The European Shipbuilding Industry

The European shipbuilding industry is a dynamic and competitive sector both in the EU and on a global scale. It has great importance from both an economic and a social perspective, and also involves other areas including transport, security, research and the environment.

The European shipbuilding industry is the global leader in the construction of complex vessels such as cruise ships, ferries, mega-yachts and dredgers. It also has a strong position in the building of submarines and other naval vessels. Equally, the European marine equipment industry is world leader for a wide range of products from propulsion systems, large diesel engines, environmental and safety systems to cargo handling and electronics.

There are around 150 large shipyards in Europe, with around 40 of them active in the global market for large sea-going commercial vessels. Around 120,000 people are directly employed by shipyards in the European Union. Some shipyards focus on new building of ships, others on repair and maintenance. Some shipyards focus on specific innovative ship types, others focus on process innovation, building a variety of ship types. Some shipyards build for commercial clients, others for consumers or governments. With a market share of around 15% in volume terms, Europe is still vying with South Korea for global leadership in terms of the value of civilian ships produced (15 billion Euros in 2007).

In response to the economic turbulence following the 9/11 attacks, the EU developed the LeaderSHIP 2015 strategy for the shipbuilding sector, seeking to strengthen its competitiveness in the global market. It takes into consideration the high-tech nature of this sector and the substantial investments made by yards on research, development and innovation.

In the period from 2003 up until the economic crisis struck the sector in 2008, the strategy had much success. European yards' orders more than tripled in value between 2002 and 2005; growing at a faster rate than those of any other region.

Recent years have seen huge increases in the number of ships ordered - particularly of the tanker, bulk cargo and containership types - many by financial speculators rather than traditional ship-owners. Indeed, many shipyards across the world still have a backlog of orders to deliver in the next two to three years. But since the end of 2008, new orders have fallen close to zero across all ship types. The amount of cargo carried around the world has dropped off dramatically. Many ship-owners are laying up vessels for the long term because there is no business for them, so they now have little interest in bringing new ships into their fleets. Some orders will be cancelled, and some yards will complete vessels and find their buyers can no longer finance the purchase.

Europe’s competitive advantage has been and will continue to be based upon its ability to construct the most advanced vessels. And they bear witness to the fact that European shipyards are genuine engineering power-houses. The high-tech nature of the shipbuilding industry is further underlined by the fact that yards, on average, invest more than 10% of their turnover on research, development and innovation.

FOLLOW UP

31. Read the texts of Unit IV again, make notes under the following headings. Then use your notes to talk about Modern Worldwide Shipbuilding Industry.

1. Belarusian Water Transport

2. The Chinese Shipbuilding Industry

3. Shipbuilding Industry of Korea

4. The European Shipbuilding Industry

SUPPLEMENTARY READING MATERIAL

TEXTS TO UNIT I

Text 1

Belarus has recently made active efforts for the development of inland waterways and cargo transportation by water. Since 2000 part of the Belarus export by waterways is carried out via Ukraine. One of the main directions is the transportation of potash fertilizers by inland waterways to Nikolayev Merchant Sea Port where they are overloaded on the sea-going vessels.

Nowadays Belarus has a quite good cargo base. Experts estimate that freight flows from this country with use of sea transport exceed 15 million tonnes a year. Part of them are directed to the Baltic Sea, part to the Black Sea, and today between ports of the countries surrounding Belarus there is a serious competition for serving the Belarus export, namely among Kaliningrad (Russia), Ventspils (Lithuania), Klaipeda (Latvia), Nikolayev (Ukraine).

Though Belarus is not a sea state, its government has accepted the program of development of sea transport. According to this program 10 «river - sea» type vessels are to be built. The vessel "Nadezhda" has already been constructed at the shipyard in Gomel-city. This vessel transports potash fertilizers to Nikolaev. Belarus authorities plan to use their fleet for work on Danube routes.

In Belarus there is an extensive system of inland waterways: about 2000 km in length and 10 river ports in operation. The big role is played by the Dnepro-Bugsky channel. During former Soviet times there passed up to 30 vessels a day. Now the waterway which may participate in connecting the East and the West is almost abandoned. Nevertheless, if some ideas related to the linkage the Black Sea – the Baltic Sea will be realized, one can expect a rise of interest to this waterway too. First of all consider the route the Black Sea – Dnepr — Dnepro-Bugsky channel — Vistula — Oder — the Baltic Sea which is in discussion since end of 90’s of the last century. This waterway is the shortest route from the Black Sea up to the Baltic Sea but its arrangement needs serious investments to construct or renew several locks in Brest (Belarus) and on the river Bug (Poland). Meanwhile in Belarus some the reconstruction of locks on the Dnepro-Bugsky channel according to European standard has already started.

Transportation of cargoes from Belarus via Pripyat, Dnepr and Southern Bug initially was carried out by some Ukrainian shipping companies. Besides, there is an opportunity to renew river transportation of the Belarus wood, peat, and with return loading — the Ukrainian rolled steel.

In Ukraine there are all conditions to increase cargo volumes through Dnepr ports. For this purpose there is no need to build new expensive construction. Constructed during the Soviet time about 80 quay walls in all river industrial cities, six locks and more than thousand kilometers of equipped waterway have a sufficient reserve of throughput.

Text 2

The engineering discipline is concerned with the machinery and systems of ships and other marine vehicles and structures. Marine engineers are responsible for the design and selection of equipment and systems, for installation and commissioning, for operation, and for maintenance and repair. They must interface with naval architects, especially during design and construction.

Marine engineers are likely to have to deal with a wide range of systems, including diesel engines, gas turbines, boilers, steam turbines, heat exchangers, and pumps and compressors; electrical machinery; hydraulic machinery; refrigeration machinery; steam, water, fuel oil, lubricating oil, compressed gas, and electrical systems; equipment for automation and control; equipment for fire fighting and other forms of damage control; and systems for cargo handling. Many marine engineers become involved with structural issues, including inspection and surveying, corrosion protection, and repair.

Marine engineers are generally mechanical engineers or systems engineers who have acquired their marine orientation through professional experience, but programs leading to degrees in marine engineering are offered by colleges and universities in many countries.

Text 3

On the last day of her visit to Copenhagen, the world’s most environmentally friendly ship, the Viking Lady, impressed mayors of the world with her significant reductions of harmful carbon and NOx emissions. Richard Branson, the founder of Virgin Group was equally impressed by the Viking Lady when he toured the vessel yesterday, and encouraged politicians to set targets for the transportation industries. The consortium behind the Viking Lady confirms that technology to significantly reduce emissions from shipping is already available, and say they welcome tighter regulation of the industry.

Copenhagen, 17 December 2009 – The world’s most environmentally friendly ship, the Viking Lady, continued to impress international decision makers on the last day of her visit to Copenhagen. Earlier today, the Norwegian supply ship, ordinarily in operation in the North Sea, set out on a Copenhagen cruise to showcase cutting edge environmental technology to a group of mayors from major international cities. The mayors are currently visiting the Copenhagen Climate Summit for Mayors. The mayors’ cruise, hosted by Copenhagen’s Lord Mayor Ritt Bjerregaard, took place less than 24 hours after Virgin Group founder Richard Branson encouraged politicians to decide on targets for the transportation industries. The consortium behind the ship welcomes the idea of tighter regulation.

“We don’t need a new moon landing to be able to cut emissions from shipping considerably. What the industry needs are regulatory incentives to implement new, environmentally friendly technology. Actually the considerable growth that is expected in shipping over the next 40 years can be achieved without additional CO2 emissions – by using technology already available. Add to that the likelihood that new technologies will be invented during that time, and shipping can actually continue its expected growth and still cut emissions to half its current level,” said Per Wiggo Richardsen from FellowSHIP, the consortium behind the Viking Lady.

Shipping is by far the most cost and environmentally effective means of transportation of goods, and currently transports 85% of the world’s trade. The CO2 emissions from shipping total 3% of the world’s total CO2 emissions. The Viking Lady’s advanced technology cuts CO2 emissions by 20% and reduces harmful NOx emissions by amounts equal to the emissions from 22,000 cars in a year. Environmentally friendlier ships also consume less fuel and hence contribute to cut operational costs.

“Seeing that it is indeed possible for the shipping industry to reduce air pollution so significantly, is good news for major ports and coastal cities like Copenhagen. Air pollution is a major concern in cities all over the world, and eliminating emissions from ships will impact significantly on air quality and public health. Add to that the benefits to our global climate, and there is no doubt that we should place stricter requirements on which ships we allow near our cities and what they are allowed to emit,” said Ritt Bjerregaard, Lord Mayor of Copenhagen.

After her visit to Copenhagen, the Viking Lady will return to active duty in the North Sea.

Text 4

Eco-Friendly Ship To Cross Ocean Powered By Waves

by Steve Levenstein

Mermaid II shows off its unusual wave-propulsion system while being lowered into Honolulu harbor

First there was the air-powered car, now here comes a wave-powered boat! The three-ton catamaran Suntory Mermaid II may not set any speed records on its May 2008 voyage from Hawaii to Japan but as the Tortoise once said, "slow and steady wins the race".

This particular race is all about making alternative energy work economically and practically. So, how does wave power work? A pair of side-by-side fins in the ship's bow absorb wave energy and express it in a dolphin-like "kick".

An added benefit is that since the fins react to the waves, the ship as a whole remains remarkably steady. Sort of like driving over a bumpy road - your car's tires jounce and bounce yet the passenger cabin does not. Hmm, why isn't anyone working on recovering energy from shock absorber action?

The Suntory Mermaid II is the latest of a number of Japanese eco-powered, recycled aluminum construction watercraft sponsored by Asahi News, supported by Suntory Co. and built by the Tsuneishi Shipbuilding Company.

Kenichi Horie's 1993 ocean-crossing, pedal-powered craft.

Kenichi Horie, veteran of a number of eco-voyages over the past decade and a half will captain - and crew - the vessel. On its May 2008 inaugural voyage, Horie will sail the 4,350 miles from Honolulu, Hawaii to Kii Suido, Japan on wave power alone. Literally, as it's to be a solo voyage.

Horie has long been associated with these eco-power initiatives, most notably in 1993 when he set a world record for the longest distance (4,660 miles) ever traveled by a pedal-powered boat. Gee, I bet his legs were really tired by the time he reached Japan!

This time Horie will be resting his legs while captaining a much larger craft. Unlike pedal-power, the Mermaid II's innovative wave propulsion system shows the way for large cargo shops to go green. And, go slow - but that's not a huge problem for bulk cargo carriers. The Mermaid II has a maximum speed of just five knots and will take two to three months to make the trip from Hawaii to Japan. A diesel-powered craft can cover that distance in just a single month.

The recycled-aluminum hulled catamaran is equipped with 8 solar panels producing 560 watts (under optimal conditions) with which to run electrical lighting and Horie's computer & phone. The ship does have an outboard motor engine and a sail, but they're only there for use in case of emergency or perhaps when the sailing gets a little too smooth.

"Oil is a limited power source, but there is no limit to waves," says Kenichi Horie. You don't have to be a surfer dude to agree!

TEXTS TO UNIT II

Text 5

Passenger Liners

The great age of the ocean liner came in the early 1900s. It reached its height in the 1930’s with the launching of three of the most luxurious ships ever built. They were the Normandie of France and the Queen Mary and Queen Elizabeth of Britain. These giants, each almost 1,000 feet (300 meters) long, crossed the Atlantic Ocean in just over four days. In 1942, a fire destroyed the Normandie as it lay in New York Harbor.

In designing the hull of the ocean liners the dimensions of fashion and luxury sometimes dominated over sea worthiness. Huge surface volume in bow part of the liner hull caused navigation with free yaw on a course, which did not admit by bulb. The wide aft deck essentially limited opportunities of a storm rate choice. As a whole the storm safety depended mainly on reliability of engines and experience of helm’s watch.

Today, the only luxury liner to make transatlantic crossings is Britain’s Queen Elizabeth 2, which was launched in 1967. It crosses the Atlantic from April until December and it carries passengers on a cruise around the world during the winter months. Most liners today are used as cruise ships to the Mediterranean, the Caribbean, and other vacation areas. Norway’s Sovereign of the Seas, a cruise ship that began service in the Caribbean in 1988 can carry more passengers than any other ship. The Sovereign can carry almost 2,700 passengers and 750 crewmembers.

Text 6

Submarine is a ship which can operate completely submerged in the water. The term formerly applied to any ship capable of operating completely underwater, but now usually describes a ship built for military purposes. The term “submersible” usually is applied to small, underwater vehicles that are built for research, rescue, commercial work, or pleasure.

By the end of World War II, antisubmarine warfare had progressed significantly by exploiting the limited underwater endurance and speed of the diesel-electric designs of that era. The application of nuclear power to submarines after World War II reestablished the near-invulnerability of the submarine to antisubmarine warfare from surface ships and aircraft. Nuclear power depends on nuclear fission rather than the oxidation of fossil fuels and thus requires no oxygen source as do diesel engines, allowing the submarine to operate submerged for very long periods. However, advances in submarine technology and nonnuclear propulsion cause the nonnuclear submarine to remain highly attractive to the navies of many nations.

Submarines can be classified by their primary military missions. Attack submarines are fast, long-range ships equipped with torpedo tubes or cruise missile launch tubes. They carry sensitive underwater sound receivers and transmitters (sonar) used to detect enemy submarines. They may be armed with torpedoes of various kinds, cruise missiles, mines, and equipment for deployment of small units of clandestine troops.

Ballistic-missile submarines carry long-range missiles fitted with nuclear warheads that can be launched while submerged. The submarine can remain submerged and undetected for many days and, on command, launch missiles on any target within range. The missiles are stowed in and launched from vertical tubes.

Experimental submarines are occasionally built to test new designs of hull shape, deeper depth capability, power plants, or controls.

Submersibles are usually small, deep-diving vehicles. Their use is for exploration and study of the ocean depths, development of equipment, rescue, or commercial work. Some designs take advantage of the forces of gravity and buoyancy for vertical motion. Other designs use vertically oriented propellers to propel the craft up and down. Movement is restricted to short distances and slow speed because of small size and small battery capacity.

Compared with surface ships, the submarine has features that enable it to submerge and resist great sea pressure. Submarines have a pressure hull and a nonpressure hull. The pressure hull is the watertight, pressure-proof envelope in which equipment operates and the officers and crew live. In certain areas of the submarine there is a nonpressure hull of lighter structure, forming the main ballast tanks. A nonwatertight superstructure provides a smooth, fair envelope to cover pipes, valves, and fittings on top of the hull. Above the superstructure the fairwater similarly encloses the bridge, the periscope, and multiple mast supports.

The principal means of detecting the presence of a submerged submarine is to listen for sounds which may have been generated on board or by its movement through the water. Very small amounts of acoustic energy can be detected by sophisticated sonars. Therefore, modern submarines are designed with multiple features to greatly reduce the amount of noise they generate.

Text 7

Developing Environmentally Friendly Ships

Ships in operation produce a range of different types of waste – solid, liquid and gas – which used to be discharged into the environment and which include rubbish, grey water from sinks, washbasins, dishwashers and washing machines, black water from toilets, bilge water containing or free from hydrocarbons, water from vessel cleaning, exhaust fumes and emissions from tank and hold ventilation systems. But times have changed. Environmental concerns have been translated into increasingly restrictive norms and regulations, supported in particular by the International Maritime Organization. “Clean shipping” has today become a statutory obligation for those working in merchant and naval shipbuilding and repair. For ship owners, possessing an environmentally friendly fleet is a question of image and represents a commercial advantage, enabling them to approach their markets differently and to operate in all maritime zones.

Existing ships are currently equipped with various types of waste storage and treatment systems. Equipment add-ons, which vary depending on the type of transportation, do not allow a global overview of emissions for each ship, and often result in cumbersome and even inappropriate systems being installed in what are necessarily confined spaces.

NACRE offers a global environmental approach, comprising both diagnostic and technological solutions. It involves initial measurement of the overall environmental footprint of different types of ships in operation, taking account of all their emissions, as well as their specific operational conditions. NACRE then puts forward economically viable technical solutions to suit the space available and the operational methods of different types of vessels: compact format, low energy consumption and compatibility with platform movements. The equipment will go beyond existing waste norms in anticipation of changes to the regulations. Tested in real-life situations on merchant and naval ships, this innovative equipment will be incorporated into existing ships and, more particularly, into ships under construction.

Between now and 2020, the 45 000 merchant ships which make up the commercial shipping fleet worldwide will have to be brought into line with regulations. As with CONVENAV, HYCARE and PAINTCLEAN, the NACRE project is a response to environmental and economic challenges shaping the future globally of maritime transport and ship repair and maintenance. The involvement of major stakeholders in this project is evidence of their desire to anticipate changes in evolving markets and in services and equipment manufacture relating to environmentally friendly maritime transport.

TEXTS TO UNIT III

Text 8

The construction of large vessels which travel over seas, lakes, or rivers. Many different approaches have been used in the construction of ships. Sometimes a ship must be custom-built to suit the particular requirements of a low-volume trade route with unique cargo characteristics. On the other hand, there are many instances where a significant number of similar ships are constructed, providing an opportunity to employ procedures which take advantage of repetitive processes.

The building of a ship can be divided into seven phases: design, construction planning, work prior to keel laying, ship erection, launching, final outfitting, and sea trials.

The construction planning process establishes the construction techniques to be used and the schedules which all of the shipbuilding activities must follow. Construction planners generally start with an erection diagram on which the ship is shown broken down into erection zones and units. To facilitate the fabrication of steel, insofar as possible, the erection units are designed to be identical. The size (or weight) of the erection units selected is usually limited by the amount of crane capacity available. Once the construction planners have established the manner in which the ship is to be erected and the sequence of construction, the schedules for construction can be developed. Working backward from the time an erection unit is required in the dock, with allowances made for the many processes involved, a schedule of working plans and for procurement of purchased equipment is prepared.

Before the keel of a ship is laid (or when the first erection unit is placed in position) a great deal of work must have been accomplished for work to proceed efficiently. The working drawings prepared by ship designers completely define a ship, but often not in a manner that can be used by the construction trades people. Structural drawings prescribe the geometry of the steel plates used in construction, but they cannot be used, in the form prepared, to cut steel plates. Instead, the detailed structural drawings must be translated into cutting sketches, or numerical-control cutting tapes, which are used to fabricate steel. Several organizations have developed sophisticated computer programs which readily translate detailed structural drawings into machine-sensible tapes which can be used to drive cutting torches.

If all of the preceding work has been accomplished properly and on schedule, the erection of a ship can proceed rapidly; however, problem areas invariably arise. When erecting a ship one plate at a time, there are no serious fitting problems; but when 900-metric-ton erection units do not fit (or align) properly, there are serious problems which tend to offset some of the advantages for this practice.

A ship is launched as soon as the hull structure is sufficiently complete to withstand the strain. Ships may be launched endwise, sidewise, or by in-place flotation (for example, graving docks). The use of a graving dock requires a greater investment in facilities than either of the other two methods, but in some cases there may be an overall advantage due to the improved access to the ship and the simplified launch procedure.

The final outfitting of a ship is the construction phase during which checks are made to ensure that all of the previous work has been accomplished in a satisfactory manner; and last-minute details, such as deck coverings and the top coat of paint, are completed. It is considered good practice to subject as much of the ship as possible to an intensive series of tests while at the dock, where corrections and final adjustments are more easily made than when at sea. As a part of this test program, the main propulsion machinery is subjected to a dock trial, during which the ship is secured to the dock and the main propulsion machinery is operated up to the highest power level permissible.

When a comprehensive program of dockside tests have been completed, the only capabilities which have not been demonstrated are the operation of the steering gear during rated-power conditions and the operation of the main propulsion machinery at rated power; these capabilities must be demonstrated during trials at sea.

Text 9

An Introduction to Ship’s Turbine Generator

Turbine generator is a popular source of clean power generation on ships as they don’t use any type of fuel i.e. heavy or diesel oil. Steam is used for power production in case of turbine generators. Steam is an easy, environmental friendly and cheap form of fuel on ships. For turbine generators, the steam comes from the ship’s steam boiler plant.

In turbine generator, steam is used with high pressure to rotate turbine wherein the thermal energy of the steam gets converted into rotary motion. The turbine is connected to the alternator’s rotor; hence the rotary notion of the turbine is utilized to generate electric power.

Alternate Uses of Steam Turbine

On ships, the steam turbine can also be used as a direct propulsion plant, in which, the turbine shaft is connected to propeller shaft of the ship. Since the speed will be in thousand rpm, reduction gears and reduction systems are used to get a drop in propeller rpm.

The propelling plant of the ship can be driven by steam turbine through a slow speed motor. The turbine generator directly supplies power to these slow speed motors which are connected to the propeller shaft of the ship.

Understanding the Construction of Turbine Generator system:

Turbine Prime Mover

A turbine will act as a prime mover in turbo generator and is fitted on the same shaft as of the alternator’s rotor.

Alternator

The alternator is used to convert the rotary motion of the turbine to electrical energy and its output is supplied to the main switch board of the ship.

Steam Control Governor

The governor is used to control the speed of the turbine generator during starting, normal operation and shutting down. It controls the quantity of the steam inlet to the turbine generator.

Steam Control Valve

Different pressure control valves are fitted in the steam line and are controlled using governor for the flow of steam from the ship’s boiler system.

Condensate pump

The condensed steam, after the turbine is further cooled down, is pumped back to the cascade tank by condensate pump.

Vacuum pump for glands

The steam turbine shaft is provided with glands wherein steam is sprayed at a pressure of 0.3~ 0.5 bar so that the vacuum inside the turbine casing doesn’t drop.

Condenser

The heat exchanger acts as a condenser to cool down and condense all the steam from the turbine into water so that it can be pumped back to the hot well.

Vacuum pump header tank

A vacuum pump header tank is provided to cool down the vacuum pump as the later deals with high temperature steam.

Text 10

Coronav: High-Definition Corrosion Control

How can corrosion be detected on the most inaccessible parts of a ship, such as the outer painted hull, decks concealed by thick surface treatments, double hulls and complex piping carrying liquids? How can accurate and thorough checks be done avoiding dismantling or damage and ensuring no speck of rust has escaped detection?

The major company, DCN Brest, along with two small businesses, RoboPlanet and TE2M, are joining forces with the ENSIETA lab to design and produce the only detection system of its kind on the market. It will be more reliable and easier to deploy than any other inspection sampling systems currently available. Combining the areas of expertise of the two smaller companies – ultrasound and electromagnetic technology – the projected system involves plotting a dense network of inspection points across the entire surface of any type of naval or merchant vessel.

CORONAV will be offering an innovative solution to major problems encountered by ship repair yards, classification companies and also ship owners who, given increasingly stringent regulations governing maritime safety, will find it more and more in their interests to anticipate potential corrosion and maintenance problems in their fleets.

Text 11

Why 2-Stroke Engines Are Used More Commonly

Than 4-Stroke on Ships?

When a ship is being constructed in a shipyard, the most important machinery that is to be selected is the main propulsion machinery. Both 2 stroke and 4 stroke engines are widely available in the market but for large ocean going merchant vessel, a 2 stroke engine is more commonly used as main engine and has much better market.

Even with wide variety of advantages that 4 stroke engine offers like compact size of plant, much more RPM or speed etc, a 2 stroke engine outshines with few but vital advantages.

Some of the important reasons why 2 stroke engines are more popular than 4 stroke engines as main propulsion engine on ships

Fuel Selection: The fuel prices have gone sky high and better grade fuel is adding higher costs to vessel operation. A two stroke engine can burn low grade fuel oil and hence reduce running cost of the ship.

Efficiency: The thermal and engine efficiency of 2 stroke engine is much better than that of a 4 stroke engine.

Power: Most of the 2 stroke engines are now large stroke engines that produce more power. Hence they have high power to weight ration as compare to 4 stroke engine.

More Cargo: Ship can carry more weight and hence more cargo with 2 stroke engines because of high power to weight ratio.

Reliability: Two stroke engines are more reliable in operation as compare to 4 stroke engine.

Less Maintenance: The maintenance requirement of two stroke engine is much lesser than 4 stroke engine.

Direction control: Direct starting and reversing is easier with two stroke engine.

No reduction attachments: As two stroke engines are low speed engine, there are no requirement of reduction gear or speed reduction arrangement as required for high speed four stroke engine.

However, the ease-of-manoeuvring a two stroke engine is less than that of a four stroke engine and the initial cost of installation of a two stroke propulsion plant is also much higher than running and maintenance cost of a 4 stroke engine. In 2 stroke engine, the amount saved on high grade fuel can compensate all other disadvantages and also reduce the whole operating cost of a ship.

Text 12

Starting Procedure for Turbine Generator on Ship

Like every other machinery, the turbine generator of the ship also needs to start under sequential starting procedure to avoid trouble free operation of the whole system. The correct procedure ensures that no part of the machinery goes through any kind of stress- thermal or mechanical. It also helps the ship to operate without wasting any extra time.

The correct starting procedure for steam Turbine Generator onboard ship is as follows:

1) Check turbo generator lube oil sump level and drain it for water. Replenish it if level is less than normal.

2) Start the lube oil priming pump from the local station and check the lube oil pressure. Put the priming pump on auto.

3) Check and fill up the Turbine Generator vacuum pump operating water tank to normal level.

4) Check vacuum condenser condensate level from the condensate pump. Put the pump on auto so that the level is maintained all the time.

5) Operate the steam drain valve to drain any condensed water from the steam line to avoid excessive hammering and vibration while starting turbo generator.

6) Open the main steam inlet valve for turbo generator.

7) Adjust the gland steam pressure to normal level.

8) Check and open the sea water valves for vacuum pump cooler, T/G lube oil cooler and vacuum condenser are opened.

9) Start the vacuum pump and bring up the vacuum in the condenser.

10) Open condensate pump valves and switch on the pump.

11) Check whether the condensate vacuum, gland steam pressure, steam inlet pressure, and lube oil pressure are normal.

12) Start turbo generator from the local station and close the drain in the steam line.

13) Check first and second stage steam pressure.

14) Check condenser vacuum and water level.

15) Check lube oil pressure and vibration levels.

16) Check turbo generator speed, voltage, frequency, vacuum, condenser level and other parameters.

17) Give control to remote station from the local control and take the TG on load.

TEXTS TO UNIT IV

Text 13

Community of European Shipyards Associations represents the shipbuilding industry from 17 Member States (Belgium, Bulgaria, Croatia, Denmark, Finland, France, Germany, Greece, Italy, Lithuania, The Netherlands, Norway, Poland, Portugal, Romania, Spain and United Kingdom).

CESA has a long tradition as representative organization and could look back proudly to decades of fruitful cooperation and constructive dialogue.

Starting in 1937 as "International Shipbuilding Conference", it was re-established after the war as "West European Shipbuilders Informal Contacts" and renamed in 1965 to "Association of West European Shipbuilders", AWES. In the 1980ies, AWES established an EC-linking committee, which later on, mainly for administrative reasons, became a separate sister organization under the name of CESA.

In 2004, AWES and CESA decided to go back to the initial one-organization structure - the COMMUNITY OF EUROPEAN SHIPYARDS' ASSOCIATIONS or, CESA, which had become a well-established trademark in the maritime world as well as in the predominant field of EC related activities.

Industry in numbers:

· More than 300 shipyards producing, converting, maintaining merchant and naval ships and other hardware for maritime applications.

· Approximately € 30 billion turnover each year, close to 75% of ships build are for export markets.

· Provides more than 500.000 jobs in Europe and has secondary effects over life of 60 million citizens from 36 European regions.

· Invests approximately 10% of turnover in Research Development and Innovation every year.

Text 14

Environmentally Friendly Antifouling Paint

Every year, 20 000 tonnes of marine antifouling paint are used to protect the hulls of ships and all submerged equipment against the organisms which adhere to them, encourage deterioration and corrosion and lead to increased energy consumption. These products do however pose a threat to flora and fauna. Moreover, the terms of the European and international regulations governing them are shortly to become much more stringent. Tin, which is an ingredient in 80% of products currently available, will be banned as from 2008.

The new generation of antifouling paints will be composed of active, and in some instances marine-sourced, molecules designed not only to effectively limit the adherence and growth of unwanted organisms, but also to disperse safely and completely along with any dirt when subject to friction in water.

Text 15

Every ship is installed with fresh water production unit which produces fresh water from sea water. The efficient water production unit of the ship helps the vessel owner to save on additional fresh water expenses that are incurred by purchasing water from port suppliers.

Two popular methods for production of fresh water on ships include:

1) Fresh water generator,

2) Reverse osmosis process.

Reverse osmosis is one of the modern methods used by the shipping industry to produce fresh water from sea water. This method of water production does not use waste heat source, unlike fresh water generator, to desalinate the sea water to convert it into fresh water with low salt ppm. As the name suggest, this methods works on reversing the osmosis principle. When a chemical solution is separated from pure water by a semi permeable membrane (allowing passage of water not salt) then the pure water flows through the membrane until all the pure water has passed through or until the hydrostatic pressure head of the salt solution is sufficiently big enough to arrest or stop the process.

Reverse osmosis is the use of this phenomenon in reverse direction. This results in water being forced through the membrane from the concentrated solution toward the more dilute one. This is achieved by applying pressure of the osmotic pressure of the concentrated solution.

The osmotic pressure of sea water is 28 bars but to overcome system losses and the fact that the sea water concentration increases as it passes through the length of the membrane, much higher pressure around 40-70 bar, depending upon the plant size, is required.

A triplex plunger pump is popularly used to produce high pressure across the membrane. The membrane used has a very fine barrier of dense holes which only allows water and gases to pass through, while preventing the passage of solutes such as salt and other impurities.

The fresh water produced after this stage is treated with chemicals and ultraviolet treatment to make it drinkable and useful for other purpose.

REFERENCES

1) Dormidontov, V.K. Shipbuilding technology (Translated from Russian by J. H. Dixon) / V.K. Dormidontov, T.V. Arefyev, N.A. Kiseleva. – Moscow: MIR Publishers.

2) Doroshkevitch, N.O. Conversation English for Seamen / N.O. Doroshkevitch, M.L. Pal. – Москва: «Морскойпорт», 1962.

3) Аваркина, Н.И. Типы и конструкция корпуса морских судов. / Н.И. Аваркина, Л.Ф.Серебрянникова. – КнАПИ, 1985.

4) Короткова, Н.А. Классификация судов. Строительство корпуса судна / Н.А. Короткова. – КнАПИ, 1982.

Электронные ресурсы

1) ABBYY Lingvo.Pro:http://lingvopro.abbyyonline.com/ru

2) Access Science: http://www.accessscience.com/

3) All About Cruising: http://sandnseacruises.blogspot.com/

4) Australia’s Institute for Maritime Education, Training and Research: https://www.amc.edu.au/

5) Belarusian Telegraph Agency: http://news.belta.by/en

6) Business Green Sustainable Thinking: http://www.businessgreen.com/

7) China Shipbuilding, Seabay Marine Corp.: http://www.seabaymarine.com/

8) Community of European Shipyards Associations: http://cesa-shipbuilding.org/