#dnvgl

#DNVGL enters the #Taiwan #OffshoreWind Project #Certification Alliance #ClimateSamurai #Wind #WindEnergy #WindPower

DNV GL recently has announced that it has signed an agreement to enter the Taiwan Offshore Wind Project Certification Alliance (TOWPCA), initiated by the Taiwanese government to promote the localization of its offshore wind sector.

Together with the Bureau of Standards, Metrology and Inspection (BSMI), administrative agency of the Ministry of Economic Affairs (MOEA), DNV GL launched the Taiwan…

In addition, DNVGL has issued a report on fire incidents in Ro-Ro spaces to address growing safety concerns in this segment and provide guidance to shipowners. DNV GL’s “Fires on Ro-Ro decks” has examined fires within Ro-Ro spaces on Ro-Pax vessels, vehicle carriers and general Ro-Ro cargo vessels and has identified 35 such fires between 2005 and 2016. A previous DNV GL paper on Ro-Ro fires, published in 2005, had counted 25 fires in Ro-Ro spaces between 1990 and 2003. This report can be downloaded at the bottom of this article.

Lastly, North P&I Club has published a new loss prevention briefing on how to prevent, detect and fight fires on roll-on-roll-off (ro-ro) vessels and car carriers.  Such vessels are twice as likely to catch fire as other ships and vehicle-deck fires are notoriously difficult to contain and put out. The new 10-page briefing, which is free to download from the Club’s website, explains the risks of ro-ro and car carrier fires in detail. It then sets out a comprehensive series of recommendations covering training, maintenance, vigilance, reaction and procedures. This LP briefing can be downloaded at the bottom of this article.

Click on above image to download

Click on above image to download

Click on above image to download

Source: EMSA, DNVGL and North P&I club

Follow Blog via Email

Enter your email address to follow this blog and receive notifications of new posts by email.

Follow

This issue of FERRY AND RO-RO UPDATE is full of inspiring reports about the state of the art in ferry and ro-ro shipbuilding. Read about the “twin sisters”, two new, recordsized ro-ro vessels incorporating technology from deep-sea vessels to take efficiency and flexibility to the next level. With the LNG-ready class notation, they will be able to switch to LNG as soon as bunkering infrastructure is available and LNG prices are attractive; many believe this will be the case in the foreseeable future.

This compact, yet detailed environmental outlook goes through all the recent, upcoming and potential future rules and regulations facing our industry. What all this means for future engine types and fuel options is the subject of our summary of the current state of scientific and market research. A case study gives a concrete example of what these options could mean for a PCTC.

Advances in battery technology, Norway’s successful electrification of local sea transport and the country’s rapidly growing fleet of green ferries send an encouraging message into the world: the energy transition is progressing rapidly! Even hydrogen as a ship fuel is now the subject of a joint development project. International cooperation between manufacturers, governments and shipping companies is powering the ascent of hybrid power systems on larger vessels, and DNV GL has played a key role in bringing the stakeholders together and ensuring the safety and reliability of the electrical systems.

Click on below link to download the FERRY AND RO-RO UPDATE from DNVGL

Source: DNVGL

Meanwhile the trend towards bigger ship sizes continues. The first vessels in the 23,000 TEU category are now being built, and major owners are increasing their capacity by lengthening or widening existing vessels. Economies of scale are a strong argument, and ports are investing to accommodate these huge ships.

The logistics infrastructure of terminals is a key factor to ensure a smooth flow of goods, but the hinterland is not always adequately prepared to handle the sudden peak loads from very large container ships. The industry must weigh its options to find sustainable solutions. Where economies of scale reach their limits, getting the most out of a vessel’s carrying capacity enhances the operational profitability.

For more details, click on below image to view full document from DNVGL:

Source: DNVGL

Throughout history, technological developments have reduced the requirements for attending crew members to carry out functions. For example, the operation and maintenance of an early 20th century coal-fired steam engine for a large ship could require a crew of several hundred), but with the introduction of diesel engines, this number decreased significantly. Increased automation of diesel engine operation and reduced requirements for maintenance have reduced the size of the machinery crew to less than ten, even for the largest engines. Recent developments in automation are, in theory, making it possible to further reduce or even eliminate the crew in attendance for carrying out ship functions. However, this requires that observations and decisions are made by crew off the ship (remote monitoring and control) or by the system itself by means of algorithms (autonomy).

Reducing or eliminating the attending crew also requires that provisions be made for ensuring the reliability of these functions. If all required ship functions are fully automated and operated remotely or autonomously, one could theoretically remove all crew from the ship. However, the motivation for introducing remote-controlled and autonomous functions is not necessarily to remove attending crew, but rather to improve the efficiency of the ship’s operation as well as the performance and/or safety of the function with crew in attendance.

In this paper, we discuss the feasibility and merits for automating ship functions and controlling them remotely or autonomously. We also discuss the technologies required to do this and their maturity. The main challenge for implementing fully automated systems controlled by remote operators or by algorithms is not to make them work, but to make them sufficiently safe. What is sufficiently safe, or has a tolerable risk level, will most likely be defined by a competent authority such as the International Maritime Organization (IMO) and flag states for any given operation. The competent authority would then have to build a safety regime with supporting regulations and instruments to reach this goal; a safety regime that is also socially acceptable by the wider public. The IMO as well as some flag states have already started to evaluate what is required through the use of scoping exercises and preliminary national regulations. The second part of this paper describes the current regulatory work and suggests how a safety regime could be defined.

For read the full report, click on below image.

Source: DNVGL

The market outlook draws an optimistic picture, with a few cautionary notes, of course. DNV GL is doing everything they can to support positive developments and give well-founded advice. Facilitating communication between project partners is of utmost importance as technologies and regulations get more complex. BW LNG, for example, was able to bring the best ideas to the table by cultivating an open dialogue between its partners in several newbuilding projects, and the LNGreen project achieved the best combination of current technology by taking a new approach to knowledge-sharing.

Contents:

Ice-cold cargo makes red-hot headlines

Keeping pace with a changing industry

Flexibility for changing markets

Ask the FSRU experts

Ships for the long haul

Towards zero emissions: environmental outlook

The path to digital classification

The link that is no longer missing

MRV and DCS: on track for greener shipping

LNGreen: sharing the way

For more details, click on below image to view full document:

Source: DNVGL

the recent delivery of the world’s largest dry cargo vessel – Yuan He Hai, a 400,000 dwt ore carrier with innovative design features such as gas-ready. Also, as a specially constructed or fitted cargo ship she will be able to safely carry ore with a high moisture content

the current status of the Green Corridor JIP currently developing an LNG-fuelled VLOC for the Australia-China trade

the next-generation Ultramax bulk carrier with ultra-low fuel consumption at eco-speed – the 63,200 dwt “Diamond 2” Ultramax.

Contents

Green Corridor JIP takes LNG propulsion to the next level

Ore carrier champion

Reinventing Ultramax

The fuel challenge in shipping

Composites save weight and energy

Towards zero emissions: environmental outlook

When bulk cargo becomes liquid

DNV GL tackles shaft bearing challenges

MRV and DCS: on track for greener shipping

MINSHIP Shipmanagement boosts digitalization

Clear signs of hope

For more details, click on below image to download full document.

  Source: DNVGL

On the flip side, we still have the OPEC’s painful measures and, so far, all members have exemplified themselves with meticulous compliance to their oil production limits. Elsewhere, the problems in Venezuela are only getting worse.

The country’s oil production, their main source of revenue, fell to just 1.5 million barrels per day (mbd), representing an almost 25 per cent decline year-on-year. At the time of writing this article, we still do not know the result of the elections. However, a change of president seems unlikely, which will most likely deepen the ongoing crisis and certainly increase tensions with the US. Speaking of the latter, we also need to mention the US withdrawal from the Iranian nuclear deal and the repeal of the sanctions relief. It may be argued whether it is good or bad news for tanker demand, but undoubtedly it means less oil in the international markets until somebody else picks up the slack.

For more details on the matter, click on below image to download full document.

  Source: DNVGL