Kongsberg Maritime released three new monitoring and efficiency applications for its K-Chief automation system. The 'Fuel Saver' applications have been developed as part of Kongsberg Maritime's commitment to the Green Ship concept, and through the provision of detailed data and advice based on multiple factors including current engine use, can be used to enhance vessel performance and reduce emissions.

The K-Chief marine automation system is a distributed monitoring and control system that provides high-end functionality for power management, auxiliary machinery control, ballast/bunker monitoring and control, and cargo monitoring and control.

The new Fuel Saver applications can expand a K-Chief system on three levels. The first application is 'Fuel Saver Monitoring' for improved information and understanding of total fuel consumption. It monitors functions such as torque, fuel index, ship speed and hull efficiency and provides information in a format that enables corrective actions. The second application is 'Fuel Saver Advisory', which in addition to the Fuel Saver Monitoring functionality provides trim and draft optimisation. The third application is the 'Fuel Saver Optimal Advisory', providing optimal speed, optimal heading and optimal RPM in addition to hull fouling, propeller fouling, voyage planning, bunker cost calculation and reports.

The new Fuel Saver applications are part of Kongsberg Maritime's Green Ship portfolio, which also consists the MetaPower® torque & power monitoring system, which facilitates cost-effective operation by providing vital data to enable a vessel to maintain or increase speed while saving significant amounts of fuel, and reducing CO2 and NOx emissions.

Finnish power solutions provider Wärtsilä and Swiss turbocharging specialist ABB Turbo Systems cooperate in the development of 2-stage turbocharged medium speed diesel engines. In this programme, Wärtsilä is focusing on developing advanced engine technology, which with the turbocharger, is able to reach the highest possible performance and become a cost-effective commercial solution for its customers. ABB Turbo Systems is delivering the turbocharging technology with defined performance in terms of airflow, pressure ratios and efficiency.

In addition this development work both companies intend to cooperate with a third partner, aftertreatment specialist Hug Engineering, based in Elsau, Switzerland. The objective of the new joint project is to develop an innovative compact selective catalytic reduction (SCR) system especially tailored to operation with two-stage turbocharging.

Under the envisaged agreement, Wärtsilä, ABB Turbo Systems and HUG Engineering will target a further expansion of flexible engine operation at reduced NOx emissions and optimized fuel consumption, as well as targeting savings in first and life cycle costs. To develop the new combined SCR and turbocharging solution and its integrated application on the engine, the partners will combine their expertise and resources in order to achieve early readiness for market.

Applied Weather Technology (AWT) announced that the Odfjell Group, a leading company in the seaborne transportation and storage of chemicals and other specialty bulk liquids with about 90 ships in its fleet, recently selected AWT’s routing services and onboard voyage optimisation system to help Odfjell enhance safety and efficiency, as well as reduce fuel consumption, costs and carbon emissions.

According to AWT, during the first 90 days of implementing its optimum ship routing services onboard approximately 65 tankers, Odfjell has seen a benefit with a number of vessels steering clear of severe storms, potentially preventing significant ship damage and/or crew injury. AWT was able to show time savings of 30 sailing days and a reduction of approximately 1,000 metric tons (MT) of fuel oil in this 90-day period. This equates to fuel savings of $475,000 USD and a reduction in carbon emissions of 3,000 MT. As the period in question did not involve the entire fleet, savings are expected to increase in the future.

For the shipping industry overall, AWT routes more than 35,000 voyages per year and more ships per month than any other company. The company’s staff of weather routing experts recommend the safest, most time-efficient or fuel-efficient routes by analysing key variables including wind, sea and ocean currents as well as vessel type, age, stability, cargo and speed.

The Cruise Vessel Security and Safety Act 2010, due to become US law very shortly, imposes substantial requirements on cruise ships carrying over 250 passengers on international voyages which embark or disembark passengers in any US port. They concern design and construction, medical facilities, passenger and crew information, training and measures to report and combat crime. Non-compliance can result in denial of entry into US ports, civil penalties up to $50,000 per violation and criminal penalties up to $250,000 and/or one year’s imprisonment.

All cruise ships must meet certain design and construction standards within 18 months of enactment. Rails must be 42 inches above the cabin deck, 2.5 inches more than the US Coast Guard’s existing requirement. Passenger and crew cabin doors must have a “means of visual identification,” such as peepholes. Ships must be equipped with technology, if available, to detect persons fallen overboard, and with a video surveillance system to document crimes. In certain high risk areas, ships must have acoustic hailing and warning devices. All new-build cruise ships must provide latches and time-sensitive key technology on all passenger and crew cabin doors.

By incorporating lessons learnt from the Austal’s inaugural 2005 trimaran “Benchijigua Express” and the Austal designed and built Littoral Combat Ship “USS Independence”, the company’s latest trimaran delivers innovation without risk. Austal undertook a detailed market study on the commercial ferry industry looking at the size and capacity of existing fleets. Based on the data collected from this study, it was determined that 102 metres, 1165 passengers, 254 cars were the approximate specifications most applicable to the existing market.

The vessel’s unique trimaran hull form combines the softer roll of monohulls with the low resistance, stability and carrying capacity of catamarans to deliver proven advantages over conventional designs. These advantages include greater speed for the same installed power, an ability to operate in higher wave heights and maintain higher speeds in waves, greater resistance to damage and reduced wake which reduces impact on the environment.

Most importantly, the trimaran’s lower roll speed means lower accelerations experienced by passengers, significantly reducing passenger sea sickness. Studies show that motion sickness on the trimaran will be approximately 56 per cent lower than on a 100 metre catamaran operating in head seas. Because the vessel was being built on speculation, the design of the vessel’s interior and vehicle deck has been pitched at a level that permits the eventual owner to easily modify the vessel to suit their particular market.

The most immediately noticeable change to its predecessor is the existence of a straight-stem bow - designed to maximise the vessel’s waterline length and deliver greater speed and efficiency. Another significant improvement is the adoption of a three-engine propulsion train which combines with the trimaran’s unique hydrodynamic hull form to deliver fuel efficiency across a range of operating conditions. The three engine arrangement also means lower fuel consumption, less emissions and reduced maintenance compared to fast ferries of a similar size which have four engines.

Powering the vessel are three class-leading MTU 20V 8000 Series diesel engines, which offer high power-to weight ratio and are established as a low risk propulsion engine option for many leading high speed ferry operators. Propulsion consists of three new-series Wartsila LJX 1300 water jets chosen for their improved cavitation margin (greater efficiency), each driven through a ZF 53800 reduction gearbox.

A speed of 39 knots (at 90% MCR) with 340 tonnes deadweight was achieved during sea trials, as well as a maximum speed of 45 knots, and a 760 nautical mile range (at 90% MCR) with fuel consumption of only 4.90 tonnes per hour.

Austal’s focus on maximising redundancy is evident throughout the vessel’s machinery spaces, with two separate main fuel and day tanks and each of the vessel’s three engines located in separate engine rooms. The vessel’s four MTU S60 generators are split between the engine room and the starboard side of the main deck, again for redundancy.

The vessel’s double retractable bow thruster arrangement delivers improved manoeuvrability in harbour along with redundancy in the event that one is damaged.

A new and simplified ride control arrangement and operating system delivers improved control over the vessel’s motions and handling characteristics in all sea conditions. Along with a central T-foil on the main hull forward, the new ride control system includes T-foil roll control fins on each of the vessel’s amahs. All foils have been designed to permit removal and servicing without the need to dry-dock the vessel, reducing maintenance cost and down time.

Hamworthy Water Systems has delivered its largest ever Membrane Bioreactor (MBR) wastewater treatment plant for installation on board a cruise ship. The twin process tank system, delivered to Meyer Werft’s Papenburg yard, Germany, is being installed on board a 5,600 passenger capacity cruise ship due delivery to an unspecified ship owner later in 2010.

Featuring 64 membranes, the system has the capability to treat all of the ship’s black and grey water, which is expected to be in the region of 1,800m3 per day. Its two process tanks each have a capacity of 250m3. Strict restrictions imposed by the yard required Hamworthy to deliver tanks weighing no more than 40 tonnes apiece, necessitating the incorporation of an internal ‘space frame’ for good structural stiffness and load distribution of minimum weight.

Finite Element Analysis techniques were used to optimise the design in terms of stress distribution, with particular consideration being given to stresses during lifting the tanks onto the ship. Other than the internal ‘space frame’ there are no stiffeners inside the tank, giving 'clean', accessible internal surfaces for the epoxy coating.

Based on biological degradation and membrane separation, the MBR process achieves the highest quality discharge without requiring any addition or generation of chemicals hazardous to the maritime or shipboard environment. Since introducing its MBR technology in 2000, Hamworthy has supplied over 100 MBR units to a range of new and existing cruise ships, ferries, offshore rigs, naval ships, and super yachts.

The Nautical Institute launched Bulk Carrier Practice – the 2nd Edition by Captain Jack Isbester in response to significant changes in the bulk carrier industry over recent years. The updated book takes into account the growth of the fleet and the growth in size of individual vessels. When the 1st edition was published by The Nautical Institute in 1993 there were 5,000 ships in the bulk carrier fleet – expanding by mid 2009 to about 7,000, with some 3,000 newbuildings on order. The intervening years have also seen the addition of very large bulk carriers to the world fleet.

The enlarged 2nd edition covers these changes and takes account of innovations in good practice and of the substantial number of new regulations and codes introduced since the first edition including:

• SOLAS and MARPOL amendments
• IMSBC Code
• ISM Code
• ISPS Code
• BLU Code

The CD contains four operating manuals and structural drawings. Extensive new appendices provide advice on subjects as diverse as eliminating taint from fishmeal cargoes before loading flour to the maintenance of coatings in ballast tanks and holds. Information is given on developments such as double skinned bulk carriers. The book describes practical matters in plain language and is essential reading for: bulk carrier Masters and deck officers; shipping lawyers; superintendents; maritime arbitrators; marine consultants; nautical college lecturers; surveyors and P&I Club claims handlers.

Wärtsilä, the marine industry's leading ship power systems integrator, has signed a Letter of Intent with the renowned Canadian ship design company Robert Allan Ltd. to develop a Strategic Cooperation Agreement. Both Wärtsilä and Robert Allan Ltd. have developed their own plans for modernising and improving tug design, and see significant advantages in co-ordinating their R&D activities in a strategic cooperation.

Vancouver-based Robert Allan Ltd. is a leading specialist designer of tugs and other harbour and coastal vessels. Both parties see market opportunities for advanced tug designs, utilizing improved hull forms and new fully integrated power and propulsion technologies. The aim of the cooperation agreement will be to jointly develop advanced, environmentally sound solutions, resulting in a range of optimized tug designs to be supplied by Wärtsilä for the world market. Evolving emissions regulations will inevitably require the redesign of many vessel types. This is especially true for vessels operating in the proximity of large population centres, as is the case with tugs in ports.

"The economic viability of advanced technical solutions can only come about through an integrated approach. By combining our companies' complementary expertise in ship design and integrated technologies, we believe that such viable solutions can be attained," said Mr. Wilco van der Linden, Director Business Development, Wärtsilä Ship Power.

"Robert Allan Ltd. will provide tug design expertise, and in particular the development of advanced, high-performance hull forms for new designs that will embody Wärtsilä's advanced technical power, energy-conservation and environmental solutions. These complementary capabilities will provide a valuable service to the international tug industry," said Mr. Robert G. Allan, Executive Chairman of Robert Allan Ltd.

Miko Marine of Norway reports that progress with the European Ship Arrestor Project has been boosted following the development of a suitable lightweight chain. The two-year Ship Arrestor project is aimed at introducing a technique that will enable a tow line and sea anchor to be attached to an unmanned vessel with engine failure. The sea anchor will reduce the ship’s drift and create more time for it to be reached by rescue tugs before grounding.

It is designed to be deployed by a conventional search and rescue helicopter that will drop the tow line around the winch gear on the foredeck of the abandoned vessel. The helicopter then lays the line upwind and releases it attached to a sea anchor. Because the tow line must pass around deck equipment and over the ship’s side it is subject to considerable chafing and only chain can be used for the first few metres.

Unfortunately the weight of conventional steel chain was found to be too great for helicopter deployment and threatened the viability of the entire project. Titanium chain was rejected because it is brittle and too expensive but it transpired that one of the project partners had access to steel compositions developed in the former Soviet Union for space and defense purposes. This resulted in a stud-less 24 mm chain weighing just 11 kg per metre yet with a tested minimum breaking load of 1250 kN. Far superior to a conventional 34mm stud link anchor chain with breaking load of 1308kN that weighs 27 kg per metre.

Further trials will require the new chain to be fitted into an inflatable deployment ring that hangs below the helicopter whilst in flight. When inflated, the ring has a circumference wide enough to encircle a ship’s winches and deck gear. When the ring is lowered around the deck gear the chain is released to make a connection with the ship. The anchor line is then released from the helicopter and the sea anchor is deployed.

The success of the Ship Arrestor Project could have a major effect upon maritime and environmental safety. When a sea anchor is deployed either by helicopter or by the ship itself, its effect is almost immediate. Tests have shown that a 30 metre diameter nylon parachute sea anchor can quickly turn a 100,000 ton tanker into the wind and reduce its drift speed by 50 per cent. This dramatically improves its sea-keeping ability and could be a vital factor in the ship’s survival by allowing more time for the distressed vessel to be reached by rescue tugs.

Russian Maritime Register of Shipping (RS) has completed implementation of the System of Technical Ordering and Reporting Management – STORM, which enables effective control of the survey process on a 24/7 basis. This new advanced software enables controlling and monitoring of ship surveys under construction and in service. The scope of surveys to be performed as well as certificates or endorsements are strictly regulated by statutory requirements, maritime administrations and RS rules. STORM helps to determine the scope required for each particular survey.

Prior to work on board the surveyor can obtain detailed information on the items and scope of technical survey by generating the checklist from the RS electronic database. Upon completion of the ship survey, the system generates the final report, and the data are immediately transmitted to the RS unified survey database and ship electronic files, accessible to the authorized RS personnel, owners and maritime administrations.

A transition from ‘hard copies’ to electronic checklists will enable surveyors obtaining detailed and up-to-date information on the condition of particular items and the scope of the forthcoming survey, thus saving reporting time. STORM allows carrying out surveys by several surveyors representing different disciplines at the same time while enabling incorporation of all findings in a single final document.