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TECHNOLOGY: Bulbous bow surgery
Tuesday, 17 June 2014 00:00

After having her bulbous bow modified and a new rudder bulb installed, Clipper Project Shipping’s 9,100dwt Clipper Galaxy has achieved fuel savings of over eight per cent. Clipper Project ShippingAfter having her bulbous bow modified and a new rudder bulb installed, Clipper Project Shipping’s 9,100dwt Clipper Galaxy has achieved fuel savings of over eight per cent. Clipper Project ShippingAnother owner has elected to perform bulbous bow surgery in an effort to optimise fuel efficiency. Clipper Project Shipping had the bulb of its 2011-built Clipper Galaxy, a 9,100dwt multi-purpose carrier,  modified while the vessel was drydocked at China’s Lixin Shipyard near Shanghai last year.

The existing bulb was cut off and a new bulb with a different size and shape was installed, and a new rudder bulb was added at the same time. Since then, comparing fuel consumption before and after the modifications, as well as the ship’s current loading and speed patterns, the overall savings have been around 8.5 per cent, including the rudder bulb effect. JS

 
Container ships: NYK agrees charter for ULCCs
Tuesday, 10 June 2014 00:00

The 141,003gt container ship NYK Hercules. Andrew McAlpineThe 141,003gt container ship NYK Hercules. Andrew McAlpineJapan’s second largest container line Nippon Yusen Kaisha (NYK) has confirmed that it has reached agreement to time-charter a series of eight new 14,000TEU ultra-large container vessels. The arrangement is a long-term charter with a Japanese ship owner, but the line did not confirm details of the vessels’ owner.

The series of eight ships are under construction at the Japan Marine United shipyard in Kure, formally known as Ishikawajima Shipbuilding & Engineering, and are due for delivery from February 2016 to January 2018. NYK said the ships would have ‘improved fuel efficiency and cargo loadability’ compared to similar-sized vessels already in service.

NYK is a member of the G6 Alliance, which includes fellow Japanese company Mitsui OSK Line (MOL), Germany’s Hapag-Lloyd, Hong Kong’s Orient Overseas Line (OOCL), South Korea’s Hyundai Merchant Marine (HMM), and Singapore Headquartered American President Lines (APL).

NYK’s order leaves MOL as the only member of the G6 not having ordered its own ultra-large tonnage, although it has a five-year charter agreement for five 14,000TEU vessels from APL. The other partners in the alliance already deploy vessels in this size, with a number still receiving new vessels. The agreement is NYK’s first new ship order since 2007. AM

 
Industry news: A decade of IMO numbers
Tuesday, 03 June 2014 00:00

Carisbrooke Shipping’s Kitty C has her IMO number of 9558048 displayed on her stern as she enters the port of Hull. Roy CresseyCarisbrooke Shipping’s Kitty C has her IMO number of 9558048 displayed on her stern as she enters the port of Hull. Roy CresseyInternational Maritime Organization (IMO) numbers, the unique identifiers for ships, ship owners and management companies, were introduced under the SOLAS Convention to improve maritime safety and to reduce fraud a decade ago. Adopted in August 1994, the use of the numbers came into force on 1 January 1996. Since then, these seven-digit numbers have become a common sight on cargo ships of at least 300gt.

The number is assigned to a vessel for life even if there is a change of name, flag or owner, and is allocated to a hull during construction. In 2002 the regulations called for the number to be shown in a visible place on either a ship’s hull or superstructure, as well as internally and on certificates. RC

 
NEW DESIGN: The MCV: a new vessel type
Tuesday, 27 May 2014 17:18

The 2011-built Eagle Texas, formerly an 102,926dwt Aframax tanker, is one of two modular capture vessels (MCVs) that have become part of MWCC’s oil well containment system in the Gulf of Mexico. MWCCThe 2011-built Eagle Texas, formerly an 102,926dwt Aframax tanker, is one of two modular capture vessels (MCVs) that have become part of MWCC’s oil well containment system in the Gulf of Mexico. MWCCA new ship type has been created as a consequence of the Deepwater Horizon blowout in the Gulf of Mexico in 2010. The Marine Well Containment Company (MWCC), an independent organisation put together by major oil companies to develop and maintain a well containment system, has had two modular capture vessels (MCV) created out of existing aframax-size tankers, each with a liquid storage capacity of 700,000 oil barrels (bbls).

In the event of a well blowout, a ‘cap’ mechanism, capable of handling up to 100,000 bbl/day of liquid and up to 200 million standard cubic feet per day of gas (scf/day), would be placed over the well and redirect flow to the MCVs above through flexible pipes and risers. Modular processing equipment on the MCVs would then separate liquids from gas and safely store the liquids until their transfer by shuttle tanker to shore processing facilities.

Using expanded flowlines, the MCVs could be positioned up to a mile away from the wellhead to help decrease congestion on the surface. In addition, the loading turrets of the MCVs can be disconnected quickly if the vessels have to be moved away from the site. JS

 
Container Ships: Flettner rotor ship returns to service
Tuesday, 20 May 2014 00:00

Built by German yards Lindenau Werft and Cassens Werft in 2008/10, the Flettner rotor vessel E-Ship 1 has been returned to service by European wind turbine manufacturer Enercon. Jörn PrestienBuilt by German yards Lindenau Werft and Cassens Werft in 2008/10, the Flettner rotor vessel E-Ship 1 has been returned to service by European wind turbine manufacturer Enercon. Jörn PrestienEuropean wind turbine manufacturer Enercon has returned its turbine transporting vessel E-Ship 1 to operation after taking the vessel out of service for almost a year to have its seven Mitsubishi diesel generator sets replaced by Caterpillar units.

Although the 12,800dwt vessel is primarily diesel/electric-driven, she uses the exhaust heat from the diesels to power a Siemens steam turbine that generates electricity used to spin her four 27m high by 4m wide Flettner rotors. The rotors use the Magnus effect to help propel the ship forward.  Prior to experiencing engine difficulties, E-Ship 1 had archived fuel savings of approximately 25 per cent compared to a conventional vessel.

In addition to her rotors, the 426ft by 73ft ship utilises an Enercon-developed propeller and rudder assembly as well as a weather routing system that enables determination of the best course to take for optimum fuel savings. JS

 
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