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High-speed for northern Norway’s ferry routes

52 MTU Faehre Norwegen 800x600

For those who live in northern Norway, in the far north of Europe, life is very much influenced by the sea. The majority of people live along the coast and have to adapt to the conditions there. Fishing is a major source of income and waterborne transport is often the only way to get between islands or from one town to the next. Passenger and cargo transport using fast ferries is as important in this region as travel by bus and subway is elsewhere.
In order to ensure it can provide the coastal population of Finnmark with rapid transport between the province’s towns, Norwegian ferry operator Boreal Transport elected to fit its latest fast ferry, the ‘Årøy’ with two MTU Series 2000 propulsion units. The vessel will service the route linking Mikkelsby, Rognsundstedene, Konghus, Nyvoll and Korsfjord – small coastal towns where severe weather is the norm during the long winters. Reliable propulsion is absolutely essential.
Each of the 8V2000M72 high-speed engines produces 720 kW to power the ‘Årøy’s’ twin CPP propellers that can take the vessel up to a service speed of 25 knots. The fast ferry is also equipped with MTU’s BlueVision automation system.
33 meters long and 10.6 meters wide, the ‘Årøy’ can carry 70 passengers and up to 10 cars. Its deck-mounted crane accelerates the loading and unloading of cargo. The fast ferry was built at the Norwegian Oma Båtbyggeri shipyard and Boreal Transport took delivery of the vessel in April 2015. It is scheduled to go into service on the ‘310 AltafjordXpressen‘ ferry route from 2016.
Source: MTU

bremenports verkauft alte Hafenschlepper

vl nr Albartros Stör I und Hansa 15.08.2015 C. Eckardt

Die Schlepper Albatros, Stör und Hansa in Bremerhaven

Nach einer aktiven Zeit von über 40 bzw. 50 Jahren konnte die bremische Hafengesellschaft bremenports kürzlich ihre Schlepperoldtimer „Hansa“ und „Stör I“ an Interessenten weiterverkaufen. Bis zum letzten Jahr waren die „Hansa“ und die „Stör I“ noch im aktiven Dienst in den Bremischen Häfen und wurden erst nach Indienststellung des neuen, auf der niederländische Damen-Werft erbauten Arbeitsschiffes „Albatros“ im Bremerhavener Kaiserhafen aufgelegt.
Die 16,76 Meter lange und 5,94 Meter breite „Albatros“ vom Typ Stan Tug 1606 wurde im letzten Jahr im Rahmen eines Verjüngungsprogramms der Hafenarbeitsschiffe bei bremenports angeschafft, da die beiden schwimmenden Oldtimer „Hansa“ und „Stör I“ nicht mehr den Anforderungen entsprachen, die an einen modernen Hafenbetrieb gestellt werden. Die „Albatros“ kommt dabei als Multifunktionsfahrzeug neben der Unterstützung des antrieblosen Eimerkettenbaggers „Bremerhaven“ in den Hafenanlagen von Bremen und Bremerhaven aber auch für Unterhaltungsarbeiten an Kajen und Schleusen sowie in den Wintermonaten zum Eisbrechen zum Einsatz
Die 1961 auf der Max Sieghold Schiffswerft und Maschinenfabrik in Bremerhaven unter der Baunummer 117 erbaute „Hansa“ konnte bereits im Sommer an einen privaten Interessenten in Holland verkauft werden. Dort ist das Schiff unter dem bisherigen Namen noch im aktiven Dienst, zumindest wurde es kürzlich im Hafen von Delfzijl gesichtet. Die 21,68 Meter lange „Hansa“ ist mit einem 300 PS starken Deutz-Diesel ausgerüstet und die Pfahlzugleistung beträgt rund 4 Tonnen. Das Schwesterschiff der „Hansa“, die im Jahr 1960 als „Sirius“ von der Siegholdwerft abgeliefert wurde, verkehrt heute immer noch als Schlepper „Harle Tief“ für die Reederei Warrings Versorgungsschiffahrts GmbH meist an den Bunkerlöschbrücken in Wilhelmshaven.
Nur ein wenig jünger ist der Hafenschlepper „Stör I“ der im Jahr 1969 auf der damaligen Rheinwerft in Duisburg als „Argus“ für die Hamburger Schleppreederei Harms-Bergung erbaut wurde. Der Schlepper gehörte zu einer ganzen Serie von baugleichen Schleppern die seinerzeit am Rhein erbaut wurden. Die 20,82 Meter lange „Stör I“ mit einer Motorleistung von 556 kW konnte nun an den neuen Eigner, der 2013 gegründeten Shiptec Industrial & Shipyard Technologies GmbH, in Hamburg übergeben werden.
Wie Shiptec-Geschäftsführerin Susanne Wiechmann auf Anfrage mitteilte, wird der Schlepper derzeit auf der Elsflehter Werft überholt und dann dem GF vorgestellt. Nach der Abnahme und Umbenennung in „Wesertug“ ist dann ab dem Jahresende vornehmlich ein Einsatz mit dem patentierten Schlickpflug vorgesehen, der derzeit nur vom Schlepper „Wilgum“ genutzt werden kann. Dieser Pflug ist dabei zum Einebnen von Unterwasserunebenheiten und Bodenwellen geeignet. Hierzu erfolgen auf der Elsflether Werft noch notwendige Umbauten an dem Schlepper „Wesertug“.
Wie Wichmann weiter mitteilte, stellt der Schlepper eine wesentliche Bereicherung für das noch junge Unternehmen da, handelt es sich doch um den ersten Seeschlepper der Flotte. Die bisherigen drei, in Elsfleth an der Unterweser beheimateten Schlepper „Rysum“, „Huntetug“ und „Wilgum“, stammen vom bisherigen langjährigen Eigner, Kapitän Heinz Schumacher aus Elsfleth und sind nur als Binnenschlepper zugelassen. Alle drei Schlepper wurden bereits 1957 von der Jadewerft in Wilhelmshaven für die Wasser- und Schifffahrtsverwaltungen für Einsätze in Emden und Bremerhaven erbaut. Shiptec setzt die Schlepper neben den üblichen Schleppeinsätzen und tiefgangsbedingt, auch in flachen Hafenbereichen und zum Eisbrechen im Bereich der Weser, des Mittellandkanals und der Hunte ein.

Ch. Eckardt VEUS e.V.

Post Casualty Towage Guidance

The risks and process required to maintain P&I coverage
This note is designed for shipowners and their brokers to outline the P&I coverage of their ships during towage to a repair yard. Usually, such towage follows a casualty or event giving rise to a Hull & Machinery claim. Owners need to ensure that they have considered the P&I risks and understand the process required to maintain P&I coverage. The note outlines the need for Club approval of contract terms, as well as the importance of Warranty Surveys. This document is not a substitute for communicating the P&I Club, but will hopefully assist in planning for any towage following a casualty.
The note outlines the need for Club approval of contract terms, as well as the
importance of Warranty Surveys. This publication is not a substitute for communicating with the Club, but should assist in planning for any towage following a casualty.

Source: P&I Club

 

Communicating with Others in Shipping

Schiffsdeck

For engineers the matter is rather simple because they can follow the technical process of communication in which a transmitter is sending out signals that are then picked up by a receiver. What counts is that the signal-to-noise ratio is within an acceptable range. However, people are more complicated as for them, signal and noise are just relative concepts.
How do we communicate?
The signals which people send out while interacting with others can be completely overlooked or misunderstood, and this applies to all forms of communication e.g. body language or spoken words. Unlike technical instruments, people are unable to instantly convey information to each other – they first need to construct the meaning in their mind.
Everyone needs first to construct, test and anticipate the meaning the other might intend. Summed up, human communication is the process of influencing a human to create thoughts and actions that are consistent with the sender’s intent. Hence, people of the same culture and/ or experience can share meaning faster because the signals are shared in a common context of common values, beliefs and concepts. This setup allows increased speed and bandwidth.
The famous scientist G. H. Hofstede conducted studies into the communication practices of more than 50 different cultures. He found nine major differences in their approaches. Here are four:
• Power-Distance: Employees in France and Japan seldom seek to consult with their bosses, while employees in Denmark and the UK are not afraid of contradicting or approaching them.
• Risk Acceptance vs Uncertainty Avoidance: Risk averse cultures like Germany or Panama welcome rules and precision. Risk tolerant nations like the USA and Philippines are comfortable with innovations and living every day as it comes.
• Masculinity vs Femininity: Some cultures tend to be more aggressive, competitive and separate facts and feelings, while other cultures place higher value in passiveness and consensus.
• Individualism vs Collectivism: Speaking one’s mind and being independent is highly valued in the US and Denmark. Nations like the Philippines and Greece value harmony and group identity, such cultures say or write little, as information is assumed to be within the context of the person.
Many misunderstandings arise because people are not always aware of the possibility of interpreting the same signal in various ways, furthermore within a team everyone need to recognize the context of the greater purpose.
Think about it this way, communication is needed as people see the world differently, but with enough in common to understand each other’s signals. If people would share identical experiences and knowledge then no communication would be necessary. On the other hand, without similarities there is no starting point to explore the differences.
Mentally putting ourselves into the place of the message receiver helps to construct the message we like to send. It is easier then to consider mood, experience, culture and context.
Is communication failure a problem?
Communication failure is a critical problem. The study “The Human Element” by the UK MCA points out that this is the main feature in more than 25% of all accidents.
• The Australian aviation industry reports that communication issues account for 20% of accidents.
• Miscommunication causes 30% of small aircraft incidents in the USA.
• Communication failures kill US patients twice as frequently as bad medical skills.
Humans form their own individual view of things from available information, which is therefore unique. The difference between the unique perspectives are the source of misunderstandings when dialogs are omitted.
We must allow dialog to happen before we have the chance to send and receive signals. Crews and groups therefore need a culture that allows requests and is sharing. Other factors that inhibit a successful communication like lack of media skills, not identifying important information and the lack of cultural knowledge or social skill may arise and should be taken care of by the company.
To train crew and officers is a high priority and requires open and efficient communication in which people do not have to rely on unspoken information. As a manager, supervisor and officer it is our duty to communicate in a clear manner, to check understanding of orders and to listen carefully, knowing that not everyone may be able to express their meaning well.
Therefore do not assume a message has been received just because it was sent and do not assume no news is good news, a ship without problems has not yet sailed the seven seas.

Source: CODie software products e.K.; (https://codie.com/wp/maritime)

 

Investigation report on engine room fire onboard the Pride of Canterbury

MAIB PrideOfCanterburyPhotograph

The UK Marine Accident Investigation Branch (MAIB) published the report of its investigation of a main engine room fire on board the ro-ro passenger ferry Pride of Canterbury while berthing in Calais on 29 September 2014. The back pressure valve in the starboard controllable pitch propeller hydraulic system jammed shut, causing the oil pressure in the return line to rise, leading to a rupture in the pipework joint. The rupture sprayed oil onto the exhaust uptakes, causing a significant fire in the engine room, which was extinguished by the ship’s hi-fog system.
Summary
On 29 September 2014 as Pride of Canterbury was approaching Calais, it became apparent that the starboard controllable pitch propeller was not responding, so the starboard shaft was declutched and the two starboard main engines were stopped. The prevailing weather conditions were such that the master was content to proceed using one shaft and one bow thruster. As the ship approached its berth, a pipework joint in the starboard controllable pitch propeller system ruptured, spraying oil on to the exhaust uptakes, starting a fire. The main engine room was evacuated, the general emergency alarm was sounded and the passengers were mustered at emergency stations. The ferry berthed safely, the fire was extinguished using the ship’s hi-fog system and a fire hose, and the passengers and cargo were disembarked normally.
The investigation determined that the back pressure valve in the starboard controllable pitch propeller hydraulic system had jammed shut, resulting in the return line oil pressure rising to the point where a flanged pipework joint failed. The failed joint, along with others in the system, was not shielded to prevent a spray of oil in the event of joint failure. The back pressure valve was found to be worn and had not been tested for functionality during its 23 years of service.
Safety issues
• The potential for the whole controllable pitch propeller hydraulic system to experience high pressure had not been adequately considered.
• The method for annually testing the controllable pitch propeller system’s back pressure and safety relief valves was not specified.
• The lack of a high pressure alarm prevented immediate awareness of high pressure in the system.
• An effective joint shield could have prevented the spray of oil onto the hot engine uptake.
• The storage of combustible materials near the two main engines allowed the fire to spread.
Actions taken/recommendations
P&O Ferries has completed a programme of modifications to Pride of Canterbury and its three sister ships as they attend refit. Wartsila has issued a technical bulletin specifying back pressure valves should be replaced after 15 years and Lloyd’s Register has been recommended (2015/153) to propose to the International Association of Classification Societies a unified requirement for high pressure alarms to be fitted in controllable pitch propeller systems.

MAIB PrideOfCanterburyFireDamage

Fire damage on board Pride of Canterbury

Source: MAIB

 

 

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