MARITIME FIRE PREVENTION 海上消防 - Nicnewmanoxford.com · 2020. 5. 26. ·...

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ISSUE 45 | WINTER 2018

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MARITIME FIRE PREVENTION

海上消防

Improving Ship

Energy Efficiency

提升船舶能源效率The world’s largest

container fleets

全球最大的集装箱船队

www.evoqua.com/seacure [email protected]

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SeaCURE® 压载水管理系统

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Evoqua的压载水管理系统为您提供可靠、安全、环保的解决方案，防止水生入侵物种的增殖。

这款类型获准、备用管理系统认可（ A M S ）的 SeaCURE系统采用物理分离和生物杀虫剂按需处理相结合的方法。生物杀虫剂由海水就地生产，不添加化学物质。该系统基于超过35年的丰富经验以及Evoqua的知名Chloropac®防海生物系统（MGPS）超过2500次的船上安装。

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MARINE & OFFSHORE TECHNOLOGY

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ISSUE 45 | WINTER 2018

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MARITIME FIRE PREVENTION

海上消防

Improving Ship

Energy Efficiency

提升船舶能源效率The world’s largest

container fleets


This edition demonstrates that the global maritime industry is ever changing and dynamic in the face of the arrival of new regulations, technologies, and markets. For instance, today, both Asian-Pacific, or European operators dominate the world’s largest operators of container ships by capacity. Many are a result of a series of mergers or acquisitions that have taken place in the global maritime sector.

In our technology feature, we look at recent technological advancements in shipping, which has made shipping easier and more efficient, and at the same time reduced human error. As a result, we have seen the introduction of megaships, robots replacing manpower, new and upgraded materials, alternative fuels is set to bring about a drastic change in the shipping industry.

The cost of fuel plays an important part of the day-to-day operational costs of vessels; as a result, there is a whole range of measures being taken by the industry to improve energy efficiency. These include improvements in the design of vessels by using lighter and stronger materials. Also changing the ways a ship is managed to cut operational waste as well as adopting energy conservation approaches.

Marine communication between ships or with the shore is carried with the help of on board systems through shore stations and even satellites. Different radio communication systems are required by the vessel to be carried on board ships, depending on the area of operation of that particular vessel. This feature looks at various communication bandwidths available.

Fire on board ship is a major cause of accidents. Such fires can be due to a number of reasons including the existence of high temperatures, an excess quantity of flammable liquids and other combustible materials. A ship is approved to sail in international waters only if it is constructed as per Fire Safety System code and carries required Fire Fighting Appliances approved by the concerned authority.

本期主要论证了，面对新法规、新技术和

新市场的到来，全球海事业是处于不断变化的

动态中的。例如，如今，亚太地区或欧洲的运

营商掌控着全球运力最大的集装箱船舶运营公

司。这大多是全球海事部门一系列合并或收购

的结果。

在技术特性方面，我们关注了航运领域最

近的技术进步，这些进步使得航运更加便捷、

高效，同时减少了人为错误。于是，我们见证

了超大型轮船的问世，机器人取代人力，新材

料、升级材料以及替代燃料的使用，这些都将

给航运业带来巨大的变化。

燃料成本是船舶日常运营成本的重要组成

部分；因此，整个行业都在采取一系列措施

来提高能源效率，其中包括通过使用更轻更

结实的材料来改进船只的设计，还包括改变

船舶管理方式，减少运营浪费，以及采取节

能措施等。

船舶之间或船舶与陆地之间的海上通信是

在船上系统的帮助下通过海岸通信站甚至卫星

进行的。根据该船的作业区域不同，船上需要

安装不同的无线电通信系统。这项功能取决于

各种可用的通信带宽。

火灾是船上事故的主要原因。可能引起火

灾的原因有很多，包括高温、过量的可燃液体

或其他可燃材料等。只有按照《国际消防安全

系统规则》建造并携带有关当局批准的必要消

防设备的船舶才能获准在国际水域航行。

MARINE & OFFSHORETECHNOLOGY

EditorialNicholas Newman

[email protected]

Ben Avison – Group Editorial Director

[email protected]

DesignerXu Lixia

ChairmanKoos Tesselaar

CEOMatthew Astill

Managing DirectorAdam Soroka

Advertising DirectorMike Smith

[email protected]

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Contents

application of new technologies and efficient design features in new vessels to be met.

提升船舶能源效率为满足《巴黎协定》的相关要求，全球海事部门对所有新建船舶

强制实施船舶能效设计指数标准（EEDI）。这项新标准鼓励新船只应用新技术和高效的设计特性。

15 Shipping industry technology trends The shipping industry has played a major role in the expansion of

business and trade for decades. It is the most effective mode of trading and has a significant influence on the world economy. For centuries, shipping companies have transported cargo in every form effortlessly.

航运业技术趋势近几十年来，航运业在商业和贸易的扩张中发挥了重要作用。作为最

有效的贸易模式，它对世界经济有着重要的影响。几个世纪以来，航运公司一直运输着各种形式的货物，并不感到费力。

18 The world’s largest container fleets World trade heavily depends on the global shipping industry. The

maritime sector accounts for 90% of the movement of world freight. The companies ranked in this list are based on their TEU (Twenty-foot Equivalent Unit) capacity.

全球最大的集装箱船队世界贸易高度依赖于全球航运业。海运行业在世界货运总量中的

份额达到90%。这份名单中上榜的公司是基于其TEU（标准箱，20英尺当量单位）运输能力。

21 Being on the right Bandwidth Marine communication between ships or with the shore was

carried with the help of on board systems through shore stations and even satellites. Different radio communication systems are required by the vessel to be carried on board ships, depending on the area of operation of that particular vessel.

使用正确的带宽船舶之间或船舶与海岸之间的海上通信是在船载系统的帮助下通

过海岸站甚至卫星进行的。船舶需要在船上安装不同的无线电通信系统，这取决于该船的具体作业区域。

24 Preventing ship pollution The industry is working with national and international agencies and

pressure groups to tackle this major environmental problem of ship waste. In 2009, the IMO introduced the Hong Kong International Convention for the Safe and Environmentally Sound Recycling of Ships, which was a major regulatory step in tackling this problem. Page

防止船舶污染航运业正在与国家和国际机构以及利益团体合作，以解决船舶垃

圾这一重大环境问题。2009年，国际海事组织（IMO）发布了《香港国际安全与环境无害化拆船公约》，这是解决这一问题的重要监管步骤。

28 Maritime fire prevention Fire on board ship is a major cause of accidents. Such fires can

be due to a number of reasons including the existence of high temperatures, an excess quantity of flammable liquids and other combustible materials.

海上消防大火源于船上的汽车甲板。这种火灾可能是由许多原因引起的，

包括高温、过量的可燃液体或其他可燃材料等。

DIARY 行业日志

31 Events 业内重大展会

UPDATES 最新信息

4 Kiel offers emission-free berthing for ships The German port of Kiel will see its first cold ironing facility open for

visiting ships, as part of its efforts to reduce ship based air pollution. 基尔港为船舶提供零排放泊位德国基尔港将首次为到港船舶开放岸电设备，这是该港口为减少

船舶造成空气污染所做的努力的一部分。

6 LNG bunkering marks number of firsts for Shell and Sovcomflot in Rotterdam

Shell recently delivered its first ship-to-ship bunkering of LNG fuel from its specialised LNG bunker vessel, Cardissa, paving the way for many other operations from the vessel.

鹿特丹壳牌公司和Sovcomflot公司在液化天然气加注方面创造了多项第一

壳牌最近首次通过其专用液化天然气船“Cardissa”号实现了船舶间的液化天然气燃料加注，为该船的许多其他作业铺平了道路。

8 SES approves new antenna Today, maritime users are increasingly using VSAT services and

service providers adding systems on different bands, demands on antennae are growing.

SES批准使用新天线今天，越来越多的海上通信用户使用VSAT（甚小孔径终端）服务，

服务供应商在不同波段增加系统，对天线的需求也在增长。

9 Fincantieri wins €200mn Windstar stretch job An Italian shipbuilder has won a major contract for a series of

extension and modernisation projects on three cruise ships operated by Seattle-based Windstar Cruises. The work will be completed at Fincantieri’s Palermo yard.

Fincantieri造船公司获得风星邮轮价值2亿欧元的订单意大利造船公司Fincantieri获得了一份大合同，即为西雅图风星邮

轮（WindstarCruises）运营的三艘邮轮进行一系列扩建和现代化改造。这项工作将在Fincantieri的巴勒莫造船厂完成。

10 LARGEST LNG HIGH-SPEED CATAMARAN The largest ever LNG high-speed catamaran is being built at the

Armon Gijón shipyard in Spain for Spanish ferry operator Baleària Eurolíneas Marítimas S.A.

最大的液化天然气高速双体船史上最大的液化天然气高速双体船目前正在西班牙的Armon

Gijón船厂建造，这艘船的船主是西班牙轮渡运营商BaleàriaEurolíneasMarítimasS.A。

11 Kongsberg chooses battery partner for hybrid development Norwegian technology group Kongsberg has selected Switzerland-

based Leclanché, one of the world’s leading storage solutions companies, as its battery partner and supplier of customised marine energy storage solutions.

康士伯选定开发混合动力的电池合作伙伴挪威科技集团康士伯（Kongsberg）已选择瑞士领先的储能解决

方案公司Leclanché作为其电池合作伙伴和定制海洋储能解决方案的供应商。

FEATURES 专题报道

12 Improving Ship Energy Efficiency As part of efforts by the global maritime sector to meet the

Paris accords, the application of energy efficiency design index standards (EEDI) is being made compulsory for all newly constructed ships. This new standard is encouraging the

目录

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Updates 最新消息

4 海事技术 | www.marineoffshoretechnology.net

基尔港为船舶提供零排放泊位

德国基尔港将首次为到港船舶开放岸电设备，这是该港口

为减少船舶造成空气污染所做的努力的一部分。这意

味着，停留在这个波罗的海港口的大型邮轮将能够连

接Norwegenkai码头的岸上电网供应设备。港口主管Dirk Claus表

示：“到2020年，Norwegenkai岸上发电厂建成后，Schwedenkai码

头和Ostseekai邮轮码头也将配备岸上供电设施。”此外，他补充

称，“我们未来打算为基尔港一半的船舶提供岸上电力，这样的做

法意味着我们正在为更清洁的运营制定一个新的欧洲标准。”

更大的格局为在基尔港Norwegenkai码头建发电厂，西门子公司总计投入了

130万欧元。竣工后，Norwegenkai岸上发电厂的最大额定功率将为

4.5兆瓦，10千伏，电网频率为50赫兹。工厂的主要组成部分包括

由NG3公司建造的陆-船电力传输站（PLUG），以及空气绝缘、金属

包层的中压配电板。连接过程中船舶所有必要的切换程序都是自动

执行的。事实上，挪威航运运营商Color Line将是首批从这种新能

源设施中获益的邮轮运营商之一。目前，Color Fantasy号和Color

Magic号每天往返于基尔港和奥斯陆之间。自2011年起，奥斯陆港就

一直为到港的船舶提供岸上电力供应。

Norwegenkai的岸上发电厂是“蓝色港口”理念的一部分，秉持

该理念，基尔已经在计划建设更多此类设施。n

The German port of Kiel will see its first cold ironing installation open for visiting ships, as part of its

efforts to reduce ship based air pollution. As a result, the large cruise ferries that visit this Baltic Sea port will be able to access shore based power grid supplies at its Norwegenkai Terminal. “Upon completion of the Norwegenkai onshore power plant, the Schwedenkai Terminal and the Cruise Shipping Terminal Ostseekai will also be equipped with onshore power supply facilities by 2020,” said Dirk Claus, port director. Moreover, he adds, “It is our intention to provide half of all ship calls in Kiel with onshore power in future and doing so means that we are setting a new European standard for cleaner operations.”

Bigger pictureSiemens AG is building the Norwegenkai facility at a total

cost of €1.3 million at this Baltic port. Once completed, the Norwegenkai onshore power supply plant will have a maximum power rating of 4.5 Megawatts (MW) at 10 Kilovolt (KV) and a network frequency of 50 Hertz (Hz). The main components of the plant are the land-to-ship power transfer station (PLUG), manufactured by the firm called NG3, alongside the air-insulated, metal-clad, medium voltage switchboard. All the required switching procedures communicated by the ship via the interface are carried out automatically. In fact, Norwegian shipping operator Color Line will be one of the first cruise ship operators able to benefit from this new power facility. At present, the ships Color Fantasy and Color Magic provide a daily link between Kiel and Oslo, which has been providing onshore power supplies to ships visiting the port of Oslo since 2011.

The onshore power supply plant for the Norwegenkai is part of the BLUE PORT concept, in which further facilities of this kind are already being planned for Kiel.

KIEL OFFERS EMISSION-FREE BERTHING FOR SHIPS

WHEN PEACE OF MIND

MATTERS

Learn more on www.gtt.fr

MAKING THE RIGHT DECISION DEPENDS ON GOOD ADVICE. GTT provides a full range of services to support the operations of LNGC, FLNG, FSRU and other LNG-related structures in order to shorten dry-dock time, assist crews in operations and optimise vessel economics. From simple maintenance to significant improvements such as converting the ship’s propulsion system or extending the vessel life, GTT is the key partner of decision makers. Customised services can be developed on request.

Excellent partnerships make successful projects.

Updates最新消息


壳牌最近首次通过其专用液化天然气船“Cardissa”号实

现了船舶间的液化天然气燃料加注，为该船的许多其

他作业铺平了道路。这次作业在为Sovcomflot公司的

船只“Gagarin Prospect”号注入燃料时也创下了多项其他第一，

该船是全球第一艘液化天然气动力的阿芙拉型油轮。这也是第一

次在鹿特丹港进行的船到船液化天然气燃料加注作业。“Gagarin

Prospect”号是一艘以液化天然气为主要燃料的油轮，预计可以减

少硫氧化物的排放，并可将氮氧化物和二氧化碳排放分别降低76%和

27%。

“Gagarin Prospect”号的液化天然气燃料加注开始将液化天

然气燃料扩展到油轮行业，一般而言，这种燃料加注方式是针对不

受固定航线或固定时间表约束的船只的。壳牌航运和海运副总裁

Grahaeme Henderson表示，“‘Cardissa’号加油船舶第一次作业

是激动人心的，是壳牌推动液化天然气成为航运业燃烧更为清洁的

可行燃料的一个实实在在的示例。我们与Sovcomflot公司以及其第

一艘液化天然气动力油轮（我们恰巧也租用了这艘船）共同庆祝这

一时刻是再合适不过了。”

Sovcomflot公司首席执行官Sergey Frank说，“SCF集团与壳牌

有一个共同的信念，即下定决心降低能源航运对环境造成的影响。

这就是我们‘绿色漏斗’（Green Funnel）项目的起源，自2015年

4月以来，我们一直与壳牌在各个方面密切合作，以实现项目的成

功。项目第一个切实的成果是世界上首艘使用液化天然气作为主要

燃料的阿芙拉型油轮‘Gagarin Prospect’号的投入使用。”

壳牌公司Cardissa号油轮的到来及其首次进行液化天然气燃料

加注，为航运业带来了一个更可持续且更加负起环保责任的新时

代。这种情况在波罗的海和北海交通最为繁忙的地区尤为突出，因

为这种新型的绿色阿芙拉型船舶将在这一区域运营。n

Shell recently supplied its first ship-to-ship bunkering of LNG fuel from its specialised LNG bunker vessel, Cardissa, paving the way for many other operations from the vessel.

This operation marked a number of other firsts, as it fuelled the Sovcomflot vessel Gagarin Prospect, the world’s first LNG-powered Aframax tanker. It was also the first ship-to-ship LNG bunkering to take place in the Port of Rotterdam. The Gagarin Prospect, is a tanker, which has been specially designed to operate using LNG as its primary fuel, which is expected to eliminate the emission of sulphur oxides (SOx), as well as reduce nitrogen oxides (NOx) and carbon dioxide emissions by 76% and 27% respectively.

The fuelling of the Gagarin Prospect with LNG initiated the expansion of LNG fuel into the tanker industry and, in general, for vessels not tied to fixed routes or set timetables. Grahaeme Henderson, Vice President, Shell Shipping and Maritime, said, “This exciting first for the Cardissa is a tangible example of Shell driving LNG as a cleaner burning and viable fuel for the shipping industry. It is highly appropriate that we celebrate this first with Sovcomflot and their first LNG powered tanker, which we also happen to charter.”

Sergey Frank, CEO of Sovcomflot, said: “Together with Shell, SCF Group shares a determination to reduce the environmental impact of energy shipping. This was the genesis of our ‘Green Funnel’ project, and since April 2015, we have been working very closely with Shell on every aspect of it to bring the project to successful fruition. This first tangible outcome was the introduction into service of the world’s first Aframax tanker to use LNG as its primary fuel – Gagarin Prospect.”

Its arrival and inaugural LNG bunkering, by Shell’s tanker Cardissa brings a new age of more sustainable and environmentally responsible shipping – especially in the high traffic areas of the Baltic and North Seas, where this new class of ‘Green Aframaxes’ will operate.

LNG bunkering marks number of firsts for Shell and Sovcomflot in Rotterdam鹿特丹壳牌公司和Sovcomflot公司在液化天然气加注方面创造了多项第一

Updates最新消息


今天，越来越多的海上通信用户使用VSAT（甚小孔径终

端）服务，服务供应商在不同波段增加系统，对天线的

需求也在增长。

卫星天线系统供应商Intellian宣布，卫星运营商SES Networks

公司已经批准了将其生产的世界上第一个也是唯一一个三波段、多

轨道的2.4米天线v240MT用于其Ku、Ka和c波段卫星。SES Networks

公司为通讯、云计算、商业航空和航运、假日游轮、能源、矿业、

政府和机构领域的客户提供托管连接服务，终端用户包括偏远地区

的互联网用户、航空和航海旅行者、风电场、矿山、国防和人道主

义团体等。

新的Intellian v240MT系统具备独特的能力，可以根据需要在

不同的卫星波段（C、Ku和Ka）之间进行切换，无需任何用户干预。

这样可以确保地理位置和灵活性处于最佳状态，以实现最高通量。

当与SES Networks公司的卫星服务相结合时，该系统能提供一个真

正全球性、三波段、多轨道的覆盖，能为一艘船提供从100Mb每秒到

好几G每秒的连接水平。

Intellian公司的2.4米多波段、中地球轨道（MEO）和地球同步

轨道（GEO）宽带天线可以在几秒钟内无缝接入几乎任何一个卫星星

座。Intellian的创新天线和新智能中介解决方案为这种频率捷变且

不限轨道的能力提供支持，确保设备能持续为客户带来最快捷、最

可靠的宽带连接。

SES Networks公司的技术执行副总裁斯Stewart Sanders表

示:“SES Networks公司非常关注优化用户体验的解决方案。作为

唯一一家利用GEO和MEO卫星提供通信服务的卫星运营商，我们相信

多轨道、多波段的海上解决方案能够做到性能和可靠性俱佳，并改

善海上用户的体验。”n

SES批准使用新天线

Today, maritime communications users are increasingly using VSAT (Very Small Aperture Terminal) services and service providers adding systems on different bands, demands on

antennae are growing. Intellian, a supplier of satellite antenna systems, has

announced that SES Networks has endorsed the world’s first and only tri-band, multi-orbit, and 2.4-meter antenna, the v240MT, for use on its Ku, Ka, and C-band satellites. SES Networks offers managed connectivity services to customers in markets including telecommunications, Cloud computing, commercial air and shipping, holiday cruises, energy, mining, and government and institutional areas, with end users of the technology including internet users in remote regions, air and at sea travellers, windfarms, mines, defence and humanitarian missions.

The new Intellian v240MT system provides the unique capability of switching between different satellite frequency bands (C, Ku, and Ka) as needed without any user intervention required. This then ensures the best solution for the geographic location and flexibility in achieving the highest throughput. When combined with SES Networks’ satellite-based services it provides a truly global, tri-band, multi-orbit coverage that delivers connectivity scaling from 100 Megabits per second (Mbps) through to multiple Gigabits per second (Gbps) of dedicated capacity to a single vessel.

Intellian’s 2.4m multi-band, Medium Earth Orbit (MEO), and Geostationary Earth Orbit (GEO) broadband antennas provide seamless access to virtually any satellite constellation within seconds. These frequency-agile and orbit-agnostic abilities, enabled by Intellian’s innovative antennas and its new Intelligent Mediator Solution, ensure that the equipment’s capabilities are future-proof for customers seeking the fastest and most reliable broadband connectivity.

“At SES Networks, we are very focused on solutions that optimise the user experience. As the only satellite operator offering communications services that leverage GEO and MEO satellites, we believe a multi-orbit, multi-band maritime solution delivers the optimal combination of performance, reliability and, improve user experience at sea,” said Stewart Sanders, Executive Vice President of Technology at SES Networks.

SES approves new antenna

Updates最新消息

9www.marineoffshoretechnology.net | 海事技术

意大利造船公司Fincantieri获得了一份大合同，即为

西雅图风星邮轮（Windstar Cruises）运营的三艘

邮轮进行一系列扩建和现代化改造。这项工作将在

Fincantieri的巴勒莫造船厂完成。该项目部分资金来自由意大利出

口信贷机构SACE担保的出口信贷。

这项任务所涉及的船舶分别是于1988年、1992年和1989年建造

的星之微风号（Star Breeze）、星之传奇号（Star Legend）和星

之骄傲号（Star Pride）邮轮。这三艘姊妹船都是由不来梅港的

Schichau Seebeckwerft公司建造的，目前长134米，总吨位9,975

吨，可容纳212名乘客。每艘邮轮完工后，长度约为160米，总吨位

约为13,000吨，可容纳312名乘客。

整个项目被称为Star Plus计划，将涉及三个主要活动领域：

船体中部将延长约26米，对几乎所有推进装置进行全面更新，包括

Bergen主发动机、更换三套Bergen发电机组和自动化系统及其他设

备；对公共区域、客舱和露天甲板进行全面现代化改造。

关于船体扩容，每艘邮轮都将嵌入一个新的船体中段，包含大

约50间额外的乘客套房，相当于当前容量的47%以上，19间额外的员

工舱，两间新的餐厅和额外的阳光甲板-泳池区域。四个新的满足

IMO Tier III排放标准的带SCR尾气处理系统的发电机；新的变速

箱、发动机辅助设备和新的主配电板将取代现有的Bergen发动机。

现代化改造还将涉及多个内部和外部区域，特别是泳池甲板、水疗

中心（也将进行全面重建和扩张）以及主人套房。一些普通船员区

域也将进行升级。

整个项目将于2019年春天开始着手第一个中部船体分段的建

造，计划在2020年11月交付第三个也是最后一个单元，届时，项目

完工。建造期间每艘船平均需要在船厂停留4个月左右。n

Fincantieri造船公司获得风星邮轮价值2亿欧元的订

Fincantieri, an Italian shipbuilder has won a major contract for a series of extension and modernisation projects on three cruise ships operated by Seattle-based Windstar

Cruises. The work will be completed at Fincantieri’s Palermo yard. The project is partially financed through an export credit facility guaranteed by SACE, Italy’s export credit agency.

The task will involve the cruise ships Star Breeze, Star Legend, and Star Pride built in 1988, 1992, and 1989 respectively. The three sister ships were all built by Schichau Seebeckwerft in Bremerhaven and currently have a length of 134m, with a 9,975 gross tonnage and a capacity of 212 passengers. On completion, each liner will have a length of approximately 160m a gross tonnage of around 13,000 and will have a capacity to accommodate 312 passengers.

The package, called the Star Plus Initiative, will involve three main activity areas: lengthening of the mid-body by approximately 26m the total renewal of nearly all the propulsion machinery including the for Bergen main engines, replacement of three Bergen gensets and automation systems and other equipment; and extensive modernisation of public areas, passenger cabins and open decks.

For the enlargement, a new mid-body section will be inserted in each of the ships which will comprise of some 50 additional passenger suites, which represent 47% more than the current capacity, 19 additional cabins for staff and crew, two new restaurants and additional space to be used as sun deck -pool area. Four new IMO Tier III compliant engines with SCR; new gearboxes, engine auxiliaries and a new main switchboard will replace the existing Bergen engines. The modernisation will also involve multiple internal and external areas, in particular the pool deck, the SPA, which will also be completely rebuilt and extended, and the Owner Suites. Some common crew areas will also be upgraded.

The whole thing will start in spring of 2019, with the construction of the first mid-body section, and are scheduled for completion by November 2020, with the delivery of the third and final unit. The work will require an average stop of about four months per ship at the shipyard.

Fincantieri wins €200mn Windstar stretch job

Updates最新消息


史上最大的液化天然气高速双体船目前正在西班牙的

Armon Gijón船厂建造，这艘船的船主是西班牙轮渡运

营商Baleària Eurolíneas Marítimas S.A。这一新的

设计不仅在速度方面，而且在适航性方面都优化了船舶的性能，同

时该设计采取了瓦锡兰集团的液化天然气技术。“使用液化天然气

燃料使我们能够履行我们的环境承诺以及提高能源效率的承诺，同

时还能使我们比预计于2020年出台的新气体污染物减排规定领先一

步，”Armón公司的首席技术官Juan M. Paino表示。

瓦锡兰集团能够提供完整的集成范围，包括发动机、喷水推进

器以及液化天然气燃料储藏和供应系统，同时还有所有相关辅助系

统，这对于船东和船厂而言是一项重要选择。

“Baleària对液化天然气的战略承诺符合社会责任和经济盈利

能力的标准。减少污染、提高经济效益，这一原则完全适用于液化

天然气，”Baleària公司首席执行官Adolfo Utor说。

新船将使用4台高效的瓦锡兰31DF双燃料发动机、4台瓦锡兰喷

水推进器以及瓦锡兰LNGPac燃料气体储存和供应系统。该船的服务

航速为35节，最高航速超过40节。储罐使渡轮的航程达到400海里。

该设备定于2019年下半年交付至船厂。

届时，渡轮可搭载1200名乘客和500辆汽车，或500米长的卡

车加上250辆汽车。Baleària将投资9000万欧元建造这艘快速渡

轮，计划于明年12月份开始切割铝材，并于2020年夏天投入使

用。n

最大的液化天然气高速双体船

The biggest ever LNG high-speed catamaran is being built at the Armon Gijón shipyard in Spain for Spanish ferry operator Baleària Eurolíneas Marítimas S.A. This new

design optimizes the performance of the ship, not only in terms of speed but also in seakeeping, and which utilises Wärtsilä’s LNG technology. “The use of LNG fuel allows us to fulfil our commitment to the environment and to energy efficiency, while also keeping us one step ahead of the new pollutant gas reduction regulations scheduled for 2020,” says Juan M. Paino, CTO of Armón.

The capability of Wärtsilä to deliver a fully integrated scope, including the engines, the waterjets, and the LNG fuel storage and supply system, together with all the related auxiliary systems, was an important option for both the owner and shipyard.

"Baleària's strategic commitment to LNG responds to criteria of social responsibility and economic profitability. The axiom, less pollution, greater economic profitability, works fully with liquefied natural gas," says the CEO of Baleària, Adolfo Utor,

The new ship will operate on four highly efficient Wärtsilä 31DF dual-fuel engines, four Wärtsilä waterjets, and the Wärtsilä LNGPac fuel gas storage and supply system. It will have a service speed of 35 knots, and a top speed of more than 40 knots. The storage tanks give the ferry a range of 400 nautical miles. The equipment is scheduled for delivery to the yard in the latter half of 2019.

When delivered, the ferry will be capable of carrying 1200 passengers and 500 cars, or trucks covering a length of 500 metres plus 250 cars. Baleària will invest 90 million euros in the construction of this fast ferry, which is scheduled to start the aluminium cut next December and to enter into service in the summer of 2020.

LARGEST LNG HIGH-SPEED CATAMARAN

Updates最新消息


Norwegian technology group Kongsberg has selected Leclanché, a Swiss based, leading energy storage solutions company, as its battery partner and supplier

of customised marine energy storage solutions. The partnership will contribute to Kongsberg’s new generation of hybrid power solutions.

Through the partnership, Leclanché will deliver one of the largest single marine battery system orders to date for nine vessels totalling 45MWh batteries. The systems will be built at Leclanché’s Swiss factory with the cells manufactured at Leclanché’s Willstätt facility in Germany.

The first project to be fulfilled will be the Yara Birkeland, the world’s first autonomous and electric container vessel with zero emissions ordered by Yara. The second project relates to hybrid ro-ro vessels known as Grimaldi Green 5th Generation (GG5G). The hybrid propulsion system delivered by Kongsberg includes supply and integration of shaft generators, frequency drives, energy management systems together with Leclanché battery systems. The GG5Gs will be the first in a new series of hybrid Ro-Ro vessels using fossil fuel during navigation, with batteries providing a peak-shaving function and electricity in port.

The new partnership emphasises Leclanché’s strategy of being a vertically integrated system supplier to growth markets such as merchant marine and fleet transportation, moving beyond being a ‘pure play’ cell producer. Leclanché made an early investment in developing a DNV GL certified battery system for marine applications and is the first battery supplier to comply with the stringent 2015 regulations that are currently in force.

Frode Kaland, EVP Supply Chain for Kongsberg Maritime said, “Leclanché’s ability to cover the complete value chain from design and production of lithium cells in Europe, to full battery systems certified for marine applications together with our proprietary hybrid power technology. This positions us together as a single, unified supplier of electrification solutions that will deliver lower operational expenditure and enable environmental sustainability for all vessel types.”

挪威科技集团康士伯（Kongsberg）已选择瑞士领先的储

能解决方案公司Leclanché作为其电池合作伙伴和定制

海洋储能解决方案的供应商。双方的合作将为康士伯新

一代混合动力解决方案做出贡献。

通过合作，Leclanché将为9艘船提供船用单体电池系统，电

池总电量达45兆瓦时。这是迄今为止最大的船用单体电池系统订

单之一。这些系统将在Leclanché的瑞士工厂制造，电池单元由

Leclanché在德国Willstätt的工厂制造。

双方共同执行的首个项目是Yara订购的世界上第一艘零排放自

动驾驶电动集装箱船Yara Birkeland。第二个项目是被称为格里马

尔迪第五代绿色滚装船（Grimaldi Green 5th Generation，GG5G）

。康士伯提供的混合动力推进系统包括轴发电机、变频器和能源管

理系统的供应和整合，以及Leclanché电池系统。GG5G将成为首批在

航行中使用化石燃料的新型混合动力滚装船，搭载的电池将在港口

内提供电力，起到调峰的作用。

新的合作伙伴关系凸显了Leclanché的战略，即成为商船和船

队运输等成长型市场的垂直整合系统供应商，而不仅仅是一个“经

营单一业务的”电池生产商。Leclanché早期投资开发了DNV GL认

证的船用电池系统，是第一家遵守现行的2015年严格规定的电池

供应商。

康士伯海事的供应链执行副总裁Frode Kaland说：“Leclanché

能够覆盖整个价值链，从欧洲锂电池的设计和生产，到经过认证的

完整的船用电池系统，再加上我们专有的混合动力技术。两者结合

有助于我们成为一个整体的、统一的电气化解决方案供应商，能够

为所有类型的船舶降低运营支出，并实现环境可持续性。”n

康士伯选定开发混合动力的电池合作伙伴

Kongsberg chooses battery partner for hybrid development

English EybrowChinese Eyebrow


船舶能效管理计划（SEEMP）是国际海事组织（IMO）设

计的船舶管理工具，旨在减少船舶排放，提高船舶运

行效率，并降低油耗。今天，我们看到越来越多的船

舶采用SEEMP和船舶能效设计指数（EEDI）工具来提高船舶运营的

可持续性。

节省燃料的一个关键方法是在遇到恶劣天气时适当降低船舶的

速度。但是，在这种情况下，机舱工作人员通常没能做到降低速

度，这对发动机和船舶结构造成了很大的压力。

为满足《巴黎协定》的相关要求，全球海事部门对所有新建船舶强制实施船舶能效设计指数标准（EEDI）。这项新标准鼓励新船只应用新技术和高效的设计特性

船舶能效管理计划Ship Energy Efficiency Management Plan (SEEMP) is a vessel management tool designed by the International Maritime Organization (IMO) The SEEMP is designed to cut vessel

emissions, improve operating efficiency, and decrease fuel consumption. Today, we are seeing an increasing number of new ships adopting SEEMP and Energy Efficiency Design Index (EEDI) tools to improve the operational sustainability of vessels.

One key way of saving fuel, is achieved by reducing the speed of the ship suitably while negotiating rough weather. Often, engine room officers fail to reduce speed in such conditions, even if it puts a major strain on the engine and the ship’s structure.

New solutionsNew ships being built today are introducing a whole range

of advanced features, that include affecting the hull shape, the application of improved paint technologies, and various other solutions including wake equalisation and flow separation. But, for existing vessels, here below, are a few solutions both operational and technolological that can help improve the energy efficiency of ships.

As part of efforts by the global maritime sector to meet the Paris accords, the application of energy efficiency design index standards (EEDI) is being made compulsory for all newly constructed ships. This new standard is encouraging the application of new technologies and efficient design features in new vessels to be met

Ship Energy Efficiency Management Plan


专题报道Features

1. Energy Power Management: in the case of burning heavy fuel oil, generators should be run on a higher load as possible. This is because engineers must ensure that once out at sea the generator must be able to take a maximum load. It is essential that generators are maintained in good condition or else fuel consumption will increase, this is even the case when there are two generators on board. A vessel with a second smaller generator is useful since when a vessel is in port is it meets current needs only.

2. Understanding the importance of Stoichiometric ratio: having the right mix of air and fuel sounds an easy task to do but can be problematic for ship’s engineers. If the composition of the fuel is known, then it is easy to calculate the required ratio.

3. Keeping fuel injectors and fuel pumps clean and at the correct fuel viscosity is an important goal.

4. It is important to ensure regular cleaning of turbochargers and air coolers, in order to maintain scavenge pressure. So as to ensure the smooth running of the ship’s pistons.

5. Ballasting and De-ballasting: Such tasks should be achieved by gravity if possible. Ensuring how much ballast a vessel carries in its tanks is often regarded as an art, but it also depends on the route the vessel will be taking. For instance, the ballast needs will be different in Arctic waters from those of tropical ones. Unfortunately, some ships officers insist on the use of pumps to empty and fill ballast tanks, despite the potential damage it can do to vessels structure. It is important, that officers undertake training when the ship is in dry dock so that they can see the impact of their decisions,

6. Cleaning of smoke sides of an oil-fired boiler and the economiser should be given consideration. It is important to monitor boiler pressure, so that it is adjusted depending upon the needs (trading in cold area or hot area). In hot areas, there is no need to open steam to all bunker tanks, since we rarely clean the dump condenser nor keep dumping valve on auto. Moreover, to cope with the boiler pressure, officers often end up opening steam full in all tanks. These are important matters and the Class surveyors, while surveying the boiler, should pay attention to these important accessories, which are mostly the main causes of disorder in the Engine room.

7. Viscotherm is not commonly checked during surveys of Class Societies; however, it is an important equipment in connection with correct burning of fuel. Viscotherms is a general name used to describe equipment for control of viscosity and temperature of a fluid, in particular of fuel oil in fuel viscosity control systems. Often, it has was perhaps not considered necessary but with emphasis on a clean exhaust and added attainment of Energy efficiency, this equipment attracts attention.

8. Container ships often crews at around 24 knots, resulting in a high consumption of costly fuel. This can be justified when needing to catch up with a convoy, but in a normal run, there is little to gain from such activity, given the

新的解决方案目前正在建造的新船舶可以采取许多先进的措施，包括优化船

体形状、使用改良的涂料技术，以及各种其他解决方案，包括尾流

平衡和流动分离等。但既有的船舶也可以通过一些操作和技术上的

解决方案来提高船舶的能源效率。

1. 能源电力管理：在燃烧重质燃料油的情况下，应该让发电

机以尽可能高的负荷运行。因为工程师必须确保一旦出海，发电机

必须能够承受最大的负荷。发电机必须保持良好状态，否则耗油量

就会增加，即使船上有两台发电机时也是如此。船舶备有第二台小

型发电机是有用处的，当船只靠港后，可以仅使用辅机发电。

2. 重视化学计量比：正确地混合空气和燃料听起来是一项很

简单的任务，却有可能给船舶工程师带来问题。如果燃料的成分已

知，那么就可以很容易地计算出所需的比例。

3. 保持喷油器和油泵的清洁和正确的燃油粘度是一个重要的

目标。

4. 为了保持涡轮增压器和空气冷却器的扫气压力，确保定期

清洗是很重要的。这样才能保证船舶活塞的顺利运行。

5. 压舱和减载：在条件允许的情况下，这项任务应该通过重

力来完成。船舶的压载舱中应装载多少压舱物通常被认为是一门艺

术，但它也取决于船将要走的路线。例如，北极水域的压舱物需求

将不同于热带水域。遗憾的是，一些船舶管理人员坚持使用泵来清

空和填充压载舱，这可能会对船舶结构造成损害。因此，应该在船

在干船坞时对管理人员进行培训，以便他们能看到他们的决定所产

生的影响，这一点十分重要。

6. 应注重对燃油锅炉烟气侧和节能器的清洗。重视监控锅炉

压力，以便根据需要（冷区或热区交换）进行调整。在炎热的地

区，没有必要打开所有燃油舱的蒸汽，因为我们很少清洗倾泄冷凝

器，也不会把倾泄阀设置成自动模式。然而，为了解决锅炉的压力

问题，管理者通常会打开所有燃油舱中的蒸汽。这些都很重要。船

级社检查员在检查锅炉时，应该注意这些重要的配件，它们大多是

造成机舱失序的主要原因。

7. 船级社在进行检查时通常会忽视粘温计，然而，它是关系

到燃烧燃料是否恰当的重要设备。粘温计是粘度控制和流体温度


time is taken up in customs clearances and other delays import. Instead, slow steaming is a useful fuel-saving tool in moderating consumption of fuel.

9. De-rating of the main engine: As mentioned in the above point of the advantage of fuel saving in slow steaming. It is vital, ship’s engineers consider the power rating of the engine before adopting this technique. “De-rating” of the main engine to the new speed and new power level (around 70%) involves the timing of fuel injection, adjusting exhaust valves, and exchanging other mechanical components in the engine.

10. Lastly, when monitoring and measuring the performance of the main engine it is important to do this regularly. This would help to know any issue in advance and provide sufficient time to take remedial measures.

Complying with the Ship Energy Efficiency Management Plan and enhancing the efficiency of the ship is not a very difficult task provided ship officers take some basic safeguards while managing engine room machinery and operations.

设备的总称，特别是燃油粘度控制系统中的燃油粘度控制和流体

温度设备。通常情况下，人们可能认为没有必要使用这种设备，

但随着对清洁废气和提高能源效率的重视，这种设备引起了人们

的注意。

8. 集装箱船的航行速度通常在24海里/小时左右，导致燃料消

耗高、成本昂贵。当需要追赶护航队时，这样的速度是合理的，但

在正常情况下，这几乎没有什么好处，因为在清关和其他方面总会

耽误时间。相反，减速航行是一种有效的节省燃料的方式，可以减

缓燃料的消耗。

9. 主发动机降额定值：如上所述，减速航行具有节省燃油的

优点。船舶工程师在采用这种技术之前应该考虑发动机的功率额定

值，这一点十分重要。将主发动机降至新的转速和新的功率级（约

70%）涉及到燃油喷射时间的选择、排气阀的调整以及发动机内其他

机械部件的更换等。

10. 最后，应该定期监测和测量主发动机性能很重要。这有助

于提前发现问题，以便有足够的时间采取补救措施。

遵守船舶能效管理计划，提高船舶的效率，并不是一项非常困

难的任务，只需船舶管理人员在管理机舱机器和进行操作时采取一

些基本的保障措施。n

船舶维护

·速度更快

·价格更优

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Features专题报道

近几十年来，航运业在商业和贸易的扩张中发挥了重要作

用。作为最有效的贸易模式，它对世界经济有着重要的

影响。几个世纪以来，航运公司一直运输着各种形式的

货物，并不感到费力。然而，随着人口的增长，全球市场的进出口

呈指数级增长，这种增长预计将持续相当长一段时间。

海上贸易公司一直使用传统的运输和通信方式，如散货船、货

船、无线电信号等。然而，目前，随着先进技术的引进，对航运部

门来说采用新技术提高贸易服务的速度和效率变得至关重要。

近几十年来，航运业在商业和贸易的扩张中发挥了重要作用。作为最有效的贸易模式，它对世界经济有着重要的影响。几个世纪以来，航运公司一直运输着各种形式的货物，并不感到费力

航运业技术趋势

The shipping industry has played a major role in the expansion of business and trade for decades. It is the most effective mode of trading and has a significant influence

on the world economy. For centuries, shipping companies have transported cargo in every form effortlessly. However, with the growing population, imports and exports have increased exponentially in the global markets and this escalation is expected to continue for quite a long time.

Maritime trading companies have always used traditional methods of transportation and correspondence, such as bulk

The shipping industry has played a major role in the expansion of business and trade for decades. It is the most effective mode of trading and has a significant influence on the world economy. For centuries, shipping companies have transported cargo in every form effortlessly

Shipping industry technology trends



carriers, cargo ships, radio signals, and more. These days, however, with the introduction of advanced technologies, it is becoming vital for the shipping sector to adopt new technological trends for providing an even faster and more efficient trade service.

As a result, innovations have introduced several techniques that can ensure an upgrade in the overall operation of the shipping industry. The introduction of mega-ships, robots replacing the work force, new and upgraded materials, alternative fuels is set to bring about a drastic change in the shipping industry.

Sensor technology

Increasingly we are seeing the growing usage of sense wall technology. Such sensors mean it is no longer required to check many installations on a ship manually. Instead, by placing all relevant equipment in a sensor net with sensors wirelessly connected, it is possible for the ship’s crew to keep an accurate real-time view of the state of performing various machinery. Thus enabling better and more productive decisions to be made about a vessel’s operations.

In addition, if the sensors are combined with machine learning and artificial intelligence, they can access remote locations and analyse the data, immediately sending out alerts if any of the ship’s parts need maintenance.

Robotic AutomationToday the application of robotic automation is becoming

increasingly commonplace. In the maritime sector, robots are being used for a variety of tasks to aid productivity, in such activities as packing, delivering, inspection; robots can carry out firefighting, etc. effortlessly.

As a result, it is anticipated that the shipping industry will be applying the use of robots throughout a vessel’s operations. Such robots can also be used to aid in locating and navigating ships and can even help eliminate any potential threats. In addition, we are seeing the increasing use of miniaturised robots, which is especially useful in vessels where operating is space is scarce. Such mini robots are often paired with sensors to identify and record all the data in the ship and then work on it. It is likely that in a few years that many ships will not have any crews on board operating it. Instead, such vessels will be supervised from onshore bases.

Autonomous ShipsAutonomous systems in shipping are gaining immense

popularity because of their capability to deliver goods without any interference. These systems operate at peak efficiency for a significantly longer duration that is needed in the shipping industry. Leading technology companies have invested in the research and development of these autonomous systems. Surface, underwater, and air-based vehicles are being used to monitor activity, tap desirable locations for oil and natural gas, and

因此，航运业创新和引进了一些可以升级行业整体运作的技

术。巨型货轮的引进、机器人取代劳动力、新材料和升级材料以及

替代燃料的出现，必将给航运业带来巨大的变化。

传感器技术感应墙（sense wall）技术的使用越来越常见，使用这样的传

感器意味着不再需要手动检查船上的许多设备。相反，通过将所有

相关设备置于传感器网络中，且对传感器进行无线连接，船员就可

以实时且准确地观察各种机械的运行状态，从而对船舶的操作做出

更好、更有效的决定。

此外，如果把传感器与机器学习和人工智能相结合，就可以访

问远程位置并分析数据，如果船舶的任何部件需要维修，它们就可

以立即发出警报。

机械人自动化今天，机器人自动化的应用越来越普遍。在海事部门，机器人

正被用于各种各样的任务，以提高工作效率，例如，包装、递送、

检查等；机器人还可以毫不费力地执行消防等任务。

因此，预计航运业将在船舶的作业中使用机器人。这种机器人

还可以帮助定位和导航船只，甚至可以帮助消除任何潜在的威胁。

此外，小型化机器人的使用也越来越常见，这在空间有限的船舶上

特别适用。这种微型机器人通常与传感器相匹配，以识别和记录船

上的所有数据，然后对其进行处理。很可能在几年内，许多船只将

不再有任何船员在船上进行操作。相反，人们会从岸上基地对这些

船只进行监督。

自动驾驶船舶航运中的自动驾驶系统由于能够在不受任何干扰的情况下运送

货物而广受欢迎。这些系统能在长时间内保持以最高效率运行，这

正是航运业所需要的。领先的技术公司已经为研发这些自动驾驶系

统进行了投资。这样的工具被运用于地面、水下和空中，对各种活

动实施监测，为石油和天然气开采寻找理想地点，或从事其他类似

活动。这些自动驾驶系统配备了最新的、先进的热图和材料检测技

术，省去了人工操作。例如，运输管理系统（TMS）可以有效管理货

物供应，还能帮公司做好交货记录。

物联网（IoT）物联网技术通常是指把全球定位系统无线连接到一个云数据库

上，该数据库将设备收集到的所有数据存储在一艘船上……使用物

联网的优点是，它能跟踪所有设备和货物，因而航运业能向客户提

“小型化机器人的使用也越来

越常见，这在空间有限的船舶

上特别适用”



other such activities. These autonomous systems are equipped with the latest, advanced heat mapping and material detection technology, which eliminates the human effort involved. For instance, a Transportation Management System (TMS) is a system designed to manage the supply of goods efficiently. It also enables the company to keep a proper record of the deliveries.

IoT (Internet of Things)Internet of things technologies usually comprises global

positioning systems connected wirelessly to a cloud-based database, which stores all the data collected by devices on a vessel... The advantage of using IoT is that, since it keeps track of all devices and shipments, the shipping industry will provide better customer service. It can provide customers with information about the location, time of arrival and delay in the shipment. IoT is, hence, a highly anticipated technological solution to management problems on the ship.

Advanced Environment-Friendly MaterialDue to increasing public concern about the environment, we

are seeing the industry look at advanced environmentally friendly materials. Increasingly modern ships are being designed with more sustainable materials, like fibre-reinforced plastic, to carry a large quantity of cargo at a time, thus reducing traffic. The reducing traffic will also ensure reduced carbon footprint of the ships.

Efficient Propulsion Techniques Increasing concerns about greenhouse gas emissions

and ever-tighter regulations are resulting in the application of new energy technologies to fuel the propulsion of vessels. Such energy sources include solar, wind, LNG, and hydrogen. In addition, modifications in the designs of vessels hulls and other parts of the ship’s design are resulting in greater productivity in using fuels and reductions in environmental impact.

Port ManagementOptimisation of operating procedures at the harbour with

the help of technology can reduce the time the ships have to wait at the port. The reduced waiting time will guarantee less carbon emission from ships at the docks. To make the unloading of the ship faster, it is important to make use of robots and other machinery to lift heavy cargo.

Technology and shipping are no longer strangers but neither has technology replaced manual involvement in shipping. It is important that technology is seen as a valuable tool to assist shipping operations and used accordingly.

All the available technology, if put to proper use and frequently updated, can ensure a much more competent shipping industry soon. What are your thoughts on the trends in shipping? Let us know in the comments section below!

供更好的服务。它还能为客户提供关于地点定位、到达时间和运输

延误的信息。因此，物联网是一种备受期待的管理船上问题的技术

解决方案。

先进的环保材料由于公众对环境问题日益关注，我们看到行业内正在研究先进

的环保材料。越来越多的现代船舶采用更可持续的材料设计，比如

纤维增强塑料，并且一次运载大量货物，从而减少交通流量。减少

交通流量也将确保减少船舶的碳足迹。

高效的推进技术人们对温室气体排放的担忧不断增加，监管也越来越严格，因

此人们开始使用新能源技术为船舶的推进提供燃料。这些能源包

括太阳能、风能、液化天然气和氢气。此外，船壳和其他部分的

设计也进行了修改，从而提高了燃料的使用效率，减少了对环境

的影响。

港口管理利用技术优化在港口内的操作程序可以减少船舶在港口等待的

时间。等待时间减少意味着船舶在码头的碳排放减少。为了使卸船

更快，使用机器人和其他机械来搬运重物是很重要的。

技术对于航运来说不再陌生，但技术也并没有取代航运中的人

工作业。重要的是，技术已经被视为一种有价值的工具，用于协助

航运操作。

如果航运业对所有现有的技术加以正确的利用并保持经常更

新，就可以迅速且大幅地提高其竞争力。你对航运趋势有何看法？

请在下面的评论区告诉我们吧！n



世界贸易高度依赖于全球航运业。海运行业在世界货运

总量中的份额达到90%。这份名单中上榜的公司是基于

其TEU（标准箱，20英尺当量单位）运输能力。TEU是

世界贸易高度依赖于全球航运业。海运行业在世界货运总量中的份额达到90%。这份名单中上榜的公司是基于其TEU（标准箱，20英尺当量单位）运输能力


World trade heavily depends on the global shipping industry. The maritime sector accounts for 90% of the movement of world freight. The companies ranked in

this list are based on their TEU (Twenty-foot Equivalent Unit) capacity. A TEU is a measure of the number of standard-sized containers (20 feet long, 8 feet wide, and 9 feet high). Therefore, if a company has a TEU of 600,000, which means it has a capacity of 600,000 containers.

Today, the world’s largest operators of container ships by capacity are dominated by either Asian-Pacific or European

World trade heavily depends on the global shipping industry. The maritime sector accounts for 90% of the movement of world freight. The companies ranked in this list are based on their TEU (Twenty-foot Equivalent Unit) capacity

The world’s largest container fleets



The world’s largest container fleets

衡量标准尺寸集装箱（20英尺长、8英尺宽、9英尺高）数量的单

位。因此，如果一家公司的TEU为60万，这是指该家公司的运力为

60万集装箱。

当前，全球最大的集装箱船舶运营商（按运力）主要集中于亚

太地区和欧洲地区。许多此类公司都是全球海事部门一系列合并或

收购的结果。下面是全球领先的集装箱船舶运营公司名单。

1. 马士基集团马士基是全球最大的集装箱运输公司，总部位于丹麦哥本哈

根，在130个国家拥有约7.9万名员工。公司2017年的年度收入达到

350亿美元（2017）。同年，该公司成为NotPetya恶意勒索软件攻击

的主要受害者之一，恶意软件攻击严重破坏了公司运营，并达数月

之久。这家成立于1904年的丹麦企业集团，拥有一支由约707艘船舶

组成的船队，足迹遍及全球300多个港口。该公司的运力达到400万

TEU（标准箱），市场份额达到17.7%。马士基运营着全球最大的集

装箱船“艾玛·马士基号”，该船的运力达到14,770标准箱。

2. 地中海航运公司（MSC）地中海航运公司是MSC集团航运集团旗下货运部门的一个组成

部分，该企业是一家全球性航运和物流企业。这家意大利航运公司

总部位于日内瓦，是同时经营集装箱船舶和油轮的全球领先的公

司。这家航运公司成立于1970年，当时只有一艘名为“Patricia

号”的船。目前，公司的货运船队运营着517艘船舶，运力达到330

万TEU，占市场份额的14.5%。该公司的主要运营港口为比利时的安

特卫普港。此外，公司经营15艘现代化邮轮，包括即将推出的MSC

VIRTUOSA，总登记吨位为177,100吨，满载时可搭乘6,297名乘客，

全场331米（1086英尺）。

3. 中国远洋运输集团中国远洋运输（集团）总公司（COSCO）是一家总部位于北京的

operators. Many are a result of a series of mergers or acquisitions that have taken place in the global maritime sector. Below is a list of the world’s leading container vessel operating companies.

1. A.P. Moller–Maersk GroupMaersk is the world’s largest container shipping company,

based in Copenhagen Denmark, employing some 79,000 people in 130 countries. The company’s 2017 annual revenue was US$35 billion (2017). Also in 2017, the company was one of the main victims of the NotPetya ransom malware attack, which severely disrupted its operation for several months. This Danish-owned conglomerate founded in 1904 has a fleet of some 707 vessels, which visit some 300 odd ports across the globe. It has a TEU (Twenty-foot Equivalent Unit) capacity of 4 million (17.7% market share). Maersk operates the world’s largest container vessels named the Emma Maersk, which has the capacity of 14,770TEUs.

2. Mediterranean Shipping Company (MSC)MSC is part of the Cargo Division of the MSC Group shipping

conglomerate, a global business engaged in the shipping and logistics sector. This Italian owned shipping company, headquartered in Geneva is a leading operator of not only container vessels but also cruise ships. This shipping company was established in 1970 when it had just one vessel called Patricia. Today its cargo fleet operates 517 vessels fleet with a capacity of 3.3 million TEU (14.5% market share). It’s Chief operating port is the Belgian port of Antwerp. Also, operates 15 modern cruise liners including the soon to be launched MSC VIRTUOSA, registered at 177,100 gross tons, able to carry 6,297 passengers (at full occupancy) and span a length of 331 meters (1,086 feet).

3. COSCOCOSCO (China Ocean Shipping (Group) Company) is a state-

owned Chinese carrier with headquarters in Beijing. It is the largest Chinese owned shipping company, due to a merger in 2016 with China Shipping Group, acquiring Orient Overseas Container Line (OOCL) in July 2018; it became the world’s third-biggest container fleet operator. COSCO has a market share of 12.4% with a combined TEU capacity of 2.8 million across 473 container ships. COSCO Shipping line operates 362 international and domestic shipping routes, comprising 227 international services (including international feeder services), 49 domestic services, 86 Yangtze River, and Pearl River shipping services, covering 289 ports in 90 countries and regions worldwide.

4. CMA CGM GroupCMA CGM S.A. is a French shipping company based in

Marseille, which was established in 1996 following the merger of Compagnie Maritime d’Affrètement (CMA) and Compagnie

20

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海事技术 | www.marineoffshoretechnology.net

Chinese Eyebrow

Générale Maritime (CGM). It has a rich history, which can be traced back to 1851, and it is now the fourth largest shipping company in the world. CMA CGM has 492 vessels and a TEU capacity of 2.6 million (11.6% market share). There are 2,400 staff members working at the Group’s head office, the CMA CGM Tower in Marseille. It is a building worthy of a major player in the French economy. The Group has 6,300 French customers and CMA CGM is the largest private employer in Marseille, the city where the company was founded in 1978.

5. Hapag-LloydIn Hamburg in 1970 Hapag-Lloyd was created following

the merger of Amerikanische Packetfahrt-Actien-Gesellschaft (HAPAG) and Norddeutscher Lloyd (NDL). It has since merged with Compañía Sud Americana de Vapores (CSAV) in 2014, to become a German-Chilean owned conglomerate and the world’s fifth largest shipping company. Today the company has 223 vessels, and a capacity of 1.6 million TEU (7.1% market share).

6. Ocean Network Express (ONE)This Singaporean-based but Japanese owned company has

been in existence since July 2017 following the amalgamation of Nippon Yusen Kaisha (38% stake), K-Line (31% stake) and Mitsui O.S.K. Lines (31% stake). It has a fleet of 220 vessels and a TEU capacity of 1.5 million (6.7% market share).

7. Evergreen Marine Corp.Today this Taiwanese-based company is the seventh largest

shipping company in the world, with a capacity of over 1.2 million TEU (5.2% market share). Founded in 1968, it has a fleet of 203 container ships and headquarters in Taoyuan City, Taiwan.

8. Yang Ming Marine Transport CorporationHeadquartered in Keelung, Taiwan, Yang Ming was founded

in 1972 and is the world’s eighth largest shipping company. It has a capacity of 632,647 TEU (2.8% market share) and a fleet of 97 container ships.

9. Pacific International Lines (PIL)Incorporated in Singapore, PIL is a privately held company

that operates 135 vessels with a TEU capacity of 417,670 (1.8% market share). Founded in 1967 by Chinese entrepreneur Chang Yun Chung, it is the world’s ninth largest shipping company.

10. Hyundai M.M.Based in South Korea, Hyundai M.M. was founded in 1976.

The company initially established a container service between the Far East and the Middle East and has since grown to become the world’s tenth largest shipping company. It has a capacity of 408,947 TEU (1.8% market share) with 77 container ships.

中国国有运输公司。该公司2016年与中海集团合并，2018年7月收购

了东方海外货柜航运有限公司（OOCL），成为中国最大的中资航运

公司；是世界第三大集装箱船队运营商。中远集团占据12.4%的市场

份额，拥有473艘集装箱船舶，总运力达到280万TEU。中远海运拥

有362条国际国内航线，提供227项国际服务（包括国际支线服务）

、49项国内服务、86项长江和珠江运输服务，覆盖全球90个国家和

地区的289个港口。

4. 法国达飞海运集团法国达飞海运集团（CMA CGM）是一家总部位于马赛的国际航运

公司，由CMA公司和CGM公司于1996年合并而成。该公司具有悠久的

历史，可以追溯到1851年，目前是世界第四大航运公司。达飞海运

集团拥有492艘船舶，运力达到260万TEU，市场份额达11.6%。集团

总部位于马赛的CMA CGM大楼，有2400名员工。这座大厦在法国经济

中扮演着重要角色，这绝非虚言。该集团拥有6300个法国客户，是

马赛最大的私人雇主，该集团公司于1978年始建于马赛。

5. 德国赫伯罗特航运公司1970年，哈巴格公司和北德意志-劳埃德公司（NDL）在汉堡合

并，创建了赫伯罗特航运公司。此后，该公司于2014年与南美轮船

公司（CSAV）合并，成为德国和智利共有的企业集团和全球第五大

航运公司。目前，公司拥有223艘船舶，运力达到160万TEU，占市场

份额的7.1%。

6. OceanNetworkExpress（ONE）这家总部位于新加坡，但由日方所有的公司成立于2017年7月，

是由日本邮船（38%股份）、川崎汽船（31%股份）和商船三井（31%

股份）合并组成的。该公司拥有220艘船舶，运力达到150万TEU，市

场占有率达6.7%。

7. 长荣海运集团这家总部位于台湾的公司目前是世界第七大航运公司，拥有超

过120万TEU的运力，市场份额达到5.2%。公司成立于1968年，其船

队拥有203艘集装箱船，总部设在台湾桃园市。

8. 阳明海运公司阳明公司总部位于台湾基隆，成立于1972年，是全球第八大航

运公司。其运力达到632,647 TEU，占市场份额的2.8%，拥有97艘集

装箱船舶。

9. 太平国际船务公司（PIL）太平船务是一家私营公司，在新加坡注册成立，拥有135艘船

只，运力达到417,670 TEU，占1.8%的市场份额。该公司1967年由中

国企业家张允中创立，目前是全球第九大航运公司。

10.现代商船株式会社现代商船株式会社总部位于韩国，成立于1976年。公司最初在

远东和中东之间建立了集装箱业务，现已发展成为全球第十大航运

公司。公司拥有77艘集装箱船，运力达到408,947 TEU，占市场份额

的1.8%。n

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船舶之间或船舶与海岸之间的海上通信是在船载系统的帮

助下通过海岸站甚至卫星进行的。船舶需要在船上安装

不同的无线电通信系统，这取决于该船的具体作业区

域。本文将介绍可获得的各种通信带宽。

通信船舶使用几种可操作的带宽，其中一些带宽的宽度超过其他带

宽。最受欢迎的是1GHz以下的LF、MF、VHF和UHF频率，这是为船舶

卫星通信和雷达分配的频谱点。

对于船上的通信设备，VSAT（甚小孔径终端）需要在c波段和Ku

波段的系统之间进行选择。通信流量较小的船舶应选用所需功率较

船舶之间或船舶与海岸之间的海上通信是在船载系统的帮助下通过海岸站甚至卫星进行的。船舶需要在船上安装不同的无线电通信系统，这取决于该船的具体作业区域

使用正确的带宽Marine communication between ships or with the shore was carried with the help of on board systems through shore stations and even satellites. Different

radio communication systems are required by the vessel to be carried on board ships, depending on the area of operation of that particular vessel. This feature looks at various communication bandwidths available.

Communications

Ships use several operational bandwidths, with some with a wider range than others do. The most popular are the LF, MF, VHF, and UHF frequencies below 1GHz, which is the point in the spectrum allocated for vessels satellite communications and radar.

For shipboard communications equipment, VSAT (Very Small Aperture Terminal) needs a choice to be made between systems operating on both C-band and Ku-band frequencies. Vessels with modest communication traffic should select Ku-band, which requires less power and smaller antennae. In addition, larger dishes and more power are needed for broader bandwidth and better quality of C-band systems.

The attraction of VSAT (Very Small Aperture Terminal) is that whichever band is chosen the equipment comes as part of a lease package with a fixed monthly fee, offering greater control over

Marine communication between ships or with the shore was carried with the help of on board systems through shore stations and even satellites. Different radio communication systems are required by the vessel to be carried on board ships, depending on the area of operation of that particular vessel

Being on the right Bandwidth



communication spending. On many modern boats, the operational communication requirements are increasing as crews are expecting the standard internet services they receive on shore.

To meet rising market demand, ships are using bigger bandwidth, such as Ka-Band. Satellite operator Inmarsat has invested in a fleet of five Ka-band equipped satellites, which deliver mobile broadband speeds of 50 Megabits per second (Mbps).

L -BAND (1-2 GH)

Most of the Inmarsat and all the Iridium satellite communication services work in the radio’s spectrum labelled as L-band, which is narrow and congested. Nevertheless, being a low frequency, L-band is easier to process, requiring less sophisticated and expensive Radio frequency (RF) equipment. This is due to a wider beam width, enabling a pointing accuracy of the antenna, which does not have to be as accurate as the higher bands. But, a small part (1.3-1.7GHz) of L-Band is allocated on Inmarsat satellite communications for Fleet Broadband services.

L-Band is also used for low earth-orbiting satellites used by the military, terrestrial mobile phone systems and even satellite television, where the Ku or Ka-band signals are down-converted to L-Band at the antenna.

However, the gear needed for L-Band communications is not expensive, but there is not much spare bandwidth available in L-band, it is a costly commodity. As the usage of data-heavy applications has increased, shipping has turned to complex technology to provide increased transmission capacity for ships.

S-BAND (2-4 GHZ)

S band radars operate on a wavelength of 8-15 cm and a frequency of 2-4 GHz. Because of the wavelength and frequency, S band radars are not easily attenuated. This makes them useful for near and far range weather observation.

C-BAND (4-8 GHZ)

C-band is used by big ships and cruise liners that need continuous, dedicated connectivity as they move from region to region. The ship operators lease satellite bandwidth capacity that is provided to the ships on a full-time basis providing connections to the Internet, the public telephone networks, and data transmission ashore. They also use C-band for terrestrial microwave links, which can present a problem when vessels come into port and interfere with critical terrestrial links.

X-BAND (8-12 GHZ)

X band marine radars operate on a wavelength of 2.5-4 cm and a frequency of 8-12 GHz. Because of the smaller wavelength, the X band radar is more sensitive and can detect

低和天线较小的Ku波段。此外，C-波段系统所提供的更宽带宽和更

好的质量要求具备更大的天线以及更高的功率。

VSAT（甚小孔径终端）的吸引力在于，无论选择哪个波段，设

备都是租赁包的一个组成部分，每月收费固定，从而可对通讯支出

进行更好的控制。在许多现代化的船舶上，由于船员们期望获得有

如他们在岸上所获得的标准的互联网服务，操作通信的要求正在不

断提高。

为了满足不断增长的市场需求，船舶正在使用更大的带宽，比

如Ka波段。卫星运营商国际海事卫星组织已经投资了五颗配备Ka

波段的卫星，这些卫星可以提供每秒50兆比特（Mbps）的移动宽

带速度。

L波段（1-2GH）大多数国际海事卫星组织和所有的铱卫星通信服务都在无线电L

频谱下运行，这种频谱又窄又拥挤。尽管如此，作为一个低频，L波

段更加易于处理，需要较少的复杂和昂贵的射频设备。这是由于更

宽的波束宽度形成了天线的指向精度，它不必像更高的波段一样精

确。但是，L波段的一小部分（1.3-1.7GHz）被分配用于国际海事卫

星组织的卫星通信，用于船队宽带服务。

L波段也用于军事、地面移动电话系统甚至卫星电视使用的低地

球轨道卫星，在这些卫星上，Ku或者Ka波段信号在天线上被向下转

换为L波段。

然而，尽管L波段通信所需的装置并不昂贵，但L波段没有太多

的备用带宽可用，这是一种昂贵的商品。随着数据密集型应用的使

用增多，航运转而采用复杂的技术以提高船舶的传输能力。



smaller particles. X band radars also attenuate very easily, so they are used for only very short-range weather observation.

KU-BAND (12-18 GHZ)

Ku-Band is used for most VSAT systems on ships. There is much more bandwidth available in Ku -Band and it is less expensive than C or L-band.

The main problem of Ku-Band is that of rain fade. The wavelength of raindrops matches that of the Ku-Band wavelength, causing it to weaken the signal during rain showers. This problem can be overcome by boosting the power. The pointing accuracy of the antennas need to be much tighter than L-Band Inmarsat terminals, due to narrower beam widths, and the terminals need to be more precise and be more expensive.

Ku band coverage is focused on major regional zones such as Europe, Australia, and India. As a result, VSAT equipped Vessels moving from region to region need to change satellite beams, sometimes finding gaps in the transmission coverage. In most cases, satellite terminals and modems can be programmed to switch beams. VSAT Antenna sizes range from a standard 1m to 1.5m in diameter for operation in fringe areas like the Arctic and, as low as 60cm for spread spectrum operation.

KA-BAND (26.5-40 GHZ)

Ka-Band is a high-frequency band needing good pointing accuracy of the dish and sophisticated RF equipment. As with Ku-band, Ka-Band it is susceptible to rain fades. Although, is popular for high definition satellite TV. Ka-Band bandwidth is plentiful and once implemented is cheaper to use than Ku-Band.

In 2014, Inmarsat provided the first global Ka-Band VSAT service as its GlobalXpress service. The service uses Inmarsat’s fifth-generation satellites, the first of which arrived on station in 2014, delivering Global Xpress services for Europe, the Middle East, Africa, and Asia.

Then in February 2015, a second Global Xpress satellite, known as Inmarsat-5 F2 (I-5 F2), which offers services in the Americas and the Atlantic Ocean Region was sent into orbit.

A third satellite in the fleet was launched in August 2015, with global availability announced at the end of March 2016. Each Inmarsat-5 satellite is expected to operate for at least 15 years.

Fleet Xpress, Inmarsat’s hybrid Ka-band/L-band service became operational simultaneous with commercial availability of Global Xpress. Vessels using the service need a 1m or 60cm Global Xpress antenna and terminal, and a Fleet Broadband terminal. Such equipment is pre-commissioned on the network to provide quick and easy plug and play deployment. Inmarsat’s partners in delivering Fleet Xpress include telecommunication companies Network Innovations, Marlink, and Singtel.

S波段（2-4GHz）S波段雷达的工作波长为8-15cm，频率为2-4GHz。由于波长和频

率的关系，S波段雷达不易衰减。这使得它们在近距离和远距离的天

气观测中非常有用。

C波段（4-8GHz）C波段用于大型船舶和邮轮，此类船舶在不同区域之间航行时需

要持续的专门连接。船舶运营商租用卫星带宽容量，为船舶提供全

天候互联网连接、公共电话网络以及与岸上的数据传输。他们还将C

波段用于地面微波连接，但当船舶进入港口并干扰重要地面连接时

会产生问题。

X波段（8-12GHZ）X波段船用雷达的工作波长为2.5-4cm，频率为8-12GHz。由于波

长较短，X波段雷达的灵敏度更高，可以探测到较小的粒子。X波段

雷达也很容易衰减，所以只用于非常近距离的天气观测。

KU波段（12-18GHZ）Ku波段用于船上的大多数VSAT系统。Ku波段可以提供更多的带

宽，且比C波段或L波段便宜。

Ku波段的主要问题是雨水衰减问题。雨滴的波长与Ku波段波长

相匹配，导致其在阵雨时的信号减弱。这个问题可以通过提高功率

来解决。由于波束宽度较窄，天线的指向精度需要比L波段的国际

海事卫星组织终端严格许多，因而终端需要更精确，其价格也更加

昂贵。

Ku波段主要覆盖欧洲、澳大利亚和印度等区域。因此，装备了

VSAT的船舶从一个区域航行至另外一个区域需要改变卫星波束，有

时候会发现传输覆盖出现缺口。在大多数情况下，卫星终端和调制

解调器可以通过编程来切换光束。VSAT天线用于北极等边缘地区

时，口径为1米至1.5米，用于扩频操作时，口径可低至60cm。

KA波段（26.5-40GHz）Ka波段是一种高频波段，需要良好的碟形天线指向精度和精密

的射频设备。与Ku波段一样，Ka波段易受降雨衰减影响。但是，用

于高清晰度卫星电视很受欢迎。Ka波段带宽丰富，而且一旦采用，

价格比KU波段便宜。

2014年，国际海事卫星组织提供了全球首个Ka波段的VSAT服

务，作为其GlobalXpress服务。该服务使用国际海事卫星组织的第

五代卫星，其中第一颗卫星于2014年发射，为欧洲、中东、非洲和

亚洲提供Global Xpress服务。

2015年2月，第二颗Global Xpress卫星被送入轨道，该卫星被

命名为Inmarsat-5 F2 (I-5 F2)，为美洲和大西洋地区提供服务。

该系列卫星中的第三颗于2015年8月发射，并于2016年3月底宣

布其全球可用性。每颗Inmarsat-5卫星预计将运行至少15年。

国际海事卫星组织的Ka波段/L波段服务Fleet Xpress的运行与

Global Xpress的商业可用性同步。使用该服务的船舶需要一个1米

或60厘米的Global Xpress天线和终端，以及一个船队宽带终端。

这种设备预装在网络上，可提供快速且便利的即插即用部署。国

际海事卫星组织在交付Fleet Xpress方面的合作伙伴包括Network

Innovations、Marlink和新加坡电信等电信公司。n



垃圾航运业正在与国家和国际机构以及利益团体合作，以解决船舶

垃圾这一重大环境问题。2009年，国际海事组织（IMO）发布了《香

港国际安全与环境无害化拆船公约》，这是解决这一问题的重要监

管步骤。

航运业正在与国家和国际机构以及利益团体合作，以解决船舶垃圾这一重大环境问题。2009年，国际海事组织（IMO）发布了《香港国际安全与环境无害化拆船公约》，这是解决这一问题的重要监管步骤

防止船舶污染Waste

The industry is working with national and international agencies and pressure groups to tackle this major environmental problem of ship waste. In 2009, the IMO introduced the Hong Kong International Convention for the Safe and Environmentally Sound Recycling of Ships, which was a major regulatory step in tackling this problem.

Subsequently, additional IMO conventions had been passed, including the MARPOL Annex 5- Garbage from Ships and other related guidelines that have encouraged better on board and management of the marine waste and garbage from vessels, through the implementation of a garbage management plan for ships. This encourages the vessel’s crew to work together to tackle a ships waste issues, including meeting such recycling, waste reduction, and management targets.

How ships can cut their wasteShips generate all sorts of waste and garbage that can pollute

The industry is working with national and international agencies and pressure groups to tackle this major environmental problem of ship waste. In 2009, the IMO introduced the Hong Kong International Convention for the Safe and Environmentally Sound Recycling of Ships, which was a major regulatory step in tackling this problem

Preventing ship pollution



the world’s oceans; these can include plastic, loose wood, matting, or similar material used to keep a cargo in position in a ship’s hold, and packing material, cleaning material and rags, paper products, food waste, remains of paints, solvents, and chemicals. Proper handling of these waste products is needed to reduce and prevent marine pollution. Increasingly, for many vessel owners in order to meet ever harder environmental regulations cruise must focus on waste reduction and management to ensure a safe and healthy work environment on-board as well as protecting the marine environment. In order to reduce the waste, seafarers should take an active part in efficient ship operations and in reducing garbage production on ships.

Marine operators and the cruise through their waste and management systems policies must implement a series of storing and segregation procedures for various types of waste materials including plastics, batteries, food wastes, dunnage, metallic wastes, chemicals, etc. Companies should imply strict adherence to the MARPOL regulations and maintain zero dumping policy on-board their fleet.

One thing is clear, some waste produced on board such as metals, waste chemicals and oily rags et cetera cannot be safely dumped in the sea. Instead, it must be incinerated or transferred to a specialist port facility for the processing of such waste.

Increasingly common, vessels are using compactors to reduce of the volume of much of its waste, especially plastics is easy to compress.

In the case of food waste, much of it can be processed and then discharged at sea, as long as it complies with the 2013 MARPOL amendments to Annex V.

However, newer waste disposal innovations are coming into play to ease the on-board waste processing task that can separate glass from mercury and metal. In addition, in an effort to reduce oily waste and sludge, some of it can be refined and treated as fuel for the ship.

As far as possible, reduce the production of oily waste and sludge. Usage of clean and treated fuel will not only generate lesser sludge but also will be environmentally friendly. To improve the performance of the oily water separator, it is a better idea to install emulsion-breaking filters on the separators.

The marine operator’s Environmental Management System (EMS) should be maintained on-board which in turn would raise the waste management standards and also reciprocate to the zero discharge policy for solid wastes that can be incinerated on-board and ashore.

Tip for Recycling Waste on ShipsRecycling waste is a new idea to reduce marine pollution

that is being applied to on-board, especially on cruise liners where waste is generated. It is important that waste management programs should apply effective waste recycling for a better environment even on conventional marine vessels and installations. Specials steps should be taken to minimise marine pollution from cruise ships.

随后，国际海事组织又通过了《国际防止船舶造成污染公约》附

则V“船舶垃圾”等公约及其他有关准则，鼓励航运业执行船舶垃圾

管理计划，以便更好地管理海洋和船舶垃圾，并且鼓励船员共同努

力解决船舶垃圾问题，包括实现垃圾回收、减少废物和管理目标。

船舶如何减少垃圾船舶产生的各种废物和垃圾会对世界海洋造成污染；这些垃圾

包括用于固定货物的塑料、木材、垫子等类似材料，以及包装材

料、清洁材料和抹布、纸制品、食品废弃物、油漆、溶剂和化学品

的残留物等。为了减少和防止海洋污染，必须妥善处理这些垃圾。

逐渐地，大多数船东要想满足越来越严格的环境法规，就必须重视

减少和管理船舶垃圾，以确保一个安全和健康的船上工作环境，同

时保护海洋环境。为了减少垃圾，船员应该在提高船舶操作效率和

减少船舶垃圾产生方面发挥积极的作用。

海洋运营商和船舶应该制定关于垃圾和管理系统的政策，对各

种类型的废弃材料执行一系列储存和隔离程序，包括塑料、电池、

食品废弃物、垫舱物料、金属废弃物、化学制品等。公司应指示其

船队严格遵守《防污公约》和零倾倒政策。

必须明确的一点是，船上产生的金属、废弃化学制品和油布等

垃圾是不能直接扔进海里的，相反，这些垃圾必须经过焚烧，或转

移到一个专门的港口设施进行处理。

现在越来越普遍的做法是使用压实机来减少垃圾体积，特别是

塑料很容易压缩。

就食品废弃物而言，只要符合2013年《防污公约》附则V的修正

案，大部分食品废弃物可经处理后排放入海中。

经过创新，新的垃圾处理技术可以把玻璃从汞和金属中分离出

来，从而减轻船上的垃圾处理任务。此外，一项旨在减少油性垃

圾和油泥的技术可以通过提炼和处理将其中的一部分转化为船舶

的燃料。

应尽量减少油性垃圾和油泥的产生。使用清洁燃料和经过处理

的燃料不仅产生的油泥较少，而且也更加环保。为了提高油水分离

器的性能，最好在分离器上安装破乳过滤器。

海洋运营商应维持船上的环境管理系统（EMS），以提高垃圾管

理水平，并配合零倾倒政策，对可在船上或岸上焚烧的固体垃圾进

行焚烧后再处理。

关于船上垃圾回收的提示垃圾回收是一种减少海洋污染的新理念，目前正应用于船舶，

“船舶产生的各种废物

和垃圾会对世界海洋造

成污染”



Things that could be included in a Waste Recycling and Management Plan for recycling techniques and procedures that could be carried out at sea, these are:

· Paper could be reused in many ways in day-to-day operations. For instance, cardboard can be used for additional coverings. Common recycle bins for reusable items could be a good idea.

· Compactors should be used for crushing materials such as plastics, paper, metal cans, etc. Such materials should be put in recycling bins or containers.

· Items such as computers, television sets, music boxes, etc. that are no longer required on-board should be given away to local shore organisations.

· Old grease, waste oil, and similar other oil-based products could be used as alternative lubricants or be used up for cleaning tough stains and marks.

· Plastic garbage bags should be replaced with marine ‘biodegradable’ refuse bags for disposing-off food waste. Such bags could also be used up for storage and compression of garbage accumulated on-board.

It is also vital to understand the effects related to air emissions, which are caused due to colossal amounts of energy usage. Replacing the conventional halogen and the incandescent light bulb with the new age LED bulbs or similar fluorescent lights, which consume lesser energy, should be given due attention onboard marine vessels and installations.

Recycling of glass bulbs can be done with the help of lamp crushers, which segregate mercury, metal caps while allowing for the crushing of glass.

Batteries are again an environmental hazard and should be disposed offshore to approve shore reception facilities. Batteries could also be recycled on-board using special units and devices leading to the separation of Lithium, Lead, and Cadmium.

Finally, the fleet managers should engage in having interactive sessions with the crew members for reducing marine pollution, motivating them to protect the environment through proper stowage, segregation, and handling of waste generated at sea. With the adoption and implementation of such waste reduction and recycling management, programmes ship owners, marine managers, and the personnel at sea would be able to display immaculate levels of concern for the marine ecosystem.

尤其是在产生垃圾的邮轮上。把有效的垃圾回收方法纳入垃圾管理

方案对改善环境十分重要，甚至传统的海洋船舶和设施也应如此。

应采取特别措施尽量减少船舶对海洋的污染。

可列入垃圾回收和管理计划并通过回收技术和程序在海上进行

回收的物品包括：

· 纸可以在日常操作中以多种方式重复使用。例如，硬纸板

可以用来做额外的遮盖物。用来做可重复使用物品的回收箱也是一

个好主意。

· 压实机可以用于压缩塑料、纸张、金属罐等材料。这些材

料应放入回收箱内。

· 船上不再需要的电脑、电视机、随声听等物品，应交予当

地的岸上机构。

· 旧的润滑脂、废油和其他类似的油基产品可以作为替代润

滑剂，也可以用来清洁顽固的污渍和标记。

· 应以海洋“生物可降解”垃圾袋代替塑料垃圾袋，用来装

食品废弃物。这些袋子也可以用来储存和压缩船上累积的垃圾。

了解有关气体排放的影响也至关重要，气体排放是由能源的大

量使用造成的。在船舶和设施上，应适当地以耗能较少的新时代LED

灯泡或类似荧光灯替代传统卤素灯泡和白炽灯泡。

玻璃灯泡的回收可以借助碎灯器来完成，碎灯器可以将水银和

金属帽分离开来，同时还能粉碎玻璃。

电池也是对环境有害的，应在海上进行处理后交予岸上接收设

施。电池也可以在船上使用特殊的单元和设备回收，将锂、铅和镉

进行分离。

最后，船队负责人应与船员们进行关于减少海洋污染的互动会

议，鼓励他们以适当的方式装填、隔离和处理海上产生的垃圾，从

而减少海洋污染，保护环境。通过采取和落实减少垃圾和回收管理

的办法，船东、海洋管理人员和海上工作人员展现出了他们对海洋

生态系统的最真挚的关切。n

MARINE TRANSFERFROG-XT Rental PackagesFlexible / Safe / Cost-Effective

+44 1872 [email protected]



火灾是船上事故的主要原因。据劳氏船级社情报统

计，2014年欧洲海域发生了74起船舶火灾，其中10起

为严重火灾。2004年至2014年间共发生了799起船舶火

灾，其中10%为严重火灾。大火源于船上的汽车甲板。在此期间还发

大火源于船上的汽车甲板。这种火灾可能是由许多原因引起的，包括高温、过量的可燃液体或其他可燃材料等

Fire on board ship is a major cause of accidents. According to Lloyd’s List Intelligence statistics, 74 ship fires occurred in European sea areas in 2014, 10 of which were serious.

A total of 799 ship fires occurred during the period 2004–2014, 10 percent of which were serious. The fire originated on the ship’s car deck. Other ship fires resulting in multiple fatalities or injuries also occurred during this period. Such fires can be due to a number of reasons including the existence of high temperatures, an excess quantity of flammable liquids and other combustible materials. A ship is approved to sail in international waters only if it is constructed as per Fire Safety System code and carries required Fire Fighting Appliances approved by the concerned authority.

Typically, a ship is fitted with a range of fire prevention and firefighting technologies, designed to discourage and extinguish a fire, before it turns into a major disaster. In this feature, we look at some leading firefighting technologies and measures that are used on vessels today.

Following are the Firefighting technologies, which are used on-board ships:

1. Fire Retardant Bulkhead: Different Class of bulkhead such Class-A, Class-B, and Class-C are used on board ship for construction of bulkhead in areas like accommodation, machinery space, pump room, etc. The main applications of such bulkhead are to contain or restrict the spread of fire in sensitive areas.

2. Fire doors: Fire doors are fitted in fire retardant bulkhead to give access from the same. They are self-closing doors with no hold back arrangement.

3. Fire Dampers: Dampers are provided in the ventilation system of cargo holds, engine room, accommodation etc. in order to block out excessive oxygen supply to the fire. For this, it is necessary that open and shut position clearly marked for fire dampers.

海上消防

Fire on board ship is a major cause of accidents. Such fires can be due to a number of reasons including the existence of high temperatures, an excess quantity of flammable liquids and other combustible materials

Maritime fire prevention

29

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www.marineoffshoretechnology.net | 海事技术

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4. Fire Pumps: As per regulation, a ship must have a main fire pump and an emergency power pump of an approved type and capacity. The location of the emergency fire pump must be outside the space where the main fire pump is located.

5. Fire Main Piping and Valves: The Fire Main piping which is connected to the main and emergency fire pump must be of approving type and capacity. Isolation and relief valves must be provided in the line to avoid over-pressure of the same.

6. Fire Hose and Nozzles: Fire hoses with a length of at least 10 meters are used in ships. Number and diameter of the hoses are determined by the classification society. A nozzle of

生了其他导致多人死亡或受伤的船舶火灾。这种火灾可能是由许多

原因引起的，包括高温、过量的可燃液体或其他可燃材料等。只有

按照《国际消防安全系统规则》建造并携带有关当局批准的必要消

防设备的船舶才能获准在国际水域航行。

通常，一艘船配备了一系列的防火和消防技术，目的是在火灾

变为一个大的灾难前阻止和扑灭它。在本文中，我们将介绍一些目

前在船舶上使用的领先的消防技术和措施。

以下是在船上使用的消防技术：

1. 防火分隔：A、B、C级等不同等级的分隔用于船上起居处

所、机器处所、泵舱等场所的舱壁的施工，主要用途是控制或限制

火灾在敏感区域的蔓延。



diameters 12 m, 16 m, and 19 m used on a ship are of dual-purpose types- Jet and spray mode.

7. Fire Hydrants: Fire hoses are connected to fire hydrants from which the water supply is controlled. They are made up of heat retardant material to get least affected from the sub-zero temperatures and also to ensure that hoses can be easily coupled with them.

8. Portable Fire Extinguishers: Portable fire extinguishers of CO2, Foam, and Dry Chemical Powder are provided in accommodation, deck, and machinery spaces carried along with several spares as given by the regulation.

9. Fixed Fire extinguishing system: CO2, Foam, and water are used in this type of system, which is installed at different locations on the ship and is remotely controlled from outside the space to be protected.

10. Inert Gas System: The inert gas system is provided in the oil tankers of 20,000 dwt and above and those, which are fitted with Crude oil washing. The IG system is to protect Cargo space from any fire hazards.

11. Fire Detectors and Alarms: Fire detection and alarm systems are installed in Cargo area, accommodation, deck areas, and machinery spaces along with an alarm system to let know any outbreak of fire or smoke at the earliest.

12. Remote Shut and Stop System: The remote station shutdown is provided to all fuel lines from fuel oil and diesel oil tanks in the machinery space and which is done by quick closing valves. It also provides a remote stop system to stop the types of machinery like fuel pumps, purifier, ventilation fans, boiler etc., if a fire in the engine room or before discharging fixed firefighting system in the engine room

13. EEBD: EEBD (Emergency Escape Breathing Device) is used to escape from a room on fire or filled with smoke. The location and spares of the same must be as per the requirements are given in FSS code.

14. Fire Fighters’ Outfit: Fire fighter’s outfit is used to fight a fire on the ship made up of fire retardant material of an approved type. For a cargo ship at least two outfits and for a passenger ship at least four outfits must be present on-board.

15. International Shore Connection (ISC): ISC is used to connect shore water to the ship system to fight fire when the ship fire pump system is not operational and is on a port, layoff, or dry dock. The size and dimensions are standard for all the ship and at least one coupling with gasket must be present on-board.

16. Means of Escape: Escape routes and passages must be provided at a different location of the ship along with ladders and supports leading to a safe location. The size and location are designed as per the regulation.

It must be noted that this is not meant to be a comprehensive list. It is just a short list of some readily available measures that ship designers, operators, and owners are using today.

2. 防火门：防火门安装在防火分隔上，以方便进出。这些门是

自动关闭的，没有任何抵挡装置。

3. 防火风门：货舱、机舱、起居处所等场地的通风系统中设有

防火风门，以防止过量的氧气供应，造成火势蔓延。为此，有必要

对防火风门的开启和关闭位置作清楚的标记。

4. 消防泵：按照规定，一艘船舶必须配备有一个主消防泵和一

个应急电源消防泵，后者应使用经批准的型号和容量。应急消防泵

的位置必须在主消防泵所处的空间以外。

5. 消防总管道和阀门：与主消防泵、应急消防泵相连接的消防

总管道必须使用经批准的型号和容量。总管道上必须有隔离阀和泄

压阀，以避免管道超压。

6. 消防软管和喷头：船上使用的消防软管长度至少10米。软

管的数量和直径由船级社决定。船舶上使用的喷头直径分别为12

米、16米和19米，有两种用途——喷水和喷射水雾。

7. 消防栓：消防软管与控制供水的消防栓相连。消防栓使用的

是耐热材料，受低温影响最小，也能确保软管顺利与之连接。

8. 手提式灭火器：在起居处所、甲板和机器处所内配备二氧化

碳、泡沫和干粉的手提式灭火器，并按规定配备若干配件。

9. 固定灭火系统：此类系统采用二氧化碳、泡沫和水等灭火介

质，安装在船上的不同位置，并从所保护的空间外远程控制。

10. 惰性气体系统：2万吨级及以上油轮及装有原油清洗装置的

油轮内装有惰性气体系统，目的是保护货舱免受火灾的危害。

11. 火灾探测器和警报器：火灾探测和警报系统安装在货物处

所、起居处所、甲板区域和机器处所，警报系统的目的是尽早通报

任何火灾或烟雾的发生。

12. 远程关闭和停止系统：远程站点关闭系统可以通过快速关

闭阀门关闭机器处所的燃油和柴油罐的所有燃油管路。远程停止系

统可以在机舱发生火灾或机舱内的固定消防系统释放灭火介质前，

停止油泵、分油机、通风设备、锅炉等机器设备的运作。

13. 紧急逃生呼吸装置（EEBD）：用于从着火或烟雾弥漫的房

间内逃生。其位置和配件必须符合FSS规则中给出的要求。

14. 消防员防护服：消防员防护服使用经批准的阻燃材料，用

于船上灭火。一艘货船至少应配备两套防护服，一艘客船至少应配

备四套防护服。

15. 国际通岸接头（ISC）：当船舶的消防泵系统无法使用且船

舶位于港口、码头或干船坞时，可使用国际通岸接头将岸上的水源

连接到船舶系统用于灭火。所有船舶的国际通岸接头的尺寸和规格

都是标准的，船上必须至少配备一个带垫圈的国际通岸接头。

16. 逃生方式：必须在船的不同位置提供逃生路线和通道，并

配备梯子以及指引人们到达安全地点的辅助设施。其尺寸和位置按

规定设计。

必须指出，这并不是一份全面的清单，只是一个简短的列表，

列出了船舶设计者、运营商和船东目前正在使用的一些现成的应对

措施。n

“消防员防护服使用经批准的

阻燃材料，用于船上灭火”

January2019 SMART4SEA CONFERENCE

Stavros Niarchos Foundation Cultural Centre

30 JANUARY 2019

https://events.safety4sea.com/conferences/

FebruaryMaritime Reconnaissance & Surveillance Technology

Rome, Italy

Feb 6 2019 - Feb 7 2019

https://www.smi-online.co.uk/defence/europe/Maritime-

Reconnaissance

GREENTECH IN SHIPPING GLOBAL FORUM

Hamburg, Germany

Feb 26 2019 - Feb 27 2019

https://greentechshipping.com/

MarchShipping 2030 Europe

Radisson Blu Scandinavia Hotel, Copenhagen

https://maritime.knect365.com/shipping2030-global/

April LNG2019

Shanghai World Expo Exhibition and Convention (SWEECC), Shanghai

Apr 1 2019 - Apr 5 2019

https://www.lng2019.com/

Singapore Maritime Week (SMW) 2019

Singapore, Singapore

Apr 6 2019 - Apr 12 2019

https://www.smw.sg/

OCEAN BUSINESS 2019

National Oceanography Centre in Southampton

9-11 April 2019

https://www.oceanbusiness.com/

2019Professional diaryESSENTIAL DATES FOR PROFESSIONALS WORKING IN THE MARINE SECTOR

1月

2019年海上智能会议（SMART4SEA）

斯塔夫罗斯·尼亚尔霍斯基金会文化中心

2019年1月30日

https://events.safety4sea.com/conferences/

2月

海上勘探及监测技术展

意大利罗马

2019年2月6日至7日

https://www.smi-online.co.uk/defence/europe/

Maritime-Reconnaissance

全球绿色航运科技论坛

德国汉堡

2019年2月26日至27日

https://greentechshipping.com/

3月

航运2030欧洲会议

哥本哈根斯堪的纳维亚丽笙酒店

https://maritime.knect365.com/shipping2030-global/

4月

第十九届国际液化天然气大会

上海世博展览馆

2019年4月1日至5日

https://www.lng2019.com/

2019年新加坡海事周

新加坡

2019年4月6日至12日

https://www.smw.sg/

2019年海洋商务展

南安普顿国家海洋中心

2019年4月9日至11日

https://www.oceanbusiness.com/

32 海事技术| www.marineoffshoretechnology.net

5月

2019年拖船技术展

利物浦体育场和会议中心

2019年5月14日至15日

https://www.tugandosv.com/

6月

英国国际商用及公务船舶展

南安普顿五月花公园广场

6月11日至13日

https://www.seawork.com/

MayTUGNOLOGY’19

Arena and Conference Centre, Liverpool.

14th and 15th May 2019

https://www.tugandosv.com/

JuneSeawork

Mayflower Park venue in Southampton

11 to 13 June

https://www.seawork.com/

2019Professional diaryESSENTIAL DATES FOR PROFESSIONALS WORKING IN THE MARINE SECTOR

A unique industry needs a unique MBA. Take your career to the very top international level by joining the world’s premier Executive MBA designed specifically for shipping and logistics professionals.

Find out more details from Programme Director, Irene Rosberg Visit www.cbs.dk/mbs or email [email protected]

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MTU_AZ_CM_2018_Faehre_DINA4_am.indd 1 17/9/18 9:58 PM

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