Source: MHI

Mitsubishi Heavy Industries, Ltd. (MHI) today announced a new system that improves the stability of damaged ships, reducing the risk of capsizing.  The newly patented system, called the “Righting Moment Recovery System”, was proprietarily developed by MHI in 2009 following the strengthening of SOLAS regulations on ship stability primarily for vessels such as RO/RO ships, pure car and truck carriers (PCTC) and ferries.

If a ship’s hull is damaged, the Righting Moment Recovery System enables the quick transfer of seawater into voided spaces located in the bottom of the ship’s hull, thus reducing the risk capsizing by lowering the ship’s center of gravity while at the same time increasing the vessels righting momentum.

The system makes use of the voided spaces typically allocated to other functions such fin stabilizer rooms, duct keels and ballast water tanks, and therefor does not sacrifice vehicle carrying capacity.  In fact, MHI insists that system eliminates the need to divide the vehicle deck area into small compartments as a result of the strengthened regulations and facilitates smoother vehicle maneuvering within the ship.

MHI says that it is focusing its marketing activities to attract new orders for the system from high-end shipowners and one order has already been placed by Japan’s Nippon Shipping Co. The order calls for a 170-meter-long RO/RO capable of carrying about 170 trailer chassis and 100 passenger cars. The vessel will MHI’s Shimonoseki Shipyard & Machinery Works and is slated for delivery in March 2013.

MHI hopes that this, along with two other promising technologies the company is rolling out, will contribute to expansion of MHI’s engineering business for both new ships and the conversion of existing ships.  The two other technologies include “Mitsubishi Air Lubrication System” (MALS) and a proprietary ballast water treatment system.

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.

The three new boats are nearly identical in design to the two previously Jensen-designed, Z-Drive tugs, the Capt. Jimmy Moran and the Shiney V. Moran, built in 2008 and 2009, respectively, with the exception of some internal upgrades.

“Moran asked us to design three more of these tugs because they were so impressed with their maneuverability and compact power,” said Jensen’s Johan Sperling, vice president. “We are pleased to continue our relationship with Moran and to contribute to their ship assist and escort fleet with more of these highly capable vessels.”

At 86′ in length and 36′ in breadth, the series of tugboats provides a maneuverable and powerful vessel for ship assist and escort work. Equipped with a twin Schottel 1215 Z-Drive propulsion units and MTU-DD 16V4000 engines, the tugs have more than 5,000 horsepower. A deep skeg forward is included in the design for escort work, but the skeg will remain open at the aft end to allow for better maneuverability. The skeg also provides for a more stable platform when underway, minimizing rolling in heavy seas. An escort hawser winch will also be installed forward and an H-bitt and hydraulic capstan installed for aft towing and line handling.

The vessels also feature large-machinery removal hatches in the main deck and deck house to allow for easy removal of equipment from the engine room. Berths for six crewmembers will be installed in four comfortable staterooms.

Construction of the three new tugs began earlier this year at Washburn & Doughty Shipyard in Easy Boothbay, Maine. Delivery is scheduled for the second and third quarters of 2012.

Moran Towing is a leading provider of marine towing and transportation services on the U.S. East and Gulf coasts.  The company currently owns and operates 95 tugs and 30 barges.

An illustration of the eFuture 13000c conceptual design

Classification society Germanischer Lloyd said today that it has signed an agreement with Japanese shipbuilder IHI Marine United Inc. (IHIMU) to jointly investigate and develop solutions for large LNG-fueled container ships.

“IHIMU shares GL’s assumption that LNG will be a key technology for addressing the challenges the maritime industry faces in terms of reducing emission to the air and reducing its contribution to global climate change,” said Dr Pierre C. Sames, GL Senior Vice President and Head of Strategic Research and Development.

The concept study will focus on the eFuture 13000C, a LNG-fueled 13,000 teu container ship concept design first launched by IHIMU in 2010.  IHIMU says that the eFuture 13000C future design boasts a 30% reduction in environmental impact and fuel consumption compared with conventional ships and features such innovations as a twin-skeg (two-keel) hull and high-capacity batteries that store energy from solar panels.

The new joint project will focus on the LNG fueling system, consisting of the bunker station, tanks, gas preparation and gas lines, to be designed by IHIMU.  GL, meanwhile, will provide design review, hazard identification and, upon the successful completion of the project, approval in principle of the design.

Ulstein's New Foundation Installation Vessel

Ulstein today unveiled a custom-designed installation vessel for Norwegian-based NorWind Installer specifically designed for the offshore wind industry. The innovative DP foundation installation vessel is a customized version of the multi-purpose offshore construction vessel Deepwater Enabler vessel designed by Ulstein.

The new vessel is designed for world-wide operations and focusses on pre-piling and jacket/tripod/transition piece installation for the offshore wind industry in Northern Europe. The vessel features unique deck layouts and technologies based on suggestions from NorWind Installer’s extensive installation experience.

NorWind Installer and ULSTEIN developed the design through the ULSTEIN’s Accelerated Business Development process, a transparent process resulting in the most viable option to meet NorWind Installer’s business model and requirements.

“We are pleased with the concept as it is definitely in line with our vision of combining state-of-the-art technical solutions with the speed and seakeeping capacity of DP vessels,” said Thorbjørn Hansen, VP Product Development at NorWind Installer. “It gives us the opportunity to provide our installation services all-year around in up to 2.5m Hs, as well as meeting our client’s cost targets.”

The vessel aims for maximum efficiency and cost effectiveness and features an 800t heave compensated offshore crane on starboard side, while a pre-piling template can be located on a support structure at the stern. The vessel can carry four jackets, alternatively at least 24 piles or up to 12 transition pieces on the large open aft deck.

To enhance vessel operability, the anti-heeling system has been designed so that the main crane can revolve over 180 degrees with a full load in its main hook within 5 minutes, which is very favorable having a large jacket in the crane hook.

When operating in the pre-piling mode, the pre-piling template is positioned on the seabed by the main crane, in parallel a pile is picked up by a gantry crane, put in the upending frame on starboard side and upended. The main crane has been modified by ULSTEIN so that it can first pick-up the piling hammer with its main hook and then connect to the upended pile with its auxiliary hook. When the hammer is working on driving the pile into the seabed, the next pile is upended by the upending frame and made ready for crane lift out.

The large aft deck and AHC crane provide flexibility for serving alternative subsea and offshore markets in the future, which is increased by the two large holds suitable for carrousels located below main deck. A deck layout version of the vessel has also been developed for tidal turbine installations.

Voith Schneider propellers of 3,900 kW each will allow for a cruising speed of 13 knots and enhance the DP capabilities of the vessel. To minimize the environmental footprint an NOx reduction system is installed in the exhaust lines.

“After working closely with NorWind Installer in the ABD process, ULSTEIN started developing the integrated concept for mission equipment and vessel. This project shows the combined strength we can offer to support our clients in realizing their visions”, says Edwin van Leeuwen, project manager at ULSTEIN.

The following is a response to a recently published article here on gCaptain titled “ABS Chief: Class Societies and Ship Design Do Not Mix” where ABS President and Chief Executive Officer Christopher J. Wiernicki warns of the dangers associated with mixing class and ship design. 

DNV's concept tanker design, "Triality". Image © DNV

By Lars Petter Blikom, DNV

I was a bit surprised to read in a gcaptain article that the head of one of our main competitors, ABS, does not approve very much of our recent ventures into ship concept studies. In an interview, ABS CEO Mr Wiernicki states that “if ABS were to promote an in-house design for an energy-efficient tanker, how could we retain our integrity if we were then to approve that same design for construction?”. Firstly, it is good that Mr Wiernicki acknowledges Triality as an “energy-efficient tanker”.

Secondly, I want to point out that there is a fundamental difference between “designing a ship” and doing “concept studies”. A concept study is intended to compare various options and indicate performance improvements from novel solutions and technologies. It is not like you can just go ahead and build Triality based on our concept study. The ship has not yet been designed! And DNV is not planning to design it. We even expect it never to be built exactly as presented in our concept. We have pointed out a few novel concepts, i.e. LNG propulsion, VOC recovery, and a ballast free hull shape. The next step is that a design house or a yard designs a ship, incorporating some or all of these concepts, combines them with their own ideas, and finalizes drawings for a complete ship. I do not see how DNV would be in a conflict situation by doing class approval for such a ship!

It is also the case in the shipping industry, that the class societies are among the actors sitting on the most information and experience about the technical and environmental performance of ships. I think it is beneficial both for the shipping industry and the environment that we share this information back to the industry, and the best way to do this is through R&D and innovation projects. Through these activities we can demonstrate the opportunities that lies in new technology and novel concepts.

So, in order to assist the shipping industry towards an even better environmental performance, it would be much beneficial for us all if Mr Wiernicki had a more competitive approach to our concept studies – Mr Wiernicki, I challenge you to come up with a tanker concept more efficient than Triality!

This article originally appeared on DNV’s LNG: Energy of the Future blog and is republished here with permission.

Photo: The 'ECORE', a VLOC concept design developed by class society DNV in partnership with FKAB, TGE Marine, Cargotec and MAN Diesel & Turbo.

Development of in-house ‘green ship’ designs by class societies risks creating conflict of interest with their core safety role.

(Houston, TX—) ABS President and Chief Executive Officer Christopher J. Wiernicki has warned that a move into ship design by some class societies creates a fundamental conflict of interest with their role as independent providers of safety approval and certification.

Wiernicki used his keynote address at the Houston Mare Forum USA conference to question the rationale of some class societies in promoting energy-optimized designs created in-house, a development he described as ‘deeply troubling’.

Wiernicki said the issue went to the heart of the underlying principle for classification, yet he was surprised to have heard no other voices questioning the growing intrusion of class into an area of ethical quicksand.

“The bottom line is that, since the objectives of the designer and the class society are so fundamentally different, having class societies promote themselves as designers is dangerous,” said Wiernicki. “It undermines the basic fabric of the industry, it destroys the credibility of class as an independent third party, it has the potential to lead to poor designs that could impact the credibility of the whole industry and it upsets the essential checks and balances between commercial pressures and effective safety and environmental risk management.”

Having trained and qualified as a naval architect, Wiernicki said he was acutely aware of the differences between the design and certification disciplines and the dangers of crossing the line between them.

“When classification societies begin developing and promoting their own designs, the essential independence of class is compromised. If ABS were to promote an in-house design for an energy-efficient tanker, how could we retain our integrity if we were then to approve that same design for construction?”

With the International Maritime Organization’s Energy Efficiency Design Index (EEDI) adopted for new vessel construction earlier this year, he acknowledged that the industry is moving into a period of innovative thinking with respect to basic ship design.

But this change should not have the unintended consequence of allowing class societies to become ship designers in an attempt to increase their market share. Classification’s independent reputation with underwriters, bankers, flag and port States would be fatally compromised if it designed the ships it also classes, he said.

Wiernicki said discussions internally at ABS as well as with clients and shipyards left him unable to reconcile the concept of class acting as a ship designer which then reviews and approves the same design. He went on to state that class societies need to choose between being class societies and designers – they cannot be both.

“I will go even further and say that they should not and cannot be allowed to, because wearing both these critical hats undermines the basic safety integrity of our entire industry. This is not a class issue; this is an industry issue,” he concluded.

Source: American Bureau of Shipping

Photo: Rolls-Royce's "Environship" design © Rolls-Royce plc 2011

Rolls-Royce says it has received its first order for vessels based on the group’s award-winning, highly efficient, “Environship” concept.  Rolls-Royce will design and provide integrated power and propulsion systems for two technologically advanced cargo vessels purchased by the Norwegian transportation company, Nor Lines AS.

These highly efficient ships feature a wave piercing bow and hull design, world leading gas powered engines and an innovative Promas propulsion system which combined could increase fuel efficiency by up to 18 percent.  The vessel also promises numerous environmental benefits including the virtual elimination of SOx and reduction of CO2 emissions by more than 40 percent compared to similar conventional vessels.

The two vessels will be built at the Tsuji Heavy Industries shipyard in Jiangsu, China and are expected to enter service in October 2013, operating along the West Coast of Norway.

“The Environship concept is a transformational development for merchant shipping, offering significant reductions in fuel burn and emissions, as well as enhanced performance at sea” said Rolls-Royce’s President,Oddbjørn Eliassen.

The contract for the two ships includes options to build an additional two vessels of the same design. Rolls-Royce is already using the Environship concept to develop a wide range of other efficient ship designs, including passenger ferries, chemical tankers, gas tankers, bulk carriers, and superyachts.

The Rolls-Royce Environship concept received the prestigious Next Generation Ship Award at this year’s NorShipping event in Oslo, Norway.

Jensen Maritime Consultants, Inc., a Crowley company, has been chosen to design the fastest response fire and rescue boat on Oregon’s Columbia River to increase the City of Portland’s Fire & Rescue (PF&R) response capabilities on water. The addition of this high-speed boat to the City’s response fleet – which up until now has consisted of two fast-response fireboats, one large platform fireboat and two fast-response rescue boats – will increase the department’s ability to quickly respond to emergencies along the waterfront in its jurisdiction, from the mouth of the Columbia River to the Bonneville Dam, 140 miles upriver.

Conceptual design is expected to be completed in September, and construction in early 2013. A shipyard has yet to be selected.

Once built, the waterjet-propelled boat, will measure 50 feet in length and 16 feet in beam. Designed to meet NFPA standards, the boat will extinguish flames by engaging fire monitors, which can spray water and/or fire-fighting foam directly on fires from a distance of 100 feet. Additional design features include a lightweight aluminum hull, a main deck and pilot house that will accommodate up to four crewmembers and five passengers; twin electronic-controlled diesel motors that enables the vessel to reach 40 knots; and a fuel capacity and efficiency that makes it possible for the boat to remain on scene for up to eight hours without refueling.

“This new high-performance fireboat will be an incredible asset within the City of Portland’s fleet,” said Jensen’s Johan Sperling, vice president. “The fact that they chose Jensen to contribute towards the design is an honor. Our knowledge of what it takes to create a successful high-speed emergency response boat will serve the city well. We look forward to delivering the design package and seeing the vessel built.”

Jensen has vast experience designing fireboats of all types for major cities on the West Coast. Jensen’s recent vessel designs include a 108-foot fireboat and 50-foot fast-attack fireboat for the Seattle Fire Department; three 40-foot fireboats for the Los Angeles Fire Department; a 40-foot fireboat for the Los Angeles County Fire Department; and a 37-foot, 40-knot patrol boat and 44-foot patrol boat for the Seattle Police Department.

PF&R, with an annual budget of approximately $91 million, is the largest fire service agency in Oregon. It has approximately 755 employees and responds to approximately 66,000 emergencies a year. PF&R’s current fleet responds to over 300 emergency aid calls a year from boaters in distress, dive responses, ship and boat fires, debris removal, high water conditions, bridge jumpers, and mutual aid calls. PF&R fireboats and rescue boats respond 24 hours a day, seven days a week in all weather and sea conditions.

Source: Jensen Maritime Consultants

This weeks interesting ship is actually a series of six new fuel-efficient seismic support/chase vessels recently ordered by Bourbon.  The 53m vessels, designed by The Netherlands-based Offshore Ship Designers, will feature a fuel efficient hybrid propulsion system providing a flexible solution for a wide range of working conditions and operations including transit speed, slow speed escort and support work and a high degree of maneuverability.  The vessels will be built at Dubai’s Grandweld Shipyards.

With expected delivery set for the end of 2012 the vessels will be chartered by Bourbon to CGGVeritas.  They will be used to support the fleet of CGGVeritas seismic survey vessels operating all over the world, providing them with services including crew change, fuel delivery, storage, assistance and support during at-sea maintenance operations.

Operational requirements of the design include:
·        Cargo runs from port to the mother ship
·        Transfer of fuel, potable water, dry and refrigerated stores and general cargo to the mother ship.
·        Transfer of crew to and from the mother ship.
·        Accompanying the mother ship when conducting seismic operations
·        Towing of the mother ship when conducting seismic operations
·        Retrieval of streamer cables

Key feature of the hybrid propulsion system are:
·        Two main marine diesel propulsion engines, two controllable pitch propellers in nozzles, two main gearboxes each with a PTI electric propulsion motor and three diesel driven generating sets, and two electrically driven bow tunnel thrusters.
·        Diesel-mechanical mode using main engines only used for the transit operation.
·        Diesel-electrical mode with main engines declutched using PTI propulsion motors powered by the gensets for chase and slow speed operation.
·        Boost mode with main engines and PTI propulsion motors (powered by the gensets) engaged used for towing operation.
·        Automatic push button selection between the different propulsion modes.

Additional vessel details can be found at Offshore Ship Designers website.

Via Offshore Ship Designers