May
2007
Table
of Contents:
Texas Section |
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Pacific Northwest Section |
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New England Section |
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Greek Section |
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May
2007
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Texas
Section January 9, 2007
On Jan. 9, 2007, Texas Section held its January luncheon seminar with the presentation of “A Reanalysis of Barge Roll Motion Data” by Dr. Allen H. Magnuson, Naval Architect of J.F. Moore International. Dr. Magnuson addressed that accurate prediction of roll motions for heavy-lift barges and ships, launch barges, deck barges and the like are essential to assure the safety of the vessel and cargo in transit. He pointed out that existing ship motions programs are generally known to over-predict roll motion of loaded barge hullforms due to under-prediction of roll damping. In addition existing programs do not appear to have been validated for loaded barge hullforms with their high CGs and large roll radii of gyration. Therefore, the purposes of his investigation were: (1) to illustrate the unique relationships between barge roll motions and barge design and loading parameters, and (2) to present model test data on barge roll motions for use in validating in-house motions programs. Nearly 40 people attended the seminar.
Pacific
Northwest Section February 10 , 2007 On February 10, 2007, SNAME PNW held a joint technical meeting with the local chapter of the Canadian Institute of Marine Engineering (“CIMarE”) http://www.cimare.org/. As always, attendance was excellent, with 97 people registering for this Saturday meeting. The theme this year was “Ferries”. The meeting location was at Cheer’s Restaurant in North Vancouver, BC. The day began with a breakfast buffet, followed by four excellent paper presentations. Mr. Mark Collins, Vice President Engineering of British Columbia Ferries Services Inc. (“BCFS”) http://www.bcferries.com/ presented the first paper. His paper was entitled: “Recent Engineering Activities at BCF – Maintaining and Expanding the Fleet. With 25 routes, 36 ships and 47 terminals and more than 500 sailings per day, over 720 Engineering staff are very actively employed. To do their work, they annually spend $200 million CAD in the local marine economy. Mr. Collins discussed the current construction projects of seven vessels totaling more than $850 million dollars. Delivery of these vessels will be complete by 2010, though the bulk of them will be delivered over 2007/2008. Sixteen new ships at a total investment of $600 million will be coming online between 2013 and 2021. Mr. Collins then discussed interesting engineering challenges of a number of the current construction projects. Of note are the three Super C Class vessels presently under construction. Each with four engines for a total power of 15.2mW, these vessels will be able to do 21 knots @ 85% MCR (3 engines) or 18 knots @ 85%MCR (engines). Other present, major work by BCFS includes a number of fuel efficiency initiatives. The second paper was presented by Mr. Ken Harford, Engineering Manager of Robert Allan Ltd http://www.ral.bc.ca/ . Mr. Harford had entitled his paper: "Re-powering British Columbia Ferry Services Inc. MV Kwuna". Owned by BCFS, MV Kwuna operates between Skidegate on Graham Island, BC and Alliford Bay on Moresby Island, BC – both in the Queen Charlotte Islands. Given the area's tidal currents, windy conditions and various geographical hazards, BCFS questioned the ferry's powering and maneuvering capabilities. So in 2004, BCFS retained Robert Allan Ltd ("RAL") to analyze the existing vessel powering arrangements and select new propulsion units in light of the observed route requirements. Side, ahead and abeam thrust trials showed that the vessel could only be safely operated in low beam current and wind conditions. RAL worked with BCFS, focusing on systems of high reliability and ease of maintenance. A number of options were reviewed before settling on two deck-mounted 400 BHP Schottel Navigator style units in opposite corners of the vessel. The propellers were fitted with nozzles to improve the vessel’s slow speed maneuvering capability. Two new bilge skegs were added inboard of the new drive units; affording protection of the propulsion systems should the vessel strand itself. Also, a bilge extension to the centerline skeg has given the vessel stranding and landing protection. The re-powering and skeg modifications have proved to work well. The added bonus is a 20% fuel savings. Following a short coffee break, Mr. Chuck Ko, Technical Manager of Allied Shipbuilders (“Allied”) http://www.alliedship.com/ presented: “The Design and Construction of the BC Ferry “Kuper”. In Summer 2005, BCFS identified a used ferry in Lake Powell, Utah that could augment their fleet of “K” Class ferries. The “John Atlantic Burr” was deconstructed, then shipped by a combination of tractor-trailer and barge from Utah to Allied Shipbuilders (“Allied”) in North Vancouver, BC, arriving by January 28, 2006. Allied had to develop accommodation arrangement, machinery arrangement, hull end configuration, superstructure modifications, etc.. The concept general arrangement evolved to include such major modifications as a lengthened vessel, wheelhouse relocation, four lavatories, and an enclosed lounge for 56 passengers. During vessel reconstruction and refit, many challenges had to be met such as construction and fitting of the 11’-0” new centre section. Four fire monitors were installed, permitting one crewmember to apply two water streams onto the main vehicle deck. The new propulsion machinery selected by BCFS was two Detroit Diesel/MTU Series 60 high-speed engines rated at 475 HP @ 1800 RPM. Other modifications included two Deutz model electrical power generation units, a new wheelhouse and passenger lounge that doubled as a fire-protected muster area for passengers. The MV Kuper underwent sea trials in December 2006, and achieved 9.6 knots while consuming 34 gallons per hour of fuel. She was delivered to BCFS on January 16, 2007. Owners and operators are pleased with her performance. The final presentation was given by Mr. Lawrence Johnson, Project Manager C-Class Mid-life Upgrade, BC Ferries. Mr. Lawrence discussed many different challenges faced during the refit, including regulatory requirements and Workmen’s Compensation Board concerns. The midlife upgrade included significant work such as steel replacements, shaft realignment, new HVAC systems, galley upgrades, and major upgrade of fire protection systems – especially insulation replacement throughout much of the ship. There also significant upgrades made to the passenger accommodation areas and new life rafts systems. Mr. Lawrence outlined the project schedule, highlighted by strip-out in late November, equipment outfitting in the following February, flooring and galley finishing in April, followed by side-shell painting in May.
Throughout the morning, the attendees showed great interest as many questions were asked of every speaker. Following lunch the meeting attendees made the short walk from the restaurant down to the C-Class vessel Queen of Alberni at Vancouver Drydock. Mr. Lawrence Johnson and his team gave excellent guided walking tours through the vessel.
March
15, 2007 The SNAME Pacific Northwest Section held its March 15th meeting at China Harbor on South Lake Union in Seattle. The dinner and presentations were well attended with close to 40 people, several of which traveled as far as from Vancouver, B.C. and Portland, Oregon. This meeting had an environmental theme to coincide with SNAME’s release of the Environmental Papers CD. A copy of the CD was given as a raffle prize to one lucky member. Three speakers gave two presentations with an eye towards the marine industries role in environmental issues. Pacific Northwest section chairman Mr. Brig Henry started the meeting with a review of upcoming events in the section. He discussed the first SNAME PNW Young Professionals meeting in mid April, the next Vancouver, BC technical meeting for May, the joint SNAME/ASNE meeting in June, the 2nd annual SNAME PNW golf tournament in July, and the first SNAME PNW sailing regatta scheduled for August. The PNW section has a full schedule for the summer. Following the PNW update, Brig gave the floor to Jon Markestad who introduced the speakers. The first presentation given by Mr. Douglas Wolff, PE from Elliott Bay Design Group, was on “Fish Entrainment in Towboat Propeller Wash”. The presentation was based on the work EBDG did to support full-scale installation of trawl nets behind Mississippi River towboats so scientists could study the impact of vessels on fish populations. Installing trawl nets behind a towboat in relatively shallow water and in major propeller turbulence proved to be a challenge. The preliminary study results showed that minimal damage was occurring to commercial fish. Mr. Wolff thought that additional studies of this kind may be conducted in other waterways in the coming years. Intermission followed the first presentation, with a raffle give away of the new Environmental Papers CD. The lucky winner was Taylor Herinckx from Elliott Bay Design Group. The
second presentation was given jointly by Mr. William L. Hurly Jr., PE
and Mr. Kevin Reynolds, PE, both from The Glosten Associates, Inc. The
title of their presentation was “Ballast water Management: Challenges,
Standards, Testing and Application”. Their presentation gave insight
on what ballast water regulations are in effect now, what regulations
we can expect in the coming years and the challenges that lay ahead in
testing and installing treatment systems onboard vessels. Regulations
on ballast water are complicated with international, national and regional
efforts that sometimes work together and sometimes conflict. Political
efforts are still underway to insure that all the regulations do not conflict
and that the ballast water quality standards are achievable in real life
installations. The Glosten Associates is working on test facility designs
and actual shipboard installations for a variety of clients and are working
to overcome the challenges of ballast water management.
New
England Section March 15 , 2007 On March 15, 2007, the New England Section met on the grounds of the Mystic Seaport in Connecticut for a multi-venue monthly meeting. The first activity that late afternoon was a firsthand look at the in progress installation of a new outhaul system designed by SyncroliftInc., and restoration in process on Roann, one of the last remaining eastern-rig draggers. After the walk from the shipyard to the northern extremity of the Seaport campus, we enjoyed beverages and networking at Seamen’s Inn, followed by a delicious buffet dinner. The evening’s presentation was centered around the upcoming restoration of the whaling ship Charles W. Morgan. Mr. Quentin Snediker, director of the Henry B. duPont Preservation Shipyard, provided an enthusiastic and thorough over view of the sailing history of the Morgan; his passion and knowledge of the subject matter were bountiful and obvious. He also reviewed the preservation efforts performed to date, and those planned in the next threeyear period. His talk included a short treatise on live oak, and a comparison of the engineering properties of white oak vs. live oak, an area not likely covered in many naval architecture curricula. At the end of the question and answer period, I presented Quentin with a SNAME logo coffee mug.
Greek
Section March 22 , 2007 On March 22nd 2007, the Greek Section had its sixth technical meeting for the 2006-2007 season, during which Dr Harilaos Psaraftis, Professor of Maritime Transport at the School of Naval Architecture and Marine Engineering of the National Technical University of Athens (NTUA) and Chairman of the Greek Section gave a comprehensive presentation on the risk-based regulatory methodologies currently under development for guide-lining ship design in the future. Prof Psaraftis overviewed the recent trend towards a risk-based regulatory framework at IMO and within classification societies which are expanding, while others claim that a full ship risk based design approach can be immediately implemented. The presentation, based on recent joint work with Christos Kontovas of NTUA and Panos Zachariadis of Atlantic Bulk Carriers Management Ltd, attempted to clarify some widely used, but confusing to many, notions such as Risk Based Rulemaking vs. Risk Based Design, and IMO's Goal Based Standards Traditional Approach vs. Safety Level Approach, and the implications of their use, or misuse, to future ship rulemaking, design and safety. Prof Psaraftis elaborated on some identified weaknesses of Formal Safety Assessment and the risk-based approach, which must be corrected. He further cautioned on the over eagerness of some rule makers and designers to drop all prescriptive rule formulations and haphazardly adopt risk based formulations borrowed from other industries which may not be appropriate for ships. Illustrative examples were presented, exemplifying the shortcomings of the probabilistic approach in the case of limited data being available, the occasional paradoxes arising from uni-dimensional risk indices and the potential conflict among expert groups. Two conclusions were drawn. First, that in order for the risk- based approach to be applied properly a significant amount of research is required to reliably link from first principles the ship risk model with the desired acceptable Risk or Safety level. Therefore, caution is necessary before the risk-based approach is fully integrated. The second conclusion was that it would be a mistake to rush through the GBS process if potential deficiencies in FSA and other Risk Based methodologies are not dealt with successfully. Thank you to Kristen Navigation, reception hosts.
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