Double hull is no panacea concludes tanker debate

Senior industry representatives have dismissed the idea that double hull tankers will effectively guard against future environmental disasters.

Speaking at ‘The Death of the Single Hull Tanker?’ debate, organised by IMarEST and RINA at the recent London International Maritime Convention, Intertanko’s managing director Peter Swift said: ‘Do double hull tankers offer a level of risk that is as low as is reasonably practicable? We don’t know.’

He went on to criticise the post-Prestige legislation, saying that emotion and political motives had taken precedent over clear thinking. ‘The passing of the single hull tanker has lacked rationality. Let’s hope legislators and politicians listen more to the professionals in future.’ While the move to double hull tankers is sensible, he added, the accelerated phase-out scheme proposed by EU administrations had been spurred by the Prestige sinking, in which the number of hulls the ship had was irrelevant.

Paul Slater, chairman of First International, added that ‘the double hull is a done deal. If only we understood what we meant by a double hull’. He warned that the industry required a new maritime standards board to monitor ship construction, asking how the industry can identify a substandard ship when there are no uniform standards by which to judge it. He also attacked the IMO as ‘a UN body with no ability to enforce its will.’

Roger Lankester from the Friends of the Earth International Oceans Division, said that while the double hull is not a panacea, it does provide a ‘fall back position’ and that ‘double hull protection would avoid minor accidents becoming major environmental catastrophes’. But he added that tankers are not the only vessels that pose a risk and that bunker barges should also be considered.

BMT Chairman David Goodrich, who chaired the lively debated, summed up proceedings by saying the double hull may itself cause many problems in terms of construction, inspection and maintenance. ‘Most people are extremely sceptical about double hull tankers. It is a political decision, not a technical one.’

Four days of sea trials off the southern coast of Brittany saw an impressive performance from the Queen Mary 2.

Matt Suatt, Senior Marine Engineer at Carnival Corporation, said the trials went ‘better than expected. The ship performed exceptionally well and the power plant was brilliant – we tried to black it out but couldn’t, no matter what the load. ’

He added that the vessel’s 21.5MW Mermiad pods operated well, allaying any possible concerns following the problems experienced by Celebrity Cruises.

Staff were able to carry out more tests than anticipated on the vessel, which is on schedule for delivery in December.

Rolls-Royce and Furuno offer IBS solutions

A major new collaboration has been announced between two major players on he maritime scene, Rolls-Royce and Furuno.

The agreement will involve co-peration in the marketing and supply of Integrated Bridge Systems (IBS) and will be centred around the use of Furuno IBS equipment in Rolls-Royce ship systems, and also the use of Rolls- Royce’s extensive range of automation and control products into Furuno sales to the commercial marine market.

The duo are to develop elements of IBS in order to introduce new levels of flexibility of equipment and displays, to improve the flow of information across the vessel and provide operator benefits through enhanced designs of Man Machine Interfaces.

Typical advantages anticipated through the tie-up include the ability to freely exchange data between the fore and aft IBS, improvements in interchangeability of display content and increased system functionality.

Testing of new networkbased hardware interfaces has already begun as part of an agreed programme of compatibility and integration testing.

Installation of the inaugural joint system is scheduled for the first half of 2004, and will incorporate the latest developments with the Furuno ARPA/ RADAR system, together with a range of Rolls-Royce automation and control equipment featuring the next generation Ulstein Multifunction Automation System (UMAS).

Emergency equipment specialist Sartech has warned of the dangers of ignoring the importance of EPIRB batteries.

It stresses the importance of ensuring the correct specification for the beacon’s battery pack, that it’s correctly fitted and is not operating outside its designated design life.

Most EPIRB manufacturers specify a five-year battery replacement programme, yet this is certainly not a ‘DIY’ job, believes Peter Forey, Managing Director at Sartech.

EPIRB battery packs feature high powered cells, usually connected together via nickel strips using a resistance welding technique, and attempting to replace these without the necessary skills and equipment can result in a serious accident.

As Foley explains. ‘Some cells are available with “tags” already welded on so that soldered connections may be made, but the creation of extra joints provides more opportunities for failure in the tough marine environment. Trying to solder direct to the cell end-caps is highly dangerous, as local heating could cause an explosion or damage the cell so that it could fail at a later date.’

Another potential ‘bananaskin’ concerns the cell types, with many appearing similar to commercial batteries available over the counter. However, there is more to cell selection than simply chemistry, voltage, capacity or manufacturer’s name.

One manufacturer, Saft, makes a lithium thionyl chloride ‘ D’ cell type LSH20 which is used in several EPIRB types and is fully capable of developing the current pulses required for 406MHz transmissions. It also produces a low-rate lithium thionyl chloride cell, the LS33600, which is identical in both size and operating voltage.

‘We have seen the low rate cell used in replacement packs,’ claims Foley. ‘It will enable the EPIRB to flash its lights reassuringly, but cannot support the proper operation of the 406MHz distress transmissions. It’s like connecting a torch battery to your car — the lights might work but nothing much is going to happen when you try to start the motor!’

Similarly, alkaline batteries, while generally much larger, operate at a lower voltage and, according to Sartech, can often lose more than 10% capacity each year in self-discharge as well as having limited performance at low temperatures. Potentially even more catastrophic is their relative weight, which is much heavier than lithium types. As a result, the beacon may not be able to float let alone send out a reliable signal.

Join IMarEST at Europort for the Inaugural launch of the Benelux branch on Thursday 20 November, 3pm in Room C, Amsterdam RAI.

Speaking at the Drinks Reception will be Mr Francis Andre Vallet , Shipowner, President I’nstitut Francais de la Mer & Vice Chairman at the European Maritime Safety Agency (EMSA) on “Hot Issues about Maritime Safety” followed by Williem de Jong (Chairman of the Confederation of European Maritime Technologies, formally the Deputy Chairman of Lloyd Register). The development of the branch, future direction and election of the Benelux branch committee are among the topics to be discussed.

If you would like to attend and for further details, please contact, Mr John Riordan (riordan@xs4all.nl) and/or Mr James Rand, Temporary Chairman Steering Committee - Benelux IMarEST Branch (mj.rand@mindef.nl).

Visit IMarEST stand number 03.3019 in Hall 3 during Europort Exhibition, RAI Amsterdam, 18 to 22 November 2003. (email: marketing@imarest.org)

House Of Commons' Annual Reception For Younger Engineers

Monday, 15 December 2003 (Lunch-time) Portcullis House, Houses of Parliament

Sponsoring M.P. Richard Page M.P.
Co-ordinator and Organiser: Dr Eric Wharton and SET for BRITAIN

As some of you may already be aware, SET for Britain have organised a Reception at the House of Commons for Britain's Younger Engineers (21 to 35 years of age) over the last 3 years. They have gone from strength to strength. The December 2002 Reception was impressive in that it attracted over 150 Posters and much high quality Engineering Research and R&D.

Richard Page M.P. and Eric Wharton, Director, feel it is now time to place these Engineering Receptions on a higher footing in order to help engineering development in the UK.

As a result of industrial donations, the Prize for the best Poster has been increased to £5,000 plus a gold Medal (9ct gold), there will be Section Prizes of £1,000 each and Commendation Awards of £500 each.

If you are interested in taking part in the 2003 Reception please contact Holly on holly.sheridan@imarest.org as soon as possible for details of how to obtain the Poster, Flyer and Application Form.

The closing date for Applications is 14 November.

Got what it takes to inspire scientists & engineers of the future?

Then why not become a Science and Engineering Ambassador. Ambassadors need enthusiasm, commitment, and the ability to identify with and inspire young people. They will be formally briefed on education and working with schools, and will be able to be effective locally as part of a nationally run programme. For more information contact Holly Sheridan on 020 73822619 or e-mail holly.sheridan@imarest.org

Below is the current list of events organised by the Institute of Marine Engineering, Science and Technology itself: