Tuesday, 11 June 2013

MAST Europe 2013 Wrap-up

Building Assets: Naval Shipyards and Equipment Manufacturers Close Ties to Naval Customers

NAVAL FORCES Visits Polish Shipbuilder and Shiprepair Specialist REMONTOWA Shipbuilding S.A.

The offshore supply vessel “Highland Chieftain” (IMO number 9639359) built by REMONTOWA Shipbuilding is a 2,968 gross tonnage vessel that is specially designed to transport goods and personnel to and from offshore oil platforms and other offshore structures. Her estimated delivery to Gulfmark Offshore of Houston, Texas, is scheduled for September 2013.
(Photo: Stefan Nitschke)

Polish shipbuilder REMONTOWA Shipbuilding S.A., under the leadership of Gdańsk Shiprepair Yard “Remontowa” S.A., seeks to improve its position on the shipbuilding and ship repair market. The shipyard has designed and constructed more than 1,000 ships since its establishment in 1945 as Shipyard No. 3. Michał Jaguszewski of REMONTOWA Shipbuilding told NAVAL FORCES at MAST Europe 2013 that the shipyard owns the essential infrastructure, including a 400m long quay, to construct a wide variety of commercial and military vessels. The Gdańsk-based shipyard owns extra capabilities for the construction of highly advanced offshore support vessels, cargo and container ships, open deck carriers, LNG, LPG and LEG carriers, and tugs. According to Michał Jaguszewski, REMONTOWA Shipbuilding’s order book contains a “considerable number” of building projects, including platform supply vessels (PSV) and passenger ferries. Other technical vessels designed and built at the shipyard for a variety of international customers include anchor handling towing supply vessels (AHTS), ice-breaking emergency evacuation vessels (IBEEV), and multi-function buoy tenders (MFT).

Moving Toward Naval Projects

Currently, REMONTOWA Shipbuilding can construct naval and commercial vessels measuring in length up to 130m and in width up to 24m, Michał Jaguszewski said. The shipyard works on extending its capability in the design and construction of military vessels, he said. With the Polish Navy’s surface fleet facing enormous obsolescence risks, an ambitious programme is underway under the auspices of Program Operacyjny – zwalczanie zagrożeń na morzu w latach 2013-2022/30 (Modernisation Plan 2030 or MP-2030) that foresees the construction of three new patrol vessels, three “coastal defence ships”, two reconnaissance vessels, two hydrographic research vessels, two rescue ships, three mine countermeasures vessels, one large joint support ship, and six auxiliary units.
REMONTOWA Shipbuilding already owns advanced capabilities to participate in the design and construction of naval ships, Michał Jaguszewski said. The shipyard has a history in building naval vessels for the Polish Navy and the Polish Maritime Search and Rescue Service. For future projects, the shipyard plans to acquire additional production facilities (including a larger slipway) for building larger ships, he said. Current production facilities consist of five prefabrication halls and 11 stands for the construction of sections, blocks, and completion of hulls, including a preliminary processing hall with three bays and two large 12.5 tons overhead cranes in each bay, a prefabrication hall (equipped with three 8m long bays served by four 10 tons overhead cranes, one 20 tons overhead crane and one 32 tons overhead crane), and a block assembling hall. The latter encompasses two bays with a length of 74m.

| Condition Based Maintenance

Next Generation Condition-Based Maintenance and Operations
for Fleet Operators Using Total Vessel Monitoring

ESRG|The need for reducing Total Cost of Ownership (TCO) for ships through OEM partnering, design improvements, reduced crew size, and remote monitoring has necessarily shifted from worthwhile initiatives to operational imperatives in the wake of the economic slowdown of the past few years. Shipboard condition monitoring (CM) and trending systems provide an effective means of observing equipment performance over time, anticipating failure-based on historical data and planning maintenance-based on material condition. However, shipboard systems by their nature are constrained to equipment operations inside the lifelines of one vessel. Key to optimising remote monitoring for a class of ship or a fleet of ships, is a central module that allows operational and maintenance Managers the flexibility to monitor individual vessel equipment data fed from the site CM systems, Aggregate data by asset and by equipment model, and provide a means by which they can feed back maintenance recommendations to the ship’s leadership in a timely manner.
US-based Engineering Software Reliability Group (ESRG) does remote monitoring and automated analytics for the maritime space to enable Condition Based Maintenance (CBM). The company has worked with the US Navy since 2000 and has recently begun expanding to non-US defence markets, with recent success achieved with the Republic of Korea Navy.
Robert Bradenham in a White Paper presented at the MAST Europe 2013 Conference describes CBM as a process to allow better use of existing data on-board ships for planning efforts to (A) diagnose issues before failure to avoid downtime and penalties, (B) move from scheduled to as needed CBM maintenance to reduce costs and failures, (C) trouble-shoot issues faster to get operations back up and running, and (D) reduce fuel and energy costs for owner and customer. Working closely with ship owner operators, ESRG was able to develop and deploy a
process to conduct assessment procedures remotely utilising actual machinery data and failure algorithms. This process eliminated the need to have an assessment team come on-board the ship and have the Crew operate machinery to conduct assessment procedures. For one organisation, this process was first applied successfully to a small number of ships and has since grown to over 100+ ships. This advanced CBM process can enable payback periods of less than a year.

On-board, fleet, land-based, and enterprise CBM systems should be agnostic with regard to how data is transmitted between them. Ships underway may transmit via EHF or SHF systems and ships in port may opt for traditional T-1 lines. The frequency at which data is transmitted from a ship to any follow-on system should be configurable by the user and independent of the frequency of data processing by those units.
(Photo: Courtesy of Republic of Korea Navy)

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