able to
expect full transparency from class and shipbuilders, despite
the fact that the classification society is usually, but not always,
contracted by the shipowner.
Speaking perhaps on behalf of shipowners everywhere, he
said: 'We are fully aware that the Class surveyor operates in the
yard day-in day-out ... but there needs to be a lot more input
from the shipowners .... There is a conflict of interests ... and it
is difficult for us to know what is being signed and what isn't
and what letters are being sent [between yard and Class].
'I would like to see more direct contact with Class at the
shipbuilding stage so we can talk to Class before we actually
sign contracts and go through the specification. We would have
a much better approach to the builders, so we can work much
better as a team. Then there will be more of a common under-
standing,' he furthered .
Going on to criticise the incompatibility of some legislation Class is looking at repositioning
with operational requirements, the shipowner emphasised how
extremely important it is that Class provides a forum in which
itself in order to survive
issues and problems can be discussed. 'Class and IACS have a
very important role to play in communicating with shipowners
and shipbuilders,' he said. may bring, class societies Whilst mergers may be
Amongst a raft of concerns, particularly relating to the must take a leadership role something for the future, the
experience of surveyors, Conditions: of Class was also scruti- in providing the solutions restructuring of existing func-
nised. Although acknowledging that, if used correctly, it is a for a greener, safer future tions within classification
very good tool for verifying the condition of a ship, the for the maritime industry.' operations is a more immedi-
shipowner thought the wording could be revised to remove any He went on: 'Obviously, ate possibility. Norway head-
ambiguities. the maritime industry has quartered Det Norske Veritas,
changed greatly over the for instance, has just complet-
Awareness years, and that is what makes ed a significant reshuffle. The
Japanese classification society ClassNK is acutely aware . it so difficult to predict the society has now dividied its
of the concerns about potential conflicts of interest, but sug- future of the industry now. organisation into four divi-
gests that it is in a better position to maintain impartiality as Forty years ago no one sions with a common unit for
is it is non-profit organisation whose activities are audited expected that ClassNK would global governance and devel-
constantly. grow to become the world's opment. The four divisions
' Of course, the classification industry has changed largest class society, and yet are Asia (divisional office in
immensely over the past few decades. Protecting the envi- we are now the only class Singapore), Europe and
ronment, for example, has become a central element of our society with more than North Africa (divisional office
work. However, one thing that has not changed is our dedi- 170Mcgt on our register. Nor in London), America and Sub
cation to protecting life and property at sea. That will not would anyone have predicted Sahara Africa (divisional
change no matter how many years may go by,' Junichiro the central role Asia now office in Houston) and finally
Iida, the general manager of ClassNK's Business Depart- plays in the shipping industry. Norway, Finland and Russia
ment, told SW&S. While it is possible that some (divisional office as well as
'Nevertheless, class will likely play an even greater role in class societies may merge, I corporate office at H0vik,
the maritime industry in the future . Even now, classification think it just as likely new class Norway).
societies are taking on ever greater responsibilities. Class not societies will grow and devel- The main intention
only has the research capabilities, but we have the ability to op in the future, much as the behind these changes is to
bridge the gap and link every sector of the industry. Whether Asian class societies have create four geographical divi-
it be environmental issues, or other challenges the futur e grown over the past 40 years.' sions, each responsible for all

48 SW&S May 20 10

maritime and energy opera-
tions in that region. It also
ensures that more senior
executives are able to work
more closely with customers,
providing for greater focus
on technology, sustainability
and innovation, said DNV.
Safety
Lloyd's Register, another
non-profit organisation con-
cerned with the suggestion
that Class has its interests
vested with the shipbuilder,
admits that keeping all the
different stakeholders happy
- the builders, operators
and regulators - all the time
is an impossible goal. But
safety is not.
'We have, and will contin-
ue to hold, the challenge of
finding the right levels of
safety, to ensure shipping is
best equipped to serve world
trade: high performance can-
not be separated from safe
performance,' claimed a
spokesman for LR.
'I see the future of class
- certainly for Lloyd's Reg-
ister - in continuing to do
what we have always done
but to do it better. Addition-
ally, we also need to comple-
ment the unique role of Class
in helping ensure safety at
sea, by increasing our skills in
new areas where we can help
improve safety and the sus-
tainability of the industry.
Growing our 'human ele-
ment' capabilities and contin-
uing to lead in supporting
the development of new
technologies are priorities.'
Improvements
Continual improvements
to the rules are seen as vital
to the successful continu-
ance of Class, and here LR
believes the future will see
the introduction of new
approaches such as Goal
Based Standards. But the
most significant improve-
ments in safety and per-
formance will come about
by 'managing people better
and in leveraging the oppor-
tunities in adopting new
technologies'.
That disingenuous dis-
claimer 'the human factor', a
euphemism for under
resourced, under trained,
fatigued crews if ever there
was one, is commonly cited
as the primary source of
marine risk, with approxi-
mately 70 - 80% of incidents
being attributed to human
error at some stage in a casu-
alty or accident.
However, the extent of
causation attributed to this,
according to LR, depends on
how wide a view is taken of
the management chain and
the ship design process. It is
also important to remember
that increased safety per-
formance is not the only out-
come of addressing human
factors; improved human
behaviours improve the effi-
ciency and effectiveness of
any organisation.
At the design and new
build stage, optimising the
usability of the human-
machine interface can short-
en commissioning periods,
reduce training costs and
improve the reliability of
task performance, says LR.
Good design, too, is also
seen as a major factor in
improving health and safety
and avoiding injury to per-
sonnel. Designs that consid-
er access to machinery for
ease of maintenance
improves system reliability
while in operation.
Environment
Managing emissions to
air and considering a future
beyond crude oil based prod-
ucts as fuel for ships, and
other environmental consid-
erations, are the key issues
framing the future outlook of
our industry. Technological
change and opportunity
needs to be understood. And
Class will play a key role in
helping the industry under-
stand and verify safety, envi-
ronmental and technical per-
formance of fuels, hull forms,
propulsion systems and any-
thing else that's new.
LR's strategic research
group plays a key role in
looking ahead and it has a
large number of projects
underway. Its Global Tech-
nology Leaders play an
important part in the practi-
cal application of new tech-
nologies in design, build and
operation of marine assets.
The opportunities pre-
sented by nuclear fuel are a
good example of the way in
which the classification socie-
ty will work in future: provid-
ing immediate practical sup-
port through nuclear rules
but also assessing new
nuclear technologies coming
over the horizon. D
May 2010 SW&S I 49
 The development
Italian classification
society RINA's rules Leading
for a new breed of
vessel
the wa
W hen an industry breaks new frontiers then class has
a special responsibility. It has to help designers and
operators to achieve the results they want, but it
also has to ensure they do that safely.
'We have to balance innovation against safety, new technol-
ogy against experience, and we have to find that balance with-
out any clear proven criteria to guide us,' explains Paolo Salza,
head of RINA's Technical Department. 'We are proud to be
involved with four major offshore LNG projects, including the
world's first gravity-based offshore structure and the world's
first offshore floating FSRU, and we have fo und the experience
challenging and valuable . It is quite likely that we will also class
the world's second offshore FSRU, which may be either the (:J
z
Triton or the API Falconara project. So we are constantly -'

updating and codifying our experience.'

RINA has recently published a new set of rules covering
@
offshore units including FPSOs, FSRUs and MODUs. The new
rules are based on experience in helping develop the world's LNG importing terminals sons for those that will follow.
first offshore LNG terminals, both fixed and floating. The around the Italian coasts and The Adriatic terminal is a
Rules for the Classification of Floating Offshore Units at Fixed you can see a world-leading fixed installation on an artifi-
Locations and Mobile Offshore Drilling Units came into force LNG cluster, with RINA cial island and so is legally
on March 15, 2010 and are supported by a G uide for Risk playing a pivotal role. not a floating object. Howev-
Analyses and a Guide for Technology Qualification Processes. er all the limitations of a typi-
Challenge cal offshore project applied,
Risk 'One challenge for class with limited room and all the
'The key factors in these new rules are a thorough revision of in these cases is to get its construction and commis-
our existing rules based on our unique experience with offshore own internal organisation sioning happening out at sea.
LNG, and the introduction of an over-arching safety philosophy right,' says Salsa. 'RINA Neither the onshore rules nor
approach, the compliance with which operators and designers developed multidisciplinary maritime rules fit everything
have to demonstrate through the use of risk analysis,' explains teams which were able to and the onshore rules needed
Salza. 'While existing rules cope well with the current series of build synergies between our to be interpreted or marine
projects, which essentially marry together existing technologies, marine and industrial divi- rules integrated to get the job
we need a new framework which will allow for the advance tech- sions, and draw on the done. The OLT FSRU is a
nologies which will be deployed in future projects.' expertise of both. Offshore ship and it will be mainly
To help operators, designers and builders use the new risk LNG terminals, whether subject to marine rules but
analysis approach, RINA has published appropriate risk analysis fixed or floating, cross legal some onshore laws and
guidelines which describe the most typical approaches and tech- and technical boundaries for authorisation process have
niques used in the offshore field. 'The use of new and advanced both fixed installations and been applied, including envi-
technologies, for example in the regasification process, often for the floating components. ronmental impact assess-
requires these technologies to be certified on the basis of ad-hoc These projects combine ment. All FSRUs will operate
qualification procedures, because a well established set of safety some proven technologies in in a new space, somewhere
criteria are not available,' explains Salza. 'We have codified this new ways, and also break between the marine and
practice into our Guide for Technology Qualification Process to new ground technically and onshore worlds. Transfer and
help new projects to use advanced technology in a safe way, and regulatory. We have an inti- storage of LNG is a typical
to speed approval and certification of designs.' mate knowledge of Italian marine operation covered by
Italy is home to the world's first permanent offshore termi- legal requirements, we have IMO regulations. For
nal for importing and regasifying LNG, the 8 bcm per annum the maritime and structural processes where local and
Adriatic LNG, which is already up and running. Work is well expertise, and we have the international regulations do
in hand on the world's first offshore FLNG terminal, the capability to conduct not cover the appropriate
3.75bcmpa OLT Offshore Livorno project. And the investment advanced studies. We had to area, RINA has developed
decision on what may be the world's second offshore LNG ter- bring all the aspects to bear and issued its own class rules
minal, either the Triton project or API's Falconara project, is on these complex projects.' which enable the operator to
expected this summer. Add to those two live projects for float- The leading offshore choose the safest technical
ing offshore LNG terminals and three more onshore marine LNG projects uncover les- solution. a
50 SW&S May 2010
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 A n important new phase in the evolution of the south-
ern Scandinavian ferry network is set to take place
next year when the largest-ever Austal-built catamaran
is phased into service between the Danish island of Bornholm
and the Swedish mainland.
rev/min. The maximum con-
tinuous rating will be
9100kW at 1000 rev/min.
Virtu Ferries of Malta
also made a fresh commit-
Bornholmstrafikken is well acquainted with Austal technol- ment to Austal technology
ogy, having been operating the 86m ro-ro equipped catamaran during the recent period of
Villum Clausen on the Ronne/Ystad route since 2000. global economic downturn,
The incoming 113m newbuild, designed to carry 1400 pas- and with a relatively prompt
sengers and 357 cars, will be among the world's 10 highest delivery offering, such that
capacity fast ferries, and her payload capacity will surpass that the company is set to receive
of Austal's landmark, 127m trimaran-class Benchzj'igua Express. a 107m catamaran newbuild
The Danish vessel will also be one of the world's most power- in August this year. The Jean
ful, diesel-driven catamaran ferries, designed for a maximum de Lavalette will replace an
speed of 40kts and complying with the most exacting, wide- earlier Austal-built vessel, the
ranging environmental standards . 68m Maria Dolores, on the
At a time when much of the merchant shipping industry is Malta/Sicily route. Designed
looking to achieve savings through speed reductions or slow to convey 800 passengers
steaming, and with moderate design speeds being advocated and 230 cars at a speed of
for the long-term, not purely as a short-term expedient, the approximately 39kts, the new
Bornholmstrafikken project is a reminder of the fact that ferry Auto Express 107-type vessel
operators face different conditions and expectations from those will rank among the largest -~""
confronting other shipowners. aluminium catamarans in the l ¥ i; !
' "''
J,,
European market.
t
Speed In a bold move, Austal ft !·
Speed remains a crucial factor in the competitive equation Ships initiated construction 1d
for the ferry business. Freight routing choice in intra-regional of a 102m derivative of the
transport, plus competition from air travel, pose extra chal- 127m trimaran Benchzj'igua
lenges for the ferry specialists, over and above rivalry within Express to its own account,
the sector itself. In most cases, reduced speeds cannot be coun- and now available for sale,
tenanced on main routes sustained by conventional, full dis- awaiting only final customi-
placement ferries. Furthermore, investing in higher speeds of sation to a buyer's require-
the order ensured by today's generation of lightweight ferries ments. The vessel provides
continues to be a requirement of certain spheres of the traffic, for up to 1165 passengers,
and can be shown to have a traffic-generating influence. plus capacity for 254 cars
The project has added significance for having been sealed and a maximum speed in
during a period of acute global economic anxiety, in the early excess of 40kts, using three
stages of 2009 . It also underlined the continuing opportunities MTU 20V 8000-series
arising from niche sectors, and the ability of pragmatic busi- engines rated at 9100kW
ness people and circumspect designers to come up with attrac- apiece.
tive solutions, notwithstanding the overall market effects of
worldwide financial turmoil, economic downturn and fuel price Trimaran
volatility. The latter, of course, can be especially deleterious to Austal's patented tri- Austal's 102m trimaran
high-speed ferry services, and remains in prospect notwith- maran technology provides a on sea trials, and now
standing the recent lifting of the economic gloom. more economically- available for purchase and
The 113m newbuild was booked by Nordic Ferry Services, favourable combination of customisation
the joint venture between Bornholmstrafikken and the Clipper power usage, fuel consump-
Group. At the time, Austal's managing director Bob Browning tion and speed in comparison passengers. Through experi-
said that 'in the current economic environment, satisfying the with other fast ferries. Due to ence with the landmark
customer's specific vessel requirements has been a key contrib- the proven ability of the tri- Benchijigua Express in the
utor to closing mutually beneficial transactions, and we believe maran form to maintain high- Canary Islands since 2005, it
this approach is critical to the ongoing success of both our er speeds in waves, and oper- is claimed that this aspect of
company and our clients'. ate in higher wave heights, it the design type has signifi-
is less subject to weather- cantly reduced the incidence
Turbocharged induced cancellations and of passenger seasickness.
Although Austal is a prolific user of MTU engines, MAN delays. The design blends the Meanwhile, Australian
plant has been nominated for the Danish ship, by way of four softer roll of monohull lightweight vessel technology
20-cylinder engines of the 28/33D series . These will be among designs with the low resist- has realised a further
the first to incorporate the new TCA33 generation of MAN ance, stability and carrying improvement in the cross-
turbochargers. Due to a higher pressure rate, values of up to capacity of catamarans. A Channel ferry network by way
500kW per cylinder will be conferred, so that the engines will lower roll speed means lower of the introduction of an Incat
each offer limited periods of overload at 10 OOOkW at 1032 accelerations experienced by 112m wavepiecer to LD

52 SW&S May 20 10
 __,

• =

The largest catamaran ordered to date from the Austal lncat 112m wavepiercing catamaran Norman Arrow,
stable in Western Australia: the 113m newbuild destined providing cross-Channel service under bareboat
for the traffic between Bornholm and Sweden charter to LD Lin

May 2010 SW&S I 53

 Lines' Portsmouth/Le Havre
service. The French operator
had initially assigned the Nor-
man Arrow to the Strait of
Dover short-sea corridor,
where the design's versatile
load carrying capability was
brought to bear on the
Dover/Boulogne service in
June 2009 . At the time, she
was the largest high-speed
ferry to have been introduced
to the cross-Channel traffic
between England and France.
Having now been trans-
ferred down-Channel, Nor-
man Arrow will operate a six-
month seasonal schedule from
Easter to September on the
Portsmouth/Le Havre con-
nection. By this means, cross-
ing times have been cut to
three hours 15 minutes com-
pared to conventional ferry
transit times of five hours 30
minutes on day sailings.
The vessel can accommo-
date 1200 passengers and
crew, and has added signifi-
cance for her capacity to load
567 lane-metres of goods a deadweight of 500t, the other means, an operator can sions of the C280 type, for an
vehicles plus 195 cars on a 85m breed has been con- customise the design to the equivalent plant power con-
separate car deck, with a ceived with improved fuel specific needs of a service centration.
service speed of some 39kts efficiency and overall econo- route and customer base.
attainable on a draught of my at centre stage. The latest addition to FlyingCat
3.93m. The arrangements The lead vessel is in the Incat's portfolio provides for Another name synony-
allow for up to 28 trucks to very preliminary stages of the about 600 passengers, with mous with high-speed ferries,
be carried on each sailing. build programme, with no facilities concentrated on Tier Fjellstrand, has successfully
contract having been signed 2 deck and including three developed new outlets for
Evolution as yet, characterising Incat's lounges. The vehicle deck both its aluminium fabrica-
Relative to earlier-genera- approach and underscoring below offers 545m-lane for tion know-how and spe-
tion high-speed ferries used belief in its own market passengers' cars, correspon- cialised shipbuilding capabili-
on the Channel, the Evolu- investigations and product ding to 121 units, and alter- ties over recent years, and
tion 112-class cat is also development. Completion natively provides 330m-lane has now refreshed its fast
claimed to offer improved date is therefore dependent for trucks at 4.6m clear catamaran ferry offering. In
seakeeping qualities and pas- on a prospective owner's height, plus 300m' at a mini- cooperation with another
senger comfort, vital opera- final specifications. mum 4.0m headroom. Norwegian company, Harei-
tional and commercial attrib- Whether using port infra- Incat had a long relation- de Designmill, Fjellstrand has
utes for year-round duties, as structure for stern loading, or ship with the Ruston stable in unveiled a series of cats in
well as enabling a meaningful opting for a bow ramp or the UK, and that legacy is the 28m-50m range.
volume of freight to be trans- stern quarter ramp, the 85m reflected in the nomination of The sleek lines of the
ported at speeds well in ship has been configured to MAN 28/33D main machin- proven, 40m FlyingCat type
excess of the area's conven- ensure rapid handling of a ery, developed in Germany have been incorporated in the
tional ro-pax ships. full complement of trucks, from the original RK.280 new family, in which closer
Complementing its drive cars and passengers, accom- design. Four 12-cylinder vee- attention has been paid to
towards higher unit capaci- plishing fast turnrounds. An form models would provide a space utilisation and applica-
ties through wavepiercing optional mezzanine deck can total propulsive power of 21 tion flexibility. Pivotal to the
catamarans of 112m and be fitted to increase car 600kW in the 85m catama- design concept has been the
130m, Incat recently unveiled capacity if required, while the ran. Alternatively, customers ability to meet individual
a new design of wavepiercer design also lends itself to the can choose to have the ship requirements as regards pay-
with a broad market reach at installation of the proprietary, equipped with Caterpillar load and quay facilities, in
85m length overall. While rectractable T-foil system to medium-speed engines, in the combination with high speed
able to make at least 36kts on reduce motions. By these and shape of four 16-cylinder ver- performance and efficiency. [J

54 SW&S May 20 I 0
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D espite delivering the last vessel in its current order-

book in January, the diversity of Lloyd Werft's activi-
ties will ensure the German shipyard remains active in
a market conspicuous by the absence of orders, a tincture of
uncertainty and ship cancellations. Lloyd
Like a number of shipyards that have had to diversify in order

(1~
to survive the downturn, the shipbuilder expects its established
repair and conversion business streams and the flexibility of its
workforce will provide a steady flow of work until newbuild
orders start trickling down the river Weser to the Bremerhaven-
based yard.
Shipyard boss Werner Luken believes the conversion and
repair business for Lloyd Werft has 'quite a bright future.
Because of the [sheer number of] vessels that have been built
over the last few years, together with stagnant drydock capacity,
we will face a boom in repair in the very near future .'
To meet this anticipated demand, Lloyd Werft plans to invest
in a new post-panamax sized drydock, although this has been on
the agenda for a couple of years now but due to the financial sit-
uation has not been able to get off the drawing board.
Assuming Lloyd Werft secures the finance this year, then the
additional capacity could be operational in two to three years
time, when a significant number of new vessels will be nearing
their first class survey - though this is dependent on whether
class implements proposals to extend drydock schedules to
seven-and-a-half years (see April 2010 edition, page 12).
Werner Luken, however, can't see extended drydocking
times having much of a negative impact on the shiprepair busi-
ness. 'The proposals will relieve some of the pressure on
shipowners to find a drydock,' he says, 'but repair yards will not
be greatly affected; after seven-and-a-half years the amount of
maintenance and repair work a vessel will need will be much
more than after five years.'
Until the plan to increase dock capacity gets the financial green
light, Lloyd Werft's newbuild, repair and conversion capacity will
continue to be served by two graving docks, the largest of which is
Dock II which has dimensions capable of accommodating vessels
up to 335m in length and a 35m beam with draught restriction of
11.5m. A smaller 222m long dock has capacity for vessels up to 30
OOOgrt, whilst the yards floating dock capacity comprises two units,
one 286m long and 38m wide for vessels up to 110 OOOgrt, the
other with a 15 OOOgrt limit. All docks are served by a total of four
gantry and three mobile harbour cranes, although investment in
another crane is under consideration.

Investments
With a heavy focus on environmental and energy-efficiency,
Lloyd Werft has already invested in new grit blasting techniques
and hopes to further optimise the hull coating process by
encouraging manufacturers to develop a more efficient paint
spray system. Current systems on the market tend to waste a
significant amount of paint and Lloyd Werft is working with a
number of coatings suppliers to enhance the productivity of
these systems.
However, it is the investment that the shipbuilder and repairer
is making in to energy efficiency that other yards should look to
emulate. Whilst the yard strives to constantly upgrade and mod-
ernise equipment with less power hungry systems, Werner Luken
has implemented an extensive energy-saving programme intended
to reduced the yard's annual €4M electricity bill considerably.
By the end of this year, an array of systems and management
pro cesses will be in place to reduce the yard's power require-

56 s1n:~s .\ lay 20 10
ments. It is thought that sim-
ply by changing the way in
which steam, water and com-
pressed air is used, power
consumption can be reduced
by 30%. Amongst a number of
initiatives, all buildings and
workshops will be reinsulated
with more energy-efficient
products, compressed air sys-
tems will be decentralised for
ease of maintenance and con-
trol, and lighting systems will
be adapted to illuminate only
certain key parts of the
shipyard rather than the
whole facility, as is currently
the case.
Later this month, the pas-
senger ships Astor and
Alexander van Humboldt will
leave the facility following
extensive refit work. Work to
the 1987-built Astor, for
instance, included the com-
plete refurbishment of 247
standard cabins; the installa-
tion of new and the refurbish-
ment of existing suites, which
included French balconies;
the redesign of bars, restau-
rants and spa areas. Struc-
tural and machinery works
included the application of a
fuel-saving silicon hull coat-
ing and the replacement of
May 2010 SW&S ~
 the main engine camshaft, in
addition to general repairs
and maintenance works.
Work to the V Ships-man-
aged 1990-built cruiseliner
Alexander van Humboldt was
more extensive in scope, tak-
ing almost two months to
complete . Lloyd Werft
cropped out, fabricated and
installed a new bulbous bow
and new bulwarks and sup-
plied and fitted three new
watertight shell doors. Major
tank repairs, including blast-
ing and painting, were car-
ried out along with the over-
haul of main engines and a
bow thruster as well as other
machinery.
Whist Lloyd Werft's repair
business will inevitably flour-
ish over the coming months,
with a number of regular cus-
tomers scheduled to use the
dock this year, newbuild activ-
ity is scarce, as it is for most
of Germany's shipbuilders.
Indeed, only those shipyards
that concentrate on building
specialist ships will have a
chance of survival; German
shipyards will not be building
any containerships for a
while, Luken told SW&S.
Competiton
Speaking earlier this
year, in his role as chairman
of the German Shipbuilding
and Ocean Industries Associ-
ation (Verband fur Schiffbau
und Meerestechnik; VSM) ,
Luken reiterated his general
view that in the face of mas-
sive Asian competition, its
strategy to expand shipbuild-
ing capacity and enormous
• Combi Dock IV was delivered in January, the final vessel in
a series of four Lloyd Werft has built for K/S Combi Lift
58 SIV&S 1\lay 2010
government support, ship-
building in Germany could
only look for a future 'in
niche segments.'
Innovative, technology-
intensive, environmentally
sound, fuel efficient and low-
maintenance construction
must offset the higher new-
building cost within just a few
years. Luken views the build-
ing of specialised transport
vessels for the offshore indus-
try, as well as vessels for the
navy and for public agencies,
and mega yachts such as the
116m mega-yacht Luna Lloyd
Werft delivered earlier this
year, as the areas of opportu-
nity for German shipbuilding.
Luken noted that this seg-
ment would be narrower than
the field for shipbuilding in
Germany until now: 'We will
undergo further contraction in
our industry this year and
must take care not to lose
even more of our capabilities,'
Lloyd Werft
because the German maritime
facilities & capacities
industry as a whole still has 'a
certain system-wide rele- Graving Dock I
vance' for the nation, allowing Length: 222m
Germany to remain an export Entrance width: 26m
leader. But this also means Entrance width above: 32m
'that banks must enable ship- Water depth : 10.Sm
ping companies and shipyards Max. vessel size: 30 OOOgrt
to finance shipbuilding in Ger- Crane units: 1x 30t
many,' he warned.
The fact that China and Graving Dock II
South Korea are about to take Length: 335m
over its leading role in ship Entrance width below: 35m
financing 'cannot be a wel- Entrance width above 40m
come development,' said Water depth: 11.Sm
Luken, demanding that 'po liti- Max. size of vessel: 90 OOOgrt
cal leadership and the banks Crane units: 1x50t; 1x 30t
counteract this at all costs.'
The last newbuild vessel Floating Dock Ill
in Lloyd Werft's orderbook to Length 286m
leave the Bremehaven yard Entrance width : 38m
was the 17 341gt heavy lift Entrance width above: 38m
dock ship Cambi Dock IV, in Water depth: 6.5m
January, the final vesse l in a Hub capacity: 35 OOOt
series of four Lloyd Werft has Max. vessel size: 110 OOOgrt
delivered to the K/S Combi Crane units: 2x 15t; 1x 5t
Lift account, a joint venture
Floating Dock 'Rickmers Lloyd'
between J. Poulsen Shipping
and Harren & Partner. Length: 147m
The specialist vessel's Entrance width: 21m
trump card - and, indeed, Entrance width above: 21m
the shipyard's - is versatility; Water depth : 6.5m
the 162 .3m long vessel, like Hub capacity: 7200t
her three sisters, can accom- Max. vessel size: 15 OOOgrt
modate complete ships up to Crane units: 1x10t; lx 5t
a draught of 4.5m and a
length of 130m on the flush construction was underway
deck in lowered position, but to make it an offshore spe-
also extremely heavy cargo . cialist fitted with a helicopter
Two high-performance Lieb- platform and a moonpool for
herr cranes are capable of diving missions.
lifting up to 700t when used 'A newbuilding shipyard
in a tandem operation. In cou ld not have accomplished
addition, a third cargo crane this in the time available,' he
can lift another 200t. The emphasised, pointing out that
stern ramp is also built for 'we believe that by doing so,
extremely high loads, capa- we have offered a decisive
ble of withstanding weights demonstration of our ability
of up to 700t. This also cre- to build specialised vessels
ated a requirement for the that is very much the envy of
semi-submersible cargo other shipyards in Germany
deck to withstand a load of and beyond.'
16t/m'. Understating that condi-
During the vessel's nam- tions in the shipbuilding and
ing ceremony, Luken, who is shipping industries 'are any-
to step down as chairman and thing but good', he said that
retire later this year, recalled the vessels have enabled us
the special challenge of turn- further to expand our success-
ing the design concept for ful niche market strategy built
Cambi Dock II, the second around ship repair, ship con-
vessel in the series, almost versions and ship completions
'entirely inside out' while the for special ised vessels.' D

under full starboard helm. In
30 seconds she managed to
turn two points to port
before swinging her bow to
starboard. Hard starboard
was the first order given but
this was immediately fol-
lowed by 'hard to port'.
Did everyone feel the
Titanic was on fire when she left Southampton ship judder on impact?
There was a fire in the coal bunker between No 5 and No The extreme slant of her
6 boiler rooms, which may have been burning for 11 days. bow combined with the long
After attempts by the crew to rake out the burning coal, the distance over which the hull
fire was extinguished by the 13th April, three days into her sustained damage made the
maiden voyage. shock of impact go unnoticed
in all but some of the for-
Did the Titanic collide with another vessel? ward compartments. Leading
No, but she nearly collided with the St Paul on leaving Fireman Barratt compared
Southampton. Titanic's Second Officer, Charles Herbert Lig- the collision to a 'big gun
toller recalled in his 1935 memoirs: 'The St Paul broke adrift going off whilst some pas-
altogether, and the Oceanic was dragged off until a sixty foot sengers slept through the
gangway dropped from the wharf into the water. It looked as if impact.
nothing could save the St Paul crashing in to Titanic's stern.
Only Captain Smith's experience and resource saved her. ' The iceberg ripped a
single 3000ft long gash
Was Titanic going at maximum speed when the into the side?
iceberg was sighted? Contrary to popular
Although the ship's telegraph was set to 'full speed ahead' myth, the iceberg punctured
at the time, and the ship was going faster than at any other the hull intermittently, in five
time during the voyage, she was in fact averaging 22.5kts. Dur- areas, breaching six water-
ing trials on 3rd April, the vessel achieved a speed of 23.15kts tight compartments. The
but it is thought 24kts could have been easily attain:?. total area of the damaged
hull equalled about 12ft' . The
Were Titanic 's engines put in reverse just before damage occurred along the
the collision? seams of the steel plates
Only one crew member gave evidence suggesting such, resulting in the failure of the
although he did not arrive on the bridge until immediately after rivets holding them together.
the collision. It is most likely the order was given to 'stop',
since Leading Fireman Fred Barratt testified that 'the bell rang Would longitudinal
and red light showed. We sang out "shut the doors" (indicating watertight bulkheads
the ash doors to the furnaces).' However, the 'stop' telegraph have saved the ship?
was not received in time to fully act upon it. Though theoretically pos-
sible, it is unlikely as having
Could the collision have been averted at a slower speed? them would have resulted in
Possibly. If the vessel had been operating at a slower speed, a severe list to starboard. It
lookouts would have had more time to react to their sighting of has been calculated that if
the iceberg and been able to give a warning at a greater dis- Cunard's Mauretania (which
tance from it. Moreover, if she had been travelling at half speed had longitudinal watertight
the force of the impact would have been significantly less and bulkheads) sustained the
Titanic would have managed to stay afloat. same damage a 22deg list
would have ensued, render-
Was Titanic's rudder too small for her size? ing 50% of her lifeboats use-
No. Titanic turned well and her stern cleared the iceberg less and making flooding
under port helm when she had - only moments before - been much worse.
~
0
~
·~
~
Should Capt Smith
have rammed the
iceberg head on?
A resounding yes! When
asked if the ship would
have been saved if she had
been driven on to the ice-
berg stem, the Titanic's
designer, Edward Wilding,
explained at the inquiry: 'I
am quite sure she would.
[It] would have killed every
fireman down in the fire-
men's quarters, but she
would have come in.' Wild-
ing added that the 'momen-
tum of the ship would have
crushed in the bows for 80
or 100 feet.'
Did Titanic 's distress
signal give the wrong
position?
James Moore, Captain of
Mount Temple, which rushed
to Titanic's aid, testified that
he had received two differ-
ent positions from Titanic.
The first position he
received was: 41° 46'N, 50°
24' W. This was the correct-
ed to 41° 44'N, 50° 14' W.
Neither position was correct.
In 1985 when the wreck was
discovered, its position was
41° 43' N, 49° 56' W, thir-
teen miles east of the final
distress position.
Was Titanic the first
ship to use the SOS
distress signal?
No. SOS was first used
on the 10th June 1909 by
the Cunard liner SS Slavo-
nia, when she was wrecked
off the Azores. Cl
101 Things You Thought You
Knew About The Titanic ... But
Didn't! By Tim Maltin and
Eloise Aston is published by
Beautiful Books Limited. It can
be purchased for £ 12. 99 from
www.beautiful-books.co.uk
May 2010 SW&S I 61
 Beltship renews COMPAC commitment
ntil recently considered
U ' normal', leakages into
the sea from oil lubricated
stern tubes could now fall into
a grey area, adding an imper-
ative to the growing prefer-
ence for non-polluting seawa-
ter lubricated, non-metallic
stern tube bearings.
Some of the best known
names in shipping, among
them BP Tankers, Carnival
Corporation and Scanscot
Shipping, have switched to
seawater lubricating stern
tube bearings.
In fact, though, uptake has
gone far beyond shipping's
highest profile brands . Key
supplier Thordon Bearings
said that deliveries of its COM-
PAC seawater lubricated stern
tube bearing systems had
passed the 600 ship mark.
Among those convinced
of the system's merits is
United States Gypsum Corpo-
ration (USG), which recently
specified the Thordon COM-
PAC seawater lubricated
sterntube bearing system for
the 47 761 dwt self unloading
newbuild bulk carrier Gypsum
Integrity.
Delivered in 2009 by
Estaleiro llHA SA in Brazil, the
ship is now plying the gypsum
trade from the east coast of
the US East Coast and Cana-
da, and taking backhauls of
coal from Columbia to the US
Eastern seaboard.
Operated by Beltship
Management Limited (BML),
of Monaco, this new vessel is
a sister ship to Gypsum Cen-
tennial, launched in 2001,
which was specifically
designed to operate in envi-
ronmentally sensitive waters.
Gypsum Centennial also fea-
tures the COMPAC system.
John McMillan, technical
director, BML, said that the
initial selection of the COM-
PAC solution had been part of
a rigorous review regarding
the overall safety and environ-
62 SW&S May 2010
mental impact of
ships operated on
behalf of USG.
'Operating along
the Eastern Seaboard
and on to Canada,
Gypsum Centennial
crosses some envi-
ronmentally sensitive
areas, and it was
therefore critical to a
high profile company like USG
that their ships were environ-
mentally friendly,' said Mr
McMillan .
Ten years before protected
fuel tanks became mandatory,
Gypsum Centennial already
featured double hulls aft of the
fuel tanks. Exemplary of other
new design features was the
ship's dust suppression sys-
tem, which cuts dust by
around 90%. Again, to cut
noise pollution , the hydraulics
room was situated in the cen-
tre of the ship, with fuel tanks
either side, and a 10m void
space above . This ship was
also the first ship to feature
Wartsila's low emission RT-
Flex , electronically controlled,
common rail, main engine
McMillan said that the
inclusion of the COMPAC sea-
water lubricated stern tube
bearings fitted completely with
the ship's overall design ethos.
'Seawater lubricated stern
tube bearings were not new,
but they were new to us. Our
design consultant, C R Cush-
ing had some experience of
their operation, however, and
brought the system to our
attention. We considered the
possibility of removing any
chance of oil leakage from the
stern of the vessel to be a
huge advantage.
'Operating along
the Eastern Seaboard
means a ship has to
cross several fishing
areas and, as a com-
pany with over 40
years experience in
this trade, it has not
• Gypsum Integrity - fitted
with the COMPAC seawater
lubricated sterntube
bearing system
been unusual for nylon cords
to get wrapped around the
propeller shaft, which can
damage the seal. If an oil
lubricated system is in place,
the result can be oil leakage.'
Since the delivery of Gyp-
sum Centennial, there have
been two key developments in
the Thordon stern tube offer-
ing that McMillan said made it
even more attractive. First,
the company concluded that a
steady supply of relatively
abrasive free water to lubri-
cate the bearing will ensure
long, predictable, bearing
wear life. With this factor in
mind, Thordon superseded its
engine room-based seawater
circulating system with a self-
contained water conditioning
and monitoring package to
ensure that an adequate sup-
ply of clean water is delive red
to both the forward seal and
the COMPAC bearings. It is
this system that is installed
onboard Gypsum Integrity.
'While we have not experi-
• COMPAC system under
inspection.
enced any detrimen-
tal effect on the bear-
ings as a result of the
seawater circulating
system, it makes
sense wherever pos-
sible for water to be
purified and the flow
controlled, in order to
reduce any risk,'
McMillan said .
'The quality of the seawa-
ter supplied to the bearings
is critical in ensuring long
predictable wear life,'
explained Craig Carter, mar-
keting director, Thordon
Bearings. 'To ensure that
abrasives are removed from
the seawater supply, a Thor-
don Water Quality Package
uses centrifugal forces to
remove particulate from the
water stream, then collects it
and discharges it through a
blow down line.' The new
approach features its own
pumps, separators and flow
monitoring equipment.
Also coming after the
delivery of Gypsum Centenni-
al was Thordon's develop-
ment of 'Thor-Coat' a protec-
tive coating specifically for-
mulated to work in combina-
tion with Thordon stern tube
bearings, the success of
which was exemplified when
the Gypsum Centennial expe-
rienced a tailshaft defect,
identified during her first five
year survey. Minor corrosion
was discovered in the shaft
between the fore and aft
bearings following the break-
down of its epoxy resin coat-
ing (a non-Thordon product).
This was removed entire-
ly, as was the corrosion, and
in place of the old
coating, Thor-Coat
was supplied and
applied. No corro-
sion has subse-
quently been wit-
nessed, while the
Thor-Coat applied
remains intact. D
Wartsila and ABB JV augurs well for efficiency
W artsila and ABB Turbo
Systems' cooperation
agreement to jointly develop
engine and turbocharger
technology could result in a
cost effective means of
reducing emissions and
increasing the performance
of the prime mover.
By applying ABB's two-
stage turbocharging solution
to Wartsila advanced diesel
engine technology tests
revealed that the highest pos-
sible engine performance
could be achieved .
In the new engine
design, two turbochargers
are arranged in a way that
generates increased air
pressure to optimise airflow
and provide a superior tur-
Viking takes evacuation
to new heights
W ith up to four times the
reach and two 153-per-
son life-rafts in each contain-
er, VIKING's new Evacuation
MiniChute system is aimed at
small and medium-sized (dou-
bled-ended) ferries sailing in
protected waters.
Lightweight and compact,
the life saver can be installed
almost anywhere on deck and
can be remotely released by
one crew member.
bocharging effect. This, says
the companies, results in an
efficiency rating of up to
It boasts a DNV-approved
evacuation capacity of 306
people within 17min and 40sec
(High Speed Craft). The new
system is neutral at 10 deg trim
and 20 deg list conditions, and
features high-specification
electrical bowsing winches.
Taking evacuation flexibili-
ty to new heights, its 4.2 to
14.5m reach is said to places
it well ahead of other systems
on the market. D
76% . This is because the
increased air pressure, com-
bined with advances in
marine diesel engine tech-
nology, improves output and
power density by up to 10%.
At the same time , both fuel
consumption and C0 2 emis-
sions are reduced.
Tests carried out at Wart-
sila's test facility in Vaasa,
Volvo Penta and
STT Emtec unveil SCR
V olvo Penta , together with
STT Emtec has introduced
a Selective Catalytic Reduc-
tion solution to reduce NOx
emissions from high speed
marine diesel engines.
The system, intended for
small passenger ferries , pilot
and patrol boats, workboats
and harbour tugs where emis-
sion demands are stringent, is
claimed to reduce NOx by up
to 90%. It can be retro-fitted
to all Volvo Penta marine
diesels to reduce NOx levels
down to 2g/kWh . This is in
line with the levels of IMO Tier
3, in force from January 2016.
SCR works by injecting
urea into the hot exhaust
Finland, are said to have
shown that the targets for the
development programme
have been met, and Wartsila
and ABB now plan to initiate a
pilot project with a customer
in the near future .
A conceptual design for a
new power plant engine
began three years ago, says
Mikael Troberg, director of
Wartsila's testing and per-
formance division 'Testing of
the concept, and verification
of the technology, has been
successfully carried out
using four-stroke Wartsila 20
and Wartsila 32 engines. We
see this technology as being
a key for the next generation
of Wartsila emissions-friend-
ly engines . The technology
has been developed for the
four-stroke portfolio, in both
marine and power plant
applications. The next logi-
cal step is the two-stroke
engine family for large ves-
sels, typically as single
engine installations.' D
stream where the urea decom-
poses to ammonia . The
ammonia enters a catalyst
where it reacts with nitrogen
oxide (NOx) in the exhaust and
reduces it to pure nitrogen.
The Volvo Penta STT
Emtec SCR system comprises
of a sophisticated control sys-
tem, a urea tank, a urea pump
with an injection module, and
a catalyst. The system has
been extensively tested in
Sweden onboard the passen-
ger ferry Sandhamn . This ferry
operates in the Archipelago of
Stockholm, one of Sweden's
most beautiful, but also most
populated and sensitive
coastal areas. D
May 20 10 SW&S B

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Area report: Finland }~
• •
Ship Report: Gas ships; model testing & research -·A~.
• •
Shipyard cranes and lifts l
•' • •
• •- .. ::.
~
• •
:.< • •
.r~

Advertising Index
Aalborg Industries ..... . IBCover IMO ................... p24
ABB Turbo Systems ... ... ... p3 Japan Radio ... . .... .. ... . p22

Merchant Ship ABB Marine Oy .......... . p 13

Aco Marine .... .. . . . . .... p20

Lloyds Register .... Cover & p55

MAN Diesel ....... ... . .... p5

Naval Architecture Aker Arctic Technology Inc .. p31 MarineTech ..... . . ... ... .. p4
Alfa Laval .. . .... . . . ..... . p11 OptiMarin AS ....... .. .... p22

OUT NOW Carra I Marine Technology .. . p27

Class NK .... ........ OBCover

Dalseide Shipping Services AS . p41

Polski Rejestr Statk6w S.A .. p22

PPG Industries
Netherlands B.V .... .. . . .. p27

Enviromental Protection Severn Tren . .... ....... . . p20

Engineering S.A ... ........ p41
Expo Professionals . ....... p30
Gulf Agency Company (GAC) . p51
Goltens .. ........... ..... p 1
lnmarsat ..... ... . .... p6 & p7
International Paint ... ... IFCover
Shi port China .... . ... .... . p51
STX Shipbuilding . .. ........ p2
Thordon Bearings In .. . ... . p 15
Transas .. ... . .. p38, p39 & p40
Viking Life-Saving
Equipment AS ............ p 19

International Registries ... . . p31 Wortelboer Jr. B.V ... . ..... p51

IMarEST ....... ...... p6 & p7 Zamil Offshore Corp ........ p9

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