The container ship ontainer ship ontainer ship - its ... - DNV Germany
The container ship ontainer ship ontainer ship - its ... - DNV Germany The container ship ontainer ship ontainer ship - its ... - DNV Germany
Inspectors need to know what they are looking for. DNV has experience of ships built to all class standards through class transfers of ships built to other class societies’ standards. Typical defects and critical areas are identified and updated and included in an inspection manual, thus providing guidance to inspectors. Side shell fatigue can be an issue on older container ships. Fatigue cracks develop over time, depending on the design details and ship operations. The expected fatigue life can be calculated and provide guidance on inspection frequency. The timely discovery of fatigue cracks will reduce the risk of more comprehensive repairs and unscheduled off hire. The cracks can be repaired by fitting brackets according to calculated design modifications. A ship with side shell fatigue crack problems was transferred to DNV class about 4½ years after delivery, before its first class renewal survey. The problem was minimised as the class society and manager had cooperated on a hull PMS system, with class being involved at once in providing a solution. Two well known container ship managers have operated hull PMS pilot schemes in cooperation with DNV for more than five years now. The new survey arrangement is based on and incorporates this experience. Fully fledged IT-based reporting and maintenance tools are available from DNV but are not a prerequisite for the Hull PMS survey arrangement. A simplified spreadsheet reporting tool is available and is being successfully used by managers. This may serve as a starting point for companies that are new to hull planned maintenance systems or have their own systems in place already. The first pilot projects with German customers will start soon. Admi Adminis Admi Admi is istrative is trative requirements requirements and and changes changes The following administrative requirements/changes are the most important for the container ship fleet in operation: - IMO/ ECA - Ballast water - MLC2006 - SEEMP Upcoming regulative changes related to emissions to air have been discussed earlier and the shipping companies are well aware of these, so we do not deem it necessary to discuss them in more detail here. A very important change and real challenge are envisaged when the Ballast Water Convention comes into force. This will be 12 months after it is ratified by more than 30 states representing 35% of the world fleet. As more than 30 states have already ratified it, the shipping world is now (status: March 2012) 8.56% of the world fleet away from the entry into force of the convention. This could take place very quickly, as Panama alone could bring in the missing capacity. The big challenge will be to retrofit all the vessels between 2015 and 2020. The availability of systems, detailed technical features including type
approvals, etc, and last but not least the investment volumes have to be clarified soon if ships are to be ready. MLC2006 has been ratified by more 22 countries with more than 55% of the world tonnage. Eight countries are still missing and the convention will enter into force for all ships above 500gt from »MLC countries« or trading in »MLC ports«. This is also expected to happen soon and the shipping industry has to be well prepared for this too. SEEMP - Ship Energy Efficiency Management Plan - Another regulation soon to be mandatory: The most relevant requirement is the introduction of the SEEMP. The SEEMP was adopted at the MEPC 62nd session in July 2011, under mounting pressure from the industry and authorities, and will become mandatory for all vessels at their first renewal or intermediary survey after 1 January 2013. SEEMP - what exactly is it? IMO - MEPC.1/683 Guidance for the Development of a SEEMP recognises that operational efficiencies will make an invaluable contribution to reducing global carbon emissions. The SEEMP’s main purpose is to establish a mechanism for a company and/or ship to improve the energy efficiency of the ship’s operation that is preferably linked to a broader corporate energy management policy. The SEEMP is to be customised to suit the characteristics and needs of individual companies and ships. The IMO guideline itself can be found at the IMO website www.imo.org. Please note that this will be updated over the coming 12 months or more, and whilst it is not expected to change too much, it will be modified. Always check the IMO website for the latest version. Going beyond compliance The IMO Guidance for the development of a SEEMP for ship owners and operators is acknowledged and fully supported. The key difference in the outcome will be in its implementation. Developed SEEMPs are available for customers around the world with a systematic, structured and cost effective approach to each project. And as the overriding goal of having a SEEMP is to use less fuel (relatively speaking), the outcome of a successfully deployed SEEMP is reduced maintenance costs, lower running hours and fewer emissions. »To realise the benefits, you must first have a plan«. The DNV approach remains fully compliant with the IMO guidance and builds on it further by placing emphasis on the delivery and implementation of the plan. By drawing on insight into leading practices in a range of shipping segments, class brings applied and practical intelligence to the SEEMP development process in order to ensure the ship owner or operator has the best possible chance of not only achieving compliance but also reaping the benefits of lower consumption and costs.
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Inspectors need to know what they are looking for. <strong>DNV</strong> has experience of<br />
<strong>ship</strong>s built to all class standards through class transfers of <strong>ship</strong>s built to<br />
other class societies’ standards. Typical defects and critical areas are<br />
identified and updated and included in an inspection manual, thus<br />
providing guidance to inspectors. Side shell fatigue can be an issue on<br />
older <strong>c<strong>ontainer</strong></strong> <strong>ship</strong>s. Fatigue cracks develop over time, depending on the<br />
design details and <strong>ship</strong> operations. <strong>The</strong> expected fatigue life can be<br />
calculated and provide guidance on inspection frequency.<br />
<strong>The</strong> timely discovery of fatigue cracks will reduce the risk of more<br />
comprehensive repairs and unscheduled off hire. <strong>The</strong> cracks can be<br />
repaired by fitting brackets according to calculated design modifications. A<br />
<strong>ship</strong> with side shell fatigue crack problems was transferred to <strong>DNV</strong> class<br />
about 4½ years after delivery, before <strong>its</strong> first class renewal survey. <strong>The</strong><br />
problem was minimised as the class society and manager had cooperated<br />
on a hull PMS system, with class being involved at once in providing a<br />
solution. Two well known <strong>c<strong>ontainer</strong></strong> <strong>ship</strong> managers have operated hull PMS<br />
pilot schemes in cooperation with <strong>DNV</strong> for more than five years now. <strong>The</strong><br />
new survey arrangement is based on and incorporates this experience.<br />
Fully fledged IT-based reporting and maintenance tools are available from<br />
<strong>DNV</strong> but are not a prerequisite for the Hull PMS survey arrangement. A<br />
simplified spreadsheet reporting tool is available and is being successfully<br />
used by managers. This may serve as a starting point for companies that<br />
are new to hull planned maintenance systems or have their own systems<br />
in place already.<br />
<strong>The</strong> first pilot projects with German customers will start soon.<br />
Admi Adminis Admi Admi is istrative is trative requirements requirements and and changes<br />
changes<br />
<strong>The</strong> following administrative requirements/changes are the most important<br />
for the <strong>c<strong>ontainer</strong></strong> <strong>ship</strong> fleet in operation:<br />
- IMO/ ECA<br />
- Ballast water<br />
- MLC2006<br />
- SEEMP<br />
Upcoming regulative changes related to emissions to air have been<br />
discussed earlier and the <strong>ship</strong>ping companies are well aware of these, so<br />
we do not deem it necessary to discuss them in more detail here.<br />
A very important change and real challenge are envisaged when the<br />
Ballast Water Convention comes into force. This will be 12 months after it<br />
is ratified by more than 30 states representing 35% of the world fleet. As<br />
more than 30 states have already ratified it, the <strong>ship</strong>ping world is now<br />
(status: March 2012) 8.56% of the world fleet away from the entry into<br />
force of the convention. This could take place very quickly, as Panama<br />
alone could bring in the missing capacity.<br />
<strong>The</strong> big challenge will be to retrofit all the vessels between 2015 and 2020.<br />
<strong>The</strong> availability of systems, detailed technical features including type
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