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NEWS REVIEW


likely to increase the number of lepers of the sea. 'This unhelpful Spanish decree could also


€1 billion, perhaps as much as €5 billion according to WWF estimates. The Prestige could have been saved, but only following a tow to a place of refuge. The cost of salvage and pollution damage (on a much smaller scale) would have been in the region of €50 million at most. 'Having gambled by turning the Prestige


stand in the way of the salvor attempting to use his best endeavours, as required under the Salvage Convention 1989 and Lloyd's Form, to prevent pollution. Certainly, a salvor is unlikely to be able to meet a demand for such huge guarantees. 'The Prestige spill disaster will cost over


largest waterjet propulsion unit to be built by the company to date. Each of the KCG 300tonne class vessels is fitted


Joop Timmermans compared the Spanish


with a pair of fully controllable HT1000 waterjets, as well as a pair of slightly smaller HamiltonJet HM811 boost jets with no steering or reverse control. All four waterjets are driven by 3700hp MTU engines and provide a maximum boat speed of more than 36kts. At full speed each HT1000 waterjet pumps 11m3 of water per second. Te company has been supplying waterjets to the


away - and losing up to €5 billion in the process - the Spanish have now made their position worse. In practical terms, a demand for a huge financial guarantee amounts to a blanket ban on shelter along the Spanish coast. This could contribute to a re-run of the Prestige - in Spanish waters or in the waters of neighbouring coastal states. It places neighbouring coastal states at risk. 'We must hope that other EU member states


will recognise the folly of this heavy-handed approach. It is self-defeating and could well lead to the ultimate absurdity: a salvage master having to watch a laden tanker sink, a few miles off the coast, while the parties involved argue about money. Nothing could be further from the spirit of Lloyd's Form.'


KCG for many years. “Currently the KCG have over 120 vessels fitted with HamiltonJet waterjet units,” said Mike Shearer, global sales and marketing manager for HamiltonJet. “For this project a much larger waterjet than those in the existing product range was required to allow the vessel to patrol at over 20kts on the outer jet units alone.” Te central boost jets are only used for high-speed operations. Te HT1000 was designed specifically for this, and is a different hydrodynamic design from HamiltonJet’s other waterjet models. HamiltonJet technical manager Phil Rae said the


attitude with the British approach to the place of refuge issue. He said: 'Robin Middleton, the UK SOSREP, or Secretary of State's Representative, recently told a European Parliament committee concerned with maritime safety that neighbouring coastal states should cooperate in identifying the best refuge for casualties. He maintained that governments should be prepared to accept a casualty if the best refuge is in their jurisdiction, even if the accident happens in a neighbouring jurisdiction. 'The SOSREP clearly recognises the


common interest of coastal states. In contrast, the Spanish Government's decree appears to be designed to deter requests for shelter. It also leaves no room for constructive cooperation with neighbouring states.'


Regulations


CHART COMPANIES AGREE ON BETTER STANDARDS - The field of electronic navigational charts has seem some heated discussion recently between the proponents of various chart formats and distribution systems, most notably involving C-Map and the UKHO. Electronic charting seems back on course


pump design for the HT1000 was developed using the company’s in-house computational fluid dynamics


now that a number of significant players have agreed on a new enhanced ENC distribution standard following a workshop held by German company ChartWorld. The problem was that although an increasing number of ENCs is becoming


(CFD) soſtware, and a complete scaled prototype unit was tested in the company’s high-speed test boat and hydrodynamic test facility. “For the full scale unit, the design, structural analysis, simulation and production tooling development was almost exclusively computer based,” said Rae. “This allowed for ‘virtual’ trial assembly and seamless manufacturing integration.” To date HamiltonJet has delivered four ship sets of


HT1000 waterjets to the shipyard in Pusan, Korea. Contract negotiations are underway for additional waterjets to be delivered over the next two years. HamiltonJet is also assessing the viability of other HT series waterjets for workboat projects around the world.


BV develops fuel


available, the packaging and distribution of these ENCs are not sufficiently standardised. Chart agents supplying the full ENC coverage become increasingly aware that different ECDIS brands react differently when importing ENCs. To overcome these practical issues,


representatives of ECDIS manufacturers, value-added ENC resellers and the International Hydrographic Bureau attended a meeting sponsored by ChartWorld during March 2004 in Hamburg. The result was the initiation of a new industry standard, to be known as S63x. S63x is an auxiliary standard designed to


cell guidelines Bureau Veritas (BV) has renewed its commitment to greener shipping by developing new and compre- hensive guidelines covering the safe application of fuel cells on ships, which could result in environmen-


act as a layer on top of the established IHO standards S-63 (ENC encryption) and S-57 (ENC transfer). S63x is intended to guide the ECDIS industry regarding the enhancements necessary to achieve more robust and reliable ENC handling. The ENC distributors UKHO, Transas and ChartWorld as well as ECDIS designers HDW-Hagenuk, Raytheon Marine, SAM Electronics, SevenCs, Sperry Marine and Transas agreed to implement S63x compliant services and ECDIS systems to make ENC handling easier in the future. S63x is claimed to offer better services to


ECDIS users through smoother reading and updating of ENCs without conflicting with the underlying IHO standards. Interested parties are invited to attend the second workshop which is scheduled for autumn 2004. Further information is available atwww.s63x.org


SHIP AND BOAT INTERNATIONALMAY/JUNE 2004


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News


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