Navigation standards slammed - Tanker Operator

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p43-51.qxd 09/05/2006 12:20 Page 4 TECHNOLOGY NEWS Fuel inefficiency due to marine fouling Anti-fouling precautions cost the worldwide shipping community an annual $1.5 bill; but despite this expenditure, shipowners were still spending an additional minimum premium of 10% on fuel costs, due to hull resistance. Torben Monk of Propulsion Dynamics made these claims, when he delivered a technical paper "Fuel Conservation through Managing Hull Resistance" at a recent conference. Monk reviewed the historic background to ship performance measurement, concluding with the so-called service speed that every shipowner is presented with when taking delivery. The problem, Monk explained, is that this figure was constructed by adding and subtracting arbitrary numbers to account for hull and propeller surface roughness caused by growth and corrosion. In practice, 'it is very difficult to get a reliable and accurate picture of the speed versus engine power performance of a ship in service,' he said. The marine fouling for any particular ship may be worse, and consequently the true service speed is little better than guesswork, he concluded. Most ship operators have some method for speed/power monitoring, be it daily comparisons of fuel consumption and distance travelled; or the standard noon data produced by almost every vessel. The problem is that the results are not easily accommodated in a straight-line graph, due to being Cleaning prop.and affected by factors including 60% ship's sides 50% 40% ship's draught, 30% weather conditions, sea cur- 10% 20% rent, temperature and salini- 0% ty, and are diffi- Increase of resistan Hull cleaning Dry-docking cult to fully normalise. Admitting that the effect of hull resistance on propulsion performance was complicated to describe, Monk introduced CASPER®, (Computer Analysis of Ship PERformance), as a tool to interpret the observations taken by the ship's crew. Monk described it as, 'a general mathematical model; a build-up of well-known elements for the calculation of ship resistance, propeller performance, weather resistance, and so on.' He stated that the model needs 10 to 12 sets of observations to enable adjustments to be made before it could be used for performance analysis and predictions, after which the analysis is further refined as data from the ship is acquired. In a series of illustrations, Monk presented actual examples of how the results from CASPER® could plot the continual deterioration in ship's performance, due solely to fouling, for many shipowners and shipmanagers. Illustrated below is a CASPER® graph, plotting the development of resistance for a tanker, with all events that influence fuel consumption (and speed). These values for resistance are not uncommon for a tanker of moderate age. This graph provides the shipowner with a tool for evaluating total cost of ownership for hull coatings, as well as for determining economically periods for hull cleanings and optimum drydock interval. Hull cleaning Hull cleaning 1670 1870 2070 2270 2470 2670 Days for development of added resistance Simplified Voyage Data Recorder Global Installation Capability Worldwide Product Support Fully type approved as a Simplified VDR and a VDR Come See Us in Hall #2, Stand 217 at Posidonia TankerOperator May/June 2006 page 46 LR launches provisional rules for sandwich panel construction Lloyd's Register (LR), in conjunction with Intelligent Engineering (IE), has developed a set of provisional rules for new construction and shiprepair using steel sandwich construction. Called Provisional Rules for the Application of Sandwich Panel Construction to Ship Structure, the rules were approved in early 2006 by a specially convened sub-committee of LR's technical committee, comprising independent experts drawn from across the industry. Sandwich plate system (SPS) is a technology created by UK-based IE in which two metal plates are bonded to a solid elastomer core. The elastomer provides continuous support to the plates and stops local plate buckling, eliminating the need for stiffeners. Other advantages claimed by IE for its SPS include its high strength-toweight ratio, high energy-absorption capacity, good thermal and acoustic insulation properties and inherent fire resistance. The material is now well proven for deck and tank top reinstatement, and its breadth of applications is continually expanding. The new rules introduce a set of class notations relating to the application of sandwich panel in ship structures. They cover construction procedures, scantling determination for primary supporting structures, framing arrangements and methods of scantling determination for steel sandwich panels. Alan Gavin, LR's marine director, said: "We have enjoyed a long and fruitful collaboration with Intelligent Engineering since the first application of SPS onboard the Lloyd's Register-classed ro-pax ferry Pride of Cherbourg. To date we have been involved in over 20 projects involving SPS, comprising 20,000 sq m of repair and reinstatement projects. The steel sandwich VDR-100G2S Powerful, Flexible & Reliable Rutter Technologies St. John’s, NL Canada Tel. + 1 709 368 4213 Fax. + 1 709 368 1337 sales@ruttertech.com www.ruttertech.com concept has now become a viable option for large-scale commercial applications, and the development of these new rules will allow designers to consider this material alongside traditional shipbuilding materials such as steel. "The rules provide a framework for the classification of ship structures built using the sandwich panel concept and the basis for a consistent approach to the approval of such designs. The overall philosophy of the rules is to ensure that designs utilising steel sandwich construction are equivalent in strength and safety to conventional steel construction. We believe that these rules will give the industry confidence to embrace SPS even more fully than it already has." Communications contract for FPSO NesscoInvsat Telecommunications has won a further contract with turnkey partner Teleconsult to supply two communications systems to the Bergesen Worldwide Offshore ULCC Berge Enterprise, due for conversion to a floating production storage offloading (FPSO) vessel at Sembawang Shipyard, Singapore later this year. NesscoInvsat will be supplying both a stabilised line of sight system for operational communications between the vessel and two offshore platforms once on location in the Bay of Campeche, and a stabilised C-band VSAT antenna for communications between the vessel and BW Offshore's head office in Oslo, as part of Teleconsult's package for this project. This represents the latest in a number of contract awards from Teleconsult for the supply of satellite communication systems for BW's fleet. This is the fourth BW Offshore vessel that NesscoInvsat has equipped in addition to the further 15 systems supplied to BW's fleet of LNG and oil tankers. NesscoInvsat's managing director, Tom Smith commented; " This contract strengthens further the great relationship we have built up over the years with both Teleconsult and BW Offshore. We have long since proven that only NesscoInvsat's combination of the most technologically advanced stabilised satellite terminals currently available, combined with our efficient and professionally manned 24/7 service management centre, is good enough to provide the quality of support and services that BW Offshore demand and expect. "In addition, for the first time NesscoInvsat will be supplying a complex line of sight system to BW Offshore, which represents further proof of Teleconsult's faith in NesscoInvsat's ability to deliver projects on time, in budget and fault free".
p43-51.qxd 09/05/2006 12:20 Page 5 Electric-drive deepwell pumps success Marflex, a major manufacturer of electricdrive deepwell pumps, has won an order to supply deepwell pump systems to three Ice Class 1A 70,000 dwt shuttle tankers buiding at Samsung. Paul van Beveren, Marflex's managing director said: "We are proud to be the first company ever to supply electric-drive deepwell pumps for a 70,000 dwt Ice Class 1A tanker." The equipment to be supplied includes: • 10 cargo pumps type MDPC-250 with a capacity of 800 cu m per hour and a head of 135 mlc. • Two slop pumps type MDPC-200 with Leading German class society Germanischer Lloyd (GL) has introduced rules for corrosion protection of vessels' tanks. Corrosion is a key factor affecting the service life and economic viability of ships, particularly tankers, GL said. Damage to the outer skin or to tanks - particularly cargo tanks - can lead to costly repairs and lengthy off-hire periods. To minimise the threat of corrosion, tanks on newly built tankers are often partly coated. "Appreciating the importance of flawless internal cargo tank coatings, GL has issued rules regarding corrosion protection of crude oil tanks," explained Daniel Engel, head of GL's product certification branch. "This protection system is being documented in a special 'Cargo Tank Coating' class notation. It will extend service life, reduce the need for maintenance and enhance resale opportunities", Engel claimed. Crude oils and related impurities, such as sulphur, are aggressive and mechanical stress also weakens steel. Both the top and bottom of a tank are particularly susceptible to corrosion. GL's class notation regulates all aspects of the coatings, indicating where and how the coating is to be carried out and also covers surface preparation, as well as the relevant survey process. Anti-corrosion coatings conditions will be monitored on a regular basis and a capacity of 500 cu m per hour and a head of 135 mlc. • Two ballast pumps type MBDPC-500 with a capacity of 2,500 cu m per hour and a head of 25 mlc. Marflex will also supply the variable speed drive systems to each vessel. The pump system for the first ship will be delivered in March 2007. In addition, during the past few months, Marflex also signed contracts for delivery of pump sets to 13 ships building at Guangzhou Shipyard. These products and chemical tankers are from 38,500 dwt to 52,000 dwt. Rules for tank corrosion protection reported on. If repairs become necessary, consultancy will be offered and all work will be carried out under the supervision of a GL surveyor. GL said that by guaranteeing observance of proper procedures, as well as high-quality workmanship, survey standards will relieve shipowners of a significant burden. Meanwhile, GL has a team of experts specialising in tanker technicalities. Members of the team are capable fulfilling specific requirements on crude oil, chemical, LNG, LPG and ethylene tankers. The core team consists of naval architects and marine/mechanical engineers who specialise in hull structures, design, cargo handling and safety systems. They are able to provide help with obtaining tanker-related IOPP certificates, or certificates of seaworthiness. The team is split into two disciplines - one handling ship structures and the other tanker safety. Ship structures takes in ship arrangements and hull drawings; cargo containment and construction materials and any other requirements concerning hull structures. Tanker safety includes SOLAS/MAR- POL requirements; IBC and IGC code requirements; construction materials, piping and safety systems; instrumentation and personnel protection, plus environmental control, inert gas and crude oil washing systems. The use of satellite imagery to monitor and manage oil spills at sea is set to improve due to the award of a new Eur5 mill contract to the MARCOAST consortium by the European Space Agency (ESA). This project, which will run until 2008, reflects the ongoing integration of technologies and services under the GMES (Global Monitoring of Environment and Security) framework, initiated jointly by the ESA and the European Commission (EC). GMES aims to support the implementation of international conventions and EC policies, which call for harmonised spatial monitoring and frequent reporting. As part of the MARCOAST consortium, which is being led by Alcatel, BMT Asia Pacific and BMT Cordah, subsidiaries of the BMT group, will provide oil spill detection and drift impact information services. This will help the consortium achieve its wider objective, to reduce the number of occasions when poor management and inadequate planning lead to avoidable damage to the Three new Inmarsat Fleet 77/55/33 satcom terminals featuring simplified connectivity and a variety of options, the Debeg 3270, Debeg 3255 and Debeg 3233, have been introduced by Hamburg-based SAM Electronics. Providing over-the-horizon capability, the Debeg 3270 F77 and 3255 F55 integrated terminals ensure both high-speed mobile ISDN data and mobile packet data service (MPDS) facilities at a basic 64 kbps or optionally, 128 kbps. This permits maximum flexibility and scalability, allowing users to select the most effective means of transmitting data in terms of time and cost. Both offer enhanced global ship-toshore voice, fax and data communications for ocean-going and coastal vessels while featuring reduced-size antennas and below-deck equipment; the F77 version additionally features a GMDSS capability. TANKER Operator Detection and management of oil spills environment and economic resources in an afflicted area. For example, it is claimed that by providing accurate forecasting for the Mediterranean, Baltic and North Sea areas, all particularly vulnerable to the potentially devastating ecological damage wreaked by oil spills, the speed of response to incidents will be increased and the scale of any subsequent clean up operations reduced. This project will complement another initiative being run by BMT, which aims to create an infrastructure for geo-information services, enabling the transfer of BMT's established marine information products, such as the oil spill information system (OSIS), onto the web. Mel Davies, BMT's director of development commented: "We have considerable experience in oil spill detection and drift impact analysis and through the MAR- COAST consortium we will help develop the use of satellite imagery to monitor, manage and reduce the impact of potentially devastating oil spills at sea." SAM Electronics introduces new Satcom terminals The smallest unit, the Debeg 3233 F33 system, provides fax and data at 9.6 kbps on Inmarsat spot beams and global mini- M voice communications. Notably simple to install and connect, it is essentially designed for smaller vessels. All three terminals basically comprise an electronic unit with ISDN handset together with a radome antenna, incorporating a GPS facility for independent satellite search and tracking. Additional ISDN handsets and analogue telephones, as well as G3 fax machines are available on request. Together with an ISDN router, all terminals can connect local area networks (LANs) or virtual private networks (VPNs) with onshore management systems via the internet and so enable a comprehensive range of communications and information access functions at costs based only on the amounts of data sent and received. Advertising Alliance ASP0215TO Ship Management Group WE MANAGE SHIPS SAFELY www.aspships.com TankerOperator May/June 2006 page 47
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Navigation standards slammed - Tanker Operator

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