More stowage space with new hull segment
On a few ships of the current fleet exist the possibility to extend the hull, to increase the capacity and efficiency of the ships operation. With such an extension load capacity, carrying capacity and contractually project loading increases – whereby transport costs per shipping unit decreases. Speed of the vessel is practically not influenced by this capacity extension.
To do this the ship’s hull will be separated midships and extended with a new longitudinal segment. This is a very common conversion process and offers the advantage that the new ships segment can be completely prepared before the vessel arrives at the shipyard.
The extension of the "Tor Ficaria" at MWB shipyard in Bremerhaven lasted a few weeks
By this the time for docking can be shortened as much as possible. In order to establish whether such an extension is practicable and make sense, the execution of a pilot study is advised. As a basic parameter for the ... [More]
GL’s Route Specific Container Stowage class notation has been recognised as the technological innovation of the year at the prestigious Containerisation International 2013 Awards ceremony in London. The awards are given in recognition of companies and individuals that have made an outstanding contribution to the container liner shipping and logistics industry, through being innovative, proactive and pioneering.
Traditionally rules and layouts for vessel lashing systems have been based on the stormy North Atlantic routes. This ignores the potential of tailoring plans to reflect the reduced wave and wind loads of other routes, increasing the stowage potential of a vessel.
“We are very pleased to accept this award,” said Jan-Olaf Probst, GL Global Ship Type Director. “We have worked closely with several industry partners to develop the RSCS notation and have helped them to the increase their loading flexibility, while maintaining the same high l... [More]
Flow-optimized propellers can reduce fuel consumption by up to ten tons per day
To improve ships manoeuvrability and energy efficiency also the propellers play a big role. Worldwide leading manufacturer of ship propellers is the Metallguss GmbH (MMG) in Waren, Germany. The company produces also propellers with six blades with a diameter of up to 9,30 meters and a weight of 97 tons for example for container ships with a load capacity of 9.400 TEUs. The propulsion power of such 286 meters long and 48.20 meters ship with a draft of 14.50 meters is of one diesel engine with an output of max 52.290 kW. With this a speed of 22.3 kn is reached.
Propellers of the "AIDAstella" have a diameter of 5.2 meters and weigh each 12.8 tons
The propeller is pretty much decisive to transfer as much as possible of the engine energy into propulsion energy. With particular large diameters and very specific blade geometry an efficiency gain of three to four percent can be reached – with following posit... [More]
Vessels of the today’s fleet in service may be modified by increasing the load draft to improve the capacity. This results in a more efficient ships operation that is particularly worth at slow steaming and with heavy container loads.
The plimsoll line
If load draft and load capacity are increased at unchanged ships power the energy consumption per ton load is reduced – and causes therefore a better efficiency. For this only the plimsoll line must be changed. This relatively simple process can be done easily during the next survey and / or often during normal operation. At vessels with ice-class it’s important to consider that an increase of load draft normally comes to a downgrading or even a nullity of the mentioned ice-class for the new load draft. Before an implementation takes place the procedure of a feasibility study is highly recommendable to ensure that the load draft of the affected ship really can be increased. With this, the hull stability for the increas... [More]
Europe‘s largest family shipping company invests in fleet expansion
B.Dettmer Reederei GmbH&Co.KG, Bremen, largest European family owned inland shipping company, transports with most modern ships up to 3.500 t loading capacity as well as tug-barges up to 6.000 t goods of all kinds on the European inland waterway systems. It is a company maxim to invest continuously in the latest state of the art tank ships.
On 28. February 2013 the most modern inland tank ship took off at Hitzler Shipyard in Lauenburg, Germany. Management official Julia Dettmer mentioned that owners Dettmer Reederei had invested around €5.8 million in the new Type C tankship, being officially named as DETTMER TANK 140 and going into service in May. She will be the prototype for Dettmer tankers of the future.
DETTMER TANK 140 shortly after its watering
“Because of the high technology demands we have created one of the most modern ships on Germany’s waterways”, said Ms Dettmer. The... [More]
GL subsidiary FutureShip has developed a zero-emission propulsion concept for shipping company Scandlines. This trailblazing technology will be implemented on the Baltic ferries within the next five years.In the world of international container shipping, “slow steaming” has long become widespread practice. With the optimization of hulls and innovative designs, FutureShip played an appreciable role in the successful implementation of the concept. Together with shipping company Scandlines, this subsidiary of GL is going one step further: the development of double-ended ferries that are totally emission-free. The FutureShip engineers took a completely new course and approached the matter in a holistic way: from fuel-protection, through energy conversion and storage, and up to optimization of the ship design. For example, the surplus electricity generated by wind turbines in northern Germany and Denmark is to be used to produce hydrogen. This can be transformed back into electr... [More]
The product tanker MV Bit Viking has completed the first ever conversion worldwide, of a vessel from HFO to LNG and is now in service operating along the Norwegian coastline . The very low emissions now attainable will qualify for lower Norwegian NOx emission taxes. The Bit Viking has a very high safety specification, delivered in 2007, the double hulled product tanker of 24,783 dwt has an LOA of 580 ft (177 m) and a beam of 82 ft (26.3 m). The conversion required a major rebuild of the engines from Wärtsilä 6L46B to 6L50DF engines with output of 7,460 hp (5,700 kW). Although having the same stroke as the old engine, required increasing the cylinder bores from 460 mm to 500 mm and replacing most of the engine parts. Safety analysis and approval was undertaken by Germanischer Lloyd (GL) classification society. [More]
Detention following a failed Port State Control must be one of the most undesirable experiences for a ship owner or operator. Holding a ship in port means higher port fees, missed schedules and the unscheduled repair always ends up costing more than the scheduled one. It is certainly something to be avoided and GL’s periodical publication analysing PSC data from around the world is a useful pointer to the items most frequently failing. Within category number two on the list is “Engines, generators and auxiliaries” of which main engines formed 12 per cent of the defects, generators 15 per cent, cleanliness 17 per cent and ‘others’ the balance. [More]
After successful field tests conducted by Hapag-Lloyd and MAN Diesel & Turbo, Germanischer Lloyd (GL) classification society have issued type approval for the AMOT XTS-W+ Bearing Condition Monitor. The XTS-W+ system uses proximity sensors to measure the position deviation of, the crosshead bearing, crankpin bearing and main bearing. There are obvious savings of costly repairs by predicting if and when a repair is required. In addition, classification societies do not require mandatory open-up inspections which sometimes forms the source of other failures. [More]