Théo Reibel’s Post

Sanmar A.Ş. , Robert Allan Ltd. and Svitzer have delivered an innovative tug that will ultimately use electric propulsion with methanol fuels cells. The vessel will be a ‘self-sustained tug with longer endurance and fewer operational constraints than a purely battery-powered vessel’, the firms say. Bearing the name Svitzer Taurus, the new vessel was named at a ceremony at Sanmar’s Altinova Shipyard. It was attended by senior executives from both Svitzer and RAL along with civic dignitaries and the delivery can be considered an important milestone in the development of shiphandling tugs, which is witnessing innovation in both alternative fuels and the design of the vessels themselves. In 2023 Svitzer, then part of A.P. Moller-Maersk, announced the launch of the second phase of its project to design what it called ‘the world’s first methanol hybrid fuel cell tug’, including its collaboration with RAL. The eventual series will feature an electrical propulsion system with methanol fuel cells and batteries delivering a ‘self-sustained tug with longer endurance and fewer operational constraints than a purely battery-powered vessel’. Secondary methanol-fuelled generators will provide back-up power if required without the need for a secondary fuel. Earlier, MAN had reported Sanmar ordering a pair of its 12V175D-MM, 2,040kW-rated IMO Tier III propulsion engines for the 60tbp TRAnsverse tugs. Another Turkish shipyard, UZMAR, is also engaged in constructing two new TRAnsverse tugs for Svitzer Australian operation. Renderings of the vessel indicate the wheelhouse and accommodation positioned towards the raised (what can be considered) forward end with the covered towing winch amidships, allowing shiphandling operations over the stern via a ‘unique’ towing staple developed by Svitzer. The design also incorporates other safety-related features including automated connection of the tow line with the assisted vessel. Read the full story on Maritime Journal; https://lnkd.in/eUD6EfgJ

VESSEL REVIEW: South Korean shipping company HMM has taken delivery of a new containership built by Hanwha Ocean. Named 'HMM Ruby', the newbuild is the seventh in a series of 12 vessels ordered by HMM from Hanwha Ocean and HD Hyundai Heavy Industries, who will each build six ships. The ship has an LOA of 335.9 metres (1,102 feet), a beam of 51 metres (170 feet), a draught of 13 metres (43 feet), a depth of 27.9 metres (91.5 feet), accommodation for up to 34 crewmembers, and a capacity of 13,250 TEUs including 1,400 reefer containers. The design places the superstructure well forward to ensure improved visibility from the bridge even with a significant container load. The propulsion setup includes environmentally friendly features such as selective catalytic reduction (SCR) systems for addressing NOx emissions by the main engine and the generators and a hybrid scrubber for reducing SOx emissions. The propulsion system itself can be modified in the future to permit operation on LNG fuel, thus reducing emissions even further. In its current configuration, the 38,150kW (51,160hp) main engine can propel the ship to a service speed of just under 22 knots. Full article link in comments.

Commercial operations are king for vessel owners, therefore, it's imperative that onboard technologies - like Rotor Sails - do not interrupt port operations, impact the speed cargo can be loaded/unloaded, or limit the amount of cargo that can be taken onboard🚢   ANEMOI Rotor Sails do not interfere with cranes or other infrastructure during port operations at berth. This is due to both the relatively small size of our Rotor Sails in comparison to standard vessels, and the deployment systems that enable them to either fold horizontally or move along or down the deck.   Luke McEwen, Anemoi's Technical Director, spoke to Manifold Times further about the increase in bulk carrier owners adopting Rotor Sails as a leading wind propulsion technology, highlighting its ability to enhance vessel efficiency while prioritising both cargo operations and environmental concerns.   Learn more: https://lnkd.in/g8gPRQHJ #ShipsAndShipping #RotorSails #FlettnerRotors #Decarbonisation #WindPropulsion #SustainableShipping #EmissionReduction #BulkCarrier #CargoOperations

If anyone can Armco can. Expect the unexpected from Armco R&D e.g the most complex of rail wayside systems is on its way.

Delve into how the Columbia Spout Hoist by Allied Power revolutionizes barge loading processes. With precise control and robust design, it facilitates seamless loading operations, contributing to enhanced productivity in maritime logistics. #MaritimeTech https://lnkd.in/gr4rkjg2

Delve into how the Columbia Spout Hoist by Allied Power revolutionizes barge loading processes. With precise control and robust design, it facilitates seamless loading operations, contributing to enhanced productivity in maritime logistics. #MaritimeTech https://lnkd.in/gr4rkjg2

[GTT Inside, the GTT newsletter – article #1] GTT (Gaztransport & Technigaz) is very happy to welcome a newcomer, GTT NEXT1, within its family of cryogenic membrane technologies! Approved in early June by Bureau Veritas Group Veritas and Lloyd's Register at the Posidonia maritime show in Athens, this confirms the technology’s compliance with international standards, including the IMO IGC Code. GTT NEXT1 features: 🔹 a double metallic barrier system, delivering thermal performance comparable to Mark III Flex+ technology; 🔹  utilize proven materials and components, ensuring exceptional thermal efficiency and mechanical reliability. The GTT NEXT1 qualification process included rigorous tests on a large ballasted tank mock-up at a 1:1 scale, demonstrating mechanical and thermal compliance under both representative and extreme load conditions. ✔️ GTT is now ready to collaborate with shipyards and ship-owners to develop LNG carrier designs incorporating the GTT NEXT1 system. ➡️ Learn more about this new technology in our latest GTT’s newsletter, GTT Inside. 👇 https://lnkd.in/eRT68Ua4 #GTTInside #TechnologyForASustainableWorld

Way to go, one step ahead towards decarbonisation.

This is MV Cougar Ace, floating (not aground!) at a stable inclined "angle of loll." Cougar Ace was a RORO car carrier which suffered a catastrophic loss of stability near the Aleutians in 2006. She was carrying about 4,700 vehicles. An 'angle of loll' is a floating position a ship will incline to if the hull reaches an 'unstable equilibrium.' This occurs when her centre of gravity rises too high within the hull, just like a cabinet with lots of weight on the top shelf. If an external force is applied, she will topple to one side. As heels (rolls) over, more of her hullform submerges and the buoyant force will reach equilibrium in an inclined position, as shown in the picture.   This happened during sequential exchange of Cougar Ace's starboard ballast tanks. Shifting ballast water internally or pumping it out has the effect of moving large masses inside the hull (thousands of tonnes). If mass is removed from one side, the vessel can list. If mass is removed from a "low tank" in the hull, this has the effect of raising the vessel's centre of gravity. If the CG rises too high, the vessel can topple to an "angle of loll." The investigation by Maritime and Port Authority of Singapore (MPA) revealed that the sequential ballast transfer would result in the ship having 4 of her 9 tanks empty. This, together with additional water ballast being pumped out for the adjustment of list, and the consumption of fuel from the ship’s double bottom tanks, resulted in the ship becoming unstable and developing an angle of loll to the port side of about 80°, where she remained for several days before #salvage. #maritime #trade #engineering #accidentinvestigation

RAILWAY WHEEL INSPECTION SYSTEM #Nordinkraft introduces a new product for ultrasonic inspection of railway wheels NORDISCAN-W-1100. Main features: - All standard sizes of solid-rolled railway wheels meeting BN 277 918, AAR M-107 / M-208, EN 13262:2004, GOST 10791-2011 and other international standards - Pure testing time of one wheel (rim + hub + disk) is down to 72 s - Sensitivity – FBH Ø 1.0 mm - Type of test – immersion (no direct contact with phase array UT-probes) - A, B, C scans available - Highest level of signal-to-noise ratio - Small untested zones