Search Results for: classification society

  • News

LNG bunkering: GTT concept tanker puts the pressure on

Granted Approval in Principle by classification society Bureau Veritas, the bunker tank uses tanks with a GTT Mark III Flex Cargo Containment system operating up to a pressure of 2 barg to deliver LNG as ships’ fuel. Combining the membrane containment system with the ability to store LNG at pressures up to 2 barg allows the bunker vessel to have a higher capacity and increased operational flexibility.

“Practical LNG bunker tankers are the key to building a viable LNG supply chain on which to develop LNG as a ship’s fuel,” says Philippe Donche-Gay, Executive Vice President and head of BV’s Marine and Offshore Division.”This pressurized membrane tank concept from GTT means LNG bunker tankers can manage Boil Off Gas (BOG) better and increase loading and delivery flow rates. Our studies show it is both safe and practical. We look forward to seeing the concept taken forward to a new construction.”

Under GTT’s system. the BOG management during loading and bunkering operations is made more flexible because of the wide vapor pressure operating range. Vapor can be buffered and condensed in the tanks to help the fueled ship or feeding facility handle the vapour. Condensation may be performed by spraying LNG into the vapor phase.

The higher pressure also means that during voyage and stand-by mode, the duration before gas pressure in the bunker tanker’s tanks reaches the upper limit is longer. This improves the holding time when BOG is not being consumed and reduces the use of reliquefaction plant, diminishing costs.

  • News

NTSB issues preliminary report on El Faro investigation

Both ships were built at Sun Shipbuilding & Dry Dock in Chester, PA. The El Faro was delivered in 1975 and the El Yunque in 1976

At a final on-scene briefing in Jacksoville, FL, on October 8,  NTSB Vice Chairman Bella Dinh-Zarr, stressed that the NTSB investigation is still at the fact gathering stage.

Yesterday, NTSB issued its preliminary report on its investigation.

The agency says the information in the report is preliminary and will be supplemented or corrected during the course of the investigation.

Following is the text of the preliminary report:

On Thursday, October 1, 2015, about 07:15 a.m. eastern daylight time, the US Coast Guard received distress alerts from the 737-foot-long roll-on/roll-off cargo ship El Faro. The US-flagged ship, owned by Sea Star Line, LLC, and operated by TOTE Services (TOTE), was 36 nautical miles northeast of Acklins and Crooked Islands, Bahamas, and close to the eye of Hurricane Joaquin. The ship was en route from Jacksonville, Florida, to San Juan, Puerto Rico, with a cargo of containers and vehicles. Just minutes before the distress alerts, the El Faro master had called TOTE’s designated person ashore and reported that the ship was experiencing some flooding. He said the crew had controlled the ingress of water but the ship was listing 15 degrees and had lost propulsion. The Coast Guard and TOTE were unable to reestablish communication with the ship.

Twenty-eight US crewmembers and five Polish workers were on board.

The Coast Guard deployed helicopters and search vessels to the ship’s last known position, but the search was hampered by hurricane-force conditions on scene. On Sunday, October 4, a damaged lifeboat, two damaged liferafts, and a deceased crewmember wearing an immersion suit were found. On Monday, October 5, a debris field and oil slick were found, and the Coast Guard determined that the El Faro was lost and declared the event a major marine casualty. The Coast Guard suspended the unsuccessful search for survivors at sundown on Wednesday, October 7.

On Tuesday, October 6, the National Transportation Safety Board launched a full team to Jacksonville to lead the federal investigation in cooperation with the Coast Guard, the American Bureau of Shipping (the El Faro’s classification society), and TOTE as parties. The US Navy Salvage and Diving division of the Naval Seas Systems Command was contracted to locate the sunken ship, assist in the sea floor documentation of the wreckage, and recover the voyage data recorder.

ABS offers guide for “SOx Scrubber Ready” ships


Instead, when ordering a newbuilding they may prefer to order a ship that is “SOx scrubber ready.”

Classification society ABS says that, Iin order to facilitate future modifications, ship buyers and shipbuilders must make a significant effort to figure out what features should be incorporated on a vessel and incorporate these in the shipbuilding contract.

To support shipowners taking this path, ABS has published the ABS Guide for SOx Scrubber Ready Vessels to support members and clients in preparing newbuilds for future outfitting with a SOx exhaust gas cleaning system (EGCS).

The guide supports the ABS classification notation for SOx Scrubber Ready Vessels by formalizing the process for clients who wish to plan for retrofit of a SOx scrubber at a future date by providing a detailed review and approval and an associated notation.

The SOx Scrubber Ready notation is in addition to ABS EGCS notations that may be assigned for vessels fitted with an exhaust emission abatement system, including SOx scrubbers, selective catalytic reduction systems and exhaust gas recirculation arrangements for NOx emission control, in accordance with the ABS Guide for Exhaust Emission Abatement.

More HERE and HERE


  • News

Cyber security high on Wiernicki’s IACS priorities list

“By focusing on these three legs of the safety stool, I believe we can build on IACS’ recent achievements and set out an agenda that addresses existing and emerging challenges,” says Mr. Wiernicki. “My priorities for 2015-2016 strike a balance between the completion of ongoing projects and the need to look forward and formulate the next generation of IACS guidelines, unified and procedural requirements.”

Among ongoing projects that will get his attention is ensuring a smooth completion of the initial round of audits for the IMO Goal-Based Standards process.

He will also advance the creation of a cyber-system safety framework that addresses control systems, software quality assurance, data integrity and cyber security, enhancing an initiative that was started in 2014.

Another priority; ensuring that the IACS Quality System Certification Scheme (QSCS) remains the “gold standard” for classification society performance.

“IACS’ relationships, extensive technical knowledge, experience and independence place it in a unique position to work with regulators and industry,” Mr. Wiernicki says. “IACS will continue to reach out and strengthen relationships with all parties, continuing to demonstrate that its commitment to safety, quality and environmental protection are more important than ever.”

Second “enhanced” RAmparts tug joins Harley Marine

The Lela Franco, named in honor of the  wife of HMS founder Harley Franco, is a sister ship to the Michelle Sloan delivered earlier this year. Designed by Robert Allan Ltd., both tugs were built at shipbuilder Diversified Marine Inc.’s Portland, OR, shipyard.

The Lela Franco is the sixth tractor tug HMS has added to its fleet in under two years, improving its ship assist and tanker escort capability and bringing more horsepower to the U.S. West Coast. Like its twin sister the Michelle Sloan, it is an enhancement of HMS tugs the Tim Quigg and John Quigg, built in 2004 also by DMI. These enhanced designs developed by Robert Allan Ltd. feature a wider hull, increased bollard pull performance, improved crew accommodations, and a modified skeg.

Particulars of the Lela Franco are as follows:

  • Length overall: 80′-0″
  • Beam, molded, extreme:36′-0″
  • Depth, molded (hull):16′-8″
  • Maximum draft:17′-5″
  • Gross Tonnage: <200 GRT (US Tonnage)

The tug was designed and constructed to satisfy all applicable USCG rules and regulations and meets or exceed classification society minimum scantling requirements. Tank capacities are as follows:Fuel Oil:          32,800

On trials, the vessel achieved an average bollard pull, ahead, of 69.0 short tons and a maximum of 71.3 short tons, Astern, average bollard pull was 65.4 short tons and maxium was 67.4 short tons.  Free running speed, ahead, was 12.5 knots   

The vessel has been outfitted to the highest standards for a normal operating crew of two, with accommodations for up to six persons. The Master’s cabin is located on the main deck, with two additional double crew cabins located on the lower accommodation deck. There is also a galley and mess room located on the main deck.

The deck machinery comprises a Markey DEPC-48 render-recover type ship assist hawser winch on the bow, spooled with 500′ of 9″ line, and a Markey DEPC-32 towing winch aft with a capacity of 250′ of 6-1/2″ line. In addition, a capstan is installed on the fore deck to facilitate line handling operations.

The raised forecastle and elevated wheelhouse ensure good all-round visibility of the working decks and when handling large barges with high freeboard. The higher freeboard feature also provides a high standard of seakeeping when working in exposed waters, but is configured so as not to impede the ability of the tug to work closely under the flare of the newer generation of large ships.

Main propulsion power for each tug is provided by a pair of CAT 3516C diesel engines, each rated 2,575 bhp at 1,600 rpm, and each driving a Rolls-Royce US 205 Z-drive unit, with a 94.5″ diameter fixed pitch propeller.

The electrical plant consists of two (2) identical CAT C6.6 diesel gen-sets, each with a power output of 125 ekW, 60 Hz.

Ship-handling fenders at the bow consist of one tier of 36″ OD x 18″ ID cylindrical fender at the main deck level, with 12″ loop type Schuyler fenders between the main deck and the knuckle, 11″ laminated bow fenders below, and 12″ hollow D style fenders along the stem and skeg. Tires and 8″ hollow “D” fender provide protection at the main and forecastle sides and sheer lines, and 12″ loop type fendering is used at the stern.

llela francoGA

  • News

ABS fleet sails past 170 million gt mark

The latest statistics show it totaling 11,055 vessels aggregating 170.29 million gt, an increase of more than 9 million gross tons thus far this year.

That makes ABS the the third largest classification society in terms of aggregate gross tonnage. But it believes it continues to be the largest society in terms of the number of vessels and offshore units in its class.

ABS has also held its position as the most favored classification society for new construction, a standing it has held for most of the last three years. The current order book is comprises 2,384 vessels aggregating 50.95 million gt.

“The continued strength of the newbuilding market, given the current global economic uncertainty, is surprising,” says ABS Chairman and CEO Robert D. Somerville. “New orders to ABS class continue to offset the uncommonly high level of deliveries providing a consistently high demand for our engineering and survey services and giving us the youngest fleet profile in our history.” More than 67 percent of the in-service ABS-classed fleet is now ten years of age or less.

Mr. Somerville says he believes that “superior service will remain the principle differentiator between the leading class societies, with ABS setting the standard.”

The latest fleet statistics show that ABS continues to hold the leading market share for newbuildings on order in both Korea and China, the world’s top two shipbuilding nations. The society is equally successful with shipowners with its 30 percent share of all Greek controlled tonnage on order clearly demonstrating its success in this most demanding market.

The recent establishment of a fifth operating division for Greater China, responsible for administering the society’s activities in the People’s Republic of China, Hong Kong SAR and Taiwan is the latest demonstration of the ABS commitment to superior service according to Mr. Somerville.

November 8,2010