Shipgaz No 5/09 by Henrik Bergqvist

Price EUR 7 No 5 – September 4, 2009 www.shipgaz.com

Special:

Yearbook of Maritime Technology A day on the Hansa route

Hushed up grounding Survival technique An anonymous e-mail to the for female seafarers

Shipgaz signed on the Finnstar in Helsinki and followed captain Jukka Tapiovaara and his crew to Travemünde. PAGE 24

shipowner’s head office revealed that one of their bulkers had been grounded – but sailed on with damages to the hull. The crew had said nothing. PAGE 20

Negotiator, constructor, maintainer or reproducer – which one are you? PhD student Momoko Kitada has identified four strategies for women on board. PAGE 16

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11/8/09

12:17 pm

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Adress: P O Box 370, SE-401 25 Göteborg, Sweden Phone: +46-31-62 95 70 Fax: +46-31-80 27 50 E-mail: info@shipgaz.com Internet: www.shipgaz.com ISSN 2000-169X Editor-in-Chief/Publisher Rolf P Nilsson +46-31-62 95 80, rolf@shipgaz.com

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Pierre Adolfsson, Göteborg, Sweden pierre@shipgaz.com Dag Bakka Bergen, Norway dag@shipgaz.com Fredrik Davidsson, Göteborg, Sweden fredrik@shipgaz.com

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Price EUR 7 No 5 – September 4, 2009 www.shipgaz.com

WAT E R P R O O F Special:

Yearbook of Maritime Technology A day on the Hansa route

Shipgaz signed on the

Finnstar in Helsinki and followed captain Jukka Tapiovaara and his crew to Travemünde. PAGE 24

Hushed up grounding Survival technique for female seafarers

An anonymous e-mail to the shipowner’s head office revealed

that one of their bulkers had been grounded – but sailed on with damages to the hull. The crew had said nothing. PAGE 20

Negotiator, constructor, maintainer

or reproducer – which one are you? PhD student Momoko Kitada has identified four strategies for women on board. PAGE 16

FR O G DYK AB, LeR GO DsGAtAn 1 , 4 1 7 0 7 Gö teBOR G, sweD en. 2 4 ti m/ h seR vi ce 03 1 3 0 3 3 3 0 0 , FAx 03 1 3 0 3 33 99. www.f ro g.se

4 SHIPGAZ NO 5 2009

Intro FEATURE

The only way is up WELCOME In some parts of the world economy, it seems the crisis passed without the slightest trace – no lessons learned, full speed ahead. In the world of shipping, it at least seems that the only way is up. Let’s hope that the slight positive signs speak the truth. The signs of summer checking out are however indisputable. Sad as always, but we offer you Shipgaz no 5 as a distraction.

»The signs of summer checking out are however indisputable. Sad as always, but we offer you Shipgaz no 5 as a distraction.«

Large part of this issue is made out of the 2009 edition of the Yearbook of Maritime Technology. Eight representatives of shipping innovation share their knowledge. Shipgaz signed on the world’s largest ro-pax, the Finnstar, and our reporter was duly impressed by the smooth going between Helsinki and Travemünde. Several articles deal with the difficult problem of the will to report accidents, incidents and near misses. On the Durban Bulker, the crew did not report a serious grounding even to the shipowner. On the Finneagle, an unintentional oil spill was immediately reported to the authorities. The captain, who spent the next two days in a cell, felt he was unjustly treated by the police. In his column, Eddie Janson stresses the importance of reporting near misses to ensure future safety.

ASSISTANT EDITOR-IN-CHIEF Anna Lundberg anna.lundberg@shipgaz.com

PORTRAIT PhD student Momoko Kitada studies how female seafarers adapt to the male dominated situation on board. She has found four different strategies. PAGE 16

Meet captain Tapiovaara and his crew on the largest ro-pax in the world, during a voyage from Helsinki to Travemünde. PAGE 24

REPORT In 2012, the Odense Steel Shipyard will end its shipbuildning activities, just six years short of a full century of shipbuilding. PAGE 52

REPORT Many of the questions surrounding the lost and found cargo ship Arctic Sea are still unanswered, meanwhile rumours are flourishing. PAGE 50

NO 5 2009 SHIPGAZ 5

Intro »Should being suspected of an oil spill be equal to being suspected of committing murder, rape or arson?« EDITORIAL, PAGE 7

In this issue

66 Special: Yearbook of Maritime Technology 16

The double roles of the female seafarer

20 Owner kept in the dark a er grounding 23 Don’t miss the near misses 24 A day on the Hansa route 42 The oil spill of Finneagle – a study in Murphy’s Law 44 2010 – year of the seafarer 45 Maintained monopoly on pilotage in Finland? 46 Ro-ro with cruise ship standard for drivers 50 A riddle wrapped up in an enigma 52 No more patience with Odense 62 The youngest of 23 sisters turns 50 with pomp and circumstance

Regular sections 7

Editorial

Review

Market Review

Portrait

22 Spotlight 46 Newcomer REPORT An anonymous e-mail uncovered the crew’s attempt to keep the grounding of the Durban Bulker secret from the shipowner. The captain confessed to it all. PAGE 20

NEWCOMER The cabins of the Lisco Maxima are built to the best cruise ship standard. CEO Pedersen hopes to attract Germans for Klaipeda roundtrips. PAGE 46

58 Fleet Review 54 Technical Review 62 Retro

Looking for a challenge Chief Engineer, DFDS Tor line

NO 5 2009 SHIPGAZ 7

Editor-In-Chief Rolf P Nilsson rolf@shipgaz.com

Editorial

Keep masters at sea – not in jail! »Should being suspected of an oil spill be equal to being suspected of committing murder, rape or arson?«

n March 29 this year, an oil spill was detected from the ro-pax Finneagle in regular service between Finland and Sweden. The spill was estimated to 5,000 litres of diesel oil. It was the result of several factors. By mistake, a daily service tank was overfilled. Due to an omission in the design, the diesel oil flowed onto the main deck and from there to the sea through a scupper that was open in accordance with the rules. The spill was not cleaned up and the diesel oil evaporated without any visible damage to the environment. When the crew detected the spill, the master notified the authorities. In Nådendal, a number of armed coast guard officers, policemen and a representative of the border guard boarded the vessel. In an annex to the accident investigation report, the master gives his version of how he was treated by the authorities after having reported the accident.

According to the master, he and the chief engineer were transported in a locked prisoner transport van to the police station in Åbo. The chief engineer was allowed to return to the ship after having been interrogated, but the Swedish master was detained. He was held for three days, locked in a cell in the basement of the police station at night and was not even allowed to contact a relief master for his vessel. According to the Finnish police, this is normal procedure as they suspected that it could have been a serious environmental crime. It must have been clear for the police at an early stage that this was an unintentional accident. It was reported by the master to the authorities immediately. It might of course be a case of carelessness, and could therefore be a crime according to the environmental legislation, but to treat this as a serious crime when there is no intent is taking things too far. Add to this that a phone call to the Coast Guard would have given the police the information that the spill was not even recoverable, as all oil evaporated.

The treatment of the master could have been justified somewhat if there had been a risk that the vessel might leave and never get back to Fin-

land again and if a foreign master might disappear in some other part of the world. The Finneagle is a Swedish-flagged ro-pax vessel on regular trade between Finland and Sweden. The master is a Swedish citizen. The vessel is operated by a renowned Finnish company. This alone should have made the police realise immediately that it was an unintentional accident and that there was no risk that neither ship, company nor master would disappear and not show up for interrogation or at a trial.

According to the police, the master was treated in the same way as all suspects of serious crimes and that this praxis fulfils the principle of equality. Should being suspected of an oil spill – that evaporates and vanishes from the sea without any damage – be equal to being suspected of committing murder, rape or arson? The police argue that the master is responsible for what happens on his ship. This is the same argument used by a Greek court when sentencing Captain Laptalo of the Coral Sea to 14 years imprisonment after having been under arrest in jail for more than one year. According to the court, although he had no way of knowing, he as the master was responsible for drugs found in 2 of 27,000 banana boxes. The verdict was later overturned, but by then Laptalo had lost 1.5 years of his life in a Greek prison. People make mistakes, and on ships work is carried out all around the clock. It is a fact that the master is responsible, but if this means that he or she risks being thrown in a jail cell if a crew member mistakenly opens the wrong valve, if there is a flaw in the vessel’s design that leads to an oil spill or if there are prohibited items hidden in the cargo, then we have a serious recruitment problem.

Rolf P Nilsson, Editor-in-Chief

Forward, Midship & Astern READY FOR TAKE-OFF? The Baltic Dry Index is on the rise again, Chinese imports reach record levels and major economies have started moving. Indications that the world economy has at least reached the bottom are increasing, although there are still question marks to straighten out before we can count our chickens.

LONG LASTING PIRACY The monsoon is over and piracy activity off Somalia will increase once again. More or less official Somalian authorities seem to have started to fight seriously against the pirates, but there is a long way to go before there is a stable government in Somalia, and the breeding ground for piracy has been eradicated.

DEAD SEAFARERS VS OILY BIRDS The reaction to two accidents a couple of miles and hours apart show remarkable discrespancies. When Full City grounded off Norway and spilled bunker oil, Government responded quickly and sent ministers. Not a word was heard from any Government when Langeland sank off Sweden and six seafarers died.

8 Shipgaz no 5 2009

Review 2

Photo: maersk line

Photo: PÄr-henrik sJÖstrÖm

Photo: kustbevakningen/swedish coastguard agency

Russian dock workers win in European Court law The European Court of Human Rights has ruled that the Russian state must pay EUR 2,500 per person to 32 dock workers in Kaliningrad. The case came before the court because Kaliningrad Sea Commercial Port had been accused of discrimination by the Russian Dock Workers’ Union’s local branch in Kaliningrad. The union members in question had been fired after a strike in October 1997. They took their case to court several times in local courts but without any result and, during the same period, the union lost several members. Neither ITF, the International Transport Workers’ Union, nor the municipality of Kaliningrad were able to help the dock workers. In 2001, the dock workers took their case to the European Court of Human Rights.

A Swedish Coast Guard Agency surveillance plane.

Fewer oil discharges in the Baltic Sea envIronment The number of deliberate, illegal oil discharges from ships observed by national surveillance planes, as well as satellites over the Baltic Sea area, has decreased more than ten per cent over the past year, and more than 55 per cent since 1999, according to a new Helcom study. Deliberate oil discharges from ships have been regularly observed in the Baltic Sea since 1988.

“the number and sIze of detected oil spillages in the Baltic Sea has been decreasing over the past years, even though the density of shipping has grown rapidly and the aerial surveillance activity in the countries has been substantially improved”, says Monika Stankiewicz, Hel-

com’s Maritime and Response Professional Secretary. “We attribute this to the success of the complex set of measures known as the Baltic Strategy to prevent illegal discharges of oil and waste into the sea, which the Helcom countries have been implementing since the 1990s.” 210 illicit oil spills were detected in the Baltic Sea in 2008, compared to 238 discharges in 2007, and 236 discharges observed in 2006. In 2008, most of the illegal oil discharges were detected along major shipping routes. 87 per cent of the oil discharges detected in 2008 were smaller than one cubic metre, and of these oil spills as many as 148 were even smaller than 0.1 cubic metre or 100 litres.

No 5 2009 Shipgaz 9

The editor of the Review section is Pierre Adolfsson, contact him at pierre@shipgaz.com

Review Photo: wikipedia commons

Photo: wadan yards

Photo review

1. If no more cases are revealed, the Finnish Maritime Administration has decided not to take any further measures against Finnpilot because of overcharging their customers. 2. As a result of the global economic downturn Maersk Line has introduced cost reductions targeting its network services. 3. Mr Igor Yusufov, a member of the Board of Directors of Gazprom, may buy the yards in Wismar and Warnemünde, owned by struggling Wadan Yards Group. 4. Lower costs, the MS Nordnorge on charter and a favourable exchange rate – these are the main reasons why struggling Hurtigruten reports surplus in Q2.

law In a plea deal with the US Department of Justice, the operator Fleet Management has pleaded guilty to violating environmental legislation and having falsified documents after its vessel, the Cosco Busan, collided in thick fog with the San Francisco – Oakland Bay bridge on November 7, 2007. Up to 200 tons of bunker oil were spilled.

If the deal is approved by a court, Fleet Management will have to pay USD 10 million in fines, with USD 2 million earmarked for environmental projects. In addition, the company will be on probation for three years and during this period it will have to implement a compliance programme to increase environmental awareness and improve navigational procedures.

The acting pilot has been sentenced to ten months in prison for polluting waters and killing migratory birds. John Cota, 61, will be the first US pilot ever to be jailed for crimes during the performance of his duties. A heavily medicated and medically unfit pilot paired with a ineffective master who because of cultural respect did not question the pilots decisions, caused the November 2007 accident, concluded the Transportation Safety Board (NTSB) earlier this year. ”There was a lack of competence in so many areas that this accident seemed almost inevitable”, said Acting NTSB’s Chairman Mark V. Rosenker when he presented the board’s findings on the incident.

Photo: tallink group

Photo: us national oceanic and atmospheric administration

Pilot in jail after bridge collision

Tallink to lay off 80 employees labour Tallink Silja OY, the Finnish subsidiary of AS Tallink Grupp, wants to reduce the number of staff in the shorebased organization by 80 full-time positions out of a total 550. Negotiations are ongoing. Several measures have already been taken to reduce costs in the Tallink Grupp. The salaries of the Management Board members have been reduced by 20 per cent and the salaries in the Estonian shore-based organization and in some other units of the company between five per cent and 15 per cent. AS Tallink Grupp continues working on finding additional staff-related cost saving opportunities.

1,500

All Eimskip’s unsecured creditors have now voted in favour of the composition proposal, which was therefore approved. Eimskip states that it will “preserve the company’s operations and safeguard 1,500 jobs”.

10 Shipgaz No 5 2009

Review Photo: hans-petter mortensholm/kystverket

Photo: bent mikkelsen

550 maritime jobs lost at MAN labour MAN Diesel has decided to terminate the production of marine diesel engines at the factory in Frederikshavn. 550 employees will lose their jobs as a consequence: 450 blue-collar workers and 100 white-collar workers. The main reason behind the company’s dramatic decision is the collapsing market for diesel engines. “The market will surely recover some day, but then the competition will be so tough that is most likely the engines will be produced in low-cost countries”, said Vice President Poul Knudsgaard in a radio interview. MAN Diesel in Frederikshavn was founded 125 years ago as Frederikshavn Jernstøberi & Motorfabrik, it later became B&W/Alpha diesel. In the 1960s, their products became the most used engines on coasters and fishing vessels. The production of the medium-sized two-stroke engine will be transferred to other plants in Europe or to licensee production facilities in the Far East. Around half the staff at the Frederikshavn factory have been given notice as of September 3. The facilities in Frederikshavn and the remaining staff will form a new after-sale service called MAN Diesel PrimServ.

Vote now shipgaz poll From July 1 and the following six months, Sweden will hold the presidency of the EU. Will the Swedish presidency be good or bad for the EU shipping industry?

80% It will have no obvious influence. 13% The shipping industry will definitely gain ground. 7% I don’t know. Please visit our website at www.shipgaz.com, and take part in our web polls.

Full City grounding – a catastrophe environment When the Full City’s anchor broke and the vessel started drifting and caused one of the worst catastrophes in Norway, it drifted away from a designated anchorage. “Why in the Himalayas must this ship lay at anchor here, so close to shore, why do we have such solutions? That’s what I wonder”, says Steinar Solvang of the Norwegian Clean Seas Association for Operating Companies (NOFO). ”You are always supposed to learn from incidents. It would be strange if we don’t see things that could have been done differently also after this accident”, says Oil and Energy minister Terje Riis-Johansen.

As usual when something bad happens the politicians are quick to promise improvements. Prime minister Jens Stoltenberg visited the oil contaminated are a few days after the disaster and promised two new state owned tugs to be ordered quicker than what was the plan before the catastrophe. The Full City hit the rocks off Langeland in Telemark at 00:23 on July 31. The bulk carrier was in ballast condition when the accident happened but it had an estimated 1,000 tons of heavy bunker fuel and 120 tons of marine diesel on board. Since all compartments except fore and aft peak were ruptured on the rocks, the oil caused a major spill on the Norwegian coastline. On August 17 when the Panama flagged and Cosco-managed vessel had been pulled off the rocks and towed to Eikstrand by Smit Salvage, a total of 728 cubic metres of oil had been recovered from the vessel and the

sea. That may not sound so much but what was recovered by the approximately 30 vessels from Norway and Sweden, 500 personnel and 10.2 kilometres of oil containment booms, was a total of 217 tons of oil contaminated sand, stone and seaweed, 242 tons of oil emulsion (oil mixed with water) retrieved from the water and another 820 tons of oil emulsion from the stranded vessel. When the salvaged vessel was safe alongside it became clear that one of its anchors was missing its claws. Divers later found one of the claws on the bottom where the Full City was laying at anchor when the whole incident started. When the anchor broke in bad weather the vessel started drifting towards the shore but the Chinese captain did not notify the authorities and therefore he was arrested by the police already on Monday after the accident because he had neglected to report to the authorities that his vessel was about to run aground with the danger of serious injuries to his crew, his vessel and the Norwegian coastline. It was the traffic control centre in Brevik that called the vessel. Sound recordings showed that the communication between the vessel and the traffic control centre was halting. “We have begun interrogations. It is hard since the crew is Chinese and we must use a translator”, the Norwegian police stated in the daily Verdens Gang a few days after the grounding. After the interrogations the 3rd officer was also arrested, suspected of not being on the bridge during his watch.

No 5 2009 Shipgaz 11

Review Photo: bent mikkelsen

SIMPLEX-COMPACT Shaft Components

Crew finally paid maritime matters The crew of five Lithuanians on board the coaster Baltic Breeze I have now been paid and left the vessel, which is lying in Vejle, Denmark.The Swedish owner managed to pay outstanding wages of DKK 379,133. The coaster was blockaded in May as the crew had not been paid for months. The vessel, with a cargo of 100 tons of grain, had been held by the crew. The sister vessel Baltic Wind, owned by the

same company, is still lying idle in Helsingborg, where it arrived after a similar situation in Aabenraa. The crew on the Baltic Wind were paid in the middle of June. The Baltic Wind and the Baltic Breeze I are owned by Swedish-controlled Baltic Offshore Ltd registered in Charlestown, St Kitts-Nevis in the Caribbean, with Marin Way AB in Malmö, Sweden, as the beneficial owner of both vessels.

Nine seafarers died in Malacca Strait collision accident Nine seamen died when the tanker MT Formosaproduct Brick collided with the bulker MV Ostende Max and caught fire on August 18. The fire quickly cut off the ship’s power supply and the seamen had to move around in complete darkness. ”The victims had to move about in the dark and eventually were trapped in areas which they felt were safe”, State Police Chief Datuk Osman Salleh told news agency Bernama. The Liberia-flagged Formosa Product Brick, with a cargo of 50,000 tons of naphta, was hit from behind by the bulk carrier Ostende Max in the Malacca Strait and an intense fire broke out. It took salvors and rescuers over 30 hours to put out the fire. The vessel traffic in the busy strait is said not to have been affected and there has been no major spill. 16 members of the tanker’s crew were evacuated. Investigations by the Malaysian authorities into the cause of the collision continue.

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12 Shipgaz No 5 2009

Review Photo: kustbevakningen/Swedish coast guard agency

Photo: bent mikkelsen

Denmark signs piracy deal law The Danish Ministry of Foreign Affairs has signed a bilateral agreement with Kenya. The East African country will prosecute captured pirates of Somali origin according to international standard of law. The agreement prohibits the use of the death penalty. Denmark, as well as many other countries, does not extradite suspected criminals to countries that impose the death penalty.

In 2008, the Danish warship Absalon had to release several captured Somali pirates. It turned out that there were no legal grounds for prosecution under Danish law and if they were taken to Denmark they would have been released. Meanwhile, NATO has launched a new anti-piracy strategy off the Horn of Africa, called Operation Ocean Shield, which applies a “more comprehensive approach” to anti-piracy efforts. “While at sea, the focus will continue to be on anti-piracy operations, but a new element of regional state counter-piracy capacity has been developed for Operation Ocean Shield. The aim of NATO’s expansion of its capacity is to assist regional states, at their request, in developing their own ability to combat piracy activities. This element of the operation is designed to complement existing international efforts and will contribute to an improved maritime security situation off the Horn of Africa”, the organization states.

2012

Odense Steel Shipyard will cease shipbuilding as of 2012 when the current contracts have been completed. The parent company, A P Møller-Mærsk, has lost up to DKK five billion on the shipyard in recent years.

The wreck filmed by an ROV.

Six seafarers died when Langeland sank accident On Friday July 31, the Norwegian stone-carrying, 2,700-DWT coaster Langeland, built 1971, sank in bad weather east of Ramsö and South of the Koster Islands off the Swedish west coast. A compilation of time data from the shipowner Myklebusthaug Shipping, the Maritime Rescue Co-ordination Centre MRCC and AIS data shows that the vessel sank extremely fast and the crew of six, four Russian citizens and two Ukrainian, never managed to reach safety. In terms of fatalities, the Langeland accident is one of the worst in Swedish waters in modern times.

04.40: The master calls the shipowner to inform the company about a slight list to port and heavy weather. A decision is taken to alter course to seek lee east of the Koster islands. 05.20: According to the vessel’s AIS, its course over ground is 014 and its speed about 8 knots. At this moment, the AIS seems to freeze the position. Simultaneously, and according to the AIS, the Langeland meets the chemical tanker Margita abeam on its port side. Later, at 06.43, the Margita reports to the MRCC that the meeting had taken place and that everything seemed normal. According to the Margita, the wind was southwest-south-southwest with a speed of about 20 m/s. 05.38: The AIS stops transmitting. 05.40: The shipowner has called and finishes the call after the master had said that the list had increased to 10–15 degrees and that the wave height was about 5 metres but that the situation was under control. 05.47: The vessel’s emergency position transmitter (EPIRB) starts to transmit.

The Swedish Coast Guard has filmed the Langeland, lying at a depth of about 100 metres. The film footage shows that hatch cover sections are missing and that the hatch cover was not entirely secured. In addition, the stone cargo has fallen out and the hold is empty. This indicates that Langeland heeled over and the hatch cover was fully or partly opened giving access to large quantities of water in a short period of time. The vessel then rapidly lost its buoyancy. A memorial ceremony has been held in Strömstad, arranged by the shipowner, Norwegian Myklebusthaug Shipping, in co-operation with the Swedish Sea Rescue Society, which took the family members of the deceased seafarers to the site of the accident. Two priests, one from the Church of Sweden and one Greek Orthodox, supported the relatives. Swedish authorities have decided not to dive to recover the bodies, as this is considered too risky. The authorities have not demanded that the wreck should be salvaged and removed, at least not for the time being. It is not a danger to navigation and the risk for environmental damage is considered too small to justify a costly and risky salvage operation, although the Langeland sank in the Koster archipelago that soon will become Sweden’s first marine national park. The wreck contains some 30 tons of diesel oil. Should there be a leakage, the diesel will surface. “The diesel is poisonous in the water column, but most will evaporate”, says Bernt Stedt of the Swedish Coast Guard. The Norwegian Accident Investigation Board is investigating the tragic accident.

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14 Shipgaz No 5 2009

Market Review

Still no certain sign of where we are heading Analysis A year ago, by the end of last summer, times were still rather comfortable for shipowners. The credit crisis had begun about a year earlier, but shipping was still rather unaffected. Although rates for the large tankers had fallen dramatically from July, this was from high levels and VLCCs traded at an average earnings level around USD 50,000 per day according to Clarksons. This was about the same average rate level as for the largest bulk carriers. Then things happened quickly, firstly for bulk carriers. The market collapsed, and

»The truth is that for the moment, anybody’s guess is as good as anyone else’s« a few months later, Capesizes sailed with earnings below USD 1,000. The large tankers were still mainly trading at healthy levels. During the spring this year, rates for large bulkers started to recover but owners of large tanker tonnage have had a disastrous summer

Markets for dry bulk carriers have been positively affected by a dramatic rise in Chinese imports. The Chinese stimulus package has led to a skyrocketing steel production that has triggered imports of iron ore and coal. The latter has also been fuelled by difficult negotiations between Chinese power suppliers and domestic coal producers. For the bulk carrier sectors, the consequences have been a significant surge in tonnage demand at the same time as the availability of open tonnage has been reduced by congestion in ports.

A pretty good summer for offshore supply Offshore The summer has not been too bad for the North Sea offshore supply market, much to the relief of everyone in the industry. The rate level for anchor-handlers picked up by early May and peaked by Midsummer with day rates at GBP 100,000 and with another crest by mid July. Since then, though, the market has slipped back into the doldrums of oversupply. Demand for platform vessels has not managed to rouse the market beyond the GBP 10,000–12,000 level. At the moment of writing, mid-August, the market is sluggish with GBP 10-11,000 paid for anchor-handlers and a

GBP 1,000 200

150

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35 40 45 50 1 5

10 15 20 25 30

Mixed signals. The last few months have seen the oil price slowly rise from USD 50 per barrel to well above 70, disproving those who expected a collapse that would put an end to every exploration and construction programme. But the seismic research sector, in particular, has seen a downturn, with Scan Geophysical closing down and actors like GecoWestern, GCCVeritas and PGS seeing their contract portfolio cut down.

Sea4, a new company aiming at the subsea market with two newbuildings from a Spanish yard, is in the process of reselling its ships at a considerable discount, even though there are several contenders for the ships. Another new company, Aquanos of Arendal, formerly GDV Offshore, has sold its first newbuilding, Endurer from Bergen Yards, to Mermaid Maritime of Singapore at USD 91 million, roughly equal to the building price. Oceanteam ASA had to sell its third newbuilding, a 137-meter cable-layer from Metalships in Spain, to the charterer, Technip, to solve a liquidity squeeze. Dag Bakka jr

New term fixtures in the North Sea market Charterer Vessel Type ConocoPhillips Island Patriot psv ConocoPhillipis Bourbon Eko psv Nippon Oil Highland Citadel psv Schlumberger Island Commander psv Saipem Northern Challenger ahts Saipem Northern Corona ahts Saipem North Fortune psv Peterson Highland Monarch psv Nexen Skandi Waveney psv Saipem Northern Chaser ahts EDT Offshore Rem Provider psv ADTI Toisa Sonata psv ADTI Toisa Independent psv New term fixtures worldwide Charterer Vessel Australian Drilling Ass Far Scimitar Australian Drilling Ass Far Fosna Shell Australia Lady Christine Petrobras Far Sleipner ECGS Egypt Sea Lion

Type ahts ahts psv psv ahts

Operation extended 2 months from June extended until 2012 1 well (60 days) support Ocean Guardian 3 months firm + months opt, June barge handling, Castoro 7, 45 days barge handling, Castoro 7, 45 days 2 months supply duties, 1 year supply duties, 2 months support S600, 150 days supply duties, 440 days 1 well firm + 1 option, Transocean Rather 1 + 1 well support Sedco 704

Operation 12-15 months 12-15 months 4 months 2 yrs continuation drilling support 1 year

Source: Shipgaz Bergen, AUGUST 2009

Source: Shipgaz Bergen, AUGUST 17, 2009

Offshore earnings

low 3,500–4,500 for PSVs, and generally with considerable waiting time between jobs.

no 5 2009 Shipgaz 15

Market Review on the tAnker side, both for large crude carriers and for the largest products tankers, prospects are gloomy to say the least. Shipbroker Gibson reported in the middle of August that ”VLCC earnings in the Middle East dipped to below USD 10,000/day in mid July, but have since recovered and have risen to around USD 20,000/day currently. LR1 round voyage spot earnings have been around USD 10,000/day in the Mid East-East trades, and are currently at around USD 12,000/day.” These are levels that short-term will keep vessels moving, but they are not sustainable. If this continues, lay-ups of modern vessels and scrapping of older will increase.

ping? The truth is that for the moment, anybody’s guess is as good as anyone else’s. And, as we all know by now, there is a lot of new tonnage to be delivered in a near future, ships that have to be absorbed in already depressed markets.

Not a good summer for VLCC owners

A reAsonAble guess is thAt shipping will suffer longer than the world economy at large, thanks to all vessels ordered not primarily to meet a transport need – but investor greed.

editor-in-chief

Rolf P Nilsson rolf@shipgaz.com

so, when will we see a sustainable upturn for the world economy and for ship-

Waiting for signs of recovery shortseA & dry The market is anxiously looking for any sign of recovery as larger volume of grain seems to be hitting the market both from the Baltic and from the UK. So far only sporadic movements from 1,200 Northern Europe with EUR 10–11 p/mt obtained for 3,000–4,000 mt movements 1,000German Baltic to ECUK. from

ern Europe is paying around USD 20 p/mt. Also this week Span Med to ARAG/North Sea has been covered at EUR 10–11 p/mt.

lArger units are not having an easy time 800 presently with a continuous lack of alternatives both on fronthauls and backhauls from 600 Mediterranean especially. Several ships have also this week been observed ballasting all the way from Span Med to ARAG with no 400 cargo in sight. Brokers recon 6,000–7,000 mt parcels from Baltic/ARAG to East Med is currently 200 paying EUR low/mid 20’ties while re35 40 45 50 1 North5 turns from Central Med/East Med to

USD/ton 1,200

1,000

800

eArnings estiMAtes

Past 12 months. EUR/day 5,000

4,000

3,000

2,000

bAltic dry bulk indices 400

200

1,000

End ’08 mid-May ’09

Week 35

50 1

Week 35

5,000

4,000

50 1

mid-Aug ’09

Clean Tanker index

839

478

Dirty Tanker Index

1252

473

477

Baltic Dry Index

784

2544

2534

■ 1,250 DWT ■ 1,750 DWT ■ 2,500 DWT ■ 3,500 DWT ■ 6,500 DWT

449

Source: BaLTic eXchange

600

oVer the PAst 2 weeks several self-discharger units have resumed trading after lay-up and coming weeks will prove if recent gains will be sustainable. For the conventional markets lay-up is still the only right solution for many units as volume is Week far too weak to accommodate higher ton10 15 20 25 30 nage supply.geir jerstAd Source: norBroKer aS, aug 21, 2009

Source: BunKerWorLD/norBroKer aS, aug 19, 2009

Mgo rotterdAM cif Prices

in the self-dischArger MArket activ■ Mgo ■ iFo 180 ity has been picking up with good flow of feed products like fish meal and Soya meal especially. Demand for tonnage both from Iceland and ARAG area has secured decent employment and multiple alternatives.

wet & dry The summer has been a summer to be remembered by large tanker owners, but not for positive reasons. In May, Stockholm Chartering reported negative earnings for VLCCs trading from the Persian Gulf and westward to Europe. Rates recovered somewhat during July with daily earnings at close to USD 20,000, but at the middle of August, daily earnings where again reported at below USD 1,000 on the route. VLCC owners managing to secure eastbound fixes have been luckier. Asian demand for oil has apparently been higher during the summer and by mid-August Clarkson reports daily earnings above USD 20,000 for eastern destinations. On the products markets, fundamentals are really depressed. Signs of weakening demands are showing in several important markets. According to Stockholm Chartering, a Japanese refiner has identified a major overcapacity that is set to rise over the coming years. Italian refiner Saras has postponed all growth projects for up to 18 months. The first confirmed reports of shipowners laying up LR1 tonnage has been published. In the large dry bulker markets, China continues to be the motor that drives rates upwards. A Capesize single voyage between Tubarao and Beilun. Baoshan, gave earnings at USD 66,000 per day, Clarkson reports. The company’s average earnings index for a modern Capesize stood at USD 43,000 per day. A Transatlantic roundvoyage for a Handymax gave around USD 20,000 per day in earnings.This summer’s drivers in the large bulk carrier markets seem to have lost speed. The reportedly fixed volumes have fallen and congestion in the major bulk ports is easing. This is not a good sign for the rest of the year. A worrying sign for many shipowners is also the bunker oil price trend. Since its February dip, the trend has more or less been pointing North and by mid-August the price for 380 IFO was USD 430 in Rotterdam, against USD 250 in mid-February. rolf P nilsson

No 5 2009 Shipgaz 17

By Klara Magnusson, klara@shipgaz.com

Momoko Kitada

The Portrait

The double roles of the female seafarer PhD student Momoko Kitada studies how female seafarers adapt to the male dominated situation on board. She has found four different strategies. Her thesis is called Women seafarers and their identities. Momoko Kitada studies how female seafarers manage their gender identities between ship and ashore, and cope with the issues of working in a male-dominated workplace.

When a woman enters a ship she enters an area traditionally dominated by men. “Nobody teaches women seafarers how to behave. They just land on the ship and try to fit into the group. They have to identify problems and solutions by themselves and try different strategies to survive”, she says. Momoko Kitada is a PhD student in social science at the Seafarer’s International Research Centre in Cardiff. She investigates how female seafarers manage their identities between two different spaces: ship and shore, where the culture might have a different expectation on women to play certain social roles in relation to gender. Her PhD is to be finished during the next year. Her interest for women seafarers and their gender identities was born when Momoko Kitada was a seafarer herself. During her studies at the maritime university in Kobe, Japan,

she spent one year on board several Japanese training vessels as a training cadet. But instead of working as a seafarer, she wanted to use her knowledge and experience to help the shipping industry. Part of the truth is also that she found herself too old. “Women over 30 is a problem for shipping companies, because they think that these women will probably get married and have children in a few years. The gender roles in Japan are very strong, but I have seen this even in countries like Sweden and this is why I got curious about gender and the subject of my research. You can’t escape from the issues of gender and age within the society like that”, she says.

»The gender roles in Japan are very strong, but I have seen this even in countries like Sweden« In September 2005 Momoko Kitada completed her one year onboard training as a deck cadet, just after graduation from the Faculty of Marine Sciences of Kobe University, Japan, with an honours degree in Maritime Sciences.

Momoko Kitada has made faceto-face interviews with 36 female and 8 male seafarers. The institute in Cardiff identified some key persons for her to begin with, and then she used a snowball sampling to find the rest – in other words, her respond-

ents recruited others among their own contacts. During the interviews, she mostly let them talk freely about themselves, their work and their gender identity issues. “I had expected that women would talk more about sexual harassment and discrimination”, she says. “Of course some of them have had negative experiences on board, but my overall impression is that they really like their job and they are very motivated.”

One of her findings from the interviews is that female seafarers often hide their feminine signs when on board. “Some of the women told me that they try to behave like men in order to be part of the group. Others wear loose fitted clothes and no makeup. Of course this can be for practical reasons, but the women identified it as a strategy they regularly practiced to hide their femininity.” Many interviewees mentioned that if they get along well with a particular male on board, the gossip will start about them dating. To avoid this they try not to pay more attention to one man than to the others. “But that means they can’t behave

18 Shipgaz No 5 2009

The Portrait Momoko Kitada Photo: klara magnusson

naturally; in daily life ashore you don’t have to think about being equal to everyone.”

In her study, according to women

Momoko Kitada identifies four different ways female seafarers manage their identities.

seafarer’s identity management strategies, Momoko Kitada puts them in four different categories: negotiators, constructors, maintainers and reproducers. The typical behavior of a negotiator includes hiding her femininity while on board in order to not stand out in the group, for example by wearing baggy clothes, keeping distance and not showing emotions. Some women, however, may feel that hid-

ing femininity is not enough to be accepted as a crewmember. They become constructors, starting to imitate their male colleagues, for instance using swearing words. By doing so, this type of constructors proactively acquire male values to their personalities. “Some women become rude, swear or try to talk straight. Some even start to smoke, as I did myself. I just wanted to be part of the group so I joined whatever they were doing”, Momoko Kitada says. Maintainers, on the other hand, attempt to keep their original selves and their gender identities tend to be balanced and well maintained. Some

may try to retrieve feminine habits and others can conceal their true selves deep inside.

Finally, reproducers have more control over their identities, thus some enjoy using masculine identity here and feminine identity there. “Many women start as maintainers but as soon as they come on board, many of them start realizing that this doesn’t work. They feel that they have to change, so they often become negotiators or constructors.” According to Momoko Kitada, a great part of the negotiators and constructors become maintainers when

Momoko Kitada on … Sex and gender: “There is an important difference between sex and gender. Sex is biologically termed, whereas gender is socially and culturally defined – how feminine or masculine norms and ideologies are perceived and constructed. An onboard problem or situation is not always related to gender and you

must not mix this up! Separation from family can be a problem for men as well as for women. Isolation is common for every seafarer, but for a woman the isolation can be more difficult than for a man, especially if you are the only woman in the crew. So isolation can be related to gender. The same

goes for the macho culture that is seen on many ships.”

Her own experience: “I was excited when I started studying at the maritime university in Kobe. The school had a small training vessel and the captain on board told me that the happiest thing for women is

to get married and have children. That was the first thing he told me! In Japan where I come from it is natural for a woman to leave work when she gets children. Sometimes you don’t realize things; it seems all normal when you are in it.”

Fashion: “Some women seafarers told me that

they are forced to wear classic fashion even if it’s boring, because the next time they come ashore the fashion has changed so it’s a waste of money to follow trends. Blue is not hot anymore, now you should wear red instead. You might think that this is not much of an issue, but it can actually be.”

No 5 2009 Shipgaz 19

Momoko Kitada

»She unconsciously switched on what Momoko Kitada calls “her masculine captain identity” at home«

how to do it”, says Momoko Kitada. Another woman worked as a master and had four children. She struggled ashore with alternating her identities as a wife and mother, but she unconsciously switched on what Momoko Kitada calls “her masculine captain identity” at home, which was really problematic.

they are back ashore. During their time off, they often wear dresses and enjoy chatting with female friends, since they miss these opportunities on board.

According to Momoko Kitada, nobody starts as a reproducer without going through the other stages first, getting a new identification of self through her seafaring experience. “A women engineer is often seen as a strong woman ashore because of her masculine type of skills, such as drilling and fixing something. This type of reproducer is happy and confident, thinking that I might not be a perfect woman ashore – in terms of stereotypes – but I am good at other things.” Another way for a reproducer is to use her femininity in order to supervise male colleagues, to motivate them with feminine methodology. Momoko Kitada calls this manipulation of femininity. “A female captain told me that it was hard to make one of her male

For some women, adjusting between different roles works fine. Others have to struggle with managing their identities between their life on board and ashore. “Staying a negotiator both on board and ashore is sad, really. One woman told me that she always tried to hide her emotions and feelings on board. Ashore she found out that she had to show her feelings to her boyfriend – because when you care for someone you are supposed to show your feelings – but this was hard for her, since she did no longer know

The Portrait colleagues listen to her orders. She then asked him to do something that wasn’t very important and instead he did the more important thing – which was exactly what she wanted and had guessed that he would do…”

There are two schools for Marine Studies in Japan, in Kobe and in Tokyo. Momoko Kitada comes from western Japan and therefore studied in Kobe.

Today’s seafarers’ culture seems to be still old-fashioned and macho, Momoko Kitada thinks, warning that this can be a problem when recruiting young people. Her solution is, in one way, to increase the number of women seafarers to change this mentality and create a better working environment for both men and women. “Putting more women in the shipping industry will update the occupational culture of seafaring. According to the ‘critical mass’ theory, there should be at least three women in a crew of ten persons; then there is a balance, she says. “It is also very important to increase the number of women working in the managerial positions of the shore-based maritime industry. Otherwise the shipping company – if there are only men – might not even recognize some of the hidden issues that can be a problem.”

HMC00D9104, SMM Hamburg, The Scandinavian Shipping Gazette, ET 04.09.2009, 184x118

P1, CT 12.08.09

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14.08.2009 12:23:43 Uhr

20 Shipgaz No 5 2009

By Bent Mikkelsen bent@shipgaz.com

Report Hushed up grounding

Photo: Bent Mikkelsen

The Durban Bulker went aground but sailed on for another month before the owner found out what happened.

Owner kept in the dark after grounding An anonymous e-mail uncovered the crew’s attempt to keep a grounding secret from the shipowner. The captain confessed to it all. Danish bulk operator and shipowner J. Lauritzen’s bulk department Lauritzen Bulkers had quite a shock when the head of the technical department received an anonymous e-mail from a crewmember on the bulk carrier Durban Bulker, saying that the vessel had been grounded, but had continued sailing without any action being taken, as if nothing had happened. The Durban Bulker is sailing under the Panama flag and is owned by J. Lauritzen’s subsidiary Handyventure Singapore Pte in Singapore. The vessel is manned with a fully Pilipino crew of 19 persons.

The e-mail revealed that the ship had been aground some 30 days earlier, somewhere in the Far East. “First I considered it a bad joke”, explains Poul Martin Kondrup, head of Technical Department of Lauritzen Bulkers. “But shortly after, my staff

and I had to take some serious action on the information received.” “The Durban Bulker was almost fully loaded with a cargo of coal in Richards Bay, South Africa, and was just about ready to leave for Rotterdam in the beginning of December 2008, when the e-mail arrived”, says Poul Martin Kondrup.

»First I considered it a bad joke« Poul Martin Kondrup, head of Technical Department of Lauritzen Bulkers.

“We had to start the whole show within a short while to find out what was up or down in the message. We sent some of our office staff to Richard Bay to interview the captain and the senior officers. The captain admitted the facts after a short interview and took responsibility for the fact that he had urged the whole crew to keep quiet about it.” “In the next stage, we had to find out how much damage there was to

the ship’s hull and the circumstances around the grounding. We had to find a diver with an underwater camera, who was sent into the water for the purpose of finding out if the vessel was still sea worthy for the voyage to Rotterdam and also to give us an estimate of the amount of steel needed for repairs.” The underwater video showed some extensive scratches and dents to the bottom plates and some serious dents to the bilge and bilge-keel, which indicated that the bulk carrier had been in some swell when the grounding took place.

“We estimated that around 100 tons of steel had to be renewed on the ship after discharge in Amsterdam”, says Poul Martin Kondrup. “In co-operation with our underwriters we decided that it was safe to sail off for Amsterdam. Most of the Filipino

No 5 2009 Shipgaz 21

Hushed up grounding

Report Photo: Bent Mikkelsen

»I was more than surprised it happened on one of our vessels, as we have done serious efforts to avoid such events« crew was on assignment for Lauritzen Bulker, and that also became their last assignment”, says Poul Martin Kondrup. The crew was sacked shortly after the arrival at Richards Bay, South Africa, and the senior officer was put on a list of persons not wanted for a Lauritzen Bulker in the future.

“But to be honest I was more than surprised it happened on one of our vessels, as we have done serious efforts to avoid such events. It has also given us some serious thoughts about the future, flying other flags than the Danish. We are doing a very careful economical study into a change to Danish flag and having one or two Danish senior officers on board vessels. It could prevent this kind of incidents and set another standard on board. I have a strong notion that a Danish flag on the flag post will make visits from Port State officers easier because of the reputation of Danish flagged vessels. Even if the standard is the very same”, says Poul Martin Kondrup.

“The incident on the Durban Bulker is an unfortunate example of what we try to avoid from the very first day a seafarer of foreign nationality signs on one of our vessels”, says Poul Martin Kondrup. “We have a constant battle with for example the seafarers of Filipino nationality in order to tell them that they will not get sacked if they report what happens on the ship, but instead most likely will be if they don’t report back to us. Not only groundings, but also smaller things like if an auxiliary engine breaks down. Filipino seafarers, and Polish and Russian for that matter, has a tendency to try to manage without the particular engine for a while, because somehow they are afraid to report back to the office and order a new one”, says Poul Martin Kondrup. Traditionally, Asian seafarers, es-

The persons in the piture have no relation to the story. pecially those with experience from Japanese-controlled ships, have had to pay for incidents from their own pockets. If a crewmember for instance would lose a tool in the water, he would find the value of the tool deducted from the salary at the end of the month. This might of course have an intimidating effect on the seafarer’s willingness to report accidents and mishaps.

“We are very much aware of these circumstances and work in close co-operation with our crewing agency in Manila”, says Poul Martin Kondrup. “We often travel to Manila to teach the classes on the academy that honesty is highly valued skill on a Scandinavian owned and operated vessel. And again tell them that we necessarily don’t sack a seafarer for an accident, but that he is very much in trouble if he or his superior office doesn’t report it back to our office. They will not be held responsible for accidents on old machinery, but only if the cause is neglect.” “Furthermore, we clearly state this in our manuals for the seafarers and put it up on signs on board the vessel. But it is obviously a long process to

Durban Bulker The ship is sailing in the pool of bulk carriers called IVS/LB, a joint venture between South African Island View Shipping and Lauritzen Bulkers. The Durban Bulker was delivered in Feburary 2004 from the Japanese shipbuilder Kanda Zosenho K K, Kawajiri, Japan, as hull no 457.

get the message through to every one on board.” “The investigation into the grounding of the Durban Bulker took quite some time, but we managed to find out it was in Indonesian waters, while on a passage from Nanjing in China bound for Beira in Mozambique. It also turned out that the grounding went on for almost 18 hours before the voyage was resumed, which was revealed by the log on the main engine showing manoeuvres for that span of hours. Luckily enough, the ship had only minor leaks in a ballast tank after touching the sandy bottom”, says Poul Martin Kondrup.

The Durban Bulker arrived at Rotterdam on December 24, 2008, for discharge. Lauritzen Bulkers signed up with a shipyard in Amsterdam to avoid any more sailing in damaged condition, and shortly after the discharge on December 30, 2008. The repair job was however bigger than estimated and the steel needed ended on around 130 tons. The Durban Bulker left the shipyard after 47 days of repairs and took off for Porsgrunn to take a cargo of fertilizer for Buenaventura, Colombia.

22 Shipgaz No 5 2009

By Eddie Janson, eddie@shipgaz.com

Spotlight Safety

Don’t miss the near misses So why do we not report our near misses? One reason can be that it is in the human nature not to want to admit mistakes. If you fall on the street the first thing you do is to check if anyone saw you falling. If not, you try to stand up quickly before anyone sees you. Other reasons can be a blame culture, or even that if your company has a no-blame culture you are not aware of it. It is important for a shipping company to communicate the noblame culture to everyone employed. Some people might think that it is too burdensome. You have to fill in a form and maybe answer some questions afterwards. However if you can prevent a real accident from happening, it will be worthwhile. Therefore it is important to have a user-friendly reporting system.

Safety: eddie Janson Captain Eddie Janson of MariTrain AB, instructor and consultant in maritime safety, points the spotlight at safety related matters in each issue.

hat is a near miss? There are many different definitions of the term. OCIMF defines it as “events or sequence of events that did not result in an injury but which, under slightly different conditions, could have done so”. Or you can define it as every time you sit down in the messroom and say, “Wow, we were lucky this time”. The difference between a near miss and an accident is typically a few millimetres, a split second or just pure luck. Some companies use the terms “hazardous occurrences” or “near accidents” instead, but it all refers to the same thing.

during the 1960s, a US insurance industry specialist, Frank Bird (1980), did a survey of 1,700,000 accidents and devised his “accident ratio”. He found that on each serious or fatal

injury there are 10 other injuries, 30 property damages and 600 near misses. Based on his information we should have more than 14 near misses reported for each damage to property or life. A more common statistic used in the shipping industry is based on a study from 1950 that states that there are 10 near misses for each accident. I have not seen any tanker company reporting 10 near misses per accident yet. There are maybe some out there, but not many. The Swedish Transport Agency has between 1998 and 2007 received reports on 1,408 accidents and only 197 near misses. That is 0,14 near misses per accident.

»A near miss shall be investigated in the same way as a real accident. Next time the same situation occurs, your luck may have run out.« TMSA 8.1.1 “The ﬂeet operator has procedures that ensure prompt reporting and investigation of all incidents, accidents and near misses.”

PHoTo: FREDRIK DAVIDSSoN

No shadow should be cast on a seafarer that reports a near miss.

Some seafarers say “why shall we report near misses when nothing happens after the report?” If this is the case your company is missing a great opportunity to prevent accidents in the future. A near miss shall be investigated in the same way as a real accident. A Root Cause Analysis shall be performed and the result of the analysis shall lead to safety improvements on board. Next time the same situation occurs, your luck may have run out. Whatever reason we have not to report, we should try to increase the reporting. As usual it is interesting to compare with the aviation industry. The Swedish Transport Agency/ Aviation has an anonymous reporting system in which they receive about 3,000 reports per year, all of them incidents or near misses. Why is the aviation industry better at reporting near misses? Mr Andrew Dow on Oxford Aviation academy (Ex. SAS flight academy) states that teaching the importance of reporting “starts from the first day of training”. I cannot remember that we talked about it at all when I attended the Maritime Academy, but that was a while ago. Another comment from the Swed-

No 5 2009 Shipgaz 23

Safety

Spotlight

Serious/fatal injury

Other injuries

Property damage

THE BEST INVESTMENT FOR YOUR VESSEL - PUTS YOUR DIESEL AHEAD

600 Near miss Frank Bird’s triangle. For every serious or fatal injury, there are 600 near misses. ish Transport Agency/Aviation was that maybe the airline pilots can see bigger potential consequences and therefore are keener to report everything. The Operational Safety Manager on the Swedish Transport Agency/ Aviation Lars Sandberg says that the reporting did not become mandatory until 2007. However even before this legislation came into force they did report everything. He claims that this is due to their no-blame culture and safety awareness. On Swedish flagged vessels we have two legislations covering reporting, the Swedish Maritime Code and the Act on Investigation of Accidents.

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ISM Code 9.1 “The SMS should include procedures ensuring that nonconformities, accidents and hazardous situations are reported to the Company, investigated and analysed with the objective of improving safety and pollution prevention.”

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I believe that we have to change the attitude in order to increase reporting. The most effective way to get people to report more is to improve the safety culture, this can be done in many different ways, but the most important is commitment from the top. This no-blame culture must of course be present within the company you work in, but also from authorities and governments. Another threat to the no-blame culture is the criminalization of seafarers. Even if an officer works in a company where he knows he will not get blamed at all for reporting near misses, this might lead to prosecution in some countries. For example I do not think that the Captain from M/V Finneagle is so keen on reporting anything in the future. He did exactly what he was supposed to, reported an accidental oil spill from his vessel, but he ended up in a cell (read more about that on page 42).

THE OPTIMUM SOLUTION

CHRIS-MARINE HEAD OFFICE AND SUBSIDIARIES:

Chris-Marine AB•Tel: +46 - 40 671 2600•info@chris-marine.com IOP Marine A/S•Tel: +45 - 4498 3833•contact@iopmarine.dk Chris-Marine (S) Pte. Ltd.•Tel: +65 - 6268 8611•chrism@chris-marine.com.sg CM Hellas Ltd.•Tel: +30 - 210 4826 060•costas.sohoritis@chris-marine.com Chris-Marine Rep Office Shanghai•Tel: +86 - 21 5465 3756•lanny.chen@chris-marine.com Chris-Marine Rep Office St. Petersburg•Tel: +7 - 911 908 5482•andrey.egerev@chris-marine.com Chris-Marine Rep Office India•Tel: +91 - 712 224 2719•sunil.vaidya@chris-marine.com

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A day on the Hansa route

When 55,000 hp are released in the engine room, the 218 metres long vessel makes more than 25 knots. The Finnstar is faster and larger than most of the ships on the Baltic Sea. Meet the captain and his crew on the largest ro-pax in the world, during a voyage from Helsinki to Travemünde. Text & Photo: Pär-Henrik Sjöström

Keeping up the tight schedule on the ferry route between Helsinki and Travemünde with the largest ro-pax vessels in the world is a tough match even for an experienced crew. Still, the jobs on these gigantic cargo carriers are regarded most attractive. ith a cargo capacity of some 4,200 lane metres on four decks, the Finnstar and her four sisters are regarded the largest ro-pax vessels in the world. Being XXL-sized when it comes to cargo capacity, their maximum passenger capacity of 500 ranks them M-sized as passenger carriers. Both the cargo capacity and the number of passengers are optimised for the route Helsinki–Travemünde. Finnlines has been operating ferry traffic between Finland and Germany since the early 1960’s. The service is called HansaLink by Finnlines, as already the Hanseatic merchantmen used to sail on a regular basis between Lübeck and Finland. In the 13th Century, the Hanseatic cog ruled the Baltic Sea, today the bulk of the high-valued cargo is shipped by ro-ro vessels and ferries. The largest cogs could carry some 250 tons of cargo. A typical cog was 30 metres long and seven metres wide and had a draught of three metres. In fair wind it could maintain a speed of four or five knots. The Finnstar has a deadweight of 9,653 tons and is 218.8 metres long. Her beam of 30.5 metres is about the same as the length of a cog. The service speed of the Finnhansa is 25 knots. Shipping on the Baltic Sea has developed a lot since the 14th Century.

The distance between Helsinki and Travemünde is some 630 nautical miles, making it the longest passenger ferry connection in the Baltic Sea area. In 1962 Finnlines introduced its first car- and passenger ferry Hansa Express on the route Helsinki–Travemünde, later to be replaced by larger ferries. In the beginning of the 1970’s additional capacity was provided by an early type of ro-pax vessels, event though the term “ro-pax” was not yet invented. The Finncarrier, Finnfellow and Hans Gutzeit had passenger capacity for some 30 to 50 drivers. The number was considerably higher than the usual 12 in pure cargo vessels. In 1977, Finnlines’ conventional car ferries on the route were replaced by the gas turbine powered Finnjet, no doubt one of the most extraordinary ferries ever built. Having a service speed of 30 knots, the extremely fast vessel could do the crossing in less than 24 hours and thus do the job of two conventional fer-

The Finnstar and her younger sister the Finnmaid in Helsinki’s new Vuosaari harbour. Both vessels are scheduled to sail the same evening – the Finnmaid directly to Travemünde and the Finnstar to Travemünde via Gdynia.

Chief officer Raimo Laakso is responsible for loading and discharging. He is on duty virtually all the time in port but has no bridge watch. At arrival and departure he assists the captain on the bridge.

»We have a larger passen ger capacity and better pas senger facilities. On the oth er hand the tempo is more hectic here with relatively short stays in port« ries. Every second day she was southbound and every second day northbound. In between there were brief calls in the ports of Helsinki and Travemünde respectively. The idea was right, but the timing was wrong. When the newbuilding already had been contracted the first oil crisis hit the world. The powerful gas turbine machinery was everything but fuel-efficient. Due to high oil prices, the Finnjet did not become that commercial success originally expected when she entered service in 1977. Already in 1981, a diesel machinery was added for a more economical cruising speed off season. The Finnjet was sold in 1986 to be operated by Silja Line on the same route. In 2003 Silja Line definitively closed down its service to Germany. Before that it had for several years been operated during summer time only.

After selling the Finnjet, Finnlines concentrated on developing its ro-ro services on the route. The lack of adequate passenger capacity initiated a ropax project, which resulted in the Finnhansa class vessels, delivered in 1994 and 1995. With these four vessels Finnlines maintained daily sailings between Lübeck and Helsinki with a crossing time of 36 hours. Their passenger capacity was 114, which was insufficient during the summer season. Later Travemünde replaced Lübeck as the German port of call. The Finnhansa-class vessels definitively confirmed that ro-pax was a winning concept in the traffic between Finland and Germany. They became popular among both the passengers and the crews. In combination with the growing traffic volumes, the experiences from the operations with these vessels resulted in a new type of ro-pax vessel with a consid-

erably higher service speed. The distance between Travemünde and Helsinki is covered by the new vessels in just 27 hours. After the delivery of the Finnstar in summer 2006, the Finnhansa-type of vessels has successively been phased out from the Helsinki–Travemünde service. Today, all five ships of the Finnstar-class – the Finnstar, Finnmaid, Finnlady, Europalink and Nordlink – are employed on this route, while the Finnnansa-class has been reassigned to other services.

It is Tuesday afternoon in Helsinki’s new Vuosaari harbour. The Finnstar is berthed side by side with her slightly younger sister Finnmaid. They will both sail in the evening – Finnmaid for Travemünde and Finnstar for Gdynia, from where she will continue to Travemünde. In the Vuosaari harbour all passengers pass through the Hansa Terminal, located at a separate gate intended for passenger traffic only. To reach the vessel the passengers drive along a service road across the port area. The first impression is something of a labyrinth with numerous crossings of main transfer routes for cargo vehicles and railways. For safety reasons the passengers drive in convoy, following a pilot car. Foot passengers are transported from the terminal to the ship with a mini van. Although the passengers are assigned their cabins already at check in at the terminal, the purser Petri Laitinen has a busy time at the information desk when the passengers enter the vessel. He has a long experience from the route and is usually the passengers’ first contact with the crew on board. For several years he worked with Silja Line before he became a purser on the Finnhansa-class vessels. He thinks that the concept on the Finnstar definitively is even better than on the Finnhansa. “We have a larger passenger capacity and better passenger facilities. On the other hand the tempo is more hectic here with relatively short stays in port.” A new feature this summer is the traffic to Gdynia in Poland. For two weeks each vessel makes three voyages in a row between Helsinki and Travemünde

Loading the weather deck in Helsinki. The cargo is bound for Travemünde as in Gdynia, there is no land-based ramp providing access to the upper trailer deck.

The Finnish-flagged vessels in the Finnlines-fleet have Helsinki as their home port. The passengers follow a pilot car when they drive aboard.

He makes it look so easy â&#x20AC;Ś When handling a ship with a hull area many times larger than the total sail area of a windjammer, you have to know exactly what you are doing. Captain Jukka Tapiovaara handles the giant like she was a small yacht.

»The pricing during the introduction stage has been very attractive and the market has responded immediately« with a call in Gdynia in both directions. After that the vessel sails for three weeks just between Helsinki and Travemünde. As each vessel is in its own phase of this five-week cycle there are always two vessels sailing to Gdynia, enabling a total of three sailings a week in each direction. Tonight, the Finnstar will sail on her second voyage from Helsinki to Gdynia. The destination has already become most popular and Petri Laitinen thinks that it will be a success. “Today we have almost twice as many passengers to Gdynia than to Travemünde. The pricing during the introduction stage has been very attractive and the market has responded immediately.” His observations are confirmed by the statistics. During the first month of traffic the vessels have carried some 5,000 passengers to and from Gdynia. The booking situation for the summer indicated that at least 12,000 passengers would be travelling between Finland and Poland during the three summer months.

At the ramp to main deck chief officer Raimo Laakso is supervising the cargo handling and lashing of the cargo units. He is in charge of loading the ship and is assisted by a couple of deck hands. On the Finnstar the chief officer only occasionally has bridge watch, as there are calls of ports every day. “Today we have to load the ship a little bit differently as we have cargo and cars destined both for Poland and Germany. In Gdynia we are able to use the ramp to the main deck only and therefore we have to stow all passenger cars and trailers there. Some additional trailers for Gdynia we stow into the lower hold, while all cars and cargo on the two upper decks are bound for Travemünde.” In Helsinki and Travemünde cargo handling is possible on two levels simultaneously due to purposebuilt land based ramps. Most of the private cars to Travemünde are stowed on the upper deck, situated under the superstructure with direct access for the passengers to the main entrance hall on deck 7.

After 8 pm there are clear marks that an immediate departure is at hand. There is a certain atmosphere on a ship preparing to set out to sea. The last cargo units are being lashed and after that the stevedores leave the ship. The radar scanners are rotating and the navigation lights are lit. Captain Jukka Tapiovaara has been on the bridge for a while already, now he is waiting for confirmation that the ramps are closed. The deck starts vibrating as the four main engines are started in sequence one by one. At 8.30 pm second officer Harri Seppä reports to the bridge that everything is ready for departure. “Let go all”, commands captain Tapiovaara on the walkie-talkie. The mooring lines are loosened and the boatmen free them from the bollards on the pier. The vibrations increase when the pair of 2,000 kW bow thrusters enters the game, starting to push the ship

away from the pier. The master pulls the control level for the main engines for a speed slow ahead. The ship is now clearly moving forward. Master mariner Jukka Tapiovaara is Finnlines’ most experienced captain. He went to sea as an apprentice on the cargo vessel Araguaya in 1965. Advancing fast in his career, he was the youngest chief officer in the company when he was assigned to the newbuilding Finnjet in 1975. While he was waiting for the new vessel to be completed he collected practice from passenger ferries as a chief officer on the ferry Olau Finn, sailing between Sheerness and Vlissingen. When the Finnjet was sold Jukka Tapiovaara chose to stay with the company rather than with his own vessel. “Really, it was not a difficult choice. I was offered my first command on the newbuilding Antares, a ro-ro vessel on order at a Polish shipyard. I was at the shipyard supervising the building of the ship and thereafter stayed on the Antares for six years.” When the newbuilding Finnhansa was commissioned Jukka Tapiovaara was assigned master of the ship. After twelve years on the Finnhansa, captain Tapiovaara took over the brand new Finnstar. “It was a tough job to supervise the building process of Finnstar in Italy. The delivery was late and we simply had to get her into service as soon as possible.”

The scenery is simply breathtaking when the Finnstar slowly moves along the channel between two small islands off Vuosaari. On one of the islands some people are following the departure. The shoreline of the small island is filled with houses, both smaller and larger. The ultimate Finnish dream is a summer home by the sea – or by one of the thousands of lakes inland. However, captain Tapiovaara is not of the summer cottage type. Being at sea for almost half of the year due to his profession, he and his wife prefer to spend their free time in other environments. “We travel a lot and therefore we have not acquired

Most of the passenger cars are loaded on a separate deck in connection to the entrance to the accommodation area.

OS Janne Rinne steers the vessel by the helm at departure from Gdynia. He plans a career at sea â&#x20AC;&#x201C; at his time off he studies to become a watchkeeping officer.

a summer house. I also have a great passion for golf. To a great extent the clubhouse at the golf course acts as my summer cottage. The grass is nicely cut, there are friends, the food is ready when needed and last but not least, the sauna is always warm. I simply don’t like to worry about another house.” Born and raised in Helsinki, captain Tapiovaara loves his profession and the sea.

“I feel a deep concern for the condition of the Baltic Sea. Sailing on the same route for so many years I have noticed how its condition deteriorates. As a teenager, I spent much time fishing in the waters off Kökar in the Åland archipelago. Back in the 1960’s the water was crystal clear and it was possible to spot fishes on several metres depth. Unfortunately that is not the case today.” When the last small islands are left behind and the Helsinki lighthouse is the only landmark ahead, the captain leaves the ship to second officer Harri Seppä. The speed is now set to 24 knots and the navigation system calculates that the Finnstar will reach the pilot station off Gdynia at 3 pm ship time. “We keep Finnish time on board all the time, it is the most convenient thing to do as we normally enter from one time zone to the other one every day”, captain Tapiovaara explains. When the captain leaves the bridge I ask him if he ever has any doubts when he hands over the responsibility for this fast and large vessel to the officer on watch. He assures that he is able to sleep well, knowing the vessel is in capable hands. If the circumstances are extraordinary he of course stays on the bridge as long as it takes. “If you are not able to have confidence in the com-

petence of your officers and crew you are definitively in the wrong trade. I have seen too many masters who think that they have to do everything themselves. This is not a one-man-show, but of course when it comes to making the decisions the master is on his own.” Captain Tapiovaara says that it is possible to spot the really talented seamen from the first moments they come aboard. The training of officers in the maritime schools includes much onboard practice. The Finnstar is a popular vessel among students, as the officers taking care of them on board are regarded much motivated. “This is also a great opportunity for us to spot the talented ones”, captain Tapiovaara thinks. “We are later glad to have them back on board as our employed colleagues.” He does not see any particular difficulties in getting good seafarers to the Finnstar-class vessels. “These are new and fine vessels and our relief system with three weeks on board and three weeks off is just optimal for the route. You are on board long enough to get into your work and you have long enough time off to totally cut off from your duties. Personally I never take my work with me when I go home. It is a nice feeling to walk ashore and know that the ship is in capable hands and that all possible problems will be dealt with in the best possible way.”

»This is also a great oppor tunity for us to spot the talented ones, cap tain Tapio vaara thinks. We are later glad to have them back on board as our employed colleagues«

Especially in short sea traffic, the officers and crews tend to appreciate the days at sea, when the normal watch keeping routines are not interrupted by pilotage, mooring or cargo handling. As a contrast to the hectic days in port this is a welcome break. On the Finnstar there are never any whole days at

A beautiful summer evening in the archipelago with a calm sea. Captain Tapiovaara has seen all the faces of the Baltic Sea.

1st engineer Jarmo Heikkinen during his watch in the engine control room. Because the Finnstar also carries passengers the engine room is manned all the time at sea.

sea. Today, the vessel is scheduled to dock in the port of Gdynia at 4 pm ship time. In the engine room all four diesels are running, as there is no slack time in the schedule. During the morning, there was time to do some maintenance in the engine room and the shaft generators were coupled off. Therefore energy is now generated by the auxiliary diesel engines. “Normally we use the shaft generators for all energy supply. When we approach the port we also phase in the auxiliary engines as the two shaft generators feed the bow thrusters, one for each bow thruster”, informs chief engineer Jarmo Heikkinen. He is another seafarer of the old school, knowing his engine department to the last detail and always listening and feeling for anything deviating from the normal. Still he appreciates the advanced monitoring and automation systems, which are so advanced that it would have seemed like science fiction when he started his career at sea. In the 1980’s, he was an engineer on the Finnjet, and is therefore one of the few in his trade in Finland with experience from gas turbine machineries.

We are now in the bow thruster room in the fore part of the ship and take the pipe tunnel to the engine room. The tunnel is situated under the lower hold and most of the cabling and virtually all cables and pipes between the fore and aft parts of the vessel are concentrated here for easy maintenance. At sea all the watertight doors under deck are in closed position, and there are several of them during the long walk from bow to stern in the more than 200 metres long vessel. The main engines are situated in two separate rooms, divided by the ramp to the lower hold. In each

room two large in line Wärtsilä diesel engines of the 46 series are roaring. A service speed of 25 knots demands a lot of power. “Strictly speaking this is not a divided engine room, but in case of a fire the structure with the ramp separating the port and starboard pair of engines effectively prevents it from spreading. We also have an efficient Hi-Fog fire extinguishing system for local protection of high risk spaces in the engine room.”

In the engine control room first engineer Mikko Laakspohja is on watch. As the Finnstar is a passenger vessel the engine room is manned all the time. “During night time there is always an engineer on watch, which is usually not the case on a pure cargo vessel with a high level of automation. However all routine work and maintenance in the engine department is taken care of during day time.” When we are returning to the accommodation area we take the usual route across the main car deck. Today there are a large number of motorbikes on board. Being a biker himself, chief engineer Heikkinen takes a close look at some particular engines, which are tuned with a lot of chrome and extra parts. I realise that he has not just a lot of knowledge about large marine engines. He knows all there is worth to know about bikes too. “Once I took the initiative to start a biker club for the employees of Finnlines. A few weeks ago bikers from the whole Finnish merchant fleet had a common meeting in Tammisaari, which was very well attended and appreciated”, he says. The pilot enters a few miles outside the breakwater in the port of Gdynia. First officer Timo Nummi is on

Chief engineer Jarmo Heikkinen knows all there is worth to know about engines – both large and small ones.

»During night time there is always an engineer on watch, which is usually not the case on a pure cargo vessel with a high level of automation«

»Southbound we only discharge cargo in Gdynia. On the return leg to Finland we have four hours for loading« he studies at the maritime school Aboa Mare in Turku to become a watch-keeping officer. “I participate in an education programme intended for active seafarers. It is flexible and it is possible to study and still continue working. This suites me very well.” When the ship slowly passes between the breakwaters, first officer Nummi leaves the bridge for the aft mooring station on the upper car deck. The deck repair man Kari Pätäri – in the old days he would have been called the bosun – and AB Petri Aarreniemi are already there, spreading out rope on the deck from a drum and coiling the throw lines. Everything is set for mooring and the first officer has still time to sip the rest of the coffee he brought from the mess.

1st officer Timo Nummi and AB Petri Aarreniemi at the pilot ladder.

Cashier Sirpa Karisalmi and bartender Mari Korhonen in the aft bar. on watch and goes down to meet the pilot at the pilot door on the level of main deck. AB Petri Aarreniemi has done all the preparations and after a couple of minutes of the pilot boat comes in from the stern and the pilot climbs up the ladder. On the Finnstar the pilot door is situated on a convenient height from the surface, and there is just one and a half metre to climb.

On the bridge OS Janne Rinne has taken the position by the wheel. He is repeating the new course ordered by the pilot. “Hand steering is required when entering the port of Gdynia, and this is also the case when we enter the River Trave”, Janne Rinne says. He has been on the Finnstar for one and a half year and enjoys working on the ship. During his weeks off,

In Gdynia at least one tug is always demanded for safety reasons. Indeed, the captain would have no problem to manoeuvre the Finnstar without the assistance of a tug, but the last metres to the ro-ro ramp are very demanding. The basin is becoming narrower towards its inner end and there is not much water either for efficient manoeuvring. “Normally I rarely need assistance from a tug, but it is compulsory here. I use it to push our stern against the quay when we are almost in position. There is only a one and a half metre margin in the end of the basin”, captain Tapiovaara clarifies. In Gdynia the scheduled stop is only two hours. Chief officer Laakso has a busy time again. To begin with, the passenger vehicles drive ashore and then the tugmasters collect the trailers and the mafi trailers. The main deck has to be emptied before the trailers in the lower hold can be discharged. “Southbound we only discharge cargo in Gdynia. On the return leg to Finland we have four hours for loading”, he explains. After leaving Gdynia for the last leg to Travemünde, more than half of the passengers have left. In the bar bartender Olli Hoikkala is waiting for customers. “Now it is much more quiet than yesterday evening”, he says. “As most of our customers are drivers they just take a drink or two on the first evening on board. We don’t have any night life here like on the large cruise ferries.” What is the most popular drink among the passengers? “Beer”, Olli answers without hesitation. “Then we also sell a lot of wine for the passengers in connection to the meals.” The meals are not included, but it is possible to buy a package including breakfast, lunch and dinner in advance or on board the ship. “Many passengers use this possibility”, says cashier and waiter Sirpa Karisalmi, who receives the guests at the dining restaurant. “We have a Scandinavian smorgasbord and several alternatives for main courses both at lunch and dinner and the passengers have the same table throughout the voyage.”

Old and new. A small coaster in the port of Gdynia looks even smaller with the Finnstar in the background.

Finnstar outward bound on the River Trave. In the foreground the old lighthouse of Travem端nde.

»I came to this route in 1973 on the ro-ro vessel Finnfellow. With a few exceptions I have been sailing between Finland and Germany since then. I have never counted, but it must be thousands of crossings« In the aft part of the restaurant area on deck 11 is the cafeteria, which is open virtually all the day. At the desk I meet bartender Mari Korhonen. “I like working here. From my desk I have the best view on the whole ship.” The aft bar is connected with the sun deck and from her seat she can see that sector of the Baltic Sea that the ship is leaving behind. “Here we have customers all the time. We open a couple of hours before departure and if the weather is fine the passengers start enjoying their vacation on board by sitting in the sun with a glass of beer already before the vessel has left the port.” In the evening the shop is open for the last time during the voyage. As the vessel is trading in interEU traffic there is no tax-free shopping allowed. Shop manager Johanna Santala says that different souvenirs are quite popular, as well as small accessories needed during the journey such as toothpaste and sun lotion. Johanna is in charge of the shop, but she is also working as the purser’s assistant. “An interesting and varied work where you have the chance to meet much nice people”, she concludes her experiences from the job.

It is Thursday morning. The characteristic skyline of Travemünde with the Maritim Hotel and the masts of the sailing vessel Passat is coming into sight in the hazy morning. During the centuries Travemünde has been the first contact with land after crossing the Baltic Sea for numerous ships. Travemünde was founded by Count Adolphus III of Schauenburg and Holstein in 1187 and in 1204 its port is mentioned for the first time. The small fishing village at the mouth of River Trave evolved into a seaside resort in the 19th Century and today it is also one of the busiest ferry ports in the Baltic Sea area. A bit upstream River Trave is Lübeck, which was founded in 1143 as the first German city on the Baltic Sea and became the leader of the Hanseatic League of cities about 1300. The citizens of Lübeck purchased Travemünde already in 1329 to secure a clear seaway to the Baltic Sea. Nowadays the landmark of Travemünde is the hotel building on the west bank, visible for tens of miles away in clear visibility. On the top of the building, at a height of 114.7 metres, is a beacon guiding the seafarers into the mouth of the River Trave. There has probably been a lighthouse on the same site since the 14th century. In a document from 1316 a lighthouse keeper is mentioned. In 1539 a new lighthouse was built. The beacon in the very same lighthouse was paid off as late as 1972, when the Maritim

Strand Hotel was completed. The old lighthouse is still standing next to the modern building; the oldest lighthouse in Germany stands next to one of the highest situated beacons in the world.

Captain Tapiovaara turns the almost 220 metres long Finnstar around in the turning area off the Skandinavienkai in Travemünde. He takes the ship into the ferry ramp as he has done so many times before. I ask him if he actually has counted how many voyages he has made between Finland and Germany. “I came to this route in 1973 on the ro-ro vessel Finnfellow. With a few exceptions I have been sailing between Finland and Germany since then. I have never counted, but it must be thousands of crossings.”

The Finnstar entering the River Trave at the end of the voyage. To the left the four masted barque Passat, a landmark of Travemünde. Before she ended up as a floating museum she served many owners, including the famous Gustaf Erikson of Åland.

42 Shipgaz No 5 2009

By Pär-Henrik Sjöström par-henrik@shipgaz.com

Report Finneagle oil spill

Photo: Pär-Henrik Sjöström

The ro-pax vessel Finneagle made headlines in spring 2009 after an unintentional spill of diesel oil in the Åland and Turku archipelago. No known damage to the environment was caused by the accident.

The oil spill of Finneagle – a study in Murphy’s Law So many things went wrong on the Finneagle in March, when five cubic metres of diesel oil leaked out into the sea. The official accident report also criticizes the Finnish police’s following treatment of the master. In their accident investigation report the Swedish Transport Agency (Transportstyrelsen) unambiguously states that the oil spill from the Swedishflagged ro-pax vessel Finneagle in March 2009 was unintentional. Everything simply went wrong during a routine transfer of marine diesel oil (MDO) from one tank to another, resulting in some five cubic metres of MDO leaked into the sea during the regular night crossing from Kapellskär to Naantali (Nådendal in Swedish) on March 29, 2009.

The course of events started on the morning of March 28, when MDO was transferred from the port storage bottom tank to the port day tank. The transfer was completed in the evening and the high level alarm went, indicating that the content in

the tank was 20 cubic metres. After that round separation of the fuel in the day tank was initiated. The suction valve of the day tank was opened and the corresponding valve in the storage tank was closed. The oil went through the separator and back to the day tank through a pressure valve. However the valve of the storage tank leaked due to a defect rubber sealing. Later analysis turned out that it had been wrongly manufactured of a material that was non-resistant to oil. The pneumatic emergency closing valve of the day tank had been

»As the master is responsible for what happens on the ship it is his duty to take care of safety so that no spills like this may occur« Detective chief inspector Kaarle Lönnroth of the Turku police.

closed during maintenance before the transfer. After that it had, due to an oversight, been left in its closed position. There was underpressure in the separator, as all suction valves to the storage tanks and the starboard day tank were closed.

Normally the closed pneumatic valve would not have been an issue, but due to the mentioned leakage in the valve to the port storage tank, oil continued to flow through the damaged valve via the separator to the day tank. As the overfill alarm already was activated – there was no consumption of MDO from the day tank – this was not realised by the engineers. What was believed to be a standard procedure of round separation in fact turned out to be a continuing feed to the day tank.

no 5 2009 Shipgaz 43

Finneagle oil spill

Even this would not normally have caused any serious problems. When the day tank is completely filled the overflow is directed through a pipe to another tank. Due to a constructional flaw the highest point of this pipe was situated higher up than the opening of the sounding pipe of the day tank on the main cargo deck. But there was naturally a plug in the sounding pipe, preventing oil from leaking out on the car deck. However, the plug was not tight and the pressure in the tank when oil had to be pushed further up in the system caused a leakage of oil to the deck. It is supposed that this leakage started between 2 and 3 am, when the vessel was in the Åland archipelago. Due to the regulations the scuppers on the car deck were open and the oil found its way to the nearest one, only 60 cm away, and that way came into the sea.

The leakage was not observed until the vessel docked in Naantali in the morning. A brown spot appeared on the ice between the hull and the quay and an engineer contacted the bridge, reporting that a diesel oil tank by accident had been overfilled. The chief engineer first estimated that some 150 litres had leaked out on car deck and some 50 litres of that had found its way to the sea. The master made a report about the incident to the port authorities in Naantali. After several streaks of oil had been spotted in the archipelago it became clear that the spill was larger. It turned out that some 5 cubic metres of oil had leaked into the sea. Because this was not a large amount of oil and because it was diesel oil, no oil recovery measures had to be taken. It caused no known harm

to the environment, people or the fauna. It soon also became obvious that the light oil vaporized in a surprisingly short time.

Despite the fact that it in an early stage should have been obvious that the oil spill was unintentional and that no harm had been caused to the environment, the following actions by the police, as documented in the report, were drastic and were severely criticized by the Swedish Transport Agency. When the vessel arrived in Naantali on the following voyage, the master and chief engineer were questioned on board and thereafter taken to the police station in Turku (Åbo). The chief engineer was released after the first day’s hearings, but the master had to spend two nights in a cell during continuing interrogations. The report states that it was not appropriate to beset the master for a pressuring questioning and rough treatment just to clarify how and why the oil spill could take place. In a separate appendix of the report the master explains how he was put in a cell+ and treated in a humiliating way by the police.

vast area in the archipelago. It must be noticed that also an unintended oil spill due to carelessness is an environRorofartyget FINN mental crime.” EAGLE IMO-nr 9138006 – SKUH oljeutsläpp den 29 mars 2009 After the first stage of the investigation it could be suspected that the oil spill from the Finneagle was caused by human activity. “As the master is responsible for what happens on the ship it is his duty to take care of safety so that no spills like this may occur”, detective chief inIn the ofﬁcial accident report, the spector Lönnroth continues. master of Finnlines “Because the master of the Finneagives his view of gle was on suspicion of serious polluthe treatment he tion it is quite normal and legal that was subject to by the suspect is arrested. As the captain the Turku police. was under arrest he was also accommodated in a cell. The praxis is the same for all suspects and fulfils the principle of equality.”

According to detective chief inspector Lönnroth, Swedish was spoken with the captain during the hearings, but because it is obvious that all policemen cannot speak Swedish fluidly the police also got a translator for him. The suspect had the right to use an assistant during the interrogations and this was told to the captain. An assistant was also present during the hearings of the captain. Detective chief inspector Lönnroth points out that by placing a suspect under arrest in a case like this the police only wants to ensure a nondisturbed and objective preliminary investigation. “The captain was released immediately when it became clear that this did not endanger the preliminary investigation.”

From the point of view of the police the treatment of the captain has been completely impartial, following normal procedures. Detective chief inspector Kaarle Lönnroth, who was responsible for the investigation in the initial stage, says that due to the known facts it could be suspected that a serious environmental crime had been committed. He also stresses that the police is still investigating this case as a crime and not as an accident. “A large amount of oil spread over a

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44 SHIPGAZ NO 5 2009

By Rolf P Nilsson, rolf@shipgaz.com

Spotlight IMO

2010 – year of the seafarer IMO: Rolf P Nilsson Rolf P Nilsson, Editor-in-Chief of Shipgaz, points the spotlight at IMO in each issue. Check this column to get the latest updates on what’s up in the IMO chambers.

he Council, a number of committees and sub-committees have held meetings during an intense IMO summer. In June, the IMO Council decided to make next year the “Year of the seafarer”. This will be the theme of the World Maritime Day and it will be celebrated throughout the year. The initiative is a way to pay tribute to the about 1.5 million seafarers of the world for “their unique contribution to society and in recognition of the risks they shoulder in the execution of their duties in an often hostile environment.” The Council also agreed on a fiveyear plan to phase-in the today voluntary IMO Member State Audit Scheme

as a mandatory scheme. The final approval will be taken by the Council at its next meeting in November, aiming at a full set of rules from 2015. Today some 50 member states have volunteered for audit, and 31 audits have been completed. The issue that has created widespread interest also outside shipping circles is of course the reduction of greenhouse gases from maritime transport. This was debated at the 59th session of the Marine Environment Protection Committee (MEPC), held in July.

»The initiative is a way to pay tribute to the about 1.5 million seafarers of the world« NEW MEMBER This summer, the International Maritime Organization welcomed its 169th member state as Uganda joined the UN organisation. PHOTO: FREDRIK DAVIDSSON

The MEPC agreed on a revised energy efficiency design index for new ships. Concern had been raised about the consequences of the proposed index for certain types of ships. Suggested by Denmark, the committee agreed to divide ro-ro ships into three categories: vehicle cargo ships, ro-ro cargo ships carrying light goods as trailers and ro-ros designed for heavy cargoes. This will now be incorporated in the preliminary guidelines that are to be tested. MEPC also agreed on an operative index and energy efficiency plans. These were however made voluntary, which has been met by criticism from some organisations.

The big still outstanding issue

Next year, the IMO celebrates the seafarer.

is a market based tool for reducing greenhouse gases from ships. There are primarily three proposals under consideration: a quota trading system, a levy on bunker fuel or a, recently suggested by USA, a design index permitting ships to trade efficiency credits.

The lack of an agreement has been met by disappointment by the EU Commission, and there is a real danger that the EU will enforce a regional solution if the Copenhagen UN summit does not step in and sets emission targets and time limits for shipping. The MEPC also agreed on new MARPOL rules for ship-to-ship transfer of oil cargoes between tankers at sea, to enter into force on January 1 2011. The rules apply to all vessels above 150 GT and include an approved STS plan and a requirement to notify the coastal state authorities 48 hours prior to the STS operation. MARPOL has also been clarified concerning ship management of sludge. Definitions for oil residue, oil residue tanks, oily bilge water and oily bilge water tanks have been introduced.

Four new ballast water treatment systems were approved as well as guidance for safe handling and storage of chemicals for ballast water treatment. The Maritime Safety Committee (MSC) held its 86th session in the beginning of the summer. MSC adopted amendments to SOLAS that will make ECDIS and bridge navigational watch alarm systems mandatory on new ships from 1 January 2011. There will be a phase-in period for existing ships. The Long-Range Identification and Tracking, LRIT, regulations have entered into force, but all LRIT Data Centres have not been finally tested and approved yet. IMO however expects that all centres will be integrated into the LRIT system by September 30 this year. In a revised guidance on combating piracy the committee among other items also urged member states to discourage arming of civilian seafarers on merchant ships. MSC also approved a draft text of the revised STCW Convention. A working group will continue the work for finalisation by the STW sub-committee meeting in January next year. The comprehensively reviewed Standards of Training, Certification and Watchkeeping for Seafarers is then scheduled for consideration of a diplomatic conference by mid 2010.

No 5 2009 Shipgaz 45

By Pär-Henrik Sjöström par-henrik@shipgaz.com

Private pilotage

Report

Photo: Pär-Henrik Sjöström

in fairway-specific pilotage as such, without the use of efficient risk control options.”

However the planned major reor-

Maintained monopoly on pilotage in Finland?

Recent turns in the turbulent debate on private pilotage strongly indicate that Finnpilot will probably remain the sole provider of pilotage in Finnish waters. However, the case is yet far from closed. Earlier in the summer Finland’s Ministry of Transport and Communications has prepared a preliminary proposal for changes in the legislation about pilotage. Above all, the ministry recommends that pilotage should remain an exclusive privilege for the Finnish State Pilotage Enterprise called Finnpilot. In a press release the minister of transport Anu Vehviläinen said that it would become more difficult to get pilotage services and that risky situations would occur in the vessel traffic if pilotage would be freed for competition. “When pilotage remains the exclusive right of the state we also secure that in the future there will be a reasonably priced supply of pilotage services in the Northern Gulf of Bothnia and in the Lake Saimaa”, Minister Vehviläinen stated.

Further, the ministry decided to recommend that English could be used as a third language in addition to Finnish and Swedish in fairwayspecific pilotage from the beginning

of 2011. The ministry estimates that this would increase the share of fairwayspecific pilotage to some 70 per cent. In these cases pilotage is not handled by a state pilot but the ship’s master or a designated pilot employed by the shipping company. The Finnish Maritime Administration grants these permissions after an examination. Due to the required language so far, mainly Swedish and Finnish vessels have been able to use this opportunity, which is most suitable for liner vessels, trading frequently on the same route.

»We cannot do anything else than wait and see.« Background Pilotage became a hot topic in the autumn 2007, when the privately owned company Baltic Pilot Ltd Oy Ab started offering pilotage services. The activities of the company were soon prohibited – it is still to be questioned if this was according to the law or not.

In this matter the ministry goes against the earlier recommendations of the Finnish Maritime Administration in a study about the effects of the use of the English language in the fairway-specific pilotage. The Finnish Maritime Administration recommended that “English language should not be taken into use

ganisation of Finnpilot into a stateowned limited company, also included in the preliminary proposal, has been postponed. Originally the new company was to start its activities from the beginning of 2010. Now the Ministry of Transport and Communications the ministry thinks that the process needs further inquiry. Turning Finnpilot into a limited company would require changes in other laws too. The schedule of this process is depending on the progress of the inquiries, it is told from the Ministry of Transport and Communications. The proposal for changing the law of pilotage was scheduled to be handed over by the government to the parliament during September 2009.

In June the Ministry of Transport and Communications asked for statements about the proposed changes in the legislation from different ministries, authorities and organisations connected to shipping. The Office of the Chancellor of Justice made a statement where the proposition was criticized for not being prepared in a way that should support the making of decisions in the parliament. It is stated that the arguments for maintaining pilotage monopoly have been presented on a very narrow base and that other opinions or critical arguments have been omitted. No alternatives are presented either. Without any motivations the proposition just contains a change of the law. Ministry of Employment and Economy thinks that opening up pilotage for competition is a better alternative than monopoly. The ministry also believes that issues about free competition within the EU might be connected to the case. The Confederation of Finnish Industries stresses that all actors on the market, offering approved and qualified pilotage services, should have equal rights to offer their services. “We cannot do anything else than wait and see and hope that the parliament will make a decision soon”, Baltic Pilot Ltd’s Managing Director Joakim Håkans comments the situation.

46 Shipgaz No 5 2009

By Bent Mikkelsen, bent@shipgaz.com

Newcomer Lisco Maxima

Photo: Bent Mikkelsen

The Lisco Maxima is a standard Italian ropax built to serve the route from Klaipeda to Kiel with mainly trailers and lorries. Here approaching Kiel on its maiden voyage.

Ro-ro with cruise ship standard for drivers

DFDS Lisco has taken delivery of their first newbuilding after the company was taken over by DFDS A/S in 2001. The new ship is the Lisco Maxima, which was delivered from the Italian shipyard Nouvi Cantieri Apuania in Marina de Carrara in June. After the delivery in Italy, the Lisco Maxima was sailed to her home port of Klaipeda for a three-week-stay during which the vessel was rebuilt by local craftsmen before being put into service.

“Well, it may seem strange that we had to modify the ship before it started sailing, but there were a number of alterations which were needed for our trade”, explains HansHenrik Pedersen, CEO of DFDS Lisco, “And it was much easier and much cheaper to make the alterations in Klaipeda than in Marina de Carrara. The alterations were smaller things, such as building a children’s corner with a playground and changing lashing points on the weather deck. The

lashing points were originally fitted on the deck, but they had to be flush in certain areas to avoid damage on trailer tyres during manoeuvring for stowage,” says Hans-Henrik Pedersen. The vessel is DFDS Lisco’s first newbuilding, and the public areas on board are built to a much higher standard than ever before in the fleet. The cabins are built to Italian standard, which equals the best cruise ship standard. “We have built a ro-ro vessel mainly for transport of trailers and lorries, but we need to have accommodation for the drivers, and no one in their right mind would build to a lower standard”, says Hans-Henrik Pedersen.

»No one in their right mind would build to a lower standard«

Hans-Henrik Pedersen, CEO of DFDS Lisco.

“I must admit that the passenger accommodation will hardly be a profitable part of the Lisco Maxima, but I hope that it will generate some more business especially from the German market. So far, the majority of passengers take the trip from Klaipeda to Kiel and return, but it is our goal to have more Germans taking the ship for a roundtrip to Klaipeda, for example for a weekend trip.”

The number of passengers allowed on board is up to 515 persons, of whom 116 can be accommodated in a Pullman-seat area and the remaining 399 persons in cabins with between two and four beds. All 119 cabins have their own private facilities. “Our maximum capacity for passengers is somewhat theoretical and can only be reached if we book a homogenous group and spread out the passengers to all the cabins”, explains

No 5 2009 Shipgaz 47

Lisco Maxima

Newcomer Photo: Bent Mikkelsen

The upper car deck is spacious and can accommodate both trailers and private cars and has very little obstacles on deck.

Hans-Henrik Pedersen. “In the normal day-to-day business it is more likely that we have two persons in around 25 per cent of the cabins and one person in most of the rest of the cabins. As lorry drivers are the main group of passengers on board, we have to plan as if the cabins were single cabins.”

The cabins include two Commodore de Luxe cabins, two Commodore de Luxe single-bed cabins and five Commodore de Luxe double cabins. The annual capacity on the Lisco Maxima is around 160,000 passengers. The public facilities on board the Lisco Maxima include a 73-seat á la carte restaurant called Mare Balticum and a 152-seat self-service restaurant. Furthermore, there is a 116-seat bar area called Bar Maxima. The facilities also include a sea shop selling a number of commodities from cloth-

ing to perfumes and alcohol. The shop is not a tax-free one, as the trade between Kiel and Klaipeda is between two ports within the EU. The passenger access is located on the stern and on the ramp aft. A special gangway has been built, and it is separated from the trailer traffic during loading and unloading. The passengers are totally separated from the rolling traffic. After the passengers have embarked on the vessel, there are several escalators available to carry them to the hotel reception area. The route from Klaipeda to Kiel is served by the Lisco Maxima, which took over from the Lisco Optima, which was moved to the Klaipeda– Karlshamn service. The Lisco Maxima’s running mate is the Lisco Gloria. Each ship does three round voyages with six sailings from each port per week. The crossing time is 21 hours. A strong combination of lorries

The Lisco Fleet Consists of six ro-pax units, two ro-ros and one chartered ro-ro. Furthermore DFDS Lisco presently hosts the laid up cruise ferry Queen of Scandinavia, which is lying in Klaipeda awaiting sale. In the present market the oldest ro-pax Kaunas has been laid up at Klaipeda.

with drivers and also unaccompanied trailers constitute the backbone and the main income of the trade, which was originally set up as a joint venture between Lisco Shipping and Scandlines. In 2001, the national Lisco Shipping was sold to DFDS and it became DFDS Lisco. In 2004, Scandlines withdrew from the service, leaving it to DFDS Lisco.

On the Lisco Maxima there are four cargo decks with access to the main deck via the full beam ramp aft, 26.6 metres wide. There is a fixed ramp to the weather deck from the main deck. There is also a fixed ramp to the lower cargo deck, which like the other decks has free height to accommodate lorries. The fourth cargo deck is situated in the bottom of the ship and has height only for private cars. The capacity for private cars is 563 lane metres, and 2,500 lane me-

48 Shipgaz No 5 2009

Newcomer Lisco Maxima Photo: Bent Mikkelsen

The Lisco Maxima has large ramps aft and no bow ramp. tres on the three decks give room for around 190 trailers.

A double Wärtsilä plant developing 24,000 kW to a service speed of 23.5 knots powers the vessel. The consumption is 95 tons of heavy fuel per day while at sea and only five tons heavy fuel per day while in port. The Lisco Maxima is the third new vessel to the DFDS Lisco fleet in 2009. Earlier this year the Lithuanian-based company took over the ownership of two ro-ros, which the DFDS group purchased from a British-based but Swedish-owned investment compa-

ny. The two ro-ros, named the Tor Finlandia and the Tor Botnia were transferred to DFDS Lisco after an internal bidding round. “Well, during that round each division had to give an estimate of the running costs to the main office in Copenhagen,” explains Hans-Henrik Pedersen. “It showed that the difference between Sweden, Denmark and Lithuania was narrow on the crew costs and maintenance, but we ‘won’ because we had extra crew in the organisation on the account of the sale of two traditional cargo vessels. According to the local rules and

regulations they had to be paid for a very long time after the delivery of the vessels, so instead of just paying them we could employ them on the new ro-ros.”

After the take-over, the Tor Finlandia and the Tor Botnia got the Lithuanian flag and were taken on a time charter by DFDS Tor Line and deployed on the ShortBridge service between Immingham and Rotterdam. The two vessels sold by DFDS Lisco were the Vytautas and the Gediminas, which were the last traditional cargo vessels in the fleet.

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No 5 2009 Shipgaz 49

Lisco Maxima

Newcomer Photo: Bent Mikkelsen

1. CEO Hans-Henrik Pedersen on the passenger pathway parallel with the car ramps. 2. Engine control room. 3. Bar Maxima is one of three bars on board. 4. A double bed Commodore cabin with private facilities.

Lisco Maxima Type ................................................................ Ro-ro Built by .............. Nouvi Cantieri Apuania S.p.A, Marina de Carrara Hull No . ........................................................... 1241 IMO No .................................................... 9350721 Owner ............................... DFDS Lisco, Klaipeda Flag ........................................................... Lithuania Class ............... Registro Italiano Navale (RINA)

Length, o a ................................................. 199.1 m Length, b p ................................................ 177.0 m Breadth ........................................................... 27 m Height of side ............................................ 15.3 m Draught ......................................................... 6.4 m DWT .............................................................. 8,400 GT . ................................................................ 25,518 Lane meters, lorries.............................. 2,500 m

Lane meters, cars ..................................... 563 m Passengers (max) .......................................... 515 Cabins ................................................................. 119 Machinery ............ 2 x W채rtsil채 type 12W46C, output 2 x 12,000 kW Consumption at sea . ............. 95 tons IFO 380 Consumption in port ................ 5 tons IFO 380

Photo: Bent Mikkelsen

50 SHIPGAZ NO 5 2009

By Pierre Adolfsson pierre@shipgaz.com

Report The Arctic Sea mystery PHOTO: ANDERS RYDBERG

The Arctic Sea belongs to Arctic Sea Ltd, registered in Malta, with Valetta as its home port. Its operator is the Finnish company Solchart with Russian management and technical support service in Arkhangelsk.

A riddle wrapped up in an enigma

Many of the questions surrounding the lost cargo ship Arctic Sea are still unanswered, meanwhile rumours are flourishing. At first it sounded like a bad joke, then it became clear – something was fishy in the story about the lost and found Arctic Sea. The vessel, laden with timber bound for Algeria, was allegedly hijacked off the Island of Öland, Sweden, in the early hours of July 24. According to Solchart Management, commercial and technical operator of the Arctic Sea, a number of persons dressed in black approached the vessel in a RIB boat. Under the pretext that they were policemen and needed to inspect the ship, they came on board. The hijackers beat the crew and searched the ship, after twelve hours they left the scene.

The Swedish Police became aware of the hijacking on July 28 when informed by the Swedish Ministry of Foreign Affairs. As Solchart still believed it was a matter of police intervention, the company waited until after the weekend before contacting authorities – the Russian Embassy in Helsinki. The Swedish Police never informed Interpol or police authorities in coun-

tries along the route of the Arctic Sea. If they had, would the story have ended much sooner? “The hijacking was over several days earlier, and we agreed with the Swedish Coast Guard Agency not to bring forward the information to authorities in other countries. The shipping company told us the crew were OK under the circumstances and the danger was over. In our view it was up to Solchart to decide whether to contact authorities in other countries or not”, says Maria Lönegård, Head of Unit at the Swedish Criminal Investigation Department.

»The movements of the Arctic Sea were always known for several days« The Maritime Security Committee of Malta Maritime Authority reveals that Arctic Sea’s whereabouts were not a secret.

“We told them we wanted to interrogate the crew when back in the Baltic Sea as we are investigating the alleged incident off the island of Öland. We have not been able to verify the alleged hijacking so far.” After the hijackers left the Arctic Sea, the ship continued its voyage

and the last AIS contact was on July 30 as it rounded the north-western corner of France. On August 17 the missing vessel was recovered off the Cape Verde by the Russian Navy. The crew of 15 Russians were safe. Eight alleged hijackers from Estonia, Latvia and Russia were detained. “The hijackers boarded the Arctic Sea, threatened the crew with weapons and demanded that their orders must be followed. The Arctic Sea was following a route toward the African continent with all communications and navigation equipment shut down, as ordered by the hijackers”, said the Russian Minister of Defence Anatoly Serdyukov, without mentioning whether the hijackers were the men boarding the vessel off the island of Öland or if the vessel actually have been hijacked twice.

There has been speculation that the ship was carrying an illegal cargo such as weapons or drugs, or that the ship was in the middle of a dispute or part of undercover activities. Nothing of the above has been confirmed. However, the Russian Ministry of Defence has confirmed that the hijackers of the Arctic Sea did demand a ransom to release the cargo ship. “This was in our understanding a quite unique case, the full details of which will certainly one day be made the story of a Hollywood movie”, European Commission spokesman Martin Selmayr said at a news briefing, hinting there is information yet to be made public.

Authorities in Finland, Sweden and Malta have started a joint investigation. According to the Finnish Police, the whereabouts of the Arctic Sea were known “for a while” before the vessel was officially recovered. This is confirmed by Maltese authorities. “The movements of the Arctic Sea were always known for several days, notwithstanding reports that the ship had ‘disappeared’. There was consensus among the investigating authorities of Finland, Malta and Sweden not to disclose any sensitive information in order not to jeopardise the life and safety of the persons on board and the integrity of the ship”, The Maritime Security Committee of Malta Maritime Authority states in a press release.

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52 Shipgaz No 5 2009

Report Odense shipyard closedown

By Bent Mikkelsen bent@shipgaz.com

Photo: Bent Mikkelsen

Gjertrud Mærsk is one of the nearly 90 container carriers built at Odense since the first container carrier left the shipyard in 1980.

No more patience with Odense In 2012 the Odense Steel Shipyard will end its shipbuildning activities, just six years short of a full century of shipbuilding. Odense Steel Shipyard will seize shipbuilding from 2012, when the last of the present shipbuilding projects are supposed to be finished. The decision was taken by the board of directors with approval from the senior shipowner A Mærsk Mc-Kinney Møller. He has a special relation with the shipyard, and has personally kept the shipyard going for several years despite the advice from his top management.

Mærsk Mc-Kinney Møller felt that the shipyard was his personal inheritance from his father, Arnold Peter Møller, who founded the shipyard in 1918 with his own money when he was acting as managing owner for the public companies Dampskibsselskabet Svendborg and Dampskibsselskabet af 1912. “It is sad, and especially sad for me, but there is no other way now”, said Mærsk Mc-Kinney Møller in a short statement. The stop of shipbuilding is part of the economical plan for the A P

Møller-Mærsk Group, which does not have the same economical strength as before due to the financial crisis and the collapse of the container market. These circumstances does not give the company freedom to spend DKK 700–800 million on the shipyard every year like it has done in the past five to six years.

»The shipyard in Odense has been called an innovation lab in size 1:1« Odense Steel Shipyard Group consists of three shipyards; Odense Steel Shipyard Ltd (Denmark), Baltija Shipbuilding Yard JSC (Lithuania), Loksa Shipyard Ltd (Estonia) and the UAB Baltic Engineering Centre (Lithuania).

Mr Møller, as the owner of the majority of the shares in the parent company has argued that the ships built in Odense had a better quality than those from the Far Eastern shipyards. He has also argued that Odense was the only shipyard where the group could build innovative ships ahead of the competitors without any spy-visits from other operators. The shipyard in Odense has been called an innovation lab in size 1:1 instead of a traditional shipyard. Over the years the shipyard has

had a number of firsts of its kind ever since 1956, when the diesel tanker Esso Århus (see page 64) left the shipyard with far better accommodation standard than ever seen before. During the 1960s and 1970s the shipyard constantly delivered record large vessels.

In 1988, the Marchen Mærsk left as the largest and longest panamax container vessel and was fitted with patented slim guides in the cargo holds adding an extra container to the ships breadth. Another world sensation took place in December 1992, when the first ever double hulled crude oil tanker was delivered to the parent company under the name of the Eleo Mærsk. In 1996 the container carrier Regina Mærsk pushed the intake on container vessels above the 6,000 TEU mark, and the container vessels grew to the size of Emma Mærsk in August 2006 as an 11,600 TEU carrier. That is the official size, but in reality the capacity is more like 14,500 TEUs. And

No 5 2009 Shipgaz 53

Odense shipyard closedown

finally, the shipyard closes up with a fine salute as being the only shipyard outside Korea, Japan and China building large dry bulk carriers (see page 58). The modern plant in Munkebo some 15 km north of Odense is to be part of an industrial estate with several tenants. The shipyard has already signed up with Fredericia Shipyard, which will start its new business under the name of Fayard. Fayard has rented some 100,000 square metres in the northern part of the Odense plant including the two original dry docks.

In the meantime Odense Steel Shipyard negotiates with around 30 potential tenants, who could become the future users of the industrial estate Lindø. The management of the Odense Steel Shipyard hopes that the future tenants can employ some of the present staff of 2,500 people, which will be laid off from 2012, when the last newbuilding – a frigate for the Danish navy – will be delivered. “It is unfortunately the only solution for a shipyard like Lindø”, explains Finn Buus Nielsen, CEO of the

Odense Steel Shipyard. “Our owners have shown great patience in the present situation, but now they have drawn the line.” The shipyard’s chairman of the board, Lars-Erik Brenøe explains it like this: “It is a sad decision, but the A P Møller-Mærsk Group has to look at all costs in the present crisis, and Odense is no longer profitable.”

Dry dock Part of the facility at Munkebo is a 600,000 DWT dry dock with a travelling 1,200 tons crane service in the docks total breadth.

ate if the politicians had given us the attention several years ago. But let’s look forward and hope for the best”. The original shipyard was established on the outskirts of Odense in 1918 along the Odense Canal and delivered their first ship, hull no 1, a steamer of 3,700 DWT named Lifland (the old name for Latvia), in December 1921 to Dansk Fransk Dampskibsselskab.

Since the announcement of the

The production facilities on the

closure in 2012, the political establishment has shown great interest for the shipyard’s situation. Only a few days after the announcement the Ministry of Business Affairs, Lene Espersen, visited the shipyard accompanied by the leaders of the opposition, Helle Thorning-Schmidt and Villy Søvndal. “It is a sad situation, but we now have three years to develop the plant into an energy centre, for example”, said Villy Søvndal. Jan Andersen, shop steward at the Danish metal workers’ union, is excited by the attention given to the shipyard, but says: “It would have been more appropri-

original shipyard became too small in the tanker building boom in 1950, so in the late 1950s Arnold Peter Møller decided to build a new facility at the present location at Munkebo further north of Odense. The new plant was opened in 1959 and delivered its first newbuilding in 1961, a super tanker on 51,400 DWT named the T S Petersen for Standard Oil of California (later Chevron). The shipbuilding at the old shipyard in Odense city ceased in 1966, when hull no 177 named the Laura Mærsk was delivered. The Laura Mærsk was a dry bulk carrier of 46,350 DWT.

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54 Shipgaz No 5 2009

Technical Review Photo: norwegian cruise lines

RTE makes Smart move on oil discharge equipment Under the MARPOL Convention all newly built oil tankers of 150 GT and above have had to have an oil discharge monitoring and control system on board, including an approved oil content meter.

However, while having the required equipment is now a necessity, shipowners are increasingly finding that demonstrating that the system truly operates in compliance with discharge limits set out in resolution MEPC 108(49) to PSC is a different matter. RTE’s Smart ODME incorporates a ‘simulation operating mode’, specifically designed for this purpose. “When PSC wants a demonstration that oil discharge monitoring equipment is working, it places an extra burden on crew, outside their routine tasks. Often, operating manuals will have been misplaced”, said RTE sales manager Graham North. “The Smart ODME’s simulation mode allows crew to demonstrate all equipment parameters without actually discharging. Oil concentration, pressure, and flow rate can be checked to calculate the discharge rate, documenting the fact that the valve will open within the required limit of 30 litres per nautical mile, and close once this limit is reached. A record is created each time the simulation mode is used.” With IMO approval secured through Germanischer Lloyd, and type-approval from the US Coast Guard, ClassNK, Bureau Veritas and the China Classification Society already, RTE claims to be the market leader for shipboard oil discharge monitoring equipment supply in Asia.

For more information:

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100

The 100th SharpEye radar has been ordered from Kelvin Hughes by V.Ships Norway. It will be fitted on board the suezmax crude oil carrier Nordic Saturn.

Norwegian Epic uses Eniram’s DTA software Eniram Ltd, provider of dynamic decision support systems for the shipping industry, has extended the existing fleetwide agreement with Norwegian Cruise Line (NCL), to include new build NCL cruise vessels. A testimony to the benefits brought by Eniram Dynamic Trimming Assistant (DTA) the system will now be deployed on the new Norwegian Epic, the largest and most innovative of NCL’s Freestyle Cruising ships. The plan is to deploy the Eniram DTA to all future NCL cruise vessels. Following the first installation on the Norwegian Jewel in October 2008, the Eniram DTA has been rolled out to all NCL cruise vessels in operation. The fleetwide use has proved to bring significant savings on fuel consumption and a corresponding decrease on exhaust emissions. The DTA dynamically retrieves and analyses data of the prevailing trim, propulsion power and the use of stabilizers. The system combines the data with current conditions such as waves, wind and speed, and determines the optimal trim for each situation.

“With the Eniram DTA, we’re using less energy to achieve the same speed”, says Mr Bjorn Ove Hansen, Captain and Director of Nautical Operations at NCL. “It is no secret that one of our biggest expenditures is fuel. Therefore, we are interested in innovations that can help us decrease fuel consumption.”

The Eniram DTA helps vessel officers optimize trim at all times, minimizing water resistance, decreasing fuel consumption, and reducing emissions. By bringing realtime data of the vessel attitude to ship’s officers in an easy-to-read graphic form, the system facilitates faster and better informed decision-making and allows timely action in changing circumstances. “The experiences at NCL clearly show that our promise to cut fuel consumption by up to five per cent holds in everyday use,” says Mr Henrik Dahl, Managing Director of Eniram. The DTA is based on dynamic data that is automatically retrieved from operational vessel management applications and purpose-built sensors using sensor network technology. The core of the DTA software is a multidimensional analysis model, which continuously calculates the key forces affecting the vessel attitude. In fleet-wide use, the system can be extended to provide shipping companies with compounded vessel performance data for more efficient fleet management. Eniram introduced the DTA to the global maritime market in July 2008. For more information:

Henrik Dahl, Managing Director, Eniram Ltd. Tel. +358 10 843 3801 E-mail: henrik.dahl@eniram.fi

No 5 2009 Shipgaz 55

The editor of the Technical review section is Anna Lundberg, contact her at anna@shipgaz.com

Technical Review

Solution to improve AUV operations

The use of AUVs is growing across the globe, due to their excellent mobility and flexibility, and capability of delivering high quality and high resolution data from the underwater environment. In Polar Regions AUVs offer the added advantage of being able to explore beneath the ice, but today, sub-ice AUV operations

Photo: kongsberg maritime

equipment Kongsberg Maritime has joined forces with the communication technology company WFS to develop a unique wireless system for locating and communicating with Autonomous Underwater Vehicles (AUVs) in ice conditions. The TILACSys-project (Through Ice Location and Communication System) will run for 24 months with the objective to deliver a demonstrator system that will be the first of its kind in the world. ”Adapting our AUVs to extensive, large area mapping of under ice areas is a key strategy for us,” explains Bjorn Jalving, Vice President of Kongsberg Maritime Subsea, AUV Department.

New cargo hold coating from Hempel

are seldom carried out because of the risk of losing the vehicle. The TILACSys through ice communications system will enable a surface vessel, a helicopter or an unmanned aerial vehicle to locate and communicate with the AUV below the ice.

coating Hempadur Ultra-Strength is a new epoxy coating for ship cargo holds with an industry-leading repair interval. The durable coating provides excellent abrasion and impact resistance. Hempadur Ultra-Strength 47500 protects ship cargo holds from both mechanical damage and the severe abrasion caused when loading hard cargoes. With a 10-year repair interval, the best on the market, it enables shipowners to extend periods between repairs. Michael Aamodt, Group Marine Product Manager at Hempel, comments: “The cargo hold is exposed to more battering and rough treatment than any other part of a ship, so shipowners need an extremely tough cargo hold coating.”

For more information:

Svein Otto Schjerven, Kongsberg Maritime. Tel: +47 33 02 38 00 E-mail: svein.otto.schjerven@kongsberg.com, www.kongsberg.com

Michael Aamodt, Group Marine Product Manager, Hempel. Tel: +45 4527 3673 or +47 3804 6644. Email: mia@hempel.com

56 Shipgaz No 5 2009

Technical Review Photo: Beele Engineering BV

Kongsberg in SRV project equipment Two new Submarine Rescue Vehicles (SRV) built by James Fisher Defence for the Republic of Korea Navy and the Republic of Singapore Navy have entered operation in 2009 with extensive camera and sonar packages supplied by Kongsberg Maritime. The SRVs, designated DSAR (Deep Search and Rescue). Both feature a number of enhancements over existing SRV technology including the ability to operate at a depth of 500 metres, where visibility is poor, so high quality imaging equipment is vital for a safe rescue operation.

“The rescue teams rely on the cameras and sonars to ensure safe operations under very stressful conditions, so they should provide a high standard of imagery in addition to being up to the job of operating in extreme conditions. Kongsberg Maritime was able to provide a cost-effective package that met these requirements”, comments Ben Sharples, Underwater Projects Director, James Fisher Defence. DSAR-5, which was officially named ROKS DSRV II in September 2008 features OE15-103 Low Light CCD and OE14-367 Colour Zoom cameras in addition to the OE10101 Pan & Tilt unit. It also features a powerful Kongsberg Mesotech Sonar System with the MS1000 Sonar Processor c/w remote keypad, High Resolution (330 kHz) Sonar Head, 1007 Series Altimeter. DSAR-6 will, uniquely, be operated over a 20 year period on behalf of the RSN by James Fisher Defence and its partner ST Marine through a joint venture called First Response Marine Pte Ltd (FRM). It features similar Sonar System configuration to DSAR-5 but utilises OE15102 Low Light CCD and OE14-366 Colour Zoom cameras. For more information:

Colin Jaffray, UK Sales Manager (Imaging Products), Kongsberg Maritime Ltd. Tel: + 44 (0) 1224 226504, www.kongsbergmaritime.com

Nofirno in jet fire test safety An uncontrolled discharge of combustible gas under pressure poses a serious fire hazard in areas such as petrochemical plants, offshore petroleum rigs and other environments that are sensitive to extreme fires. If high-pressure flammable gas, pressure liquefied gas or flashing liquid fuels are emitted at high velocity and ignited, the result will be a jet fire. Withstanding these jet fires is most demanding for a sealing system. Beele Engineering’s Nofirno sealing system for multi-cable and pipe transits has successfully completed a jet fire test for two hours at Health & Safety Laboratory at Buxton in England.

Jet fire tests simulate the most onerous conditions of a hydrocarbon fueled fire on an offshore oil rig, or a missile strike on a military warship. Jet fires give rise to high convective and radiative heat fluxes as well as high erosive forces. To generate both types of heat flux in sufficient quantity, a 0.3 kg per second sonic release of gas is aimed into a hollow chamber, producing a fire ball with an extended tail. The flame thickness is thereby increased and hence so is the heat radiated to the test specimen. Propane is used as the fuel since it has a greater propensity to form soot than natural gas and can therefore produce a flame of higher luminosity. Strong erosive forces are generated by release of the sonic velocity gas jet, 1 metre from specimen (bulkhead) surface. The jet velocity is about

100 metre per second at 0.25 metre from the back of the recirculation chamber (e.g. the front of the web of a structural steel specimen) and about 60 metre per second at the back of the chamber. For the Jet Fire test, a cable penetration with dimensions 600 x 300 mm with armoured and non-armoured cables up to 3 x 400 square mm (102 mm OD) and bundled LAN cables, representing a shipboard cable installation, was tested. The conduit sleeve for the Nofirno pipe transit was 406.4 mm ID and a steel pipe with an OD of 273 mm was passed through. Both penetrations maintained their integrity for the full two hours. Despite the jet speed of about 360 km per hour, causing high erosive forces, and the flame temperatures of about 1,200 °C, the temperature rise measured on the surface of the Nofirno sealant at the unexposed side was only max 160 °C. This proves the high thermal insulation values under fire load of the Nofirno sealing system. After dismantling it was noticed that the Nofirno filler sleeves were not consumed by the fire and were even hardly affected by the fire. Based on the positive outcome of these harsh fire tests, Beele Engineering will apply for Jet Fire Certificates. For more information:

Beele Engineering BV, Beunkdijk 11, 7122 NZ Aalten, Holland. Tel. +31 543 461629 E-mail: winfo@beele.com, www.rise-nofirno.com

no 5 2009 Shipgaz 57

Technical Review Photo: atlatec DiVers & salVors

Mighty Servant 3 back in service rebuilD The Mighty Servant 3 sank to a depth of 50 metres and lay there for five months before it was salvaged. Now, it has rejoined the fleet of Dockwise. The vessel has been under repair at the Grand Bahama Shipyard since January, 2008. The entire vessel has been rebuilt beginning with the steel hull. New machinery, electrical systems and equipment have been installed to the latest standards and designs, using the original functionality and foot print.

“this is a reinstatement project of a magnitude that has never been performed before – no one has ever taken a vessel submerged in 50 metres of seawater for five months and brought her back to service”, says Eugène van Dodeweerd, Manager Fleet Supervision Quality & Safety of Dockwise Shipping BV. The two Wärtsilä (W12V38A) engines were extracted from the vessel locally,

fully dismantled and later shipped in parts to Wärtsilä Netherland’s workshop in Zwolle. The accommodations block was extended by inserting an additional layer to accommodate up to 50 persons including crewmembers, visiting clients and personnel. Additionally all interior elements have been renewed and updated to the most modern standards. “The Mighty Servant 3 will be available to serve customers to the highest operational and safety standards for transport, installation and logistical management projects in the future. The return of this vessel to the fleet is a turning point in reinstatement history”, says André Goedée, Chief Executive Officer of Dockwise Ltd.

software eLearning expert Coracle has launched the “Maritime Glossary” app via the iTunes store. The Maritime Glossary is a valuable resource for anyone with an interest in international trade and the maritime world. This app gives users instant access to over 9,000 nautical terms and abbreviations from A1 (the highest hull classification from the American Bureau of Shipping, ABS) to ZT (zone time) From seasoned professionals in the shipping world to maritime students, via anyone who wants to understand the difference between a container ship and a tanker, this reference tool is one that will be an asset on the iPhone.

maritime glossary offers a fully searchable dictionary to users wherever they are. The app is available without an internet connection once installed and allows users to submit terms for inclusion in future releases.

for more information:

Fons van Lith. Tel : +14415991818 or +31 6 51 314 952, e-mail: fons.van.lith@dockwise.com

James Tweed. Coracle Online Ltd. Tel: + 44 1787 278 013

Our strength – your benefit Please visit us at: www.kockumsonics.com, www.polarmarine.se, www.texon.se

Photo: coracle

The Mighty Servant 3 salvage operation.

Shipping tool for iPhone

58 Shipgaz No 5 2009

Fleet Review Photo: bent mikkelsen

Photo: BENT mikkelsen

The Clipper Helle was sold in August.

The last of Clipper’s Danes sold sale Clipper Tankers has disposed of the

last of their Danish built and Danish flagged tankers. The tanker sold is the Clipper Helle, which was handed over to a Maltese based buyer at Klaipeda, Lithuania, in the beginning of August. Shortly after the tanker sailed south for the Mediterranean with the name shortened up to only the Helle. The seller of the Clipper Helle was a joint venture with nine participants including the holding company Motortramp A/S, which had a stake of 50 per cent in the Clipper Helle. Motortramp is also the main shareholder in D/S Norden. The Clipper Helle was built in 1991 by Nordsøværftet in Ringkøbing as the Helle Terkol and was the last in a series of eight double hulled chemical tankers, which via Sanexco Invest sailed under the Terkol colours. When Sanexco and Terkol closed down in 1995 the tanker was sold to the mentioned joint venture with bareboat charter to Wonsild & Søn under the name Helle Wonsild and from 2006, after the merger between Wonsild & Søn and Clipper Tankers, as the Clipper Helle. The series of eight tankers started in 1988 with the Janne Terkol, and all sister vessels were on 3,232 DWT and powered by a MaK-diesel to a service speed of 11.25 knots. There were some differences in the tank layout between the sisters; the first had epoxy coating in the tanks, the second zinc-coating, while the last three units had stainless steel tanks. The eight sisters are now spread out over the world as four of them, including the Helle are trading in the Mediterranean, two are trading in China, and one is sailing for Polish owners and one for an Argentinean owner. bent mikkelsen

The Aquamarine is the first vessel in the last series of large ships from Odense Steel Shipyard.

First dry bulker from Odense in 26 years DeLIVERY The delivery of the Cape-size bulk carrier Aquamarine became a milestone for Odense Steel Shipyard as it was the first dry bulk carrier delivered for 26 years. The Aquamarine is the first of six sisterships ordered at the top of the market by the Greek operator Carras Hellas, which operates a fleet of around 30 dry bulk carriers. Since then the Greek company have sized up the situation on the market, where the daily rate fell from USD 170,000 per day to only USD 7,000 to 8,000 per day, and cancelled two of the originally eight units from Odense against a compensation to the shipyard.

The series of bulk carriers will be the last large ships built at Odense as the shipyard’s board of directors, due to the long lasting lack of new contracts, in August announced the official decision to close down the shipyard when the current projects are finished in 2012. In fact the shipyard has not signed any new contract since August 2008. Part of the shipyard facilities is already leased to Fredericia Skibsværft, which from the end of next year moves to Lindø under the name of Fayard. The Aquamarine is hull no. 224 from Odense and measures some 292 metres overall on a breadth of 44.9 metres. The fully loaded draft is 18.2 metres. The tonnage is 100,615 BT and 182,060 DWT with a cargo capacity of 197,000 cubic metres. A Doosan

built MAN engine type 6S70MC-C developing 18,600 kW to a service speed of 15 knots powers the bulk carrier, which has American Bureau of Shipping as classification society. The Aquamarine left Aarhus in late July after sea trial flying the Greek flag with Piraeus as port of registry. The maiden voyage took the vessel to Santa Marta, Colombia to load a cargo of coal. Carras (Hellas) Ltd uses Aqua as prefix for most of their bulk carriers. The previous dry bulk carrier from Odense Steel Shipyard was the Elsam Fyn, yard no 96, and delivered in March 1983. This bulk carrier was slightly smaller than Aquamarine with a DWT of 137,000 tons. In the meantime Odense Steel Shipyard have had a rather unique production of container carriers, which with only three exceptions have been delivered to the shipyards owner: A P Møller-Mærsk. Furthermore the production compromises 22 oil tankers and two barges. The Elsam Fyn is still sailing despite the age of 26 and so is her one year older sister vessel the Elsam Jylland. The Elsam Fyn is sailing as the Mahavir Prasad flying the Indian flag and the Elsan Jylland is nowadays named the East Sunrise 9 flying the Panamanian flag owned by a Chinese controlled company with bulk carriers trading in the Far East area. bent mikkelsen

No 5 2009 Shipgaz 59

The editor of the Fleet review section is Pär-Henrik Sjöström, contact him at par-henrik@shipgaz.com

Fleet Review Photo: pär-henrik sjöström

Photo: jarmo viitanen

The Knut has left Sweden for a new life in Finland as the Cetus.

The Nathalie and the Josefine (to the left) freshly painted green at Turku Repair Yard.

Dennis Maritime back in business

Swedish Knut bought to Finnish Kokkola sale Oy Yxpila Hinaus – Bogsering Ab in Kokkola, Finland has bought the Swedish tug Knut from Svitzer Sverige AB. Built in 1976 in Åmål, Sweden, the Knut has now been renamed the Cetus. “We needed a stronger and more modern tug to replace the Akke, which now is put up for sale”, Lauri Hannula of Yxpila Hinaus explains. “However, there are not a lot of icebreaking tugs on the market.”

Like the rest of the fleet, the Cetus is based at Kokkola, where they are employed with harbour towing and icebreaking. The tugs also occasionally assist in Pietarsaari and Kalajoki if several tugs are required. The port of Kokkola is one of the busiest transit ports in Finland regarding bulk

shipments, frequently visited by large bulk carriers. Three tugs are usually required to assist a Panamax sized vessel into the port. “Now our tugs have a total bollard pull of more than 100 tons, which should be sufficient. Before this acquisition we had to take a third tug from Pietarsaari or Kalajoki”, Mr Hannula clarifies. The deal was handled by the shipbroker Djurgårdsvarvet in Sweden, which is also the sale broker for the Akke. Jarmo Viitanen of the company’s office in Finland says that the market remains difficult although there are certain marks of recovery. “Regarding the Knut it was not so difficult to find a buyer. Now is the right time to buy a vessel”, Jarmo Viitanen says. pär-henrik sjöström

business The Finnish shipping company Dennis Maritime Ltd has been re-established and has bought back its former 1,280 dwt coasters Josefine and Nathalie. The two sister ships were built in the Netherlands in 1986 and 1989 respectively. The former Dennis Maritime Oy Ltd changed its name to Wega Shipping Ab Ltd in 2006, when its founder Dennis Saari sold his half of the company to his companion. The fleet then consisted of the dry cargo vessels Josefine and Nathalie, bought in 2003 and 2005 respectively. The economic recession put Wega Shipping in difficulties and the fleet, which had been expanded with a third sister ship, the Amore, was laid up. When Wega Shipping went bankrupt Dennis Saari, together with Jimmy Gustafson, Johan Liljeström and Antti Partanen, decided to buy the vessels back. Dennis Maritime Oy Ltd became the owner of the Josefine and also handles chartering and management of the fleet. The Nathalie is owned by Rederi Ab Nathalie, which is a ship-owning company only. All operations of the fleet are run under the common name Dennis Maritime. Pär-henrik sjöström

Worldwide spare part deliveries for ships

MOTOR-SERVICE SWEDEN AB Please contact us for prices & delivery times

MOTOR-SERVICE SWEDEN AB Address Mölna Fabriksväg 8, SE-610 72 Vagnhärad, Sweden Telephone +46-(0)156 340 40 Telefax +46-(0)156 209 40 E-mail sales@motor-service.se Website www.motor-service.se

60 Shipgaz No 5 2009

Fleet Review Newbuilding contracts in the Nordic market Month

Owner

May

none reported

Nat

Dwt

Type

Shipyard

Delivery

Value

Remarks

June

Rubsydprom

Rus

130 m

trawler

Bergen Yards

4.11

NOK 1.35 bn

ST-196

Rubsydprom

Rus

130 m

trawler

Bergen Yards

10.11

NOK 1.35 bn

ST-196

NOK 1.8 bn

Schiffahrt Altes Land

Ger

175 m

offshore

Bergen Yards

4.12

Smart Shipinvest

110 m

ahts

Havyard Leirvik

4q11

Brattholm Invest

50 m

fishing

Havyard Tomrefjord 12.10

July

none reported

construction vsl Havyard 848 Smart

NOK 130 m

Secondhand transactions in the Nordic market Month Name May

Black Prince

Dwt

Built

11,200* 1966

Type

From

Price

Buyer

cruise

Fred Olsen & Co, Oslo

USD 2.4 m

Servicios Aquaticos, Venezuela

Talabot

34,605

1979

roro

Wilh Wilhelmsen, Oslo

breaking China

Spar Emerald

34,970

1987

bulk

Spar Shipping, Bergen

Chinese

Nord Whale

50,354

Northern Gambler

4,580

Sveabulk

1,465

1979

Zenita

404

1983

USD 6.75 m

2004 bulk

DS Norden, Copenhagen

USD 24.5 m

Greeks

1996

Trico Marine, Haugesund

USD 33 m

Fletcher Shipping, Aberdeen

bulk

Sveabulk, Sarpsborg

NOK 2.4 m

deck cargo

Siddis Sh, Stavanger

psv

Geir Hokland, Harstad Folla Aquaservice, Rørvik

Hemina

54,000

1979

LPG

BW Gas, Oslo

USD 3.8 m

breaking India

Jo Maple

8,000

1991

tanker

JO Tankers, Bergen

USD 4 m

Turkey

Jo Palm

Jo Calluna

8,000

1991

tanker

JO Tankers, Bergen

USD 4 m

Turkey

12,000

1986

tanker

JO Tankers, Bergen

USD 2 m

Vestland Marine, Gdynia

Kontula

31,000

1980

bulk

ESL Shipping, Helsinki

USD 4 m

undisclosed

Spar Topaz

39,000

1987

bulk

Spar Shipping, Bergen

USD 7.8 m

Greeks

Elsborg

12,800

2009

mpp

Dannebrog Rederi, Cph

USD 24.5 m

Suzlon Energy, Singapore

Ellensborg

12,800

2009

mpp

Dannebrog Rederi, Cph

USD 24.5 m

Suzlon Energy, Singapore

Ophelia

6,400

1981

tanker

OW Bunker, Århus

Russia

Atlas Amelia

41,000

1997

bulk

Atlas Shipping, Cph

auction New Orleans

Sichem Arctic

23,400

1991

tanker

Eitzen Chemicals, Oslo

Aegean Marine, Greece

Baltic Bulker

28,700

1995

bulk

Lauritzen Bulkers, Cph

Hong Kong

USD 12.75 m

Maria Bulker

38,000

1995

bulk

Lauritzen Bulkers, Cph

Italy

Sagacious ID

45,000

1996

bulk

KS Danship 50, Cph

China

USD 16.9 m

Elisabeth Oldendorff 22,000

1992

mpp

KS Danship 37, Cph

China

Lucy Oldendorff

22,000

1992

mpp

KS Danship 38, Cph

China

Torm Martha

69,638

1997

bulk

DS Torm, Copenhagen

USD 42.5 m

Hong Kong

Torm Baltic

69,814

1997

bulk

DS Torm, Copenhagen

en bloc

Hong Kong

Thor Harmon

3,600

1991

mpp

Vedrey Ydrehall

3,537

2006 tanker

Brøvig Mistral

Sungdong resale

June

Ocean Scotsman

Loch Rannoch

3,500 92,000

Fionia Bank, Cph

USD 2.5 m

Bintang Mas, Singapore

Nordea Bank, Oslo

EUR 18.2 m

Norwegian KS

2004 tanker

Nordea Bank, Oslo

en bloc bb

Norwegian KS

2009 bulk

Arne Blystad, Oslo

USD 41 m

undisclosed

2,920

1982

psv

Sartor Shipping, Bergen

USD 6.5 m

Bard Engineering, Germany

130,000

1998

sh tanker

A P Møller Maersk, Cph

USD 70 m

Knutsen OAS, Haugesund

Svartfoss

2,990

Geo Atlantic

13,339* 2000 seismic

2005 s-loader

Eimskip, Reykjavik

DSD Shipping, Stavanger

PGS, Oslo

Rieber Shipping, Bergen

USD 58 m

Torm Tina

75,966

2001

bulk

DS Torm, Copenhagen

USD 30 m

Greeks

Siteam Anatas

40,000

1986

tanker

Eitzen Chemicals, Oslo

USD 27 m

undisclosed

Sichem Anne

9,200

1997

tanker

Sichem Princess Marie Chantal 7,900 2002 tanker

Eitzen Chemicals, Oslo

en bloc

Vietnam

Eitzen Chemicals, Oslo

en bloc

undisclosed

Sichem Provence

8,700

1996

tanker

Eitzen Chemicals, Oslo

en bloc

Vietnam

Green Costa Rica

7,721

1992

reefer

Green Reefers, Bergen

USD 13.5 m

Caiano Sh, Bergen bb back

Green Guatemala

Sigloo Norse

7,726

1992

reefer

Green Reefers, Bergen

en bloc

Caiano Sh, Bergen bb back

11,665

1982

LPG/et

Eitzen Chemicals, Oslo

USD 1.5 m

breaking

2010

ahts

Karmsund resale

90 m

West Ceres

9.264* 2006 jack-up

Endurer

July

BW Herakles

95 m

2009 subsea

30,455c 1982

LPG

Karmsund liquidators

Siem Offshore, Kristiansand

Seadrill, Stavanger

Middle East

USD 175 m

Remarks/New name

Aquanos, Arendal

USD 91 m

Mermaid Maritime, Singapore

BW Gas, Oslo

USD 3.2 m

breaking

No 5 2009 Shipgaz 61

Fleet Review Photo: Anders Rydberg

Fred Olsen & Co, Olso, has sold the cruise ferry Black Prince, built in 1966, to Servicios Aquaticos of Venezuela.

Molda

Crude Gamma

Karmsund resale

Clipper Suffolk

Annette S

Cedar 1

96,347 165,000 90 m 82,800

1994

tanker

2009 tanker 2010

ahts

2006 bulk

J L Mowinckel, Bergen

USD 16.8 m

Eurotankers, Greece

Metrostar, Greece

USD 70.3 m

Awilco, Oslo

Karmsund liquidators

NOK 680 m

Solstad Offsh, Skudeneshavn

Clipper, Copenhagen

USD 39.5 m

undisclosed

15,450

1990

container

KS Phoenix, Århus

Aboitiz Jebsen, Manila

69,000

1998

bulk

Britannia Bulk creditors

Investeringsgrp Danmark

USD 21 m

Cedar 2

70,000

1994

bulk

Britannia Bulk creditors

USD 21 m

Investeringsgrp Danmark

Cedar 1

43,000

1995

bulk

Britannia Bulk creditors

USD 15 m

Investeringsgrp Danmark

Jaco Triumph

Front Duchess

Sendai Bulker

23,000

1987

bulk

Th Jacobsen, Sarpsborg

USD 3 m as is Far Eastern buyers

284,000

1993

tanker

Ship Finance Intl, London

USD 18.8 m

Chinese

Lauritzen Bulkers, Cph

USD 17.8 m

Chinese

28,300

2000 bulk

Tsuneishi resale

58,000

2010

bulk

undisclosed

J J Ugland, Grimstad

Tsuneishi resale

58,000

2010

bulk

undisclosed

J J Ugland, Grimstad

Sigas Duke

LPG

Camillo Eitzen & Co, Oslo

USD 750,000 undisclosed

Neptun

28,000

1976

tanker

Salhus Sh, Haugesund

USD 4.3 m

Josefine

1,278

1986

dry cargo

Wega Shipping, Åbo

1,300

1989

Nathalie

SeaFrance Manet

August Sichem Pace

2,620c 1982

15,093* 1984 19,900

Clipper Helle

3,200

* = gross tons

dry cargo

Wega Shipping, Åbo

Denis Maritime, Åbo

SeaFrance SA

Stena Line

2006 tanker

Eitzen Chemicals, Oslo

Clipper, Copenhagen

tanker

c = capacity in cubic metres

Engine Protection Partner AS Schaller Automation’s Oil Mist Detector systems

P.O. Box 2668 Møhlenpris, NO-5836 Bergen, Norway Phone: +47 55 30 19 00 Fax: +47 55 30 19 01 www.epp.no

breaking India Denis Maritime, Åbo

ropax

1991

USD 34 m

Mire

undisclosed

bb back

Russian All details believed to be correct but not guaranteed

Schaller Automation’s repair and service department – come directly to us, save time & money! ➢ repair centre – max 2 days repair time ➢ main stock for spare parts – 1 day delivery time ➢ sales of new and reconditioned VISATRON O.M.D. ➢ open 24 hours/7 days a week ➢ exchange unit service for all VISATRON systems ➢ overhaul and service of the following system series: VN /79, VN /82, VN /87 & VN /93

62 Shipgaz No 5 2009

By Bent Mikkelsen bent@shipgaz.com

Retro Marshall Plan freighter

Photo: BENT MIKKELSEN

The Caroline S is the youngest of the Caroliner sisters and is about to turn 50 years old.

The youngest of 23 sisters turns 50 with pomp and circumstance After the second world war the Marshall plan helped pull Europe back on its feet. In Denmark a new type of freighters saw the light. There will be a lot of partying on the quays of Svendborg during the weekend of August 28–30, when the association behind the museum freighter Caroline S has called for the celebration of the ship’s 50th birthday.

The Caroline S is the youngest in a series of small freighters built in the aftermath of WW2 and supported directly by the American Marshal Aid, which was given to rebuild the European infrastructure. A large sum of money was dedicated to rebuild the fleet of smaller freighters connecting the Danish ports with supplies from the bigger import harbours. The series got the name Caroliners after the very first unit, which was delivered from H. C. Christensens

Staalskibsværft at Marstal in 1951. It was named Caroline after the Captain Owner Albert Petersen’s wife. All told, 23 units were built in the span of eight years starting with the Caroline and ending with the Janto, which was the original name of the Caroline S, built in 1959. This type of freighter represented a giant step in comfort and reliability for both the crew and the cargo when introduced in 1951. The ships were built for a crew of five (captain, mate, AB and two boys), with the AB and the boys bunking under the forecastle and the officers aft, where there were

»The ships were built for a crew of five, captain, mate, AB and two boys« The Marshall plan aid got its name from the Secretary of State George Marshall but its proper name was the European Recovery Plan.

also a mess room and a galley. The steel freighters were usually fitted with a diesel engine (Vølund in the first vessel and MaK in Janto) generating around 200 horsepower to a service speed of around 8 to 9 knots. This type of vessel had a length of 33 metres over on a beam of 6.5 metres. There was one cargo hold with a capacity of around 220 tons. The gross tonnage was originally 149 GRT, which allowed the Caroliners to use their own crews for discharge instead of the compulsory dockworkers for ships above that limit.

The last vessel in the series, the Janto, hull no 77 from the Marstal shipyard, sailed as the Janto until 1965, when it was sold to Albert Pe-

No 5 2009 Shipgaz 63

Marshall Plan freighter

Retro Photo: BENT MIKKELSEN

»The Caroline S is kept in excellent condition thanks to the money earned by sailing cargo« tersen, who took delivery of the first vessel in the Caroline series. After taking over the vessel he renamed it the Jane after his daughter. During all the years in service, the vessel sailed regularly to and from Det Danske Staalvalseværk in Frederiksværk carrying steel scrap to the plant in Frederiksværk and returned to ports in Denmark, Norway, Sweden and Germany, carrying a variety of new steel products such as plates for shipyards or steel bars or iron rods.

Albert Petersen hired Gunnar Hansen as the Captain of the Jane in 1966, and he remained on the vessel till 1994, when it was purchased by the Association Caroline Samsø in Ballen on the Isle of Samsø for a new life as a preserved working museum freighter. Shortly after the takeover the vessel was renamed the Caroline Samsø. Gunnar Hansen actually continued rying a combination of normal cargo sailing on his old vessel for some such as food to salmon farms off the years. Only a year before the vessel coast of Sjælland or taking barley was sold to the Association, he had be- from the Isle of Ærø to the mill in come the owner of the Jane after gradSvendborg as it had been doing every ually acquiring 10 per cent of the vessel summer in the past. and then another 15 per cent during The Caroline S is not the only prethe following years and so on. served Caroliner in Denmark. It has a In December 2001, the Caroline -ensuring the safety ofsister life and at seawhich is ship property called the Samka, Samsø was sold to a new Association in the hands of the Association Samin Svendborg called the Association ka, closely connected with the Marstal Caroline S, and it was moved to SvGet an expert opinion.Museum GL offer classiﬁcation of Shipping and Navigation. endborg. But the freighter basically services for newbuildings, ships in operation, The Samka will of course come to continued doing the same work, car-

Germanischer Lloyd (GL)

Barley and salmon fodder has been a common cargo for the Caroline S for many summers.

her names Hull nr. 77 was delivered as the Janto in 1959, was renamed the Jane in 1965, renamed again in 1994 to the Caroline Samsø and finally the Caroline S in 2001.

maritime materials and components.

Svendborg to celebrate its sister ship. The festivities in Svendborg will include several bands playing on the quayside, dinners (for which tickets are sold to the public), convoys of historic lorries, several shanty choirs, including the Caroline S’s own shanty choir. The Caroline S is kept in excellent condition thanks to the money earned by sailing cargo and the contributions from a long line of companies, and because of the fact that all crew members work for only free food and coffee.

Be on the safe side.

Germanischer Germanischer Lloyd (GL)Lloyd (GL) -ensuring the safety of life and property -ensuring at thesea safety of life and property at sea

Get anglobal expert opinion. GL offer classiﬁcation Always on call serving your fleet: the GL survey services network is present by 208 stations in for 77newbuildings, countries. ships in operation, maritime materials and components.

Operating 24/7, GL offer a 24 hour hotline: Be on the safe side. +49 40 36149 1111

www.gl-group.com www.gl-group.com

www.gl-group.com

In 1956 …

... the Odense Steel Shipyard delivered the super-tanker Esso Århus on 26,400 DWT. It was the largest ship flying the Danish flag and also the first diesel driven tanker in the Esso-fleet world wide. The Danish technicians in the Dansk Esso affiliate of Standard Oil of New Jersey persuaded the technical staff in New York to use diesel instead of steam turbine in the tanker fleet. The Esso Århus was fitted with a Cafeteria mess system, and was the first with air condition in the accommodation, which also had a radio-antenna plug in each cabin. Originally built for trading crude oil from the Persian Gulf to Fawley, the Esso Århus continued trading under the Danish flag until August 1978, when it was sold for recycling in Inverkeithing, Scotland.

66 Shipgaz No 5 2009

Yearbook Maritime Technology

Yearbook of Maritime Technology The 2009 edition of the Yearbook of Maritime Technology has a new appearance, now as a part of Shipgaz.

Editor Robert Hermansson robert@shipgaz.com

No 5 2009 Shipgaz 67

Maritime Technology

Yearbook

Illustration: Volvo Penta

e bring up a project from Lund University about how to improve fuel economy and reduce atmospheric pollutants. The Development Department of DNV Poland is showing a new Survey Simulator concept, while Chalmers University gives us insight into how to educate people in cargo operations.

I-Tech is contributing with an article on protecting vessels and other types of under-water constructions against marine biofouling without using toxic or lethal chemicals. SSPA shows how to reduce environmental impact from shipping while MARIN presents a live testing of fatigue prediction. An article from the World Maritime University in Malmรถ, Sweden, gives an update on the increasing ballast water problem. As I am editing the Yearbook of Maritime Technology for the last time, I want to take the opportunity to thank the contributors that have given us so much exciting, interesting and state-of-the-art articles during the last decades. I also want to thank the readers that in so many ways during all these years have shown a great interest in the published papers and given me much appreciated feed-back.

I am glad to round off my contribution by, together with Fredrik Johansson at Tillberg Design, giving you an innovative and colourful image of what ships of the future might look like when fantasy, creativity and engineering are at their peak.

68 Shipgaz No 5 2009

Yearbook Maritime Technology Photo: Semcon Informatic Graphic Solutions

Scania 12-litres truck engine, D12.

Partially premixed combustion – high efficiency, low emissions The project aims to improve fuel economy and reduce atmospheric pollutants keeping control of the combustion and low acoustic noise. Tighter emission regulations, environmental concerns and higher fuel price are pushing vehicle manufacturers to develop cleaner and more efficient internal combustion engines. The development of classical diesel and gasoline combustions seems to have reached an end. These two combustion processes are not capable to simultaneously comply with the requirements of high efficiency and low emissions. A three way catalyst gasoline spark ignition engine produces nearly zero emissions but unfortunately its efficiency is limited to roughly 30 per cent. On the other hand, the efficiency of a diesel compression ignition engine might go up to 40 per cent but a lot of particulate and nitrogen dioxide is produced.

Vittorio Manente, PhD student at Department of Energy Sciences, Faculty of Engineering, Lund University, +46 733 54 64 70, Vittorio.Manente @energy.lth.se

The trade off between efficiency and emissions was overcome with the introduction of a new combustion process known as HCCI which stands for Homogeneous Charge Compression Ignition. The concept was first presented in 1979 and applied to twostroke cycle engines. Active ThermoAtmosphere Combustion, ATAC, was the first name of this newly born ±combustion process discovered by a Japanese researcher called Onishi.

With ATAC combustion a lean and fairly homogeneous mixture of air and fuel is compressed until ignition takes place spontaneously and simultaneously all over the combustion chamber. Very high efficiency and low emissions were achieved at the same time during partial load operations.

In 1983, at the University of Wisconsin, Najt and Foster applied ATAC combustion to a four-stroke cycle engine. This new combustion process was called HCCI, Homogeneous Charge Compression Ignition, and as in ATAC combustion high efficiency and low emissions were achieved. The interest in HCCI combustion started to rise in the middle of the 90’s when emission regulations became tougher. The appeal of this combustion concept relied in the capability of having as low particulate and nitrogen dioxide emissions as in a gasoline spark ignition engine, and efficiency as high as in diesel compression ignition combustion. More than a decade of research underlined many limitations of HCCI. The control of the combustion is one

No 5 2009 Shipgaz 69

Maritime Technology

Yearbook Photo: Vittorio Manente , LTH

Single cylinder Scania D12 test cell at Lund University. of the most critical aspects. Since HCCI relies on the autoignition of the fuel-air mixture, the factors affecting the start of the combustion are so many and require a lot of technological efforts to an extent that the gain is negligible compared to the effort. In addition HCCI combustion has poor power density; high load operations are hard to achieve without resulting in very high acoustic noise which can not be tolerated by vehicle occupants and pedestrians. To overcome issues such as combustion control, acoustic noise and power density, a hybrid concept

between HCCI and classical diesel combustion was introduced. This hybrid solution is known as Partially Premixed Combustion, PPC.

In PPC combustion the key point to achieve low emission and high efficiency is to separate the end of the injection with the start of the combustion. To achieve this goal diesel fuel is injected relatively early in the compression stroke, then by decreasing the compression ratio and/or recirculating much exhaust gasses, EGR, into the intake manifold the start of the combustion is sufficiently delayed from the

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Internal combustion engine concepts evolution trough the years.

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Available and wasted energy during the engine power stroke.

end of injection thus a relatively low stratified mixture self-ignites when the piston is in its upper position. Compared to HCCI, PPC combustion gives higher power density, low acoustic noise and the ignition control is again gained trough the start of the injection. Unfortunately, particulate matter and nitrogen dioxide are slightly higher with PPC than with HCCI. Toyota was able to put into production PPC combustion with the name of UNIBUS, Uniform Bulky Combustion System. Their 1KD-FTV production engine is able to run in PPC combustion up to half load.

70 Shipgaz No 5 2009

Yearbook Maritime Technology Photo: volvo cars

»To reach 60 per cent efficiency it is necessary to work both inside and outside the combustion chamber.« the engine. When fuel is injected inside the combustion chamber only a part of it becomes useful output energy, torque on the wheels. The part of fuel energy which is not transformed in useful power is wasted both as heat and exhaust losses which result in high temperature of the engine block and of the exhaust gasses. By minimizing these losses or using them to produce more output power, the efficiency of the engine can be increased. An effective way to reduce the heat loss is to burn fuel at lower temperature thus the temperature difference between inside and outside the engine decreases and less energy flows out of it. This concept is known as Low Temperature Combustion, LTC.

If sufficient separation is achieved

Volvo D5, 2-litres engine. Many efforts has been done in order to be able to run a diesel compression ignition engine in PPC mode up to full load. The target was achieved but it never went beyond research stage. Too low compression ratio and too much recirculated exhaust gasses (up to 80 per cent) were necessary in order to separate the end of the injection with the start of the combustion; this resulted in poor engine efficiency despite the very low emission levels.

To overcome the high load problems of PPC and create a combustion process with high efficiency and low emissions in the whole operating range of the engine, it has been thought that the most effective way is to inject high octane number fuels

in a compression ignition engine running in PPC mode. In simple words this means that it is believed that the best fuel for a compression ignition engine – a diesel engine – is gasoline!

At the beginning of 2009, at the Combustion Engine Division of Lund University, the D60 project was born based on this idea. The target of this project is to create a combustion process which has 60 per cent efficiency and is capable to comply the very strict US10 and EURO VI emission regulations. Low emissions can be accomplished by working on the combustion process. On the other hand, to achieve 60 per cent efficiency it is necessary to work both inside and outside

between the end of the injection and start of combustion, and the air-fuel mixture is relatively lean, it is possible to reach combustion temperatures between 1600° and 2000° Celsius which are much lower than with classical gasoline spark ignition and diesel compression ignition combustion, where the combustion temperature is roughly 2800° Celsius. The advantage of using gasoline or any other high octane number fuel in a compression ignition engine is the possibility to separate the combustion phase from the injection one in the whole operating range of the engine, without the need of low compression ratio or an outrageous amount of EGR. When gasoline is used in PPC mode only 40–45 per cent of EGR is used at high load. In gasoline PPC EGR are mainly used to further cool down the combustion temperature rather than to separate the combustion from the injection phase as in a diesel PPC. Additional decrease in heat loss is achieved by substantially boosting the engine; up to three to four bar absolute inlet pressure are necessary for 100 per cent load operations. As previously mentioned the sec-

No 5 2009 Shipgaz 71

Maritime Technology

Yearbook

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Double use of the exhaust energy available in the exhaust manifold.

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In cylinder techniques to minimize emissions and maximize the efficiency.

ond source of energy dissipation inside the engine is the exhaust loss, its minimization depends upon the ability to maximize the expansion of the burned gasses after the combustion when the piston moves outward thus to reduce the exhaust gas temperature. The goal is achieved by reducing the combustion duration.

tion and diesel compression ignition combustions. In 2008 gasoline PPC and the mentioned technique to reduce the heat and exhaust losses were experimented on a VOLVO D5 and Scania D12. On the VOLVO D5 the efficiency spanned between 46 and 51 per cent at 2000 rpm. The Scania D12 showed 48 per cent efficiency at 1100 rpm; the same engine To speed up the combustion rate running in diesel PPC combustion Kinetically Controlled Combustion is mode resulted in 45 per cent efficiency. the key concept. When the fuel autoIt has been mentioned that in order ignite because of the temperature and to reach 60 per cent efficiency it is necpressure conditions inside the comessary to work both inside and outside bustion volume, its burning speed the combustion chamber. So far just depends solely on its chemical proper- inside techniques has been described ties. Kinetically Controlled Combusand the above mentioned experimention is much faster than the burning tal results are based on these. adv The shipping Gazette 24-01-2008 13:56 Pagina 1 rate of classical gasoline spark igniEven though the exhaust loss are

minimized trough the maximization of the expansion of the burned gasses, the temperature in the exhaust manifold is still high enough to be converted to useful output energy to further increase the engine efficiency.

A double stage turbine is most likely the best solution for this task. The first one, combined with a compressor in the inlet manifold, is used to boost the engine, while the second, connected to the crankshaft, should provide additional power. Today this exhaust heat recovery

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72 Shipgaz No 5 2009

Yearbook Maritime Technology Photo: Vittorio Manente , LTH

Volvo D5 test cell at Lund University. system is just in a study stage thus no results are available. The ambition of the D60 project is not only to have high efficiency but also emission lower than the US10 and EURO VI standards. The main regulated emissions are nitrogen dioxide, particulate, unburned hydrocarbon and carbon monoxide. Usually unburned hydrocarbon and carbon monoxide do not constitute any particular problem since robust and relatively cheap aftertreatment systems are capable to take care of those.

A nitrogen dioxide reduction catalyst is generally expensive and engine manufactures try to avoid it by taking care of this pollutant working solely on the combustion process. Nitrogen dioxide is produced at a combustion temperature higher than 2000Â°, with LTC the temperature inside the cylinder being relatively low. Because of this the VOLVO D5 and Scania D12 produced less than 30 ppm of nitrogen dioxide at high load; classical diesel and gasoline combustion have more than 2000 ppm.

ÂťIt is believed that the best fuel for a compression ignition engine, diesel engine, is gasoline!ÂŤ The problem of LTC is that if the combustion temperature is too low, lot of particulate and black/grey smoke can be produced if the fuel-air mixture is not distributed homogenously enough. Gasoline PPC solves this problem by creating a low stratified air-fuel distribution inside the combustion chamber thanks to a consistent separation between the injection and combustion event (longer mixing time); with diesel PPC it is impossible to achieve this target at high load. The VOLVO D5 showed particulate levels below the detectable range of the emission analyzer. Carbon dioxide is one of the natural products of the combustion. This unregulated exhaust emission is one of the main responsible of the green house effect. To reduce it, low carbon fuels have been introduced into the

market, e.g. E85. The PPC concept under development at Lund University has also been tested with pure Ethanol. Without heat recovery systems 51 per cent of efficiency was reached and nitrogen dioxide and particulate matters were within the future emission standards without the use of the exhaust aftertreatment system.

At this research stage high octane number fuels PPC seems to be the best way to achieve very high efficiency and low emissions throughout the whole operating range of the engine. Compared to HCCI combustion, this concept is controllable and not limited to partial load operations. By taking a meticulous care of all the heat losses inside the combustion chamber, the efficiency can be sensibly raised as compared to classical compression ignition combustion. The target of 60 per cent efficiency is very ambitious but the combination between high octane number fuels PPC and a heat recovery system seems to be the right track to accomplish the goal.

A LOT OF SPACE TO MANOEUVRE. BUT NO ROOM FOR COMPROMISE.

With Volvo Penta powering your ship you know that the engine room is based on uncompromising durability and performance standards. With us servicing your ship’s p ower and propulsion systems, you can rest assured that the standards are maintained year in, year out. Just what you have come to expect from the leading supplier of power for marine professionals.

Volvo Penta professional service centre in Sweden: ÖCKERÖ MITAB Tel: +46 (0)31 7691430 Fax: +46 (0)31 965950 Email: magnus.hansson@ mitabmarin.se Web: www.mitabmarin.se

SIMRISHAMN Marincenter Syd Simrishamn AB Tel: +46 (0)414 28790 Fax: +46 (0)414 28799 Email: sven@skillingemarin.se Web: www.skillingemarin.se

WAXHOLM Rindö Marine AB Tel: +46 (0)8 544 306 30 Fax: +46 (0)8 544 306 49 Email: info@rindomarine.se Web: www.rindomarine.se

Please visit www.volvopenta.com for more information

74 Shipgaz No 5 2009

Yearbook Maritime Technology illustration: DNV

Revolutionary training solution The Development Department of DNV Poland has created the concept of S urvey Simulator, which most probably will revolutionize the system of surveyors’ trainings. Companies operating on the shipbuilding market, particularly ship owners and shipyards, are obliged to follow various rules or regulations issued by suitable authorities. The whole building process is well controlled from many sides and in many ways. This is to make sure that the ship, offshore structure, in general any object built, will fulfill owner’s expectations, will strictly follow applicable rules and what is most important – will be safe to operate. In order to verify the compliance with conventions applicable to the vessel, flag regulations, port requirements and the requirements of classification society each ship undergoes periodical inspections also during the whole lifecycle. Inspections and technical assessments require a long and thorough training process in order to prepare new inspectors for the variety of conditions they could possibly work in.

»The main purpose was to work out a concept of simulator prototype for educating in stereoscopy technology« Unfortunately, such learning process may last a few years. Practical trainings are dependent on the access to vessels of a certain type, or particular moments of the vessel’s live phase. For example; to get training on a specific ship type or a new building phase, a trainee must be physically present in the yard when such a vessel is built. This is why trainings are often carried out in different parts of the world. Additionally, a number of cases useful for training is unpredictable. Even if a vessel is scheduled for survey it is not known if there will be any deficiencies or findings, which can be valuable from the “learning”

view. No one can foresee what will be observed during a survey or an inspection. Some problems are more common than others. Some damages are typical for certain types of vessels of a specific age. On the other hand, there are also defects that appear extremely rarely, under certain circumstances. This is why it can happen that each individual surveyor will not see such a case during his whole work carrier. Additionally, each trainee must be supervised by an experienced colleague, a tutor. This is also an issue – in some situations it can be very difficult to find a sufficient number of good tutors to train surveyors in the traditional way.

The Level of theoretical knowledge, as well as practical experience, which new surveyors acquire in the training process has a tremendous influence on developing awareness that their future work will affect not only safety

No 5 2009 Shipgaz 75

Maritime Technology

Using technology of virtual reality and detailed models of actual ships, survey simulator will offer a modern way to introduce a new surveyor into his work and make training more efficient, attractive and practical. The training scenarios, based on very realistic models where high quality and attention to every detail built in allows the trainee to identify with an inspector’s role, create possibilities to simulate many types of inspections. With Survey Simulator the trainee can familiarize himself with the ship, perform many complete surveys, understand how complex systems work and finally learn about documents and systems that support his work (conventions, rules, etc.) without having to move to different geographical locations. There has also been planned implementation of many innovative solutions to make training more interesting, e.g. “smooth ships age change”, where the user will be able to visualize how fast a new structure might turn into a rusted one and what the typical areas where corrosion initiates are. The software is intended to work with stereoscopy technology (3D impression), and the training is going to be based on the training modules, created by professional developers and selected tutors.

illustration: DNV

of persons working on the inspected objects, but also natural environment protection and commercial issues. To gather the required knowledge and experience one needs many years of relevant work experience. The Development Department of DNV Poland has created the concept of Survey Simulator, which probably will revolutionize the system of surveyors’ trainings. Before any development work is started we have set the target of simultaneous improvement of quality of the given training and reduction of time. According to our assumption of time needed to prepare new surveyors, superintendents and inspectors for unaided work can be shortened from on average five years perhaps even to one year. The main purpose of the innovative undertaking was to work out a concept of a simulator prototype for educating marine technical inspectors using three-dimensional models and visualization in stereoscopy technology (3D impression).

Yearbook

Virtual close up inspection of cargo hold from “Chery picker”. In the first stage concern will be around technical surveys referring to such objects as ships and offshore platforms including wind offshore farms. The first demonstration sessions of an early prototype, that we carried out internally, have already proved that young engineers grasp new technology very quickly. They often expect training to be conducted in a modern and interesting way, however even for people used to computer games this tool and the whole training concept is exceptionally attractive. The superiority of simulation methods compared to traditional ones has also been pinpointed by many scientific works. Survey Simulator will allow for preparation and execution of complete training programs. High reality of models and surrounding environment with built-in user interaction possibilities will assure that the knowledge gained during the virtual training program will be comparable with the one accumulated when surveying real vessels. We hope that the unlimited possibilities of building training scenarios will prove that the training in virtual reality can be very valuable. Not only typical damages, but also the rare ones observed in real life, can easily be transferred to the virtual models of certain objects and included in training scenarios. Survey Simulator will allow elimi-

Dariusz Dabrowski Head of Department, Technical Consultancy & Development, DNV, Poland. +48 58 51 15 122, dariusz.dabrowski @DNV.com

Magdalena Kubiak-Krupa Group Leader 3D Technology, Structures and Stability, DNV, Poland. +48 58 51 15 171, magdalena. kubiak@DNV.com

nating obstacles as lack of objects to survey, lack of training examples on accessible objects, lack of time to perform the training on available object, as well as noise or difficult access. It does not mean that the tool will fully eliminate the need for practical training on real object, but it will supplement it. Training in Survey Simulator software will be carried out in “ideal environment”.

A trainer will work in virtual reality, created with the help of detailed 3D models and will have the possibility to use different virtual tools such as torch, camera, palmtop, computer etc. Interaction with virtual reality will be possible when needed, for example for opening doors and making machinery work. The simulator will have an option of “prompting”, knowledge built in. It will support introduction of individual exercise without participation of a trainer. Several options available in the program menu will allow adapting training scenarios to the level of a trainee. It will also be possible to select various vessel parameters, such as age, condition, level of difficulty, survey scope, etc. Only in unusual situations one can find out how routine behaviors can be useless or even pernicious in effects. A variety of examples in virtual scenarios makes trainees aware of potential problems and helps them avoid-

76 Shipgaz No 5 2009

Yearbook Maritime Technology illustration: DNV

Steel structure fabrication survey in production hall. ing routine. Keeping in mind all the presented possibilities a surveyor will surely be more focused on real objects when conducting inspections. Creating “extreme” situations in reality is usually quite risky, while on virtual objects everything can be practiced as many times as needed, in a safe way and very efficiently. Training participants can try out different approaches, discuss effects of potential behaviors and come up with important conclusions.

Survey simulator is based on a commercial graphics engine. In the first phase of the research, we have checked several engines and compared their results with respect to graphics capabilities, possibility of editing terrain and vegetation, importing custom models, physics simulation, and effects. The engine we decided to use is a multiplatform 3D application development tool, designed from the start to ease creation. This engine incorporates great visual effects (real-time lighting and shadows, water reflections and refractions, terrain modelling, vegetation,

smoke, fog). In addition it uses professional library for real-time physics simulation (collisions, joints, hinges, objects interaction – Ageia PhysX), which allows developers building scenes with full interaction with all objects (doors with hinges, colliding furniture, rolling ship). Due to built-in network and sound management we can achieve synchronization of many objects’ properties, such as their position, velocity, animation, between many computers over the network. Every object in the scene can realistically emit sounds. People in different places can meet in the virtual environment. In the engine developers can create software for Windows, Mac OS systems and also web browsers.

If the prototype of the simulator proves to be a success, we are planning to go one step forward and arrange a virtual training centre. There are plans to adopt a few training premises equipped with highly professional appliances destined for trainings in stereoscopy. There are several options in the

choice of equipment. It mostly depends on the planned way of conducting training sessions. For group works the ideal would be dedicated conference rooms equipped with multiple projectors for displaying high resolution images in stereoscopy. This solution will create the impression of being inside the structure; with no geometry distortion or differences in picture properties (brightness, colour, sharpness). In that case the training will be carried out similar to conventional practical on job training, however inside the virtual object. Trainees will conduct virtual survey with assistance of selected experienced tutors. Such a lesson will be based on a predefined training scenario. A tutor will guide the group, pinpointing all areas of attention and explaining why certain damages might happen in such places. The same solution will also be used for examination purposes and for experience exchange meetings. A second option is individual training or training in groups of two or three people. In this case the ideal would be a virtual cave – small room

No 5 2009 Shipgaz 77

Maritime Technology

with six stereoscopic wall screens. The trainee would be equipped with a wireless motion capture suite, body and hand motion trackers and appropriate glasses. Simulator jackets and virtual helmets or glasses will make different interactions possible. Taking into account the fact that a majority of the knowledge is transferred through practical exercises (practicing on simulator, demonstrations, animations, role play) this solution could be exceptionally valuable.

»Its advantages are indisputable – it is highly realistic, flexible, easy to personalize and completely safe. « way to introduce trainees to their work and make the learning process more efficient, attractive and practical. However there are many other areas where the tool can be successfully used. The simulator also provides a solution for everyday use for professionals who need to know everything about the vessel before they come on board. The simulator can also establish an interactive collaboration workspace for individuals working upon the same problem at a distance – they can meet on board the ship in a shared virtual reality.

Yearbook

the world can run selected training scenarios and discuss how to properly handle difficult problems in the presented cases. Virtual inspection is just a forerunner of a generic and powerful technology of virtual reality assisted training and communication. It can be applied to many areas in the industry, research and education. Its advantages are indisputable – it is highly realistic, flexible, easy to personalize and completely safe. With high confidence, it can be called the training technology of the future.

Hej, vill bara påminna om annonsmaterial till Shipgaz nr 4 bokat en halvsida. Format, liggande 184x118 mm eller stående 90x268 mm An early stage prototype of Survey knowledge, simulation technology Sista dag för material är 15 maj Simulator has been presented at some based on stereoscopy has not been imAccording to our Cedervall &developers’ Söner har

plemented and is not available on the world market. Tools used in maritime and aircraft academies are based on two dimensions. The scenario is displayed on screens, with which interactions are possible only with help of suitable control panels. The tool permitting people to move in virtual reality and cause certain inter-actions is an innovative solution. Initially the idea of Survey Simulator came up as a support in training young surveyors, offering a modern

Providing a new way of presenting the hull and pinpointing important spots, the simulator can help to remove language, space or experience barriers. It is an excellent solution for use during experience exchange seminars. Surveyors from all over

exhibitions and conferences and has drawn a lot of interest from the industry including shipowners and ship managers, training academies and universities. When it was presented to the participants of the 10th Workshop 2009, Co-operation between Nordic Maritime Universities and DNV, being held in Gdansk 29–30 January 2009, it was highly appraised by many representatives of European Academic Centers.



78 Shipgaz No 5 2009

Yearbook Maritime Technology Benefits of Survey Simulator illustration: DNV

The best environment for theoretical training: • Trainees may try out different approaches and analyze results • Trainees may repeat exercises many times and ask as many questions as needed • Very few limitations comparing to traditional training The way to reduce training cost and training duration: • Flexibility in respect to training program (scope, extensions, etc.) • Location of training is independent of location of real objects • Savings related to traveling cost and time The best utilization of experienced tutors: • Group work • Individual sessions • Distant learning The most efficient training method for: • Training of new employees • Calibration and competence monitoring • Re-training of existing staff

Features of Survey Simulator Learning concept: The trainee learns from performing the survey, described in the training scenario. His/her tutors and the other trainees can simultaneously learn through observation (behavior, reactions), then have discussions and feedback sessions. Training scenarios consist of technical information (deficiencies, shortcomings, remedies) which define content of training and simulator functionality. The simulator enables a trainee to build competence in conditions that are ideal for training. On the one hand, there is no

time pressure, no limitation to number of people being trained and no presence of other company staff. On the other hand, the trainee may ask many questions, try out different approaches and analyze the results. He/she may also repeat exercises as many times as needed. Software could also be used in an examination module for verification of the achieved competence level of the trainee at the final stage of the training period.

Flexibility: The DNV Survey Simulator can simulate many

types of surveys, situations, conditions, etc. When Survey Simulator is set up as training environment, we can provide additional training scenarios according to specified needs. We have capabilities to provide training scenarios for any ship type, specific design or major component which is subject to survey or inspection. With a sufficient database it is easy to set up a new training environment to support the training concept based on virtual reality. It can be used to upgrade or

support or to redesign existing training courses.

Customization: The Training owner sets the vision and may influence the way the training or inspection is carried out in Survey Simulator (technical requirements and user’s functionality). It might be started with a very simple specification of the training scenario and can then be developed through iterative and incremental approach. Typical failures and remedies can be incorporated in a training scenario.

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80 Shipgaz No 5 2009

Yearbook Maritime Technology Photo: Jan-Olof Yxell

Students running a simulator exercise in the Cargo Operations Studio (COS)

Cargo operations: what’s the problem?

Our mission is to educate people in order to supply competence to the shipping industry. The Cargo operations studio is a pedagogic tool. As an experienced deck officer or ship master you may say – as an answer to the question above – that “it is a matter of controlling the ship’s draught, stability, stress, supervise the stevedores in accurate stowage and lashing, and clause the B/Ls with correct cargo condition and quantity”. As an experienced travelling supercargo or P&I surveyor you may say: “it is a matter of loss prevention, risk management, and the performance of ships and their crew”.

As an experienced chartering manager, ship operator or ship broker you may say: “it is the core product in our shipping business, offering the customer safe transportation of goods, to the correct freight rate with delivery on time”. Maybe you all together say: “the skill of cargo operations is generated by long experience in the segment, learning the business by doing, and getting the insight of how things work by time”. We fully agree!

Tomas Olsson Neptun, Lecturer at the department of Shipping and Marine Technology and Head of the Cargo Operations Studio at Chalmers University of Technology, tool@chalmers.se 031-772 26 76

Not everything is pure mathematics, technology, law or business. When it comes to cargo operation it is a combination of all this. To survive in business we have to generate profit and be competitive. The maritime law helps us to minimize risks of life, environment and commercial value. In order to solve the task we use the technology available. Some actors lean on well known practice and others aim to develop new concepts and take a lead to find new markets.

We believe that in many cases the cargo operations and the cargo capacity of the ship, of course in combination with costs and time, are in focus during meetings around the operations desk or in the deck office on board. We take calculated risks or sometimes even make decisions without having full control. “No risk – no money”, you may say. Some may even state that the less they know about the risk the better. In a business as multidisciplinary

and complex as shipping it is easy to dismiss questions as “that is something for the master to deal with” or “it is something technical that I do not know about”. Well, we believe that is the problem.

Our mission is to educate people in order to supply competence to the shipping industry. Educating people with their future career in shipping, as deck officers on board ships or as shore-based staff in various positions; we think that we need to trig the relevant questions and improve the learning process. We believe that hands-on studies may contribute to good business and competitive development of shipping activities. We are thrilled to educate people in cargo operations, i.e. how to load and discharge vessels. Maybe this is one of the front topics in developing business in shipping. But as indicated above, cargo operations are very much multidisciplinary, based on mathematics and physics, but are to us very much related to maritime

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Maritime Technology

Yearbook

»Not everything is pure mathematics, technology, law or business. When it comes to cargo operation it is a combination of all« law and safety, economics, logistics, international business, sustainability, ship design and technology. Our problem is to build up the learning process by blocks of theory, exercises and practice in order to generate high quality competence, i.e. people that know how things are connected, people that have started an accelerating learning track for life time and are willing to improve and develop. We, master mariners teaching cargo operations, have chosen to be incorporated in the ship design team at Chalmers University. This is not to discriminate the influence of the other related topics, but to gain the best out of the naval architects of ours. We think this is an interesting and successful collaboration. So, we are educating master mariners and ship operators in the same environment as naval architects. Our students get open-minded to categories of people with different tasks in the shipping industry, something we hope they will bring out to the industry. Let us illustrate the advantage by an example:

A screen-dump from the LPG/LEG Carrier showing the tanks No. 1 Port and Starboard with executable valves, sensors and sampling points.

Our ship operator is looking for a suitable ship lifting a two year contract of forest products from the Great Lakes. The ship operator finds a very good, geared general cargo vessel, 12 000 DWT on draft 8.00 FW, with a suitable hold cubic of 600 000 cbft. The ship operator closes the deal on a time charter with the above details entered in the charter party. The shipper is fixed on a COA and agreed on FIOS terms with a minimum quantity of 11 500 tonnes each shipment. Sending the voyage instructions to the master, the ship operator gets a stowage plan in return but with the information that the vessel needs to keep 300 tonnes ballast onboard. Why? Is the vessel not able to perform? In this case, the cranes are placed at the port side of the hull.

A screen-dump showing the cargo pump controls for the cargo oil pumps No. 1-4 and the water ballast pump Not being able to compensate this with cargo, the master has to use additional ballast in the SB side tanks. (Reading the class approved trim and stability book all cargo conditions were calculated without any ballast!) The maximum cargo intake may therefore be 11 200 tonnes only. Our ship operator now has a problem, not lifting the cargo quantity promised, and will also get a huge economic loss due to the lack of freight income of each voyage.

This is a simple example with a lot of learning regarding operational procedures, maritime business and law. But we also think we can learn some-

thing in the interaction between naval architects, masters and shore-based operators. Could the design process have been better? Should the ship documentation be more relevant? What do you think? You have certainly a lot of similar cases in your bank of experience. Ships with exceeded stress forces in full ballast condition, vessels with huge forward trim with filled holds, good crane lifting capacities (SWL) but on a very small radius making them useless, etc. Adding the software, logs and documents used for managing vessels, their cargo and voyages we are close to the complex reality that we are to be trained for.

82 Shipgaz No 5 2009

Yearbook Maritime Technology to time for the voyage (port operations and steaming at sea) is still the base of our case definition.

A screen-dump from the LNG carrier with spherical tanks, showing the actual cargo condition

Our pedagogic tool and learning arena is the Cargo operations studio (COS). For sure we still give lectures explaining the physics of ships and their cargo capacity, learning how to stow cargo according to the IMDGcode, calculating the intact stability criteria, and teach rules and regulations regarding tanker safety, in a conventional way of lectures. As before, we also offer some laboratory exercises using cargo calculation software and tanker simulators. But via the Cargo operations studio we will give added value to our students and the companies that will employ them in the future. The development is made possible due to the enhanced interaction with the industry. It has generated a growing catalogue of cases, which in a unique way illustrates and documents the knowledge and skill valuable for safe, sustainable and competitive cargo operations. Before, the university had problems to put the topic under a suitable category, but thanks to the Cargo operations studio, we believe we have found a successful way of handling this multidisciplinary task. The COS Fleet consists of eleven

The cargo pump performance diagram with the four cargo oil pumps working in parallel In a division with highly skilled naval architects it is easy to dig deep into technical matters, but we are also keen to still keep strong input from maritime business and law, learning about charter parties and bill of ladings, managing cargo claims

and making cargo operations an important part of the business activities. The voyage calculation with its freight income deducted with commissions, cargo handling fees, port dues, bunker costs and T/C hire (operating and capital cost), put in relation

vessels representing the most common segments of shipping. Those vessels are more or less standard vessels (VLCC-DH, product carrier, chemical carrier, LPG/LEG, LNG â&#x20AC;&#x201C; spherical and membrane, PCTC, container, ro-ro, dry bulk and offshore). Documents, drawings, simulator and loadmaster software are supplied from Kongsberg and Kockum Sonics. The COS is equipped with twelve work stations enabling 24 students working simultaneously. The computers are working in two different networks, of which one is connected to the internet and the intranet of Chalmers. Each work station uses four screens and two keyboards as interface. In front and/or from the control room, the lecturer operates tools for illustrating tasks and problems, showing movies, and controlling exercises that are being carried out by the students. The software supports the lecturer in assessment of each individual and their actions during the different exercises.

No 5 2009 Shipgaz 83

Maritime Technology

Photo: Jan-Olof Yxell

The COS is made alive via numerous cases, complete round trip voyages, detailed tasks to perform, decisions to take, and problems to solve, all developed and distributed by a competent staff of lecturers with extensive experience from shipping companies and authorities. Learning by doing is our concept. The COS enables a holistic perspective of the transportation of goods as well as isolated studies of details in cargo handling. In the COS, the students are allowed to make mistakes. They test ideas, ask for feedback and compete against their colleagues. They develop skill using standard software, own applications and improved routines. They benchmark improvements and learn from other. The students allow themselves to reflect over lack of

The Cargo Operations Studio (COS)

relevant tools, human errors, regulations and codes, technical restrictions of ships, and they make a vision of possible improvements. Our students may launch their ideas in their thesis work or in doctoral studies. We are convinced that they will contribute in their coming employment as deck officers, ship operators or whichever positions they later will enter.

The COS must continuously develop and keep on building up the catalogue of competence, showing the relations between facts, problems and topics, information flow and decision making. Therefore experience and cases are to be brought from the industry into the COS. In this way we will be able to generate added value

A drawing from the LPG/LEG carrier’s cargo operations handbook, showing the valves and sensors of cargo tanks No. 1 Port and Starboard.

Yearbook

and take our responsibility for the future development of the shipping industry.

Cargo operation is not a problem, it is a great potential! Improved supply of competence in cargo operations will gain development, safety, sustainability and improved profit. Competence in cargo operations may accelerate by a good start during the university studies. Our concept is built by three key features: • Multidisciplinary environment (naval architects, master mariners and business students), • Cargo operations studio (modern learning arena), • Industry interaction (two way communication – mutual benefit). If you continue to develop the skills of our students they will become a profitable investment of human capital in your company. Welcome our students in doing their period of apprenticeship, thesis work or doctoral studies in the segment of yours. Continue to support the two way communication with our team of lecturers and our students, opening up for further development. To us the Cargo operations studio seems to be a good place to meet.

84 Shipgaz No 5 2009

Yearbook Maritime Technology Photo: Dan Isaksson

Hard fouling organisms in their natural environment.

New molecule protects ships against marine biofouling

The present technologies to inhibit attachment and growth of marine fouling organisms rely on bioactive chemicals. Mostly, they are acting by being toxic and lethal. However, killing is not necessary when preventing settlement. The need for new antifouling substances has been an issue for long and understanding the basic mechanisms behind fouling was expressed over fifty years ago by the world’s largest shipowner, the US Navy: “Fouling is, however, a biological phenomenon. If it is to be dealt with effectively from an engineering point of view, it is important that the biological principles which determine its development be understood.” The present technologies to inhibit attachment and growth of marine fouling organisms rely on bioactive chemicals. Mostly, they are acting by being toxic and lethal. However, killing is not necessary when preventing settlement. It is possible to manipulate marine larvae to prevent from attaching to a surface. This can be achieved by altering behavioural keys or by preventing the gluing mecha-

Dan Isaksson, PhD, R&D Chemist, I-Tech AB, +46-735 24 03 42, dan.isaksson@ i-tech.se

Cecilia Ohlauson, M. Sc, Regulatory Affairs Specialist, I-Tech AB, +46 -706 03 42 36, cecilia.ohlauson@ i-tech.se

Lena Lindblad, Assoc. Prof., R&D Manager, I-Tech AB, +46-31 703 19 49, lena.lindblad@ i-tech.se

nisms that allow surface attachement. With knowledge in basic biology, it is possible to find solutions, based on fouling organism biology.

Within the sea, hard surfaces are rare. Any surface is an attractive place for non swimming organisms providing a place

for attachment and reproduction. The phenomenon is known as marine biofouling. Organisms that adhere could be anything from bacteria and algae to marine invertebrates. However, what they do have in common is a mechanism that allows them to attach to the surface and create a permanent habitat. The process from a clean surface to a fouled surface goes quickly. Within a few weeks, when the circumstances are right, a layer of up to ten centi-meters of biomass can be found on the surface. Thousands of different species can be found on a fouled surface. Most of them are unicellular bacteria or diatoms (unicellular algae with a silica case) usually referred to as slime or biofilm. The multicellular organisms are divided into soft foulers and hard foulers. Soft foulers are those without shells, such as algae, sponges, tuni-

No 5 2009 Shipgaz 85

Maritime Technology

Yearbook Photo: Dan Isaksson

A solitary barnacle filtering surrounding waters for food.

cates or hydroids. Hard foulers have a calciferous shell and among those tube worms, mussels and perhaps the worst fouler of them all, barnacles, can be found. All the different organisms have evolved their specific means to adhere to surfaces and staying attached. From an evolutionary point of view, the ability to glue in a marine environment has been invented several times and each time with a new solution. The complexity of the problem from a biological point of view is therefore immense. Before adhering to a surface, all organisms have been free swimming larvae. Adhering may occur passively, relying on physical parameters such as buoyancy or gravity, random processes due to surface vortices. However after attachment, a new phase starts when different biological cues become important to guide and start the process that will result in a permanent attachment. The most effective way to prevent fouling is to hinder attachment. That can be done by taking advantage of the natural behaviour of the fouling organisms.

The search for a new antifouling molecule has been in progress since the ban of tributyl tin (TBT) for leisure crafts were initiated in the 1980s and

intensified with the adoption of the IMO International Convention on the Control of Harmful Anti-fouling Systems on Ships in 2001. The efficacy of the TBT pa ints are well known and so are the detrimental effects they caused in the marine environment. Banning them was a step in the right direction but it also lead to another environmental problem. The high efficacy of TBT kept fouling organisms off the ship hulls, minimizing the friction between hull and water keeping fuel consumption down. With a less effective antifouling system, fouling on the ship hull increased with the friction,resulting in increase in fuel consumption and emissions of green house gases.

From an environmental perspective there was therefore a need for new antifouling molecules with the ability to minimize emissions of green house gases and at the same time be as environmentally friendly as possible. To achieve this a molecule should be potent to maximize the antifouling efficacy while minimizing the release to the environment or it needs to be highly degradable to minimize pollution. A combination of potency and a high degree of degradation is of

course the most favored properties for a new antifouling molecule. The antifouling molecules in use today all have their advantages and disadvantages but the optimal antifouling molecule, from an environmental perspective, has yet to reach the market.

The regulatory barriers for a new antifouling molecule to reach the market are vast and challenging in many parts of the world. Within the European Union, USA and Australia a new antifouling molecule must go by biocidal legislation and fulfill several criteria before it is allowed for use in biocidal products. These regulatory barriers are used to ensure that new biocidal products are not a threat to human health or to the environment. In general the biocidal legislation dictates the registration of the active molecule which is performed by submitting a dossier of information regarding the molecule to competent authorities. This dossiers include detailed chemical and physical data, proof of efficacy against intended target organisms, several toxicological studies on mammals and ecotoxicological studies on a number of species, both marine and terrestrial. This data set is then used for evalu-

86 Shipgaz No 5 2009

Yearbook Maritime Technology Photo: Dan Isaksson

Time

Barnacles are regarded as the most problematic fouling organism and can colonize ship hulls in large numbers. ating the effectiveness and safety of the molecule, human health effects, environmental effects and hazard identification for the active molecule. If all these properties are regarded as acceptable by the competent authority a new active molecule has a chance to reach the market.

This regulatory barrier may seem as quite an easy barrier to overcome but the amount of data needed for a registration dossier is massive and might take years to compile. After submission for registration all information is reviewed by the competent authority and then a decision of approval or refusal is formed. This process takes at least one year and even though this might seem unnecessary to the consumer who is interested in a new better antifouling molecule, this process is performed to ensure the safety of the consumer and all other living organisms that might come in contact with the molecule. Outside the European Union, USA and Australia the regulatory barriers concerning antifouling molecules differ from country to country. Japan employs a system with notification to the authorities. The demands for further information regarding the molecule depend on its properties and can be as demanding as the registration

described previously. China also uses the notification system but has yet to reach the same regulatory barrier as the countries described here.

Today there are many different strategies being tested and a lot of efforts and research are done to find more environmental friendly solutions to the fouling problem. There are a few main roads that are identified. • The non sticky coating: The idea is that fouling organisms won’t be able to attach to the surface or that the attachment is so weak that they will be washed away once the ship starts to move. • The controlled depletion paint (CDP): Antifouling agents dispersed in the paints are released as the paint surface erodes. • Self polishing coatings (SPC): The antifouling agent is bound to the polymer matrix in the paint and are released at the same rate as the paint surface is being polished (hydrolysed). There are also hybrids between CDP and SPC which make use of both the systems. As mentioned above the aim of a biocide containing CDP or SPC is that the release rate of biocide is the same

as the rate of erosion of the coating, allowing for a constant release of biocide during the whole lifetime of the coating. See figure A. In reality if the biocide is only dissolved in the CDP there is a great risk that the diffusion of the biocide from the painted layer is faster than the rate of erosion causing a depletion of the coating with regards to the biocide. See figure B. This means that the coating will loose its antifouling properties, at least partly before the end of the lifetime of the coating is reached. How can a slow or controlled release of biocide be achieved? In order to get around the problems given in figure B there are a number of strategies that can be used in CDPs and SPCs. The one used in SPC is to physically bind the biocide to the polymer matrix inside the coating. See figure C. The bond will secure that the biocide does not diffuse out prematurely. At the surface of the coating the bond between the biocide and the polymer is hydrolyzed and the biocide is set free. A second approach would be to attach the biocide to a particle unable to move through the coating-film. See figure D. As the surface of the coating layer is eroded new particles are exposed at the surface where the attached biocide can be released by water aided hydrolysis.

No 5 2009 Shipgaz 87

Maritime Technology

In a third approach the biocide is encapsulated. When the capsule containing the biocide is exposed to water at the coatings surface it opens up and the biocide is released. See figure E. By the erosion of the paint new capsules are continually exposed at the surface. When a new active compound with a desirable effect is discovered, formulation work is necessary in order to reach an optimal product. The surrounding matrix has to be chosen so that suitable solubility of the active compound is achieved. The active substance should preferably be soluble in the paint matrix. Otherwise a phase separation will occur unless the substance is distributed as a stable emulsion within the paint. If the active substance is very water soluble problems may occur due to premature leakage of the active compound from the coating causing a depleted coating layer. Further, the way with which the release will be controlled (if any) has to be decided. This means to study the active compound and determine what

functional groups are present and in what way they are possible to use for this purpose. Functional groups can interact with the polymer or other components in the paint as discussed and demonstrated above in figure Câ&#x20AC;&#x201C;E.

As global trading increases as well as the concern for the marine environment, more and more interest is focused on shipping. Marine biofouling is a typical multifaceted problem that concerns the environment in more than one way and the solutions must take into account more than biofouling itself. Without proper hull protection, a dramatic increase in fuel consumption occurs, causing an increase of green house gases emission. On the other hand, protecting the hull from unwanted biomass can release toxic substances into the marine ecosystem. For many years, the area of antifouling was not under regulatory scrutiny. This has dramatically changed. The first multinational regulatory decision is the TBT ban that was ratified in 2008. In Europe, there is a complete

Yearbook

overview of the existing substances according to the Biocide Product Directive and there is an uncertainty regarding the future paints. Although the regulatory work is indeed wanted and necessary to prevent risks for human health and environment, it is a hindrance for innovation and future product development. The challenge ahead is not to find new substances that prevent biofouling, but to find molecules that are effective from the shipowners point of view and can be regulatory approved regarding risk assessments, both concerning human health and the environment. And all those demands must be within a reasonable economical frame. Throughout the years as we have worked with medetomidine, our perspective has always been that we have to know the biological effects both on target organisms as well as nontarget species, including humans, control the release and thereby, reducing risks. We have now submitted medetomidine for regulatory approval in Europe.

Medetomidine and its mode of action Barnacle larvae have an exploratory surface behavior, necessary for settlement. A novel antifouling substance (Medetomidine), effectively prevents barnacles and other shell forming animals from adhering to ship hulls. This substance takes advantage of the natural behaviour of the organisms. When the larvae approach a surface coated with Medetomidine, the surface exploring behaviour that will result in permanent attachment is reversed into a swimming behaviour away from the surface.

Instead of being lethal to barnacle larvae, a deterring behaviour is promoted and the attachment and permanent settlement is therefore inhibited. The effect of Medetomidine on the larvae is fully reversible and causes no permanent damage to the larval biology. Actually, any nearby surface can be colonized by the very same larvae.

Medetomidine represents a third generation of antifouling substances. The first generation used for thousands of years

One year field study at the Swedish west coast.

were characterized by being as toxic as possible. Substances such as mercury, arsenic or lead were used. During the second half of the 20th century, organic substances came into use. Many of them are still in use and the state of the art is to combine those with cuprous oxide in a self polishing paint matrix. The third generation, represented by Medetomidine, take advantage of the biology itself of the fouling organisms. Instead of being lethal, it is possible to shortcut a biological behaviour without

causing any permanent harm. By doing so, it is also possible to reduce the amount of biocides used and thereby find more effective and more environmentally sound solutions. However, a molecule can be very effective in the laboratory but not suitable on a shipâ&#x20AC;&#x2122;s hull due to inborn incompabilities with paint matrices. An identified molecule must therefore always be followed by a suitable paint matrix that will allow release to secure the antifouling effect.

88 Shipgaz No 5 2009

Yearbook Maritime Technology Photo: Ulf Sjöstedt

Economical gains through environmentally compatible ships An environmental analysis and optimisation often lead to solutions that are not only good for the environment but also cost effective. More than 90 per cent of all external and more than 40 per cent of the internal cargo transports in the European Union are sea transports. Ships have the lowest energy demand of all transport types per transported ton of goods. On the other hand, criticism is directed towards the shipping industry for being a source of pollution, and not working hard enough to minimise the emissions from ships. In the ongoing discussion on climate change, the shipping industries must

therefore join forces both to minimise their environmental impact and to avoid the heaviest criticism. There are also economic gains involved. SSPA currently manages several environmental projects. Our role is to advise stakeholders in the maritime sector and provide environmentally

»With greener transport the competitiveness and efficiency of ships increase«

compatible improvements and solutions. Caught by the spell of the myth that these solutions imply extra costs, SSPA has shown, from many years of experience of environmental issues within the maritime industry, that the opposite is very likely to be true.

In recent years, there has been an extensive publication of different measures and concepts, and their respective increase in efficiency or reduction of emissions. It is often

No 5 2009 Shipgaz 89

Maritime Technology

difficult for the decision-maker to decide on the concept of choice. SSPA provides advice and suggestions to ship owners on how to improve the environmental performance of ships in operation and on the construction of new ships. The fact is that all ships can improve their environmental performance. An environmental analysis and optimisation of a single ship or the whole fleet of ships in service, as well as new ships, can often lead to solutions that are not only good for the environment but also cost effective.

The different solutions available for environmental improvements of ships can be classified into an ecological performance matrix, showing the cost effectiveness of different measures. The complexity of implementation implies a cost for the ship owner, while the benefits for the environment are often connected to a reduction of the operational costs. Emissions of carbon dioxide is the primary source of global warming. About 30 per cent of the carbon dioxide emissions come from the transport sector. Shipping forms a relatively small proportion of these emissions (about 1.8–3.5 per cent) but shipping has an impact on many other aspects of the environment. Many stakeholders are involved in the process of reducing the environmental impact of the ship and

Yearbook

(VOCs) and nitrogen oxides (NOx). Exposure to such substances can lead to severe public health problems. The local environment is also damaged by ship emissions; trees, plants and also buildings and materials can be affected.

keeping down the costs of transport. Below is a list of possible stakeholders and the influence each of them has on all stages of the ship’s life. See also the picture at pages 92–93. • The shipyard and ship designer developing efficient environmentally compatible ships; • the ordering customer willing to invest in ships that are more environmentally compatible; • the shipowner using environmental strategies to operate the ship in a cost effective manner; • the ship charterer or logistics company setting conditions for the performance of the ship (e.g. bunker quality) including intermodal transport systems and allowing for more flexible contracts; • the ports improving their infrastructures and preconditions; • the authorities helping the shipping industry with guidance, regulations and research, and thus assisting in keeping shipping the environmentally friendliest mode of transportation; • the customer buying the products transported by ships, and making environmental demands of the producer, the transporter and all other stakeholders involved in the production and the transport chain.

Johannes Hüffmeier, The environmental improveProject Manager, SSPA Sweden AB, ments can be categorised into differ+46 (0)31 7729027, ent groups. Some of them are only johannes.huffmeier feasible in the planning and design @sspa.se phase of new ships, for example the

Jessica Johansson, Project Manager, SSPA Sweden AB, +46 (0)31 7729105, jessica.johansson @sspa.se

Ulrika Roupé, Project Manager, SSPA Sweden AB, +46 (0)31 7729060, ulrika.roupe @sspa.se

Human health is affected by many of the substances found in the emissions, such as particulate matter (PM), ozone, volatile organic compounds

optimum choice of hull dimensions, hull and propeller design and integrated energy saving devices. Others, like the implementation of environmental strategies of the shipowners or the optimisation of the HVAC (heating ventilation air-conditioning) system, can be implemented during the operational phase, and can help reduce the environmental impact of the ship.

With greener transport the competitiveness and efficiency of ships increase and this has a positive impact on the whole maritime industry. There are many techniques and possibilities available to make a transport concept more environmentally compatible but these may not be applicable to each and every project. On the way to cleaner ships, SSPA is, therefore, able to assist all stakeholders to analyse ship performances and to find the optimum solution for every specific transport concept or operation.

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Training and education of crew

Optimal rpm/ pitch combin. setting (CPP)

Trim optimisation

Route optimisation

LOW

MEDIUM

HIGH

Benefits for the shipowner and for the environment Existing ship. This matrix is applied to a ship on a certain route and can look very different for other ship types, sizes, cargoes and routes. The benefits can look different, for instance the position of trim and route optimisation might be switched.

HIGH

Voluntary speed reduction

Weight considerations

Fuel cells

MEDIUM

Improved hull maintenance

Use of spill heat from engines Machinery system optimisation

Additional propulsion concepts

Hydrodynamic optimisation

Eco-driving

Life cycle analysis (LCA)

“Logistic” design

LOW

Fleet planning optimisation

Efficiency optimisation of auxiliaries

Implementation complexity or costs

HIGH MEDIUM LOW

Choice of fuel (MDO)

Implementation complexity or costs

Examples of ecological performance matrixes

LOW

MEDIUM

HIGH

Benefits for the shipowner and for the environment Ship at planning stage. This matrix describes some possibilities for reducing the environmental impact by for instance machinery system analysis to get an optimal main driver – auxiliaries combination, optimised logistic concept evaluating customer demands, additional propulsion concepts such as Kites, and efficient design by identification of strategic key factors and LCA.

90 Shipgaz No 5 2009

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Noise

ILLUSTRATION: Ulf Johansson

Impact of: Newbuilding Reparation Ship break-up

Emissions

Radiation Impact from the harbour

Impact of: Fuel/Lubricants production

Dredging (damage to marine environment) Propeller erosion Wake wash

Oil pollution (Operation/ Accident) Waste Chemicals Sewage

Noise Biocide TBT (Toxicity)

Ballast water (Decreased b iodiversity from invasion of new species)

Environmental impact of the shipping industry. The discussions today are mainly about the emissions to air from ships. The emissions include carbon dioxide (CO2) – global warming; sulphur oxides (SOx) – acid rain; nitrogen oxides (NOx) – ozone layer; volatile organic compounds VOCs) – damage to soil and groundwater, air pollution; particulate matter (PM) – asthma, lung cancer, cardiovascular issues, and premature death.

Environmental impacts from shipping • Ecosystems and freshwater quality are affected by acid rain which comes from emissions of sulphur and nitrogen oxides. • Marine ecosystems and coastal zones are affected by the pol-

lution of water by waste and intentional or accidental oil spills, due to low safety levels and bad procedures. • The habitats of animals and plants may be destroyed by emissions of biocides from

the antifouling paint of the hull. • Ballast water often contains species of animals that originate from the point of departure. When introduced in new areas, these species could

thrive and become a threat to other indigenous species and the ecosystem. • Finally, the air quality locally, regionally and globally is degraded by the air pollution from ship emissions.

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Brand new magazine

Shipgaz visits the Orasund alongside:

Fixing up a Dane The front page picture is sponsored by Berg Propulsion AB

Anchor handling on the North Sea:

Waiting for a weather window Officer labour market untouched

Grimaldi – an A ragged beauty Italian conqueror An ST Army Tug with the

Despite alarming headlines on lay-offs and lay-ups, ship officers in the Nordic countries keep their employments, according to a Shipgaz survey. page 50

Despite the strong traditions of the family, Dr Emanuele Grimaldi has never taken his position in the Group for granted. page 20

Special:

paint falling off in flakes caught the eye of Bengt Fredriksson. Now he is determined to make her better than new. page 78

Shipgaz signs on to Immingham:

Onboard insight »Although Shipgaz Long way back is a new magazine, In March 2007, the tug Bohus was smashed to it stands on solid splinters on the rocks off ground with a more Härmanö. Captain Ole than centuryKristiansen tells his story long heritage« of his way back to work EDITORIAL, PAGE 4

after the trauma. PAGE 22

In the land of the polar bear The engine department – a poor workplace?

Too many sea engineers crawl and squeeze their way through work. Monica Lundh at Chalmers checks out why. PAGE 16

Always leave the ship together as a group. Never go ashore without a weapon. Cruising at Svalbard offers astonishing nature and animal life, but you need to move with care. PAGE 27

Custom-made for The adventures the Western Channel of seaman Pålle

Yearbook of Maritime Technology

Built in Bangladesh

Struggling for a sick sea

“It was a long and tedious journey. But it was worth it”, says Jan Fabricius, pioneering by building the Stella Maris in Bangladesh. PAGE 18

Anne Christine Brusendorff of HELCOM thinks that the Baltic Sea still has a future, but only if we act now. PAGE 14

Brittany Ferries introduces the ro-pax Armorique, their largest ever purpose built vessel for the Plymouth–Roscoff service. PAGE 36

A day on the Hansa route Shipgaz signed on the Finnstar in Helsinki and followed captain Jukka Tapiovaara and his crew to Travemünde. page 24

Hushed up grounding Survival technique An anonymous e-mail to the for female seafarers shipowner’s head office revealed that one of their bulkers had been grounded – but sailed on with damages to the hull. The crew had said nothing. page 20

Negotiator, constructor, maintainer or reproducer – which one are you? PhD student Momoko Kitada has identified four strategic roles for women on board. page 16

Shipgaz is a modern shipping magazine for operative personell. Every issue contains current events, newbuildings, onboard stories, technical innovations, safety related information, in-depth features and much more, crucial information as well as entertainment. A weekly e-mailed newsletter is included in the subscription.

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The story of Nils-Arne Pålsson begins on the steamer Moldavia in 1950 and winds through rat wars and cholera to his electronic inventions for the maritime industry. PAGE 58

Set on ﬁnding the right stuﬀ In the brown leather chairs of Maritime Psychologist Bengt Schager’s office, the sheep are divided from the goats. PAGE 44

92 Shipgaz No 5 2009

Yearbook Maritime Technology P

ossible measures to improve efficiency and environmental performance – Selection of SSPAs recent projects in the specific field. The number given below should not be added up to over 100 per cent as the possible gains are strongly dependent on the ship, the shipowner, the transport route, the logistic concept, etc. The measures often include several aspects of the ship transport system.

Emissions/ Waste disposal • Air cleaning measures in the combustion system • Exhaust filter, catalytic converter • Sea Water Scrubbing • Bilge water cleaning • Ballast water treatment • Noise emission reduction

Operation of ships • Eco-driving • Route optimisation (weather routing) • Trim/ballast water optimisation • Optimal use of thrusters/tug boats • Performance monitoring • Fuel management • Optimised autopilot

Marketing/ PR • Presentation as market leader within green shipping • Consequent marketing of new solutions, concepts and ideas • Strategic research • Inventory of today’s performance

Selection of SSPA projects: • “eTEN WINGS” • Trim optimisation studies • Optimisation of berthing and manoeuvring in harbours • Energy and emission prediction of ships • Automatic Identification System (AIS) • Environmental impact of icebreakers in Arctic waters

Selection of SSPA projects: • Measures for a more environmental friendly shipping • Life cycle analysis (LCA)

Marketing/PR

Operation of ships ~20 per cent

Selection of SSPA projects: • Environmental performance monitoring and assessment tool for Waxholmsbolaget • “SPREEX: Spill Response Experience” • Icebreaker Oden • Discharges of sewage and grey water from passenger ships in the Baltic Sea area • “MARTOB: Onboard treatment of ballast water (technologies development and applications)” • “TRESHIP: Technologies for Reduced Environmental Impact from Ships”.

Emissions/ Waste disposal ~15%

Concept and system engineering ~15 per cent Concept development and engineering • Systems engineering • Engineering with regards to Life cycle cost/ energy consumption • Ship equipment • RPM steered pumps • Optimisation of the gearboxes • Heating of bunker • Illumination by LED or low-energy lamps Selection of SSPA projects: • Reduction of emissions by different means • Concept development of numerous ships

Optimal propulsion system ~20 per cent

Optimal propulsion system • New concepts for propulsion, sources of additional thrust (rotors, sails, kites, solar cells) • Suitable main engine type and efficiency • Reduction of propeller axis losses • Optimisation of steering system Selection of SSPA projects: • Feasibility study “Flettner rotors as propulsion support” • “OPTIPOD: OPTImal design and implementation of azimuthing PODs for the safe and efficient propulsion of ships” • Leading Edge

• FASTPOD

Energy-efficiency ~20 per cent

Energy-efficiency • Procedures for use of energy on ships – awareness • Weight saving with regards to choice of light materials and equipment • Weight saving with regards to strength calculation (FE-Analyses) and structure optimisation • Energy on board: optimised systems/complements (auxiliary machinery, waste heat boiler, cooling water, HVAC, hydraulic and piping) Selection of SSPA projects: • “LÄSS: Light weight marine constructions” • “EFFISES: Energy efficient safe innovative fast ships and vessels” • “Design tool for energy efficient ships” • “Pre-study of new construction materials concepts for construction of ships with low energy consumption” • New methods for using energy in cooling water

ts (auxiliary C, hydraulic

s and vessels”

pts for on”

Maritime Technology

Yearbook

Port operation / logistics • Improved cargo handling in ports – turn-around time in port • Use of shore sided electricity, ”Cold ironing” • Improved cargo storage and loading/unloading • Heating or cooling of cargo e.g. insulation and heat exchanger

Management of ships • Route planning • Utilisation of capacities • Procedures for operating the ship – Crew training • Life cycle analysis • Voluntary speed reduction • Effective maintenance planning • Environmental assessment • Operation at a high safety level

Selection of SSPA projects: • Ice-reducing measures in Swedish harbours • Port waste management – reception facilities for ship generated waste • Transportation of oil in the Baltic Sea Area

Selection of SSPA projects: • “SAFEDOR: Design, operation and regulation for safety” • “SEALOC: Transport of Dangerous Goods” • “CA FSEA: Concerted Action on Formal Safety and Environmental Assessment of Ship Operations”. • Environmental management system design for naval vessels • Soft bottoms in Swedish water • Environmental impact from wake wash of large and fast crafts • “TOSC: Transatlantic optimum service concept”

Port operation/ logistics ~15 per cent

ILLUSTRATION: Ulf Johansson

ess erials and

No 5 2009 Shipgaz 93

Management of ships ~25 per cent

Intermodal transport ~10 per cent

Intermodal transport • Optimisation of the transport chain/multi-/intermodal transport • Cooperation with other transport and logistic companies

New energy systems ~30 per cent

Use of chemicals ~10 per cent

Hydrodynamic design of ships ~20 per cent

Selection of SSPA projects: • Efficient public transport by ships • INTEGRATION

New energy systems • Solar cells for heating of water and power production • Choice of fuel type/alternative fuels • Using alternative energy systems (wind and solar energy, bio fuels, LNG, fuel cells, El batteries) for propulsion and other energy demands onboard.

Use of chemicals • Choice of antifouling • Minimised use of chemicals/ cleaning agents • Use of alternative chemicals/ cleaning agents

Hydrodynamic design of ships • Optimum choice of hull parameters • Hull design optimisation • Propeller efficiency/propeller design • Hull appendices/fuel saving devices • Optimised air resistance

Selection of SSPA projects: • MAGALOG – LNG as a fuel option • New energy systems for ships • Shuttle powered by modern technology • VRS-ro-pax

Selection of SSPA project • Consequences of restricted use of organic tin compounds for shipping in the Baltic Sea and the North Sea • AIS43 • MASTEC

Selection of SSPA projects: • >6000 hull forms developed and tested at SSPA • Virtue • “FANTASTIC: Functional design and optimisation of ship hull forms” • “SMOOTH: Sustainable methods for optimal design and operation of ships with air lubricated hulls”

94 Shipgaz No 5 2009

Yearbook Maritime Technology Photo: MARIN

USCGC BERTHOLF (WMSL 750).

Live testing of fatigue prediction

MARIN’s objective is to further improve the understanding of wave loading leading to fatigue damage of hulls. One of the services of MARIN (Maritime Research Institute Netherlands) is carrying out measurement campaigns on board ships at sea and analyzing the collected data. At the moment MARIN is carrying out a project for the United States Coast Guard.The main goal is to increase the confidence in fatigue lifetime prediction.

Predicting the fatigue lifetime of a ship hull structure involves the prediction of hull loading in a seaway, and the comparison of this with the structural capacity. Particularly the former is an effort requiring information from a multitude of disciplines. Based on Floating Production Storage and Offloading (FPSOs), Kaminski (2007) discussed the many steps involved in fatigue design. A graphical summary is shown in figure 1 (Kaminski, 2007). Each of these steps is associated with its own uncertainty. These uncertainties are typically dealt with by introducing a so called Design Fatigue Factor on Lifetime. A better solution would, however, be to

»The forecasted fatigue damage will be compared with the one determined for the design of the vessel« introduce partial safety factors. These account for the individual uncertainties associated with the processes and data is shown in figure 1.

In July 2007, the Valid Joint IndusIngo Drummen, Project Manager Trials & Monitoring, MARIN, i.drummen@ marin.nl

try Project was started. The project was initiated by the United States Coast Guard (USCG), and is also known as the Fatigue Lifetime Assessment Project (FLAP). MARIN is the contractor. In order to ensure the best possible results, MARIN was keen to involve other stakeholders. American Bureau of Shipping, Bassin D’essais des Carenes, Bureau Veritas, Defence R&D Canada, the Dutch Navy, Lloyd’s Register, Northrop Grumman Ship Systems, Office of Naval Research and Schelde Naval Shipbuilding are currently participating. The goals of the project are to

• forecast structural maintenance needs of USCG Cutters, • further improve the understanding of wave loading leading to fatigue damage, • increase the confidence level in predicting wave loading leading to fatigue damage. In order to achieve these objectives the scope of work includes a trials and monitoring campaign, a model test program and an evaluation part including the numerical work. The investigations will be performed for the USCG Cutter BERTHOLF. The first goal, forecasting the structural maintenance needs, will be achieved based on the results from the four year monitoring campaign. During this campaign the vessel will continuously be monitored during normal operation.

The fatigue lifetime consumption will be determined using conventional Rainflow counting of the measured stress signals, and using Fatigue Damage Sensors (FDSs), developed by Kawa-

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The possible occurrence of

Figure 1. Elements of fatigue design

Fatigue crack Crack length on sensor

Sensing foil Base foil Initial notch

Product life estimation Structural member

Strain

Figure 2. Illustration of the Fatigue Damage Sensor (Courtesy Kawasaki)

Hydrodynamic calculations are another area of great uncertainty which can explain differences between design and forecasted fatigue damage. In order to quantify the uncertainties in these calculations model tests will be performed, see figure 5. These will consist of two phases. In the first phase interesting conditions from the trials will be created in the model test basin so that the responses measured during the model tests can be compared with those measured during the trials. These results will provide information about the degree of correlation between the trials and the model tests. The main goal of the second phase is to obtain systematic experimental data under controlled conditions. Combined with the results

Figure 3. Wave buoy

measured wave

calculated RAOs

measured RB motions

Figure 4. Data fusion approach

update

calculated RB motions

ILLSUTRATION: MARIN

tional conditions are associated with significant uncertainties which can explain differences between the design and the actual fatigue lifetime of the vessel. For the full scale tests the ship is therefore instrumented with equipment measuring the relevant operational and environmental parameters. The effect of the uncertainty associated with these parameters will be quantified by determining influencing factors. These are found by comparing the fatigue damage, obtained by using the design operational and environmental conditions,

wave measurements. During the trials MARIN will therefore collect wave data in three different ways. The relative wave will be measured by a level gauge at the bow. Wave directional information will be provided by a WaMoS wave radar (e.g. Borge et al, 2000) at the mast. In addition a wave rider buoy (see figure 3) will be deployed for obtaining the wave direction and the directional spectrum. The wave rider buoy is superior to other wave measurement devices. The wave data obtained from the wave rider buoy during trials will be used to calibrate the wave radar system and the level gauge. During the monitoring campaign the waves will only be measured using the level gauge and the wave radar. Due to inherent limitations the wave buoy cannot be used during the monitoring campaign. Furthermore, during both the trials and the monitoring campaign a data fusion approach will be used to update the measured waves. As discussed by Stredulinsky and Thornhill (2009) in data fusion the measured wave is combined with the calculated response amplitude operators (RAOs) of the rigid body (RB) motions to obtain the “calculated” rigid body motions. By comparing this with the measured rigid body motions the obtained wave data can be updated, see figure 4.

Mass, buoyancy

Photo: MARIN

Both environmental and opera-

Of particular importance are the

hy dr o m dyn od a el mi c

Hy dr os ta tic ca lcu la tio St Environment ru ns Mass, Waves m ctu od ra stiffness e l l ic am s Motions, yn tion accelerations, d Fatigue, o a dr ul pressures resistance Hy calc al ca S ur s lcu CF ct tion Stresses u la r la t tio S lcu ns ca e s it gu tion Fatigue Fa ula assessment lc ca n io Tolerances ct ring ce e e p o c n s t Fabrication an In oni ena pt ia M int ce iter a c A cr M

Operational profile

ILLSUTRATION: MARIN

fatigue cracks in the steel will be monitored using the advanced Acoustic Emission Method developed by Lloyd’s Register. Acoustic emissions are the elastic stress waves which result from the sudden release of strain energy due to micro-fracture events. By recording these emissions the instrumentation can detect stable crack growth. Rogers (2001) gave a thorough account of the method. He also discussed a number of case studies in which the method was applied. It is expected that the forecasted fatigue damage will differ from the one determined for the design of the vessel. A general fatigue design calculation as illustrated in figure 1 can be condensed as follows: a certain combination of environmental and operational conditions is input to a suitable method based on particular tools. Two methods with corresponding tools will be investigated. One is a Preliminary Fatigue Design Method (PFDM), based on the research of amongst others Sikora et al (1983). The second is a method based on the tools developed within Cooperative Research Ships (CRS). In CRS MARIN brings together a group of companies with a common interest in non-competitive research.

with that found by employing the measured conditions.

ILLSUTRATION: MARIN

saki (Yamamoto et al, 2007). As shown in figure 2, the latter sensor consists of sensing foil and base foil. In the centre part of the foil a groove is formed to amplify strain. In the centre of this groove an initial notch is again present. When the FDS is attached firmly to a component of the hull structure the accumulated fatigue damage of the structure can be related to the fatigue damage measured by the sensor.

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96 Shipgaz No 5 2009

Yearbook Maritime Technology Photo: MARIN

from the trials this will give insight into the accuracy of the hydrodynamic design tools. The accuracy will partly be determined by comparing RAOs of the hydrodynamic responses. As an example figure 6 compares the midships vertical bending moment RAOs obtained from calculations and experiments. The example is taken from Drummen (2008) and shows that the numerical and experimental results agree very well. The tools that will be considered are the one described by Sikora et al (1983) in case of the PFDM, and a within CRS developed 3D potential theory code. Figure 7 shows the hydrodynamic model of the cutter for the latter method. Also here, the effect of the uncertainty will be quantified by determining influencing factors.

Obtaining accurate RAOs based on full scale measurements is, however, a challenging task. During the trials optimal wave conditions will therefore be sought. Desirable conditions are waves coming from a single direction. In general the wave system is a superposition of different swells and wind seas coming from a number of directions. None of the wave measuring instruments discussed above distinguishes these components. During the trials the measurements of the wave radar and of the buoy will therefore be post processed using the XWaves software, e.g. Tracy et al (2007). The first step performed by this software is to isolate spectral regions associated with individual energy peaks. Figure 8 shows an example of a partitioned wave spectrum. Subsequently the characteristics of the area are identified. The different wave systems can then be sorted into wind sea and swell. To be classified as wind sea a spectral peak must be forced by a component of the existing wind. All remaining peaks are labelled as swell.

Figure 5. Model tested in severe wave conditions.

A comparison based on RAOs, as described above, will provide information about the accuracy of the linear and partly about the weakly nonlinear part of the response. The latter being the nonlinear contribution to the hydrostatic restoring and Froude-Krylov forces. Recent research has, however, shown that whipping can have a significant contribution to the fatigue damage, (e.g. Drummen, 2008 or Aal-

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Yearbook ILLSUTRATION: MARIN

ILLSUTRATION: MARIN

Figure 6. RAOs obtained from calculations and experiments.

Figure 7. Hydrodynamic model USCGC BERTHOLF. ILLSUTRATION: MARIN

ILLSUTRATION: MARIN

Figure 8. Partitioned wave spectrum.

berts and Nieuwenhuijs, 2006). Whipping is the transient elastic vibration of the ship hull girder caused for example by slamming. The validation of this strongly nonlinear component will be done based on a comparison of time series and statistics, see figure 9.

Figure 9. Comparison between the midships vertical bending moments due to whipping, as obtained from calculations and experiments.

In order to reduce the uncertainties between the comparison, a deterministic reproduction of the test results will be done for the CRS tool.

The fact that whipping is an important aspect means that the test

model needs to be flexible. This flexibility will be introduced by building the model in six segments and mounting these on a flexible backbone. A six segmented model will well represent the lowest flexural modes of the cutter. The correct

98 Shipgaz No 5 2009

Yearbook Maritime Technology shapes and natural frequencies of the two- and three-node vertical and horizontal flexural vibration modes will be created by locally weakening the backbone with transverse and vertical cuts.

The above described investigations will provide a more rational ba-

sis for the design of USCG Cutters. The measured environmental and operational conditions can be used directly for future designs. Other aspects such as the uncertainty of the hydrodynamic calculations can be used as partial safety factors. The uncertainties and influencing factors also provide direction as to where research should

be focused in order to decrease the total uncertainty in the prediction of fatigue loading in the most efficient manner. Finally, the investigations will result in recommendations for increasing the confidence of the actual software and procedures used in CRS calculation suite.

References Kaminski, M.L. (2007). Sensing and Understanding Fatigue Lifetime of New and Converted FPSOs. Offshore Technology Conference Houston, 30 April–3 May, Houston, Texas, U.S.A. Stredulinsky, D.C. and Thornhill, E.M. (2009) Shipboard Wave Measurement Through Fusion of Wave Radar and Ship Motion Data. DRDC Technical Memorandum TM 208–254, in review. Sikora J.P., Dinsenbacher A. and Beach J.E. (1983). A method for estimating lifetime loads and

fatigue lives for swath and conventional monohull ships. Naval Engineers Journal May 1983, pp 63–84. Drummen, I. (2008). Experimental and numerical investigation of nonlinear wave-induced load effects in containerships considering hydroelasticity.Ph.D. thesis, Dept. of Marine Technology, Norwegian University of Science and Technology, Trondheim, Norway. Aalberts P.J. and Nieuwenhuijs M.W. (2006). Full scale wave

and whipping induced hull girder loads. Proceedings hydroelasticity in marine technology. Wuxi, China, pp 65–78. Yamamoto N., Koiwa T., Dobashi H., Muragishi O. and Takaoka Y. (2007). A study of a fatigue management system for long LNG carriers using a new fatigue damage sensor. TSOS 2007 Vol. 2 No. 2 pp. 1–10. Rogers L.M. (2001).Structural and Engineering Monitoring by Acoustic Emission Methods – Fundamentals and Applica-

tions. Technical Investigation Department Lloyd’s Register. Borge J.C.N., R.S. González, Hessner K., Reichert K. and C. Guedes Soares. (2000). Estimation of sea state directional spectra by using marine radar imaging of sea surface. OMEA 2000. Tracy B., Devaliere E., Hanson J., Nicolini T. Tolman H. (2007). Wind Sea and Swell Delineation for Numerical Wave Modeling. 10th International workshop on Wave Hindcasting and Forecasting.

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100 Shipgaz No 5 2009

Yearbook Maritime Technology Photo: WMU

South American Cholera

IMO still fighting invasive species Ballast water contains stones, sediment and thousands of living species. Some of these species carried by ballast water are harmless while others are harmful. The shipping industry has become the most important method for transporting goods all over the world due to the great growth in seaborne trade. According to the IMO, the shipping industry transports more than 90 per cent of the world’s goods. Therefore, the size and the weight of ships has increased as ship builders are designing huge new ships. The ballast tanks become bigger and the amount of ballast water needed to ensure the stability is also increased. Around three billion tonnes of ballast water is transferred around the world annually.

Transporting this huge amount of ballast water means transporting around 7 000 species of harmful aquatic organisms per day worldwide with devastating results to the global ecosystem. According to the IMO, the transfer of invasive species is considered one of the top four threats to the world’s oceans, due to the negative impacts on both the environment and human life. This article will discuss the impacts of invasive species

»Around three billion tonnes of ballast water is transferred around the world annually«

Ahmed Hamdy Moursy, Marine Lecturer in the Maritime College, Arab Academy for Science, Techno logy and Maritime Transport. c.hamdy @Gawab. com. Article courtesy of World Maritime University, Malmö, Sweden.

transferred through ship’s ballast water from different perspectives: ecological, economic and human health. Also, the article will present the solutions considered by the IMO to solve the problem and the methods proposed to decrease the transfer of invasive species. According to the IMO, ballast is known as “any solid or liquid placed in a ship to increase the draft, to change the trim, to regulate the stability or to maintain stress loads within acceptable limits”. To fully understand the issues of ballast water, this definition will be elaborated to include in more detail what ballast water is, where ballast water is taken from and the function of ballast water in the ship. Ballast water can be salt water

when it is loaded in the ship’s ballast tanks from the sea at a port located on the coast, or fresh water when it is loaded from a port located in a river or a lake. Secondly, ballast water is taken in separate tanks, designed especially for this use, to prevent mixing with other types of water or fuel to avoid pollution. Thirdly, ballast water has more than one function in the ship. The basic function is to ensure and maintain the stability of the ship, especially when the ship is on ballast.

Another function of ballast water is to load it while the ship has cargo to increase the draft to ensure the safety of the ship, especially in bad weather, and to ensure the efficiency of the rudder in the water to maintain good steering for the ship under these conditions. The last function of ballast water is to help in adjusting the stability of the ship while loading or discharging by loading more ballast water in one side than the other, or to load ballast water in the forward or aft parts in the ship to

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2. During voyage

Discharging cargo

Cargo hold empty

Loading ballast water

Ballast tanks full

3. At destination port

4. During voyage

Loading cargo

Cargo hold full

Discharging ballast water

Ballast tanks empty

Figure 1: The circulation of the ballast water during the ship’s voyage. Photo: WMU

Ballast water contains stones, sediment and thousands of living species. Some of these species carried by ballast water are harmless while others are harmful. To be considered an invasive species, the following four criteria must be met: to be in a new region where they were not before, the spread of the species must be connected to direct or indirect human activity, there must be a geographical pause between the new region and the old region of the invasive species and “new generations of the non-native species are born in situ without human assistance”. According to that definition, the Asian kelp is considered to be an invasive species because it has appeared in a new area and has spread unaided in big numbers as a result of indirect human activity. This Asian kelp was transferred a long distance from northern Asia to the west coast of the USA, Europe and Argentina where it is now a problem. In addition, cholera is also an invasive species since it meets the four criteria. Cholera was transferred from different places to South America and the Gulf of Mexico and it swept all over South America affecting millions of people, killing more than ten thousand in 1994. Finally, the North Pacific seastar, which was transferred from the Northern Pacific to the South part of Australia, is considered an invasive species because it has rapidly reproduced unaided in the new areas and continues to thrive.

1. At source port

Since the issue of harmful invasive species was discovered, the impacts of this problem and how dangerous these impacts are have been discussed. To show the threat caused by this problem of invasive species, the United Nations Environment Programme has identified invasive species in general as the second greatest threat to global biodiversity after habitat loss. First of all, to show the great impact of invasive species on the environment and the ecosystems it is useful to compare it to another major threat to the environment, such as oil pollution. To begin with, when an oil spill happens in the sea, it can be spotted easily and the position of the oil spill can be fixed and surrounded.

ILLUSTRATION: WMU

adjust the trim. Figure 1 shows the circulation of ballast water during the ship’s voyage.

Yearbook

Figure 2: The invasive species North Pacific seastar. But as for invasive species, which come into the sea via ballast water, it is impossible to see the threat because the species are often invisible to the naked eye. In addition, when an oil spill happens it can be cleaned and/ or contained, but for invasive species when they are transferred to a new area they are almost impossible to contain because they spread in large numbers and move quickly from the place where the ballast water was discharged to the rest of the ecosystem. As mentioned before, invasive species initially have an invisible impact

on the environment, but once they are detected, the economic impact is apparent quite quickly because the species can cause damage to existing infrastructure. The most famous example of an economic impact due to invasive species is the impact of the European zebra mussels on the Great Lakes in USA.

These zebra mussels caused huge problems by blocking the water supply pipes of city industry facilities and the cooling system of a nuclear power plant, which could have lead

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Yearbook Maritime Technology Photo: WMU

Figure 3: The invasive species European zebra mussels. illustration: U.S. Geological survey

Figure 4: The invasive species European zebra mussel’s distribution map all over the USA. Photo: WMU

Figure 5: The invasive species South American cholera.

to a disaster. The average cost of the damage done by the European zebra mussels is around USD 360 000 per year for affected cities and industries, USD 825 000 per year for nuclear power plants, USD 600 000 for a shipping company, USD 1.5 million for a single factory, USD 3.7 million for water treatment facilities and USD 6 million for a power plant. The total cost for ten years is a staggering USD 5 billion, USD 3.1 billion of which is a direct cost for the power industry.

There are many examples showing the negative impacts of invasive species on human health, such as South American cholera (vibrio cholerae). In 1991, it was discovered that the bacterium that caused cholera was found in oysters and fish in Mobile Bay, Alabama, USA. Many samples taken by the US Food and Drug Administration from the ballast water of 19 ships arriving in the Gulf of Mexico ports from Latin American found that five of the ships were carrying a strain of South American cholera. It was believed that the original strain may have been transported from Asia to South America through ballast water. The outbreak of the disease caused one million reported cases of cholera and over 10 000 deaths. In addition, in some parts of the world there are frequent outbreaks of red tides, another invasive species that produces neurotoxins which can accumulate in shellfish and cause illness and sometimes death to people eating them. Studies have shown that some of the toxic dinoflagellates were introduced in the sediments transported through ballast water. Canada brought the problem of invasive species transferred through ballast water to the world’s attention in 1988. At that time, Canada introduced a study outlining the impact of strange organisms in ship’s ballast water that was discharged to the Great Lakes. Furthermore, in 1990, Australia supported Canada by announcing the problem of invasive species by citing another study on toxic invasive species that came into Australian waters via ballast water. As a result of these two studies, the IMO took very quick action one year later through the Marine Environment Protection Committee (MEPC) and adopted the Guidelines for Preventing

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Yearbook

Photo: WMU

to make this convention effective and for it to enter into force, it must be ratified by more than thirty member states representing more than thirtyfive percent of the world’s fleet. Moreover, the convention will enter into force twelve months after the date of ratification. According to the IMO status of conventions, as of March 31, 2009, eighteen member states had singed the convention representing 15.36 per cent of the world’s fleet.

The IMO, from the time of adopting the convention, started to change its way of thinking. The IMO started to find ways and methods to not only stop transferring these harmful invasive species, but also to kill these living organisms which may survive during the long voyage in ship’s ballast water to be sure that no harmful invasive species are transferred. Therefore, the MEPC in July 2005 adopted Guidelines for uniform implementation of the International Convention for the Control and Management of Ships' Ballast Water and Sediments. Moreover, the IMO set up the Group of Experts on the Scientific Aspects of Marine Environmental Protection (GESAMP) whose duty is to approve the proposals submitted to the IMO for ballast water management systems and to be sure that these systems pose no harm to the environment or human health.

Figure 6: The invasive species red tides. the Introduction of Unwanted Organisms and Pathogens from Ships' Ballast Waters and Sediment Discharges. After two years of discussion, the IMO Assembly, in 1993, adopted the first Resolution A.774 (18) on Guidelines for Preventing the Introduction of Unwanted Organisms and Pathogens from Ships' Ballast Waters and Sediment Discharges. Later, the IMO put together working groups to draft regulations to fight this problem, which adopted the Resolution A.868 (20) Guidelines for the control and management of ships' ballast water to minimize the transfer of harmful

aquatic organisms and pathogens, cancelling and updating Resolution A.774 (18).

As a result of these IMO guidelines, seven years later the MEPC offered to adopt the International Convention for the Control and Management of Ships’ Ballast Water and Sediment on February 13, 2004. The main focus of the convention is to “prevent, minimize and ultimately eliminate the transfer of harmful aquatic organisms and pathogens through the control and management of ships’ ballast water and sediments”. In addition,

In fact, the Group of Experts on the Scientific Aspects of Marine Environmental Protection (GESAMP) did a great job in developing and approving various proposed ballast water management systems. On the one hand, there are some proposals that have been introduced to the IMO that show many advantages, so some shipping companies have used them since they have been shown to be effective. First, the IMO approved the proposed method of ballast water exchange in deep ocean water to minimize the risk of transferring harmful invasive species. The composition of deep ocean water is different from the water in which the organisms in the ballast tanks came from, so these organisms cannot survive in these new conditions once they are released in the open ocean. Second, the GESAMP approved the proposal of a ballast water heating system which is very useful as it uses heat developed to kill the harm-

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sever negative impacts on the environment, economy and human health due to their rapid invasion and destructive tendencies. In order to make sure any work being done is effective, urgent actions should be taken globally, such as the GloBallast Programme.

Even if international standards

Figure 7: The electrochemically oxidizes system. ful invasive species by increasing the temperature of the ballast water to a temperature of 36–38°C for 2–6 hours. Thirdly, the group approved the proposal of the ultra violet radiation system, where the ballast water passes through ultra violet radiation which kills the harmful invasive species in the ballast water. Moreover, the electrochemical system proposed by Sweden electrochemically oxidizes the ballast water to rid it of harmful invasive species.

Finally, in October 2006, the MEPC, with the help of the GESAMP, adopted new guidelines containing ballast water reception facilities in which the ships have to discharge their ballast water into reception facilities in the port to control the discharge of invasive species. On the other hand, not all proposed ballast water treatment methods approved by the IMO have been shown to be advantageous; the IMO

has also approved proposals for ballast water treatment that show some disadvantages. For example, the nonrelease of ballast water is not suitable for all types of ships because some ships, such as bulk carriers and tankers, must release the ballast water to load cargo. In addition, the use of chlorine to treat ballast water is effective, but it has a negative impact on the environment when discharging the highly toxic chlorinated ballast water. For a comprehensive list of ballast water treatment methods and the advantages/disadvantages of these treatment methods, see Ballast water treatment methods and their advantages/disadvantages (IMO, 1999).

In conclusion, there is an agreement among the maritime industry, international organizations and nongovernmental organizations that the transportation of harmful invasive species through ships’ ballast water causes

and procedures are developed, there are still number of factors to consider such as enforcement, effectiveness and cost. Currently, there are a few approved ballast water treatment methods on the market. The methods are not required to be applied on ships because the convention does not have power since it has not yet entered into force. Regarding costs, shipowners usually argue about installing the treatment technology on board because they have to pay the equipment to treat the ballast water and train the crew to operate the equipment. All of these factors need to be taken into consideration when responding to the problem of invasive species. Since an approved ballast water treatment method still needs to be developed, ballast water exchange will therefore remain the primary method for dealing with the threat of invasive species for some time. This opens up a huge global market for ballast water treatment in the next few years, which will give the IMO and the GESAMP the incentive to undertake more research and development in order to find more ballast water treatment methods which comply with current standards in terms of safety, environmental friendliness, practicality and cost effectiveness.

References Ballast Water Management Convention2004, IMO, (2005). Carlton, J. (1995). Ballast Water & Exotic Species. Retrieved April 25, 2008, from http://www. providence.edu/polisci/students/megaport/ballast.htm Cohen, A.N. (1998). Ships’ Ballast Water and the Introduction of Exotic Organisms into the San Francisco Estuary: Current Status of the Problem and Options for Management. Retrieved April 25, 2008 from http://www.sfei. org/bioinvasions/Reports/1998BallastWater224.pdf

International Maritime Organization. (1999). Focus on IMO Alien invaders – putting a stop to the ballast water hitch-hikers. Retrieved April 11, 2008, from http://www.imo.org International Maritime Organization. (2002). International Convention for the Control and Management of Ships’ Ballast Water and Sediments adopted in 2004. Retrieved April 11,2008, from http:// www.imo.org/Newsroom/ mainframe.asp?topic_id=548 International Maritime Organiza-

tion. (2008 a). Global Ballast Water Management Programme. Retrieved April 11, 2008, from http://globallast.imo.org/ index.asp?page=problem. htm&menu=true International Maritime Organization. (2008 b). Summary of Status of Conventions as at March 31, 2008. Retrieved April 28, 2008, from http:// www.imo.org/Conventions/ mainframe.asp?topic_id=247 Raaymakers, S. (2002). Full Paper by the GEF/UNDP/IMO Global Ballast Management

Programme, (pp. 1–16). London: Institute of Marine Engineering. Ruiz, G., & Carlton, J. (2003). Pathways of Biological Invasions of Marine Plants. M. siguan (Ed.), Invasive Species: Vectors and Management Strategies (pp. 183–226). Washington: Island Press USA. Verlaque, M. (2002). Biological pollution in the Mediterranean Sea: invasive versus introduced macrophytes, Marine Pollution Bulletin 44 (pp. 32–36). France: Elsevier science Ltd.

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106 Shipgaz No 5 2009

Yearbook Maritime Technology all Illustrations in this article published by permission of Tillberg Design

The Green Giant.

What will future’s ships look like? It will take a new generation of ships to attract future passengers In the summer of 2008, the Passenger Shipping Association contacted Tillberg Design in relation to their 50th birthday. They asked if we could produce a few creative images of future ship designs. They wanted cruise ship and ferry design, for both the inside and outside. This was of course a very honorable task, but also a difficult one, because; who can tell what future ships will look like? But then we thought: isn’t that what we designers are for? Anyone can reproduce what is already out there. The real designer challenge is to define and design for the future.

Most of us ship enthusiasts love the designs from the 30’s and 40’s. I think what we love about them is the total confidence the designers had in what they were doing. We love the way the designs show such a wonderful and optimistic belief in the future.

Fredrik Johansson, Partner & Senior Architect, Tillberg Design AB, +46 42 23 80 90, fredrik.johansson@ tillbergdesign.com

Because that is what they all did – all the good old ships we love today confidently pointed forward. Queen Mary and Normandie were both cutting edge of its time, the very latest in Art Deco design, inspired by the trendsetting establishments ashore. The wonderfully Futuristic Ocean Liner in figure 1 is from 1946. Everything was possible. It does not care the least about immaterial things like collision zones, or the cost of double curved glass. In the future, that would all be solved by new and modern technology.

Nothing like this was ever built, of course, but it must have inspired the naval architects and engineers of its time. An earlier design that was actually built is the Kalakala ferry that sailed out of Seattle, seen in figure 2. As can be seen, her design was influenced by

Figure 1.

the latest Boeing aeroplanes, streamlined cars etc. One would almost expect a big wind-up key sticking out in the aft. This is all history, and this article should be about the future. So, what exists out there today – 60–70 years later – that points forward? I tried to collect a few passenger vessels with some real “guts”, but

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Figure 2. Kalakala ferry.

Figure 3. River ferry.

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Figure 4. Marco Polo Yacht.

Figure 6. Zero-emission speed boat.

Figure 7. Finnish concept study.

Figure 5. Car carrier by Wallenius Wilhelmsen.

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Figure 8. Ferry design by Flensburger Yard.

it was not a very rewarding task. The only really progressive design in operation I could find was a tiny river ferry for tourists in Tokyo, shown in figure 3. Not very pretty, but at least an eyecatcher. So instead, I have collected a few design concepts from various floating categories. All just studies, yet to be realized. The private yacht industry rarely cares about cost of double curves and expensive detailing. The Marco Polo Yacht in figure 4 is perhaps a bit overcomplicated, but it is interesting to find elements from both the Kalakala ferry and the Bohn fantasy in the design.

Figure 9. Solar panels and energy cells.

A surprisingly fresh and bold demonstration of visionary ideas is the zero-emissions, pentamaran-hull car carrier developed by Wallenius Wilhelmsen, seen in figure 5. She is going to be thousands of miles away from the coast most of the time, and yet they have spent so much time on styling it. Why? Because it has a message: I am not like the rest! I am different! The same goes for the great-looking, zero-emission speed boat, capable of 30 knots, that can be seen in figure 6. The design in figure 7 is the latest in a long line of exciting concept studies from the creative team in Turku, Fin-

Figure 10. Iles de Ponant. land, led by Kai Levander. They have done this relentlessly since the WĂ¤rtsilĂ¤ days, but for some reason most of their ideas still remain in the drawers.

How about the brand new and totally different ferry design by Flensburger Yard in Hamburg? See figure 8; I think this is just what the ferry industry needs to regain public interest â&#x20AC;&#x201C; or sex appeal as somebody put it. Apart from RCI with Oasis, I am personally only aware of two shipowners that are officially showing their involvement in some really

forward-looking, progressive ship design. One of our long-term clients recently presented a design, see figure 9. Solar panels, energy cells, and it just beams of confidence! Here I come! Very encouraging indeed!

Iles de Pontant, Fig 10, is being built at Fincantieri. The less radical but interesting design is created by a company that otherwise design private yatchs. It shows that small exclusive ships do not all have to look the same either.

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Figure 11. Unrealistic ship design.

Figure 12. Well-designed ships draw interest. So, why do cruise ships of today look the way they do? I think the answer is stability. Because if it was not for Newton, they would probably look more like figure 11. No, but seriously, we are all aware about the economical and practical aspect of shipbuilding.

Figure 13. The Green Giant.

I think many of us are rather superficial though – if I see a great-looking car, I think: I wish I could go for a ride in that one. I am pretty sure that a really well-designed head-turner of a ship would have a similar effect on a lot of people. Look at figure 12. ”I wonder if it is just as stunning on the inside …”. I also think that if we want to attract the next generation of designsavy passengers, it will take a new generation of ships. Ships that encounter for new tastes and preferences. Which brings me back to the PSA assignment.

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Figure 14. Ship launched from inside another ship.

Figure 15. Future ferry design.

The Green Giant in figure 13, as seen on National Maritime Museum earlier this year, is purely the result of a surplus of creative energy in our office and it does not derive from any scientific analysis. You probably guessed that straight away. But, ships will just continue to get bigger. This means that many harbours can no longer be reached. The whole tendering exercise is a rather primitive and uncomfortable process anyway. So, what we have imagined is a new way of bringing people on and off the ship. We did not put any figures into this monster, but it is maybe 400–500 meters long and could perhaps carry some 5 000 passengers. We focused on other things. The technology to launch smaller vessels from inside a larger ship al-

ready exists, see figure 14. It could for instance be by the use of smaller yachtlike tenders or amphibious air cushion boats that enter at the aft of the ship. The ship could then park centrally in an archipelago and smaller vessels could sail off to different islands. The passengers would be able to choose and you would avoid congestion.

Is it emission-free? Probably not, but it could perhaps be the most eco-friendly ship on the market – and then showing it by being green! Again: if a ship is different on the inside, it should proudly present it to the world! A ship that looks and works like this would probably require a totally new operator, or an existing ship-owner that starts up a completely new brand.

We are just now working together with a Swedish company who has acquired the civil patent of the composite material that was previously used to build the “Stealth ships” for the Swedish marine, the war ships that are invisible on a radar screen. The material is much stronger and lighter than steel, maintenance free even outdoors and it can be given any shape; including double-curves. Even the price tag looks promising. We think it may have great potential in the future.

We also had a go at a future ferry design. What you see in figure 15 is nothing revolutionary really. It is a rather traditional and efficient hull form, but what some do find provocing is that the forecastle is built in. This means

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Figure 16. Too much of a sub-marine look?

Figure 17. Luxuary suits

Figure 19. Ice bar

Figure 18. Interlocking layout

114 Shipgaz No 5 2009

Yearbook Maritime Technology increased tonnage within the given length and height of the ship, but also, we think, a sleeker appearence. We designed the ship in figure 16 and some other profile ideas for one of our biggest clients some twelve years ago but we had no luck – maybe the vessels looked a bit too much like submarines. I think that once the first new design icon is out there catching attention, then many will follow!

So, what about the inside? Isn’t that what Tillbergs do most? Yes, and as with all good architecture, the ideal is when the interior and exterior go hand in hand. And it is, at time, an uphill struggle to achieve something new on the inside too. When we were planning the GA for the QM2, we put five duplex apartments in the aft end (and a split the engine casing). I can assure you, it was not only jubilant cheer from the structural department of the yard. But now the suites are there, making lots of money, I have been told. The design in figure 17 is based on a similar layout but would probably be booked by people who would otherwise stay in places like Delano’s

Figure 20. or Setai, just to mention two Miami examples. It should perhaps be marketed in glossy lifestyle magazines, as well as through travel agents.

At the other end of the spectrum, we have developed the vessel in figure 18 for NCL. It has all the functions and amenities of a normal cabin on approximately 20 per cent less space thanks to the interlocking layout. Yes, they are a bit more complicated to build, and yes, they have to be installed in pairs. But, 20 per cent less space – consider that over a 20 years period. When we first suggested to the same

client that they should have an ice bar onboard their new ship, they seemed a bit startled. But now it is happening! See figure 19, and it is going to be a freezing real one, no fake So miracles can still happen, and it is a wonderful thing to work with ship design. It is also very lucky that we have all our engineers and accountant friends that act with responsibly. It is even ok to be made fun of at times, it comes with our job as designers and architects. So keep smiling, but please remember that if we had always kept doing things the usual way, we might still be traveling the seas like in figure 20.

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