Speaking during the presentation in January, Roemer Boogaard said:“Without doubt it is the advanced Integrated Platform Management System (IPMS) that makes the SAR 1906 series special. It incorporates all navigation, communication and optical systems on the vessel, integrating them into a simple to use application available from multiple workstations. This is absolutely paramount to successful life-saving operations.”
Explaining the system in detail,Williams said:“The IPMS is built upon the latest technology currently available utilizing as much commercially-off-the-shelf (COTS) equipment as possible to reduce the reliance on proprietary hardware and keep costs down. “At the heart of the system is Servowatch Systems’ award-winning WINMON software, which offers multifunctional capabilities and a multi-redundant operating platform for the crew.And with duality of key operational sensors and complete adaptability to changing conditions the system has no single point of failure.”
The bespoke solution aboard the Nh 1816 is built upon a distributed network-based arrangement of computers and data input/output devices designed to assist in the management, operation, control and data recording of a highly advanced SAR vessel. The result is an ergonomically designed wheelhouse of composite construction with true multifunction capabilities, including, navigation radar, ECDIS electronic charting, internal communications, external communications, navigation data, mission logging, alarm, monitoring and control.
All bridge components run on a Windows 8 platform, providing the possibility of a future OS upgrade on the same hardware platform and the integrated radar system utilizes the Transas 4000 series broadcasting digitized radar to all connected workstations. A Transas electronic chart system on each work station provides individual operators with full independent charting capability.
The integrated navigation sensor package also includes direction finding, GPS, heading, speed, water depth and AIS, whilst the suite of integrated communications system technologies include a capability for multiple wireless headsets, incorporating VHF and MF interfaces. Remote terminal units provide vessel wide alarm, monitoring and control functionality.
For added security, the Servowatch scope of supply included an integrated CCTV monitoring and surveillance package capable of broadcasting digitized video to all workstations. Cameras with full pan, tilt and zoom functions can be controlled from workstations without the use of joystick control.
All components located outside of the Watertight Electronic Space (WES) have a minimum rating of IP65, except for the LCD and workstation input devices, which are front sealed only, protected by the enclosed wheelhouse arrangement. Anti- condensation and environmental controls monitor and control the ambient temperature of the WES.
Servowatch Systems Chief Executive Officer Wayne Ross said:“We are proud to have been associated with this revolutionary vessel. KNRM required a vessel with an exceptionally high level of automation and systems integration and the Nh1816 is rightly seen as the most advanced all- weather, self-righting search and rescue boat in the world.”
SERVOWATCH TECHNOLOGY PUTS CATHELCO BWTS AHEAD OF THE GAME
Servowatch Systems’ co-operation with UK-based Cathelco has resulted in what is claimed to be the most technically advanced new generation ballast water treatment system (BWTS) on the market. Servowatch, has been working closely with Cathelco to develop a fully integrated alarm, monitoring, and process control system for its combination filtration and UV BWTS, a key component of IMO approval and US Coast Guard AMS acceptance.
Cathelco’s projects and development manager, Steve Ellis said: “We wanted to develop a ballast water treatment system that could remain effective in the most challenging water conditions and in order to do that we needed an advanced monitoring and control solution capable of automatically adjusting to different water qualities. Servowatch fully understood what we wanted to achieve and provided a solution that has allowed us to introduce one of the most advanced ballast water treatment systems currently in the market place.”
Wayne Ross, Servowatch Systems’ chief executive officer, said: “By fully integrating Cathelco’s ballast water management system with a ship’s computer system, a single operator can control all of the functions from one location, saving considerable time and effort in complicated ballasting operations. But this is only one aspect of the technology; it also monitors the ‘health’ of all the major components and logs the data in a way that can be easily extracted for use in the Ballast Water Handbook — an essential part of the Type Approval requirements.”
BWTS filters and UV chambers are constantly analysed so that cleaning cycles can be initiated with all data automatically logged in compliance with IMO requirements. This includes tank number, time/date of event, mode of operation, flow rate, temperature, power to UV lamps, UV transmission and calculated UV dose. “Using standard MODBUS protocols, this higher level of integration and data acquisition, with multiple screens in different areas of the vessel, simply offers greater control and monitoring flexibility,” said Ross.“The Cathelco BWTS not only prevents the transfer of alien aquatic species but it takes the administrative sting out of ballasting.”
Ellis added: Servowatch Systems unique capability went beyond simply designing a very sophisticated control and monitoring system; it developed a prototype and manufactured the panels. It provided a complete turn-key solution.
Based on a combination of advanced filtration and UV technology, the Cathelco BWTS is available with capacities ranging from 34m3/h to 2,400m3/h. Each unit features a space- saving twin UV chamber with only two lamps and is designed for both seawater and fresh water operation.
“Together, we have been able to develop a ballast water management system that has no restrictions on the salinities in which ships operate in US waters. It has been approved and accepted to work in marine, brackish and fresh water, allowing vessels to enter the Great Lakes and other inland waterways,” said Ellis. The system received IMO Type Approval and Alternate Management Systems (AMS) acceptance from the US Coast Guard in May and November 2014, respectively.
Finding the best method for testing the water-tightness of hatches
Poor maintenance of hatch-covers, seals and coamings, resulting in water entering a ship’s hold can lead to devastating consequences. Testing that hatch covers are weather-tight is a fundamental requirement for preventing damage to cargo and ensuring the safety of a vessel and its crew. Ultrasonic testing is the preferred method of inspection by P&I Clubs but there are others in use.
Hatches are fully battened down and a surveyor will view the underside of the covers to see if any visible daylight is shining through gaps. If the sunlight level is insufficient a strong torchlight will be shone directly from above instead. This is the simplest method for identifying defects and their location but it may not be so easy to identify very small gaps.
Chalk powder is applied to the coaming compression bars and panel cross seams, the hatches are then closed and re-opened. The rubber joints are carefully examined. If there are irregularities in the chalk markings then it is assumed that these areas are not weather-tight. This method was the traditional way for testing hold cover compression but does not test the watertight integrity of the hold. IACS states that this test should be followed by a hose test.
The hatches are secured, with one surveyor in the hold. On deck a constant jet of pressurized water is then directed at the hatch-cover seams and joints. Any water leaking into the hold should then be seen by the surveyor inside, indicating a defect in the seams or joints. Although the most common method of testing hatch-covers, this method does have a number of disadvantages:
- the hold must be empty;
- a minimum of two surveyors is required;
- it cannot be performed in sub-zero temperatures;
- run-off from the deck which can lead to pollution — some port authorities will not permit this;
- it cannot accurately pinpoint leakages as water might travel along drainage channels and enter the hold at a different point or travel through the drain valves and back onto deck; v variance in water pressure and distance of the jet can affect results; and
- it is time consuming.
This is an accurate, repeatable and convenient method of testing hatch-covers, doors, ventilators, access hatches, etc.
A transmitter emitting ultrasound is placed in the hold and the hatches are then fully closed. On deck the surveyor wearing headphones will walk around the periphery of the covers using a hand-held receiver or detector and will be able to hear ultrasound leaking through any defective seams or joints — even through the smallest of openings.
A percentage scale is used with an open hatch emitting 100% of the ultrasound. DNV and ABS state that during an inspection any reading over 10% indicates an area of potential leakage.
When a vessel is at sea and is pitching and flexing, seals that were demonstrated to be tight when the ship was stationary might potential leak. A benefit of the ultrasonic method is that the level of compression of a seal can also be detected and monitored through periodic maintenance checks. A higher percentage reading indicates a lower level of compression and could indicate a seal which will leak when the ship is in rough conditions.
CYGNUS INSTRUMENTS’ INVOLVEMENT IN HATCH TESTING
While ultrasonic hatch-cover testing has been available since the 1980s, Cygnus Hatch Sure has advanced the current technology with fully automatic Open Hatch Calibration (OHC) to set the Open Hatch Value (OHV). This ensures consistent results from hold to hold with a lightweight and extremely powerful 19 × 40Hz element transmitter. This is powerful enough to saturate the largest cargo hold with ultrasound. The variable output transmitter has six selectable power levels allowing the unit to also be used in confined spaces, such as for testing watertight doors. Designed for ease of use and powered by standard rechargeable batteries, the whole system is extremely light and aircraft friendly for passenger cabin transportation.
Cygnus Hatch Sure is ABS type approved and the Cygnus product training syllabus has been endorsed by the International Institute of Marine Surveyors (IIMS).
Safety remains a top priority for Bernhard Schulte Shipmanagement
Bernhard Schulte Shipmanagement (BSM) is a highly integrated maritime services company and at the top of its game in terms of quality, versatility and fleet size.
In an era of extremely high demand for shipping skills, Bernhard Schulte Shipmanagement provides a high-quality concentration of shore and ship-based maritime and engineering expertise.
The company’s infrastructure of Service and Crew Delivery Centres in over 30 locations around
the globe maintains the highest degree of operational and safety integrity over a managed fleet of more than 600 ships.
Over 20,000 employees onboard and ashore are at the heart of the company’s success.
The company’s services include: v consultancy services;
- IT solutions and software development;
- corporate and financial services; v maritime hospitality services;
- newbuilding and conversion projects;
- crew, technical and commercial management;
- maritime training; and
- corporate & seafarer travel.
BSM has a strong focus on safety, operational excellence, responsiveness and innovation. Safety has always been a priority for BSM. Continuous investment in training underpins the development of competent and professional BSM seafarers who provide customers with clear competitive advantages through:
BSM’s commitment to safety at sea and in the port includes the fitting of equipment which goes beyond the requirements of Class and IMO conventions, such as hull stress monitoring systems fitted to large ore carriers that enable actual stress levels to be monitored rather than being calculated from the loading instruments thereby ensuring that inadvertent overstressing of the ship’s structure is avoided
- consistently delivering cargoes on time, and in the same good condition as they are shipped;
- maintaining ship owners’ assets in peak efficient operating condition, and within agreed budgets; and v protecting its customers’ reputations.
BSM is a renowned operator of dry bulk vessels, particularly the largest vessels such as Capesize and VLOCs (very large ore carriers). It has extensive experience and knowledge gained
from managing ships for some of the world’s leading dry cargo
operators. This is key to safe, reliable and efficient vessel
operation and provides an ability to pro-actively anticipate
potential hazards and risks, misdeclared cargo loaded on board
for example, and take action to avoid and mitigate these.Other actions aimed at optimizing efficiency and performance
over the vessel’s life include monitoring of vessel operation to
ensure that the engine is being operated in optimum condition,
close monitoring of the ballast leg to ensure best possible
draught and trim condition, maintenance attention to ballast
tanks and coatings and
regular hull inspection
to deliver superior
performance and cost
efficiency for owners
advisory and project
from the vessel design
Major clients include
MOL, Shoei Kisen
The key to both safe ships and lower steel maintenance costs is an initial good design for a strong ship. That’s according to Konstantinos Chatzitolios, Manager, Bulk Carriers, Bureau Veritas. “It sounds simple but of course it is not,” he says. “The ship design has to balance the need to minimize steel weight and maximize cargo weight with the need to be both strong globally and locally, and at the same time to have a high fatigue resistance. With pressure on freight rates there is always a drive to get more cargo deadweight into a given size of ship and yards will always want to economize on steel. Class has a strong role to play in maintaining the balance between the conflicting requirements.”
Chatzitolios believes that great strides have been made in structural safety in recent years.“Better software and more computing power helps a lot, plus the final thrashing out of the Harmonised Common
Structural Rules means we have a common platform
now,” he explains. “Bureau Veritas was right at the heart of the
rule harmonization process, which enabled us to really
understand the rules and quickly incorporate them into updated
versions of our hull structure analysis suite,VeriSTAR HULL. We
can use the software to focus on fatigue hot spots and help
eliminate them, which in turn dramatically reduces steel
maintenance costs for the ship going forward.”
Despite a slowing in global new orders, Bureau Veritas’ bulk
carrier-classed fleet and newbuilding order book for bulkers
both grew during 2014.
Growth for Bureau Veritas came from sustained new orders
from owners seeking to maximize the cargo capacity of vessels
in specific market segments and from substantial transfers of
ships in service into BV class. Greek owners led in both areas,
closely followed by Japanese and Croatian owners with the bulk
of the new orders to be built in Chinese yards. At the year’s
end BV’s bulk carrier fleet stood at 1,024 vessels totalling 69m
dwt and the newbuilding order book had surged to 150 ships
totalling 12m dwt. BV’s market share with Greek owners
ordering in China was around 20%.
Despite volatile freight rates and falling oil prices two market
trends were clear. Owners still had access to finance from
private equity and stock markets and eco-ships became the
norm as owners looked for maximum capacity on minimum fuel
consumption. Clear evidence of this was the series of 15
Newcastlemax 208,000dwt bulkers ordered by Oceanbulk and
Cardiff Marine at SWS, China.
In the eco-bulker sector Bureau Veritas emerged as a clear
leader with 19 Crown 58s, 40 Crown 63s, including ships on
order, 34 SDARI Dolphin 64s, nine SDARI Dolphin 82s, two
SDARI Green Dolphin 38s and six B Delta 37s either building or
One reason why bulk carrier owners chose Bureau Veritas
was because of its good working relationship with the leading
Chinese shipyards. These yards value the work which Bureau
Veritas has done to smooth the implementation of the
Harmonised Common Structural Rules, especially the swift
updating of BV’s tools and rules and the swift approval of new
compliant designs. They also made good use of BV’s co-
operation with HydrOcean on CFD. China’s Hudong and
Greece’s Thenamaris both benefitted from CFD optimization
“An economical hull design can also be an efficient cargo
carrying design with enough opportunity to optimize the hull
shape,” says Chatzitolios. “That’s where Computerised Fluid
Dynamics is such a powerful tool. We can run multiple studies
of hull types in different load conditions in a short period to get
exactly the profile the yard needs.”
Of the 65 new bulkers ordered to BV class
during 2014 some standout examples include the
12 208,000dwt vessels ordered by Oceanbulk at
SWS, the four 81,600dwt vessels ordered by
Japan’s Nisshin Shipping to be built in Jiangsu
Hantong, China and the four 39,200dwt Ice Class
IA vessels ordered by Jadroplov to be built in 3
Maj Brodogradiliste, Croatia. Croatia’s Atlanska
Plovidba ordered two 64,000dwt eco bulkers to
be built in Qingshan, China.
The year 2014 saw the delivery of 46 new
bulkers built to BV class, totalling around 3m
dwt. Some examples include two 180,000dwt
vessels built for Louis Dreyfus Armateurs at
Tianjin Xingang, two 82,000dwt vessels built at
Sainty for Singapore’s Raffles Shipping and four
63,800dwt eco-bulkers built for Nisshin Shipping
at Jiangsu Hantong.