17 minute read
Wave energy
AWARD-WINNING SEATS ON WAY TO AMERICA’S CUP
A Seawork award winner will install its suspension seats and shock-mitigating seat inserts in an America’s Cup fleet
Seawork Innovation Showcase winner SHOCK-WBV has signed a deal with America’s Cup racing team American Magic for its Omega Shock seat inserts.
Manufactured by Sea Sure, the shock absorbers work by Omega cells interacting with each other under load to remove small, fast shocks caused by wave impacts.
The latest LT series used high speed bearing technology and the most advanced FOX shock absorber to be used in a marine suspension seat - which is why it won the award for Electronics, Equipment and Materials in the Innovations Showcase awards at this year’s Seawork event.
“To have all three parts of our product range selected by American Magic for their chase boat fleet shows that we have the range of products that is needed to cater for different seating types on-board high-speed craft such as Chase 1,” said Daniel Henderson, Sales Director at WBV (which stands for Whole Body Vibration). ”The goal from the beginning was to build the best performing suspension seat that enables boat users to have the best ride quality and comfort in the harshest of conditions, and to reduce fatigue and the risk of injury caused by wave impacts.
”Knowing that our products will be playing a part in delivering athletes and technical staff to and from American Magic’s race boat in the best physical condition possible is a proud achievement for the team here at WBV.”
“American Magic set out to find the best performance shock mitigation seat on the market to upgrade our chase fleet for the 37th Cup and found that in SHOCK-WBV’s new LT Series Seats,” said Dustin Burrell, American Magic Chase fleet Captain. ”We sought a seat to give our team the best platform to perform their roles at 60 knots even in large seas states, and found that in the LT series. Comfort and crew safety is a priority for the 25 crew members on the water daily, and WBV has answered that.”
WBV’s LT Series suspension seats and Omega shockmitigating inserts will be fitted to the Chase 1 boat fleet in Pensacola, US later this month.
8 SHOCK-WBV
seats and inserts on the way to American Magic
Cooler launched that avoids dry docking
A cooler designed by the Netherlandsbased anti-fouling and anti-corrosion firm CORROSION negates the need for dry docking and is already a hit with large tugboat manufacturers, the firm claims.
The UV-C Cooler has been redesigned so that the UV-C lamps from within a vessel can be replaced by using a double enclosure rather than having to dry dock.
“The simple process can be undertaken in less than 20 minutes per cooler, making it quicker and more efficient,” says chief commercial officer Bart Wessels. ”It is a huge step forward in terms of efficiency.”
The coolers on the new design have pillow-plates at an angle, which stimulates the natural convection, maintaining hot spots from forming between the plates and preventing debris and other sediment from settling on the plates. ”What’s more, by staying clean and free from fouling, engines continue to perform at an optimum level,” he said. ”Less CO2 is therefore released, meaning the coolers are a sustainable and environmentally friendly solution.”
CORROSION will be exhibiting its new cooler at the upcoming SMM show in Hamburg. 8 CORROSION’s new UV-C Cooler
Cruise ships are ending lengthy lay-ups with hulls completely free of biofouling thanks to Nippon Paint Marine’s antifouling system.
The company reports that a pair of cruise ships treated with a full application of AQUATERRAS have returned to service following an enforced 18 month anchorage with hulls in conditions that exceeded expectations.
“Some cruise ships had so much fouling when they started operating again that they suffered vibration as well as significant drag and excess fuel-consumption,” said John Drew, director, Nippon Paint Marine in Europe.
“However, despite extensive idling and static operation in warm and temperate waters, this coating kept the hulls of these ships extremely clean,” he added.
The biocide free coating was introduced to the market in November 2017 and Nippon Paint Marine is now having to up production to meet increasing demand.
Ships coated with silicone-based paints, hard coatings and regular self-polishing coatings, including the company’s own A-LF-Sea range, were unable to compete with the performance of the AQUATERRAS coated hulls, says the company, with extensive growth build up commonplace during the pandemic hiatus.
Aside from the fuel and emissions reducing potential from a ship with zero fouling, AQUATERRAS contains no active biocides. “We anticipate it will become the benchmark eco-friendly antifouling, allowing ship-owners to reduce underwater cleaning, save fuel, lower carbon emissions and mitigate the ecological damage from biofouling and species migration,” said Mr Drew.
The company is reporting interest not only from major cruise brands but also from some of the world’s largest container lines and navies.
A propulsion manufacturer has won a contract to supply a first in kind wind installation vessel.
Steerprop will supply the complete propulsion package for a state-of-the-art Wind Installation Vessel (WIV) being built by Singapore-based Sembcorp Marine Ltd. ”At Steerprop, we are committed to working closely with our customers during the design stages of each project,” said Olli Knihti, sales manager at Steerprop.
“This project emphasises our capabilities to deliver a broad package of high quality solutions that meet the latest design requirements and operational needs. We are also able to support customers throughout the lifecycle of the vessel with our Resolve to Perform approach.”
Fit for purpose
For Steerprop, the order builds upon Steerprop’s successful track record in delivering fit-for-purpose solutions to the offshore renewables sector.
The order was placed in May 2022 by Sembcorp, which has secured a contract for the construction of the vessel for Maersk Supply Service of Denmark.
Steerprop specialists have worked in close cooperation with Sembcorp Marine throughout the design process.
The company’s scope includes six of Steerprop’s ducted L-drive azimuth propulsors with an output power of 4500 kW and two 900 kW Steerprop Tunnel Thrusters for dynamic positioning, manoeuvring and transit operations.
To support safe and reliable operations with low lifecycle costs, Steerprop Care condition monitoring is also included as part of the package.
Maersk’s jack-up type WIV features a first-of-its-kind design with a patented load transfer system. The design also takes into consideration the need to operate safely and efficiently in the harsh sea conditions the vessel is likely to face while serving the Empire Offshore Wind project off the eastern coast of the USA.
DEMAND RISES FOR NIPPON ANTIFOULING
8 Nippon Paint Marine’s AQUATERRAS is keeping
hulls free of fouling
STEERPROP TECH TO PROPEL FIRST-IN-KIND VESSEL
8 An illustration of
first-of-its-kind Wind Installation Vessel for Maersk Supply Service with Steerprop propulsion package
LUXURY AND SCIENCE ONBOARD ARCTIC VESSEL
PONANT’s new science-focused exploration vessel will collect Arctic Ocean data using a high-tech multi-parameter water measurement system
Sea water sensor manufacturer 4H-JENA engineering’s FerryBox system has been installed onboard PONANT’s Le Commandant Charcot, the hybrid-electric luxury icebreaker powered by LNG to evaluate the role of global warming and glacial meltwater on the North Pole.
“There is relatively little ocean data from the Arctic and Antarctic available, but with FerryBox alongside the laboratory facilities and other scientific sensors and equipment aboard Le Commandant Charcot, we plan to change that,” said Vladislav Sidorenkov-Duprez, science program coordinator, PONANT.
“Le Commandant Charcot’s itinerary takes FerryBox further North than the current highest FerryBox installation in Svalbard, allowing us to extend the geographical scope for autonomous water measurements even further using a solution that we can rely on to deliver accurate readings in any conditions.”
Eco-tourism
Le Commandant Charcot provides a luxurious environment for guests seeking adventure away from the traditional cruise destinations in addition to providing extensive facilities for scientific projects with two research laboratories, one of which is open to the sea.
The FerryBox will monitor temperature, salinity and sound velocity, in addition to measurements that determine the concentration of dissolved oxygen and CO2, which provides insight into bio productivity and the concentration distribution of CO2. The latter is especially important to the study of global warming, ocean acidification and the CO2 absorption function of the oceans.
With its inaugural Arctic voyage starting early in June and a sell-out 2022 season ahead, Le Commandant Charcot’s dual exploration voyage and scientific research approach is paying off. While guests get to reach the geographical North Pole and go kayaking on pristine waters, they can also participate through workshops and seminars hosted by the scientists on board conducting important research, which in addition to projects using FerryBox data, includes the study of ocean plastic pollution and analysis of humpback whale behaviour.
8 Le Commandant
Charcot has a dual role as a cruise and scientific research vessel
Alfa Laval methanol LFSS chosen for 6 vessels
In this year’s largest methanol order to date, Alfa Laval FCM Methanol has been selected as the low-flashpoint fuel supply system (LFSS) on board six dual-fuel container vessels.
The company will provide the LFSS for six 1,170 teu container vessels ordered by Eastaway, a member of the X-Press Feeders Group. The new vessel series, to be built at Ningbo Xinle Shipbuilding Group and New Dayang Shipbuilding, will have two-stroke MAN B&W ME-LGIM engines that can run on methanol as well as conventional fuels.
“With their ability to sail on green methanol, these vessels will be front-runners in the move to carbon-neutral operations,” said Peter Nielsen, president, Alfa Laval Marine Separation & Heat Transfer Equipment.
“Methanol is a major advance on the path to decarbonisation, and the FCM Methanol can be instrumental for shipowners in making the leap.”
The FCM Methanol safely supplies methanol within the flow rate, pressure, temperature, and filtration parameters specified by the engine maker, reports Alfa Laval. It can be adapted to any engine and vessel design, enabling turnkey LFSS deliveries for easy installation. Since 2015, the system has been chosen in nearly 20 methanol projects for more than 10 large shipping companies.
“Over years at sea, the FCM Methanol has established a leading position in the industry,” said Alfa Laval’s Viktor Friberg, head of Marine Separation & Fuel Supply Systems.
“Shipowners can count on its proven automation to keep methanol operations safe and secure, but the design advantages are equally strong for engineering companies and shipbuilders. From integration to operation, the FCM Methanol makes it simpler to work with this new green fuel.”
SHIPWRECK! THE HIDDEN COSTS OF SALVAGE
Failing to plan properly in wreckage removal and disposal can have dire consequences – as international law firm Vinson & Elkins (V&E) explains
With today’s increased scrutiny of the environment, wreck salvage and removal firms have to really focus on every aspect of their work, especially with contaminated wreckage.
There’s an increased appetite for regulation to protect our oceans, and they are beginning to bite contractors who fail to consider the risks when bidding for or negotiating such projects. Failure to plan proper disposal can lead to significant delays, resulting in huge increases in costs that may not be recovered.
Fail to Plan, Plan to Fail… Case Study
V&E recently represented Party A in relation to claims arising out of a contract for the removal of a large vessel from the seabed.
The vessel was carrying a large cargo of hydrocarbons and hazardous substances and Party B was appointed to carry out the removal and disposal in a complicated operation that Party B changed throughout the project, resulting in delays.
In view of the substantial volume of hydrocarbons, environmental risks were paramount to both parties even before entering into the contract.
Party B agreed to take on the risk of the removal and disposal of any and all hazardous materials, including hydrocarbons, and took on the risk of all disposal costs.
Party B was provided with enough information to understand the risk of the significant volume of hydrocarbons but failed to properly plan for this risk. In particular, it failed to plan for the removal of large volumes of hydrocarbon sludge and contaminated soil.
As a result, Party B not only faced significant hurdles onsite (in respect of contamination of the surrounding water and clean-up costs) but also when it came to scrap disposal.
Two months into the project, by not seeking or receiving the proper clearances, Party B was forced to use a scrap yard in a different country – Malaysia - than the original one planned - India. The barge with the scrap had to travel a long, unplanned distance and was required to clean scrap on its barges before landing.
When it attempted to dispose of the wreck in Malaysia, it faced clean-up costs for leakage in the port and was finally only able to dispose of the final piece eight months after removal.
The cost of failing to plan was more than US$20 million.
Key lessons
The risk of failing to plan for environmental issues can be costly, depending on the allocation of risk in the contract.
One of the key issues to consider in a tender is how much detail is provided regarding the volume and type of
Click here to read article on Maritime Journal online hazardous substances. If an employer is providing any relyupon information as part of a tender package, they should carefully consider any information as to the level and type of hazardous substances on board. The contract will need to allocate the risk of removal and disposal, and the provision of rely-upon information could impact who takes responsibility for any hazardous substances over and above the information provided. If an employer cannot give accurate information about the hazardous substances, it should be careful in providing assumptions in relation to removal and disposal. The salvor should carefully review all information, and take care to raise any issues prior to agreeing with the risk allocation. For example, the salvor may wish to put a volume limit on the amount, or type of hazardous materials to be disposed of.
If the wreck is carrying significant volumes of hydrocarbons or hazardous substances, both parties should consider the provision of information regarding the environmental plan for the safe removal of such substances but also the safe, lawful disposal of any substances and contaminated wreckage.
The parties should consider the allocation of risk if the original scrap yard becomes unavailable (increased costs and delays).
Specifically, the parties may wish to consider the risk allocation for any change in regulations/law resulting in a change of scrap yard. This may be particularly relevant for state parties, where disposal is planned at a scrap yard within
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ACOUSTIC BUOYS DEPLOYED TO SAVE WHALES
Newly installed acoustic monitoring buoys are helping to alert mariners to the existence of right whales in a bid to protect the endangered animals
French shipping firm CMA CGM, working with the Woods Hole Oceanographic Institution (WHOI), deployed the first one 33 miles off the coast of the US state of Virginia, a heavily trafficked route, in July.
French shipping firm CMA CGM, working with the Woods Hole Oceanographic Institution (WHOI), deployed the first one 33 miles off the coast of the US state of Virginia, a heavily trafficked route, in July.
A second buoy has now been installed off the coast of Georgia, another busy route that puts ships directly in the paths of migrating whales.
“Each species of whale creates its own unique calls, and the buoys are equipped with an instrument that transmits information about detected sounds to shore every two hours,” says the technology developer WHOI. ”The technology can detect, classify, and report the sounds of marine mammals in near real-time, and the data is analysed by an acoustician to determine which species are present.
“Results are displayed publicly and shared with mariners. This enables dynamic protections, including NOAA’s Slow Zones for Right Whales, which are areas with voluntary vessel-speed restrictions along the eastern seaboard that are established when right whales are detected.” According to the US National Oceanographic and Atmospheric Administration (NOAA), there are fewer than 400 right whales - so named because they move slowly and float once killed, therefore were considered the ‘right’ whale to hunt - left in the North Atlantic.
National Geographic says right whales are the rarest of all large whales, with several species all identified by enormous heads. they can grow to 50 feet in length and 70 tonnes in weight.
Whaling is no longer the main reason for the animals’ decline - this is down to being hit by vessels or getting entangled in fishing gear, the NOAA says, adding that humanmade ocean noise could also interfere with communication.
The new buoys will bring the total number along the east coast of North America to eight, stretching from Martha’s Vineyard in northern Massachusetts down to Savannah in Georgia.
8 Whale-saving
buoy. Inset: Eubalaena glacialis, or right whale, with calf
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