Stricter rules and standards in design and materials will help companies and shipyards fit sturdier fire and lifesaving equipment says Lloyd’s Register’s Principal Statutory Specialist Sam James

The worrying toll of problems and accidents caused by poorly-designed fire and life-saving equipment (LSA) makes it doubly important for the marine industry to forge better rule-sets to reduce the number of future incidents.

By pinpointing specific design faults, or gaps in the applicable requirements, testing, certification and survey material, poor equipment designs can be compared against existing test standards to identify why they are not fit for purpose.

It is also crucial that designers and manufacturers improve the design of products to ensure their suitability and lasting performance and reduce the potential for failures and accidents. These improved regulations and test standards will ensure that the marine equipment supplied – either of existing or novel designs – to owners and shipyards meets its performance requirements and is therefore fit for purpose.

Alternative materials
As the marine industry strives to improve energy efficiency we can expect ship operators to seek increasingly fuel-efficient designs. One way to achieve this will be to reduce the lightship weight of vessels through the use of exotic construction materials such as fiber reinforced plastic (FRP). Obviously, by using these materials shipbuilders are straying from materials that have well-understood performance characteristics such as steel. Increased focus on ship recycling, and the costs of ship demolition, will also encourage owners to request construction materials that will minimize both environmental and cost implications.

To ensure ships constructed from these materials are safe Lloyd’s Register will be studying:

• The alternative materials to be used and their characteristics;
• Structural integrity (through life);
• Performance of the materials in a fire;
• Medium-term development of materials that have inbuilt fire-retardant properties.

The comprehensive assessment of these materials at an early stage will ensure the implications and limitations of their use are fully understood, and enable evaluation of proposed applications to be conducted quickly and robustly. Acceptability criteria and applicable regulations will then be developed.

These systems are designed to help ship operators and ships’ staff decide what they need to do in a range of emergency situations including fire, flooding and grounding. They include the ability to evaluate the survivability of the vessel in these situations and on this basis to make suggestions for actions that will improve the vessel’s survivability and, in some cases, to initiate the actions themselves. These systems, although the most practical way to assist a master in a casualty situation, are currently unregulated but their significant impact on ship safety is bringing them under the regulators’ spotlight.

Lloyd’s Register and our industry clients are investigating the establishment of rules and regulations to help address safety issues and make sure they remain practical. This will involve:

• The identification of available systems including their interaction with control engineering, safety management systems, casualty management and communication systems;
• The development of acceptance criteria for usability and performance criteria;
• Involvement in the development of regulations covering new and emerging technology.

These actions will ensure that equipment supplied by manufacturers worldwide continues to satisfy the functional requirements while remaining simple, robust and fit for purpose for the duration of a
ship’s life.

Republished with permission from Lloyd’s Register Horizon’s magazine

Click here to view the embedded video.

More Info on Paired-Column Semi

Houston Offshore Engineering is an independent engineering company with expertise in deepwater offshore developments.   They are currently executing conceptual engineering projects with Spar, Semisubmersible,TLP (tension leg platform) and FPSO (floating production, storage and offloading) concepts, as well as detailed engineering on TLP and Spar projects. The Paired-Column Semisubmersible concept is the previously missing piece from a complete portfolio of platform concepts for consideration for deepwater developments.

Dry Tree or Wet Tree Semi

Conventional Riser Tensioner Systems

A key objective in the development of the Paired-Column Semisubmersible was compatibility with off-the-shelf riser system components. Riser strokes are less than 25 feet. No keel joint is required. No new technology is required from mudline to manifold.

Steel Catenary Riser (SCR) Friendly

Wave cancellation from the paired column arrangement results in significantly reduced surge motion, which benefits SCR systems and touch-down fatigue. Individual main pontoons connect the inner columns, which moves the SCR attachment location closer to the center of roll/pitch rotation, further benefiting the SCRs.

Quayside Integration

Finally, a dry tree deepwater platform that uses a conventional hull and mooring system and can be fully integrated quayside to minimize risks associated with offshore construction and installation. When the Paired-Column Semisubmersible leaves the integration yard, it is ready for hook up to moorings and risers and to start producing oil and gas.

Efficient Deck Structure

The inner columns provide excellent support and minimal span for the topsides,resulting in lightweight deck structure.

Conventional Structural Components, No Moving Parts

The Paired-Column Semisubmersible achieves all design objectives using a unique arrangement of conventional structural components. Traditional flat panel stiffened plate construction is utilized throughout the hull.

Damage Tolerant

Paired columns provides extra protection against collisions and increased stability during flooded compartment scenarios. Riser piping on the hull can be located away from potential impact locations.

On 24 January 2012, Dutch shipbuilder Damen Shipyards delivered three Cutter Suction Dredgers of its CSD 500 series to the Ministry of Emergency Situations (MES) in Azerbaijan.  After delivery, President Ilham Aliyev and Minister of Emergency Situations Kamaladdin Heydarov examined the dredgers at the premises of the Yacht Club in Baku. Damen representatives briefed the President and his party on the functions and features of the CSD 500 and on the expanding production programme of the Damen Shipyards Group.

Kura River

MES ordered the three Damen dredgers to avoid repetition of the events that occurred as result of the Kura River bursting its banks in previous years. The CSDs will be used to clean-up, deepen and maintain the Kura River water system. The three vessels come from a successful and long-standing series of cutter suction dredgers designed according to the Damen principles of standardization and continuous research & development.

CSD 500

The dredgers can work up to a maximum dredging depth of 14m and are able to pump 4.000 m3/h of water/soil mixture per hour. They are outfitted with a large number of options to enhance dredging efficiency, safety and comfortable working conditions for the vessel’s crew. Amongst them are day and night accommodations, anchor booms and spud carriage pontoons. A full communication package, dredge pump performance monitoring instrumentation and a position visualisation Navguard system are installed in the spacious operating cabin. In addition, Damen will supply basic spare parts and training for the crew and dredge masters.

Due to Damen’s philosophy of series production and delivery from stock it was possible to build, outfit, deliver and commission all three dredgers within six months after the contract became effective. The three dredgers will shortly be moved to Nefchala, where the crew will be trained. Afterwards the dredgers will commence their work at three different locations on the Kura River: Nefchala, Salayan and Sabirabad.

Specifications:

DELIVERY DATE:                                          October 2011

BASIC FUNCTIONS:                                    Maintenance dredging
CLASSIFICATION                                         Bureau Veritas sheltered area

DREDGING FEATURES
DREDGING DEPTH                                     14 m

DREDGE INSTALLATION
DREDGE PUMP TYPE                               BP5045MD
DIAM. SUCTION/DISCHARGE PIPE 550/500 mm
CUTTER TYPE                                              5-1625 (with changeable chisels)
CUTTER POWER                                        180 kW

ENGINE INSTALLATION

DREDGE PUMP DIESEL                          Caterpillar 3512B

CONTINUOUS POWER RATING        954 kW @ 1600 rpm
AUXILIARY DIESEL                                  Caterpillar 3406-DITA JWAC
PRIME POWER RATING                        345 kW @ 1800 rpm
HYDRAULIC INSTALLATION              driving cutter, winches and spuds
ELECTRICAL INSTALLATION             24 Volt DC and 230/400 Volt AC, 34 kVA

PRINCIPAL DIMENSIONS
LOA INCL. LADDER                                  49.10 m
LENGTH OVER PONTOONS                36.50 m
BEAM                                                               7.95 m
DRAUGHT                                                     1.00 m

Built by Shin Kurushima Dockyard Co. over a 4-year period, she began her maiden voyage on January 27, 2012.

Nichioh Maru, image courtesy NISSAN

Nichioh Maru’s green secret is its energy-saving, electronically-controlled diesel engine, with 281 solar panels fitted to the carrier’s deck, as well as a low-friction coating on its hull, for better hydrodynamic performance.

Compared to an existing car carrier of the same type, the operator claims this ship can achieve a fuel reduction of up to nearly 1,400 tons annually, which converts to an annual reduction of 4,200 tons of CO2 emissions.

These panels, and the LED lights they illuminate in the ship’s hold and crew quarters, are a first in Japan, says Tomohiko Uchiyama, president of Nitto Kaiun Corporation, Roro’s operator.

“As Nissan went to the effort to launch the Nissan LEAF at that time, in terms of the logistical flow, we thought there would be a way for us to contribute using state-of-the-art technologies,” said Uchiyama.

“This is the first domestic vessel to have photovoltaic panels. Together using LED lighting on this ship, we aim to create an energy-efficient carrier.

“And, especially, if we use solar panels, we can reduce CO2 emissions because we don’t need to use oil for operating the generator. Already with this aspect, I believe that we can say that the introduction of this ship is a success.”

With a capacity of up to 1,380 cars, Nichioh Maru will join two other carriers in daily service on a 1,800 km domestic roundtrip route from Oppama Wharf near Yokohama, to Kobe, and then to the southern island of Kyushu — making two roundtrips per week.

The ship’s captain, 38-year veteran Tamotsu Sato, is pleased to be at the eco-helm.

“Something that’s gentle to the environment — that’s the most important thing, considering the current system on the ship. And, of course, we also have the solar power system,” said Sato. “This carrier is important in many ways. In my opinion, as a captain, I have no doubt that this ship will be a front runner in this industry…And from here on out,  I plan to do my best to again boost my skill set to work with this new technology.”

Image courtesy NISSAN

The Nichioh Maru follows in the sustainability wake of the City of St. Petersburg eco-carrier, which Nissan began using in 2010 for international routes in Europe.

This makes the eco-ship a dream carrier, and with more carriers to follow, Nissan is positioned to stay leagues ahead in sustainable mobility.

Vessel Details:

• Length: 169.95 m
• Width: 26.00 m
• Total weight: 11,400 tons
• Load capacity: Completed vehicles: 880 units (without truck trailers: 1,380 units), with trailers: 115 units
• Operating speed: 21.2 knots

Hybrid auxiliary power system consists of a fuel cell, diesel generating set and batteries. An intelligent control system balances the loading of  each component for maximum system efficiency. The system can also accept other energy sources such as wind and solar power.

Result:

• Reduction of NOX by 78%
• Reduction of CO2 by 30%
• Reduction of particles by 83%

Combined diesel-electric and diesel-mechanical machinery can improve the total efficiency in ships with an operational profile containing modes with varying loads. The electric power plant will bring benefits at part load, were the engine load is optimised by selecting the right number of engines in use. At higher loads, the mechanical part will offer lower transmission losses than a fully electric machinery.

Total energy consumption for a offshore support vessel with CODED machinery is reduced by 4% compared to a diesel-electric machinery.

Low Loss Concept (LLC) is a patented power distribution system that reduces the number of rectifier transformers from one for each power drive to one bus-bar transformer for each installation. This reduces the distribution losses, increases the energy availability and saves space and installation costs.

Result: Gets rid of bulky transformers.  Transmission losses reduced by 15-20%.

The system uses generating sets operating in a variable rpm mode. The rpm is always adjusted for maximum efficiency regardless of the system load.  The electrical system is based on DC distribution and frequency controlled consumers.

• Reduces number of generating sets by 25%
• Optimized fuel consumption, saving 5-10%

Switching to LNG fuel reduces energy consumption because of the lower demand for ship electricity and heating. The biggest savings come from not having to separate and heat HFO. LNG cold (-162 °C) can be utilised in cooling the ship’s HVAC to save AC-compressor power.

Saving in total energy < 4 % for a typical ferry. In 22 kn cruise mode, the difference in electrical load is approx. 380 kW. This has a major impact on emissions.

Waste heat recovery (WHR) recovers the thermal energy from the exhaust gas and converts it into electrical energy. Residual heat can further be used for ship onboard services. The system can consist of a boiler, a power turbine and a steam turbine with alternator. Redesigning the ship layout can efficiently accommodate the boilers on the ship.

Exhaust waste heat recovery can provide up to 15% of the engine power. The potential with new designs is up to 20%.

Delta tuning is available on Wärtsilä 2-stroke RT-flex engines. It offers reduced fuel consumption in the load range that is most commonly used. The engine is tuned to give lower consumption at part load while still meeting NOx emission limits by allowing higher consumption at full load that is seldom used.

Result: Lower specific fuel consumption at part loads compared to standard tuning.

Common Rail (CR) is a tool for achieving low emissions and low SFOC. CR controls combustion so it can be optimised throughout the operation field, providing at every load the lowest possible fuel consumption.

Result:

• Smokeless operation at all loads
• Part load impact
• Full load impact

Using lighting that is more electricity and heat efficient where possible and optimizing the use of lighting reduces the demand for electricity and air conditioning. This results in a lower hotel load and hence reduced auxiliary power demand.

Fuel consumption saving: Ferry: ~1%

Power Management: Correct timing for changing the number of generating sets is critical factor in fuel consumption in diesel electric and auxiliary power installations. An efficient power management system is the best way to improve the system performance.

Result: Running extensively at low load can easily increase the SFOC by 5-10%. Low load increases the risk of turbine fouling with a further impact on fuel consumption.

Solar panels installed on a ship’s deck can generate electricity for use in an electric propulsion engine or auxiliary ship systems. Heat for various ship systems can also be generated with the solar panels.

Depending on the available deck space, solar panels can give the following reductions in total fuel consumption:

• Tanker: ~ 3.5%
• PCTC: ~ 2.5%
• Ferry: ~ 1%

Pumps are major energy consumers and the engine cooling water system contains a considerable number of pumps. In many installations a large amount of extra water is circulated in the cooling water circuit. Operating the pumps at variable speed would optimise the flow according to the actual need.

Pump energy saving (LT only) case studies:

• Cruise ships (DE) 20-84%
• Ferry 20-30%
• AHTS 8-95%

An Integrated Automation System (IAS) or Alarm and Monitoring System (AMS) includes functionality for advanced automatic monitoring and control of both efficiency and operational performance.

The system integrates all vessel monitoring parameters and controls all processes onboard, so as to operate the vessel at the lowest cost and with the best fuel performance.

Power drives distribute and regulate the optimum power needed for propeller thrust in any operational condition.

Engine optimization control, power generation & distribution optimisation, thrust control and ballast optimisation give 5-10% savings in fuel consumption.

Power management based on intelligent control principles to monitor and control the overall efficiency and availability of the power system onboard. In efficiency mode, the system will automatically run the system with the best energy cost.

Reduces operational fuel costs by 5% and minimizes maintenance.

Part 4 will focus on specific Operational and Maintenance factors and their impact on a vessel’s efficiency.

 The technologies are grouped under four main headings:

• Ship design
• Propulsion
• Machinery
• Operation & Maintenance

Combining these areas and treating them together as an integrated solution can result in truly efficient ship operations.

The following are design concepts and their associated contribution to a more efficient ship design.

A larger ship will in most cases offer greater transport efficiency  – “Efficiency of Scale” effect.  A larger ship can transport more cargo at the  same speed with less power per cargo unit.  Limitations may be met in port handling.

Regression analysis of recently built ships show that a 10% larger ship will give about 4-5% higher transport efficiency. 

Minimising the use of ballast (and other unnecessary weight) results in lighter displacement and thus lower resistance. The resistance is more or less directly proportional to the displacement of the vessel. However there must be enough ballast to immerse the propeller in the water, and provide sufficient stability (safety) and acceptable sea keeping behaviour (slamming).

Removing 3000 tons of permanent ballast from a PCTC and increasing the beam by 0.25 metres to achieve the same stability will reduce the propulsion power demand by 8.5%.

The use of lightweight structures can reduce the ship weight. In structures that do not contribute to ship global strength, the use of aluminium or some other lightweight material may be an attractive solution.

The weight of the steel structure can also be reduced. In a conventional ship, the steel weight can be lowered by 5-20%, depending on the amount of high tensile steel already in use.

A 20% reduction in steel weight will give a reduction of ~9% in propulsion power  requirements. However, a 5% saving is more realistic, since high tensile steel has already been used to some extent in many cases.

Finding the optimum length and hull fullness ratio (Cb) has a big impact on ship resistance.

A high L/B ratio means that the ship will have smooth lines and low wave making resistance. On the other hand, increasing the length means a larger wetted surface area, which can have a negative effect on total resistance.

A too high block coefficient (Cb) makes the hull lines too blunt and leads to increased resistance.

Adding 10-15% extra length to a typical product tanker can reduce the power demand by more than 10%.

The Interceptor is a metal plate that is fitted vertically to the transom of a ship, covering most of the breadth of the transom. This plate bends the flow over the aft-body of the ship downwards, creating a similar lift effect as a conventional trim wedge due to the high pressure area behind the propellers. The interceptor has proved to be more effective than a conventional trim wedge in some cases, but so far it has been used only in cruise vessels and RoRos. An interceptor is cheaper to retrofit  than a trim wedge.

1-5% lower propulsion power demand. Corresponding improvement of up to 4% in total energy demand for a typical ferry.

A ducktail is basically a lengthening of the aft ship. It is usually 3-6 meter long. The basic idea is to lengthen the effective waterline and make the wetted transom smaller. This has a positive effect on the resistance of the ship. In some cases the best results are achieved when a ducktail is used together with an interceptor.

4-10% lower propulsion power demand. Corresponding improvement of 3-7% in total energy consumption for a typical ferry.

The shaft lines should be streamlined. Brackets should have a streamlined shape. Otherwise this increases the resistance and disturbs the flow to the propeller.

Up to 3% difference in power demand between poor and good design. A corresponding improvement of up to 2% in total energy consumption for a typical ferry.

The skeg should be designed so that it directs the flow evenly to the propeller disk. At lower speeds it is usually beneficial to have more volume on the lower part of the skeg and as little as possible above the propeller shaftline. At the aft end of the skeg the flow should be attached to the skeg, but with as low flow speeds as possible.

1.5%-2% lower propulsion power demand with good design. A corresponding improvement of up to 2% in total energy consumption for a container vessel.

The water flow disturbance from openings to bow thruster tunnels and sea chests can be high. It is therefore beneficial to install a scallop behind each opening. Alternatively a grid that is perpendicular to the local flow direction can be installed. The location of the opening is also important.

Designing all openings properly and locating them correctly can give up to 5% lower power demand than with poor designs. For a container vessel, the corresponding improvement in total energy consumption is almost 5%.

Compressed air is pumped into a recess in the bottom of the ship’s hull. The air builds up a “carpet” that reduces the frictional resistance between the water and the hull surface. This reduces the propulsion power demand. The challenge is to ensure that the air stays below the hull and does not escape. Some pumping power is needed.

Saving in fuel consumption:

• Tanker: ~15 % 
• Container: ~7.5 % 
• PCTC: ~8.5 % 
• Ferry: ~3.5%

Part 2 of this series focuses on ship propulsion technology.  

Installing wing thrusters on twin screw vessels can achieve significant power savings, obtained mainly due to lower resistance from the hull appendages.

The propulsion concept compares a centre line propeller and two wing thrusters with a twin shaft line arrangement.

Result: Better ship performance in the range of 8% to 10%.  More flexibility in the engine arrangement and more competitive ship performance.

Counter rotating propellers consist of a pair of propellers behind each other that rotate in opposite directions. The aft propeller recovers some of the rotational energy in the slipstream from the forward propeller. The propeller couple also gives lower propeller loading than for a single propeller resulting in better efficiency.

CRP propellers can either be mounted on twin coaxial counter rotating shafts or the aft propeller can be located on a steerable propulsor aft of a conventional shaft line.

CRP has been documented as the propulsor with one of the highest efficiencies. The power reduction for a single screw vessel is 10% to 15%.

The propeller and the ship interact. The acceleration of water due to propeller action can have a negative effect on the resistance of the ship or appendages. This effect can today be predicted and analyzed more accurately using computational techniques.

Redesigning the hull, appendages and propeller together will at low cost improve performance by up to 4%.

The rudder has drag in the order of 5% of ship resistance. This can be reduced by 50% by changing the rudder profile and the propeller. Designing these together with a rudder bulb will give additional benefits.

Improved fuel efficiency of 2% to 6%.

Advanced blade sections will improve the cavitation performance and frictional resistance of a propeller blade.   As a result the propeller is more efficient.

Improved propeller efficiency of up to 2%.

Winglets are known from the aircraft industry. The design of special tip shapes can now be based on computational fluid dynamic calculations which will improve propeller efficiency.

Improved propeller efficiency of up to 4%.

Installing nozzles shaped like a wing section around a propeller will save fuel for ship speeds of up to 20 knots.

Up to 5% power savings compared to a vessel with an open propeller.

For controllable pitch propellers, operation at a constant number of revolutions over a wide ship speed reduces efficiency. Reduction of the number of revolutions at reduced ship speed will give fuel savings.

Saves 5% fuel, depending on actual operating conditions.

Wing-shaped sails installed on the deck or a kite attached to the bow of the ship use wind energy for added forward thrust. Static sails made of composite material and fabric sails are possible.

Fuel consumption savings:

• Tanker ~ 21%
• PCTC ~20%
• Ferry ~8.5%

Spinning vertical (Flettner) rotors installed on the ship convert wind power into thrust in the perpendicular direction of the wind, utilising the Magnus effect. This means that in side wind conditions the ship will benefit from the added thrust.

Less propulsion power is required, resulting in lower fuel consumption.

Knud E. Hansen Naval Architects and ABB unveiled a joint project yesterday for a highly efficient 2000 TEU container feeder vessel destined for Thailand.  By incorporating the latest in energy-efficient technology such as counter rotating propellers on azipods, an ABB DC power grid system, and a highly optimized hull form and cargo layout, the engineers have come up with a ship that requires 15 to 25% less power per TEU than similar feeder vessels of this size.

I contacted Knud E. Hansen with a few questions about their design,

Jesper Kanstrup, Senior Naval Architect, got back with us this morning:

To read up more on this design, check out their press release here.

At 1253 feet (382m) in length, and 384 feet (117m) at the beam, this massive ship will have a footprint twice as large as the Emma Maersk.  Eight diesel generators will provide 95MW of power to 12 azimuth-mounted thrusters and for all operational needs.

This ship was uniquely designed with the ability to deconstruct aging offshore oil production structures, particularly those found in the North Sea, as well as for high capacity pipelay operations.

USS Antietam and the USS Carl Vinson battlegroup (US Navy photo)

On the bow of the Pieter Schelte is a unique system that allows her to latch on to a topsides structure and conduct a 48,000 ton maximum lift to separate this structure from the supports below that reach down to the sea floor.  To put this in perspective, 48,000 tons is about 5 times as heavy as a Ticonderoga-class Cruiser.

Once the topsides removal is complete, the ship will then turn 180 degrees and a powerful array of high capacity cantilever cranes will lift the steel “jacket” truss off the bottom and lay it flat on the aft deck.  This system will have the capacity to lift even the largest steel structures in the North Sea, the location of her primary mission once commissioned in 2013.

As a dynamically-positioned pipelay vessel, the Pieter Schelte will have a 2,000 ton tension capacity, twice that of the Allseas Solitaire, the current world record holder for pipelay capacity.  She will have the capacity to lay concrete-coated steel trunklines nearly 6 feet in diameter from her stern.

Video Flyby Of The Pieter Schelte

Click here to view the embedded video.

Decommissioning An Oil Platform

Pieter Schelte Decommissioning of an oil rig

For more videos of the Pieter Schelte visit Allseas’ movie gallery. To view other offshore behemoths visit gCaptain’s Heavy Lift section.

Nope, just the latest super high ice class seismic vessel, POLARCUS AMANI .   She’s due for delivery Q1 2012 and is receiving her Polarcus green’s at the Ulstein Verft.

POLARCUS AMANI is the first of two 12 – 14 streamer 3D seismic vessels ordered in November 2010 from Ulstein Verft AS of Norway. The vessels are being built to the ULSTEIN SX134 design and feature a high ice class (“ICE 1A super”).  She will be amongst the most environmentally sound seismic vessels in the market with diesel-electric propulsion; a high-specification catalytic reactor; double hull; and advanced ballast water treatment and bilge water cleaning systems. The vessel complies with the stringent Det Norsk Veritas DNV CLEAN DESIGN notation.