44 FOURTH ISSUE

ROLLS-ROYCE UNVEILS VISION FOR THE FUTURE

GLOBAL MARITIME NEWS

Rolls-Royce has taken the wrappers off designs for its oX bridge concept, a new class of crewless ship that it believes is the future of shipping. The designs, developed alongside Finnish company VTT, explore the next transition of the shipping industry as cargo boats become more complex, requiring high levels of data analysis to operate on-board systems.

Also known as ‘future operator experience concept’, the vessels , which Rolls-Royce believe could be operational by 2025, offer the crew smart workstations which automatically recognize individuals when they walk into the bridge, and adjusts to their preferences.

“We are entering a truly exciting period in the history of shipping, where technology, and in particular the smart use of Big Data is going to drive the next generation of ships,” said Mikael Makinen, Rolls-Royce, President - Marine. “Over the next 10 to 20 years we believe Ship Intelligence is going to be the driving force that will determine the future of our industry, the type of ships at sea, and the competence levels required from tomorrow’s seafarers.

“The new oX bridge concept, is one example of ship intelligence, and is a glimpse into the future where significant advances to navigation, efficiency of operations and safety at sea, can be achieved.

“With the demands of environmental legislation and rising operating costs, ships are going to become more complex. Add to that the fact that skilled crews are already in short supply, then we see a distinct gap opening up between the complexity of ships and the competency of the people who will crew them. That will cause real problems for the industry, and we believe it is ship intelligence, that will fill that gap.”

The oX concept, developed by studying user experience on ships today, will transform the operating environment for crews on board large cargo ships and platform supply vessels. Using advanced 3D animation to illustrate just what could be achieved in the next decade, the new concept will utilise the latest digital techniques to create safer and more energy efficient ship operations.

Today, Rolls-Royce already has many of the technologies that will be part of the intelligent ships of the future. The Unified Bridge system has recently entered service on the vessel Stril Luna, representing a new ergonomic approach to all the activity required on the bridge of a ship, coordinating the operation of on-board equipment ranging from engines to propulsion and cargo handling.

The remote monitoring of equipment on board ships is also advancing, and Rolls-Royce has control centres

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in Alesund, Norway, and Rauma, Finland, where many ships and thrusters are already monitored in real-time in operation around the world.

Oskar Levander, Rolls-Royce, Vice President - Innovation - Marine, speaking at a Ship Intelligence briefing in London today, said: “Many of the technology building blocks that will control the ships of the future are already available today, but there is still work to be done to develop marine solutions from them. We

are investing in ship intelligence, which will be a major driver of the next transition era of shipping. Much in the way that sail gave way to steam powered ships, and coal gave way to oil, we will see increasingly sophisticated ships, highly automated and perhaps even unmanned remote controlled, plying the seas within the next two decades.”

From : http://readmt.com/blog/article/2014/12/16/rolls-royce-unveils-vision-for-the-future/

ROLLS-ROYCE UNVEILS VISION FOR THE FUTURE

46 FOURTH ISSUE

EDUCATION

This part of a speech is used to describe a noun or a pronoun. Adjectives can specify the quality, the size, and the number of nouns or pronouns.Use this link to get a list of adjectives.Sample Sentences :• The carvings are intricate.• The italicized word describes the

appearance of the noun “carvings.”• I have two hamsters.

PART OF SPEECH OVERVIEW

PRONOUN

ADJECTIVEVERB

This part of a speech refers to words that are used to name persons, things, animals, places, ideas, or events. Nouns are the simplest among the 8 parts of speech, which is why they are the first ones taught to students in primary school.

NOUN

1

2

34

A pronoun is a part of a speech which functions as a replacement for a noun. Some examples of pronouns are : I, it, he, she, mine, his, hers, we, they, theirs and ours.Sample Sentences :• Janice is a very stubborn child. She just stared at me and

when I told her to stop.• The largest slice is mine.• We are number one.

This is the most important part of a speech, for without a verb, a sentence would not

exist. Simply put, this is a word that shows an action (physical or mental) or state of

being of the subject in a sentence.Examples of “State of Being Verbs”: am, is,

was, are and were.

PART OF SPEECH

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PART OF SPEECH

Articles are the, a and anQ : What do articles do in a sentence?A : Articles signal that a noun is going

to follow.

Example :• Who invented the telephone?

The wheel? The refrigerator? The airplane?

• A cat was chasing a mouse in my back yard.

Modifiers (adjectives & adverbs) can appear between an article and a noun.

Examples:• A sunset.• A spectacular sunset.• An exceptionally spectacular sunset.

This part of a speech refers to words which express emotions. Since interjections are commonly used to convey strong emotions, they are usually followed by an exclamation point.Examples of Interjections:Sample Sentences :• Ouch! That must have hurt.• Hurray, we won!• Hey! I said enough!

In the English language, words can be considered as the smallest elements that have distinctive meanings. Based on their use and functions, words are categorized into several types or parts of speech. This article will offer definitions and examples for the 8 major parts of speech in English grammar: noun, pronoun, verb, adverb, adjective, conjunction, preposition, and interjection. source: http://www.english-grammar-revolution.com/

INTERJECTION

Just like adjectives, adverbs are also used to describe words, but the difference is that adverbs describe adjectives, verbs, or another adverb.The different types of adverbs are :• Adverb of Manner – this refers to how something happens or how an action is done.• Example: Annie danced gracefully.• The word “gracefully” tells how Annie danced.• Adverb of Time- this states “when” something happens or “when” it is done.• Example: She came yesterday.• The italicized word tells when she “came.”

ADVERB

5

This part of a speech basically refers to words that specify location or a location in time.Examples of Prepositions : above, below, throughout, outside, before, near and since.Sample Sentences :• Micah is hiding under the bed.• The italicized preposition introduces the

prepositional phrase “under the bed,” and tells where Micah is hiding.

PREPOSITION

6

The conjunction is a part of a speech which joins words, phrases, or clauses together.Examples of Conjunctions : and, yet, but,

for, nor, or and so.

CONJUNCTION

7

8

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EDUCATION

NAUTICAL EDUCATION

SHIP’S PARTS

1. LOA is the maximum length of a vessel’s hull measured parallel to the waterline.

2. LWL is the length of a ship or boat at the point where it sits in the water. It excludes the total length of the boat, such as features that are out of the water.

3. LBP is a term describing the length of a ship. LBP refers to the length of a vessel along the waterline from the forward surface of the stem, or main bow perpendicular member, to the after surface of the sternpost, or main stern perpendicular member.

4. Super structure is an upward extension of an existing structure above a baseline/deck.

5. Air draft is the distance from the surface of the water to the highest point on a vessel.

6. Main deck is the uppermost complete deck extending from bow to stern.

7. Freeboard is the distance from the waterline to the upper deck level, measured at the lowest point of sheer where water can enter the boat or ship.

8. Draft is the distance from the keel to the waterline of boat or ship.

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9. Hull is the watertight body of a ship or boat.

10. Rudder is a primary control surface used to steer a ship, boat, submarine, hovercraft, aircraft, or other conveyance that moves through a fluid medium (generally air or water).

11. Propeller is a type of fan that transmits power by converting rotational motion into thrust, it helps the boat or ship to move through the water.

12. Keel refer to a structural element that sometimes resembles a fin and protrudes below a boat along the centre line

13. Double bottom is a ship hull design and construction method where the bottom of the ship has two complete layers of watertight hull surface: one outer layer forming the normal hull of the ship, and a second inner hull which is somewhat higher in the ship

14. Water line is the line where the hull of a ship meets the surface of the water, in concept or reality.

15. Under keel clearance is the vertical distance between the lowest part of the ship’s hull and the seabed.

16. Seabed (also known as the seafloor, sea floor, or ocean floor) is the bottom of the ocean.

17. Fore means toward the front of the ship (bow)

18. Aft is the direction toward the back (stern).

NAUTICAL EDUCATION : SHIP’S PARTS

source: http://phrontistery.info/nautical.html

50 FOURTH ISSUE

THREE GENERAL TYPESOF ENGINE

EDUCATION

THE DIESEL ENGINEOne of the places where diesel engines play an important role is the shipping industry. Diesel engines are known by the name of compression ignition engines due to technical reasons which we will study later on in these articles. There are several ways of classification of diesel engines based on various parameters and some of these classifications are as follows.

• Speed – high speed, medium speed, slow speed• Usage – automotive engines, locomotive engines,

marine engines• Operation – 2-stroke, 4-stroke, single acting, double

acting• Cylinder arrangement – horizontal, vertical, vee,

radial

Diesel Marine Engines

It can be seen from the above classification that marine engines are those which are used in marine vehicles namely boats, ships, submarines and so forth. Both 2-stroke as well as 4-stroke engines are used in the marine industry. The engines used for the main propulsion or turning the propeller/s of the normal ships are usually slow speed 2-stroke engines while those used for providing auxiliary power are usually 4-stroke high speed diesel engines.

Diesel Marine Engine Components

The field of diesel marine engines is quite vast and the engine itself is made up of several components. These components have been discussed individually in different articles at this website and we have articles on theoretical cycles upon which these engines are designed and operate, and various components such as the crankshaft, bedplate, pistons, liner & head. You can also check out the procedure of taking indicator diagrams and read about the job profile of personnel working on these engines right from the junior engineer to the chief engineer. In fact there is also an article which describes the tips to buy used engines in case you want to buy a used diesel marine engine.

GAS TURBINEA gas turbine, also called a combustion turbine, is a type of internal combustion engine. It has an upstream rotating compressor coupled to a downstream turbine, and a combustion chamber in-between.

The basic operation of the gas turbine is similar to that of the steam power plant except that air is used instead of water. Fresh atmospheric air flows through a compressor that brings it to higher pressure. Energy is then added by spraying fuel into the air and igniting it so the combustion generates a high-temperature flow. This high-temperature high-pressure gas enters a turbine, where it expands down to the exhaust pressure, producing a shaft work output in the process. The turbine shaft work is used to drive the compressor and other devices such as an electric generator that may be coupled to the shaft. The energy that is not used for shaft work comes out in the exhaust gases, so

ENGINEERING EDUCATION

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these have either a high temperature or a high velocity. The purpose of the gas turbine determines the design so that the most desirable energy form is maximized. Gas turbines are used to power aircraft, trains, ships, electrical generators, or even tanks.

Theory of Operation

In a practical gas turbine, mechanical energy is irreversibly transformed into heat when gases are compressed (in either a centrifugal or axial compressor), due to internal friction and turbulence. Passage through the combustion chamber, where heat is added and the specific volume of the gases increases is accompanied by a slight loss in pressure. During expansion amidst the stator and rotor blades of the turbine, irreversible energy transformation once again occurs.

If the device has been designed to power a shaft as with an industrial generator or a turboprop, the exit pressure will be as close to the entry pressure as possible. In practice it is necessary that some pressure remains at the outlet in order to fully expel the exhaust gases. In the case of a jet engine only enough pressure and energy is extracted from the flow to drive the compressor and other components. The remaining high pressure gases are accelerated to provide a jet that can, for example, be used to propel an aircraft.

As with all cyclic heat engines, higher combustion temperatures can allow for greater efficiencies. However, temperatures are limited by ability of the steel, nickel, ceramic, or other materials that make

up the engine to withstand high temperatures and stresses. To combat this many turbines feature complex blade cooling systems.As a general rule, the smaller the engine, the higher the rotation rate of the shaft(s) must be to maintain tip speed. Blade-tip speed determines the maximum pressure ratios that can be obtained by the turbine and the compressor. This, in turn, limits the maximum power and efficiency that can be obtained by the engine. In order for tip speed to remain constant, if the diameter of a rotor is reduced by half, the rotational speed must double. For example, large jet engines operate around 10,000 rpm, while micro turbines spin as fast as 500,000 rpm.

Mechanically, gas turbines can be considerably less complex than internal combustion piston engines. Simple turbines might have one moving part: the shaft/compressor/turbine/alternative-rotor assembly (see image above), not counting the fuel system. However, the required precision manufacturing for components and temperature resistant alloys necessary for high efficiency often makes the construction of a simple turbine more complicated than piston engines.

More sophisticated turbines (such as those found in modern jet engines) may have multiple shafts (spools), hundreds of turbine blades, movable stator blades, and a vast system of complex piping, combustors and heat exchangers.

Thrust bearings and journal bearings are a critical part of design. Traditionally, they have been hydrodynamic oil bearings, or oil-cooled ball bearings. These bearings

TECHNICAL EDUCATION : THREE GENERAL TYPES OF ENGINE

52 FOURTH ISSUE

are being surpassed by foil bearings, which have been successfully used in micro turbines and auxiliary power units

DIESEL-ELECTRIC DRIVESDiesel-Electric propulsion systems are used on ships with special requirements. These systems are based on the principle of speed controlled AC or DC motors driving the propeller directly or by gearing. The most reliable and low noise design is the direct drive.

Electric propulsion systems are designed according to the,, power station principle”. That means that under normal conditions all alternators are feeding a common bus bar system. The main propulsion drives, thruster and other drives and the main consumers are connected directly or via transformer to this bus bar.

Depending on power, characteristic and noise requirement converter fed propulsions systems are used with synchronous, asynchronous or DC motors.

Dc motors are well proven as especially low vibration and low noise propulsion drives research vessel and other special ships.

For propulsion power on board of e.g. cruise liners, ferries, pipe layers, multipurpose vessels and tankers the most economical drive solution is to install synchronous or induction motors fed by frequency converters with LCI synchro-converters or with PWM converters, depending on the arrangement of the propulsion system and on the operational profile of the vessel. Three level PWM converters could also reduce the noise and vibration level at the propulsion motor significantly.

For ships with improved maneuvering requirements without conventional rudders podded propulsion drives with 360O rotating angle are provided with synchronous or asynchronous propulsion motor incorporated in the podded propulsor. Power supply from ship to the rotating pod with propulsion motor is carried out via slip rings.

Propulsion transformers are pre-magnetized before switching-on prevents high Inrush excitation currents of the transformers. For that pre-magnetizing transformers are provided supplied from the low voltage mains. Source : www.marine.man.eu/docs/

TECHNICAL EDUCATION : THREE GENERAL TYPES OF ENGINE

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EDUCATIONPORT MANAGEMENT SYSTEM

SYSTEMATIC FRAMEWORK FORPORT MANAGEMENT AND ADMINISTRATION

The Port and Harbor Law, the basic law for the management and administration of ports, stipu lates that ports (mainly port facilities) be managed by port management bodies. In addition to the Ministry of Land, Infrastructure and Transport, a wide variety of government agencies, including the Ministry of Finance, the Ministry of Agriculture, Forestry, and Fisheries, oversee the various social and economic activities that take place at the country’s ports.

Ports are subject to a variety of activities, including maritime transport, shipping, and marine ser vices.

Beyond port management bodies, an interlocking network of various administrative organi zations manages port-related social and economic activities. At present, port users and administra tors (port management bodies and port management and administration organizations) are being urged to electronically exchange information on administrative procedures. (For details on port information system, see the item on the “Port Information System: Port and Harbor Electronic Data Interchange (EDI).source: www.mlit.go.jp/english/2006/k_port_and_harbors

ACTIVITY RESPONSIBLE GOVERNMENT AGENCY LAWS AND REGULATIONS

Navigation safety and systematic maintenance within port facilities

Port master (Ministry of Land, Infrastructure and Transport, Coast Guard) Harbor Regulation Law

Regulation of port transportation, supervision(sales registration, fee forwarding, etc.)

District Transport Bureau(Ministry of Land, Infrastructure and Transport)

Port Transportation Business Law

Supervision of coastal warehouse industry Warehousing Law

Supervision of maritime service industry Marine Transportation Law

Licensing and supervision of the piloting profession Pilotage Law

Regulation of duties, tonnage taxes, special tonnage taxes*, other assessments, levies, and bonded areas Customs (Ministry of Finance) Customs Law

Approval of imported and exported freight Regional Bureau of Trade and Industry (Ministry of Economy, Trade and Industry)

Foreign Exchange and Foreign Trade Control Law

Inspection and quarantine of imported and exported animals

Animal Quarantine Office (Ministry of Agriculture, Forestry, and Fisheries)

Livestock infectious Diseases Prevention Law

Inspection and control of imported and exported plants Plant Quarantine Office (Ministry of Agriculture, Forestry, and Fisheries) Plant Quarantine Law

Control of Immigration and Emigration Immigration Office (Ministry of Justice) Emigration and ImmigrationControl Ordinance

Port quarantine of seamen and passengers Quarantine Office (Ministry of Health, Labor and Welfare) Quarantine Law

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EDUCATION

MARITIME LABOUR CONVENTION (MLC)The Maritime Labour Convention (MLC) is an International Labour Organization convention established in 2006 as the fourth pillar of international maritime law and embodies “all up-to-date standards of existing international maritime labour Conventions and Recommendations, as well as the fundamental principles to be found in other international labour Conventions”. The other “pillars are the SOLAS, STCW and MARPOL. The treaties applies to all ships entering the harbors of parties to the treaty (port states), as well as to all states flying the flag of state party (flag states, as of 2013: 50 per cent).

The convention entered into force on 20 August 2013, one year after registering 30 ratifications of countries representing over 33 per cent of the world gross tonnage of ships. Already after five ratifications the ratifying countries (Bahamas, Norway, Liberia, Marshall Islands, and Panama) represented over 43 per cent of the gross world tonnage (which is over 33 per cent; the second requirement for entry into force). As of October 2014, the convention has been ratified by 65 states representing 80 per cent of global shipping.

For Each Title, there are general Standards, which are further specified in mandatory Regulations (list A) as well as Guidelines (List B). Guidelines generally form a form of implementation of a Regulation according to the requirements, but States are free to have different implementation measures. Regulations should in principle be implemented fully, but a country can

implement a “substantially equivalent” regulation, which it should declare upon ratification.

Some seafarers criticize the convention, saying that it lacks teeth, does not address real issues, and skirts important seafarer needs such as decent sized cabins, cupboards in cabins, shore leave, and rest hours by including them into Guidelines (List B) of the convention — or worse, by not addressing them at all.

Title 1 : Minimum requirements for seafarers to work on a ship.

The minimum requirements set out in this section of the code are divided in 4 parts and are summarized below :

• Minimum age requirements : the mimimum age is 16 years (18 for night work and work in hazardous areas).

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• Medical fitness : workers should be medically fit for the duties they are performing. Countries should issue medical certificates as defined in the STCW (or use a similar standard).

• Training : Seafarers should be trained for their duties as well as have had personal safety training.

• Recruitment/placement services located in member states or for ships flying the flag of member states should have (amongst others) proper placement procedures, registration, complaint procedures and compensation if the recruitment fails

Title 2 : Employment conditions

The Title on employment conditions lists conditions of the contract and payments, as well as the working conditions on ships.

• Contracts : the contract should be clear, legally enforceable and incorporate collective bargaining agreements (if existent).

• Payments : Wages should be paid at least every month, and should be transferrable regularly to family if so desired.

• Rest hours : rest hours should be implemented in national legislation. The maximum hours of work in that legislation should not exceed 14 hours in any 24-hour period and 72 hours in any seven-day period, or: at least ten hours of rest in any 24-hour period and 77 hours (rest) in any seven-day period. Furthermore the daily hours of rest may not be divided into more than two periods and, at least six hours of rest should be given consecutively in one of those two periods.

• Leave : Seafarers have a right to annual leave as well as shore leave.

• Repatriation : Returning to their country of residence should be free

• Loss : If a ship is lost or foundered, the seafarers have a right to an unemployment payment.

• Manning : Every ship should have a sufficient manning level.

Title 3 : Accommodation, Recreational Facilities, Food and Catering

The title specifies rules detailed rules for accommodation and recreational facilities, as well as food and catering.

• Accommodation : Accommodation for living and/or working should be “promoting the seafarers’ health and well-being”. Detailed provisions (in rules and

guidelines) give minimum requirements for various types of rooms (mess rooms, recreational rooms, dorms etc.).

• Food and Catering : Both food quality and quantity, including water should be regulated in the flag state. Furthermore, cooks should have proper training.

Title 4 : Health Protection, Medical Care, Welfare and Social Security Protection

Title 4 consists of 5 regulations about Health, Liability, Medical care, Welfare and Social security.

• Medical care on board ship and ashore : Seafarers should be covered for and have access to medical care while on board; in principle at no cost and of a quality comparable to the standards of health care on shore. Countries through which territory a ship is passing should guarantee treatment on shore in serious cases.

• Shipowners’ liability : Seafarers should be protected from the financial effects of “sickness, injury or death occurring in connection with their employment”. This includes at least 16 weeks of payment of wages after start of sickness.

• Health and safety protection and accident prevention : A safe and hygienic environment should be provided to seafarers both during working and resting hours and measures should be taken to take reasonable safety measures.

• Access to shore-based welfare facilities : Port states should provide “welfare, cultural, recreational and information facilities and services” and to provide easy access to these services. The access to these facilities should be open to all seafarers irrespective of race, sex, religion or political opinion.

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MARITIME LABOUR CONVENTION (MLC)

• Social security : Social security coverage should be available to seafarers (and in case it is customary in the flag state: their relatives).

Title 5 : Compliance and Enforcement

Title 5 sets standers to ensure compliance with the convention. The title distinguishes requirements for flag states and port states.

• Flag states : Flag states (the state under which flag the ship operates) are responsible for ensuring implementation of the rules on the ships that fly its flag. Detailed inspections result in the issue of a “Certificate of Maritime Compliance”, which should always be present (and valid) on a ship. Ships are required to have decent complaints procedures in place for its crew and should institute investigations in case of casualties.

• Port States : The inspection in ports depends on

whether a Certificate of Maritime Compliance is present (and thus a flag is flown of a country which has ratified the convention). If the Certificate is present, compliance is to be assumed in principle, and further investigations only take place if the certificate is not in order or there are indications of non-compliance. For ships that don’t have the certificate, inspections are much more detailed and should ensure -according to a “no more favorable treatment principle”[6] that the ship has complied with the provisions of the convention. The convention is thus -indirectly- also valid for ships of non-member countries if they plan to call to ports of a member state.

• Labour agencies : Agencies supplying on maritime workers to ships should also be inspected to ensure that they apply the convention (amongst others the regulations regarding to social security).

Source: https://en.wikipedia.org/wiki/Maritime_ Labour_Convention

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CADET’S CREATIVITY

dfr

58 FOURTH ISSUE

INTERNATIONAL CONVENTION FOR THE PREVENTION OF POLLUTION (MARPOL 73/78)

EDUCATION

International Convention for the Prevention of Pollution from Ships, 1973, as modified by the Protocol of 1978 relating thereto (MARPOL 73/78)

Introduction

The MARPOL Convention is the main international convention covering prevention of pollution of the marine environment by ships from operational or accidental causes. It is a combination of two treaties adopted in 1973 and 1978 respectively and updated by amendments through the years.

The International Convention for the Prevention of Pollution from Ships (MARPOL) was adopted on 2 November 1973 at IMO and covered pollution by oil, chemicals and harmful substances in packaged form, sewage and garbage. The Protocol of 1978 relating to the 1973 International Convention for the Prevention of Pollution from Ships (1978 MARPOL Protocol)

was adopted at a Conference on Tanker Safety and Pollution Prevention in February 1978 held in response to a spate of tanker accidents in 1976-1977. (Measures relating to tanker design and operation were also incorporated into a Protocol of 1978 relating to the 1974 Convention on the Safety of Life at Sea, 1974).

The Convention includes regulations aimed at preventing and minimizing pollution from ships – both accidental pollution and that from routine operations - and currently includes six technical Annexes. Special Areas with strict controls on operational discharges are included in most Annexes.

Annex I : Regulations for the Prevention of Pollution by Oil (entered into force 2 October 1983)

(Revised Annex I entered into force 1 January 2007).

Covers prevention of pollution by oil from operational measures as well as from accidental discharges; the 1992 amendments to Annex I made it mandatory for new oil tankers to have double hulls and brought in

INTERNATIONAL CONVENTION FOR THE PREVENTION OF POLLUTION (MARPOL 73/78)