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The international publication for Offshore & Marine Technology

� ECDIS: Comprehensive training solutions required 60

� Innovative vessels: Designs for sophisticated off shore tasks 38

� Interview: ClassNK’s expansion of R&D activities 10

December№ 8 | 2012

08

| 12

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Given the further tightening of exhaust emissions limits, the development of new or alternative, environmentally friendly propulsion technologies and exhaust gas treatment concepts is becoming increasingly important in the shipbuilding industry.The key issues facing shipowners and operators are environmental compliance and fuel costs. As a consequence, the use of liquefi ed natural gas (LNG) as ship fuel is gaining in attraction since it is the alternative fuel offering the greatest potential for cost- effective compliance with the International Maritime Organization‘s (IMO) upcoming emissions regulations.According to a study released by the classifi cation society Lloyd’s Register, there could be as many as 653 deep-sea, LNG-fuelled ships in service by 2025 (page 6). The classifi cation society Det Norske Veritas (DNV), too, forecasts a substantial increase in demand for LNG. It has developed a simulation model of technologies likely to be implemented in the maritime industry by 2020. Called “Shipping 2020” and described on page 64, the model predicts that one in ten newbuildings over the next eight years will be equipped with a gas-fuelled engine. The central concern in most recent discussions of LNG use has been a kind of “chicken and egg” dilemma, i.e. LNG-fuelled vessels will not be ordered until suitable infrastructure is in place, but bunkering infrastructure will not be built until there are ves-sels that need LNG.Progress is now being made simultaneously on both fronts, how-ever: LNG vessels are being ordered, and LNG bunkering infra-structure is developing. The ports of Rotterdam, Gothenburg and Hamburg, for instance, have announced plans to facilitate the use of LNG as ship fuel by putting LNG bunkering infrastructure in place (page 8). Meanwhile, gas and dual-fuel engines are becom-ing the propulsion of choice throughout all segments of the ship-ping industry – not only on LNG carriers, but particularly on ships that frequently operate in ECAs.In fact, all vessels having a need for fuel effi ciency, fl exibility and compliance with environmental legislation are increasingly being fi tted with dual-fuel engines. So leading engine makers worldwide are concentrating on further development of sophisticated engines of this type. The trend is refl ected in this year’s Marine Engine Index,

which gives an overview of engine units for maritime propulsion applications currently available on the global market (page 24).Environmental issues are also a focus of research and development by the Japanese classifi cation society ClassNK. In an interview on page 10, Yasushi Nakamura, executive vice president and manag-ing director of the Practical R&D Promotion Division, explains ClassNK‘s extensive programme and strategy.The article on page 12 describes how CFD (computational fl uid dynamics) can help to meet the challenges of installing and oper-ating ballast water treatment systems.Besides environmental topics, this edition of Ship&Offshore deals, among other things, with welding solutions for various ap-plications in the shipbuilding and offshore industries (page 14). The article on page 18 gives a comprehensive summary of the 18th International Ship and Offshore Structures Congress (ISSC), which was recently held in Rostock, Germany. In our Offshore & Marine Technology section, we introduce the Oceanic Platform of the Canary Islands, an initiative aimed at the design and construction of a fi xed offshore platform for research and innovation in marine science and technology (page 42). The latest instalment in our “Innovative Vessels” series presents a number of offshore units for drilling and construction as well as oil and gas exploration and processing (page 38).Navigation and communication solutions again take centre stage in our Ship Operation section. Under amendments to the STCW Convention and Code, offi cers will have to complete generic ECDIS training before 2017. The relevant regulations and range of options are set out in an article on page 60.

LNG as ship fuel gaining momentum

Dr.-Ing. Silke SadowskiEditor in Chief

[email protected]

Ship & Offshore | 2012 | No 8 3

COMMENT

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12

Environmental protection20 Transforming marine plastic

pollution into fuel

Newbuilding21 Standby vessel for harsh

conditions

Propulsion & manoeuvring technology

22 Future demands for engine technology

24 Marine Engine Index (MEX)

� Shipbuilding & Equipment



Interview10 Comprehensive expansion of

R&D activities«

Green ship technology 12 Advanced simulations support

ballast water treatment process

Construction14 Welding concepts for

marine applications

Congress18 International Ship and Offshore

Structures Congress in review

35 Medium-speed diesel engine range introduced

35 High-speed diesel engines launched

Industry news36 Chinese delegation visits

GL head offi ce

36 Ferry group welcomes EEDI decision

36 Emergency lowering device as standard feature on hoists

� In Focus Propulsion & manoeuvring technology

Professional Publications for Shipping, Marine and Off shore Technology


� Simulator: „Safety and Security“-Trainer

� Beschreibung: Forschungsschiff „S.A. Agulhas II“

� Rückblick 2011: Ablieferungen deutscher Werften

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AZIMUT BENETTI

SOLUTIONS THAT SPAN THE MARINE INDUSTRY

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60

� Offshore & Marine Technology Innovative vessels38 New versatile designs for

sophisticated offshore tasks

Platform design42 From a fi xed structure to a

fl oating approach

Industry news44 Exhibition and conference

exceed expectations

44 Exclusive rights awarded for Ireland’s fi rst tidal energy farm

46 Explosion-proof cables

� Ship Operation

� RegularsCOMMENT ........................... 3NEWS & FACTS ................... 6BUYER‘S GUIDE .................. 47IMPRINT .............................. 67

38

Navigation & communication

59 Optimising ship operation

60 Need for comprehensive training solutions

Green shipping64 Ecological trends and drivers

of the maritime industry

65 Comprehensive environmental management software released

Industry news66 EMMA helps shipowners

to improve fuel effi ciency

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CONTENT | DECEMBER 2012

SPI_008-12_4_5_20121113133314_491389.indd 5 13.11.2012 13:34:03

Tier III-compliant diesel engineMAN | Together with HHI-EMD, the engine and machinery di-vision of Hyundai Heavy In-dustries, MAN Diesel & Turbo recently presented the fi rst IMO Tier III-compliant diesel engine utilising exhaust gas recircula-tion (EGR). The EGR is inte-grated into a B&W 6S80ME-C9 engine. According to MAN Die-sel & Turbo, the EGR system enables the engine to meet IMO Tier III NOx regulations, which will be introduced in ECAs (Emission Control Areas) be-ginning in 2016. Due to the new development, the strict emissions limit can be met without signifi cantly com-promising engine performance, MAN said. Søren H. Jensen, vice president and head of Re-search & Development, Marine Low-Speed of MAN Diesel & Turbo, said: “Testing achieved

a low penalty, equivalent to 1-3 g/kWh, which is even better than our most optimistic expec-tations.” The engine will be in-stalled in a Maersk Line C-class container vessel, currently un-der construction at Hyundai’s shipyard in South Korea.

Second cruise ship orderMein Schiff | Hamburg-based shipping company TUI Cruises has confi rmed a sec-ond order for a cruise ship from STX Finland Oy. The fi rst unit, Mein Schiff 3, whose production recently started at the Turku shipyard, is due for delivery in spring 2014. Con-struction of the second vessel, will begin in summer 2013

and be completed in spring 2015. The 99,300gt Mein Schiff 3 will be 294m long and 36m wide. Accommodation will be avail-able for 2,500 passengers and 1,000 crew members. The vessel will have numerous environmentally friendly fea-tures, with a particular emphasis on energy effi ciency, TUI said.

Britoil enters PSV marketUlstein | The Singapore-based shipowner Brit-oil Offshore Services Pte Ltd has entered into a contract for design and equipment packages for two platform supply vessels (PSVs) of the new PX121 design from Ulstein. The vessels will be constructed at Britoil’s own yard, PT Britoil Off-shore Indonesia, on the island of Batam. The X-Bow® vessels will mark Britoil’s entry into the PSV market. The contract comprises a comprehensive equip-ment package, including basic design, engineer-ing support and main equipment supplied by Ulstein (generator sets, DP system, main azimuth propellers, tunnel thruster and retractable thrust-er, FiFi system, cargo handling system, etc.).

“This is a break-through for Ulstein in South-East Asia, and the fi rst time an Ulstein-designed ves-sel will be constructed at an Indonesian yard,” said Sigurd Viseth, managing director of Ulstein Design & Solutions.The fi rst vessel of this design from Ulstein, the Blue Fighter, was delivered earlier this year.While having the same hull lines as the Blue Fighter, the new vessels will be customised according to Britoil’s requirements. This includes one extra accommodation deck, offering space for 50 persons. The ships will be built according to IMO’s SPS Code (special purpose ships) and will have OILREC class notation (oil spill recov-ery in emergency situations).

Image of the new PSVs for Britoil Illustration: Ulstein Group

Study on LNG bunkeringDeep-sea shipping | The classi-fi cation society Lloyd’s Register has released “LNG-fuelled deep-sea shipping – Outlook for LNG bunker and fuelled newbuild-ing demand up to 2025” a study done to better understand the future demand for LNG. The study uses three price sce-narios to examine ports, deep-sea trading patterns and new-building prospects. It found that widespread adoption of LNG as fuel will be driven by price, the growth of alternative fuels and the degree of global collaboration. The study’s base-case scenario predicted that by 2025 there could be 653 deep-sea, LNG-fuelled ships in service, consuming 24 million tonnes of LNG annually. These ships are most likely to be con-tainer ships, cruise vessels or oil tankers. When the study mod-elled relatively cheap LNG – for example priced 25% lower than current market prices – the pro-jected number of LNG-fuelled ships tripled to approximately 1,960 units in 2025.

Drawing of Mein Schiff 3

The MAN engine with integrated EGR

6 Ship & Offshore | 2012 | No 8

INDUSTRY | NEWS & FACTS

SPI_008-12_ _9_20121113133414_491388.indd 13.11.2012 13:3 :4

Wärtsilä | Finland-based ma-rine solutions and services pro-vider Wärtsilä has launched an Aframax tanker design that is said to offer solutions for cur-rent and forthcoming emis-sions legislation. Developed by Wärtsilä Ship Design, the single-screw crude oil tanker features a CFD (computation-al fl uid dynamics)-optimised

double hull to provide less resistance with higher propul-sion effi ciency. According to Wärtsilä, the CFD optimisa-tion has carefully considered the fl ow lines and pressure distribution along the hull, while the cylindrical bow ac-commodates a range of opera-tional draughts even in rough weather conditions. The de-

sign is 253.2m long, 44m wide and has a maximum draught of 15.2m. Overall, 134,250m3 of cargo can be transported in twelve tanks. An electronically controlled two-stroke Wärtsilä X62 common-rail main engine with a cylinder bore of 620mm, an extra-long stroke and low rpm will be installed. The ves-sel also has a minimised width to allow a slimmer aft body design, which further benefi ts propulsion effi ciency. Com-pared with currently available main engine options, the X62 can achieve fuel savings of 7% on the specifi c vessel design, Wärtsilä said. Furthermore, the same vessel speed can be reached using one less cylinder. For emissions compliance, an integrated exhaust gas scrub-ber has been mounted on the funnel.

UAL Houston | Netherlands-based Bodewes Shipyards BV, Hoogezand, recently launched the UAL Houston, built for the Dutch shipping company Uni-versal Africa Lines (UAL). With an overall length of 127.3m and a breadth of 15.8m, the cargo ship has a deadweight of 8,700 tonnes. A Caterpillar M32 main engine rated at 2,999 kW powers the ship to a maximum speed of 13.5 knots. The bow of the vessel is based on the Groot Cross-Bow de-sign. This innovative bow shape with wave-piercing

abilities results in less slam-ming and enables the vessel to maintain its speed easily, the shipyard said. The two

holds with a length of 25.5m and 65.25m, respectively, are suitable for all kinds of cargo.

New presence | BBC Char-tering, a German provider of multi-purpose and heavy lift shipping services, says it will strengthen its presence in the Australian market by establishing a local rep-resentation in Fremantle, Western Australia. The new branch offi ce aims to im-prove services with a focus on offshore and mining projects and offer clients direct access to the global shipping services of BBC Chartering.

Type approval | The Erma First ballast water treat-ment system (BWTS), man-ufactured by Greece-based Erma First ESK Engineering Solutions SA, has received class type approval from Lloyd’s Register. Together with the type approval obtained by the Greek administration in May, the certifi cate acknowledges the system’s mechani-cal design and biological effi ciency.

Integration | Aveva and Trimble have announced a collaboration to provide an effi cient integration between Trimble’s 3D la-ser scanning solutions and Aveva’s laser scanning software solutions, includ-ing the LFM software suite, for the plant, power and marine industries.

Conversion | Golar LNG Ltd has announced an agree-ment on the development of the company’s fi rst fl oat-ing liquefi ed natural gas vessel (FLNGV). The agree-ment with Keppel Shipyard Limited is based on the conversion of three Moss LNG carriers in the Golar fl eet.

Acquisition | MJP Water-jets AB has acquired Ultra Dynamics Ltd and Ultra Dynamics Inc. The group will work on research and development in order to further strengthen both product lines and enhance the combined company’s position.

Fleet developmentDockwise | Fairstar Heavy Trans-port NV, a Dockwise subsidiary, has announced the commis-sioning of a new vessel, to be named White Marlin, and the christening of its most recent newbuilding, Finesse.On acquiring Fairstar Heavy Transport NV in July 2012,

Dockwise took charge of a set of vessel development plans and commitments. The sta-tus of construction on a third newbuilding, following the already built Forte and Finesse, provided an opportunity to consider the optimal confi gu-ration for the new combined

fl eet. After discussions with the fabrication yard, Guangzhou Shipyard International (GSI), China, the original contract for a Dockwise Type 2 vessel, to be named Fathom, was renegoti-ated and a commission placed for the Dockwise Type 1 vessel White Marlin.

Aframax tanker design launched

Wave-piercing cargo ship launched

The new tanker design by Wärtsilä

The UAL Houston was launched sideways

IN BRIEF �


SPI_008-12_ _9_20121113133414_491388.indd 13.11.2012 13:3 :51

New training centre Offshore simulation | Rolls-Royce has offi cially opened its new European marine tech-nology and training centre in Ålesund, Norway. On 3,000m2, the centre inte-grates the latest Rolls-Royce ma-rine technology and equipment to support customer training and simulation requirements and is particularly focused on offshore deepwater oil and gas exploration and production activities, the global power sys-tems company said. The centre’s main feature is a full-scale offshore vessel bridge with a 360-degree fi eld where ship manoeuvring, anchor handling and other precise off-shore operations can be simu-lated. A number of individual simulators allow trainers to operate winches, cranes and other equipment, while a sepa-rate and enlarged dynamic po-sitioning (DP) simulator caters to this specialist area.

European ports prepare for LNG as maritime fuel

Infrastructure | The ports of Rotterdam and Gothenburg have entered an alliance to facilitate the establishment of liquefi ed natural gas (LNG) as

a maritime fuel. The aim is to have the necessary infrastruc-ture for LNG bunkering in place once sulphur regulations come into effect in 2015. To

achieve the target at both ports in due course, regulations for handling LNG will need to be drafted, too. Meanwhile, the Port of Ham-burg is also preparing for pro-viding ships with the alterna-tive fuel.Following the successful com-pletion of a feasibility study, Bomin Linde LNG GmbH & Co KG, a joint venture of Bomin, a subsidiary of Mar-quard & Bahls AG, and the Linde Group, is focusing on building a terminal for fuel-ling ships with LNG in the Port of Hamburg. Potential ways of implementation are currently being evaluated in order to comply with the le-gal approval criteria necessary to set up a small-scale LNG terminal on the premises of the Marquard & Bahls sub-sidiary Oiltanking.

Contract for offshore vessel

Rem Offshore | Kleven Verft has signed a contract with Rem Offshore for the building of an advanced multi-functional subsea support and construc-tion vessel. The contract value is about NOK 600 million (approximately EUR 82 mil-lion).

The 108m-long and 22m-wide vessel will be among the largest offshore vessels the Kleven yard in Ulsteinvik has ever built, the Norwegian shipbuilder said. It will offer accommodation for 100 persons. Delivery is scheduled for the fi rst quarter of 2014.

The vessel for Rem Offshore will be built to the MT6022 design by Marin Teknikk

PSV deliveredVestland | The shipbuilding company Havyard Group AS has delivered a Havyard 832 L platform supply vessel (PSV) to the Norwegian shipping com-pany Vestland PSV AS. The Vestland Mira is 86m long and 17.6m wide and has a deck area of 901m². Accommoda-

tion is available for 25 persons and the maximum speed of the newbuilding is 14.5 knots. The bridge of the vessel is equipped with Havyard’s brand-new con-sole design. Shortly after the naming ceremony, the Vestland Mira went to work on a con-tract in the North Sea.

The Vestland Mira on its way to Balestrand, where the naming ceremony took place

Aerial view of the Port of Gothenburg Photo: Port of Gothenburg

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INDUSTRY | NEWS & FACTS

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»Comprehensive expansion of R&D activities«CLASSNK With a tonnage of more than 200 million gt on its register, ClassNK is one of the leading classifi ca-tion societies. While its previous research activities were limited to classifi cation-related areas, ClassNK now also invests signifi cantly in the research and devel-opment of new technologies. Ship&Offshore spoke with Yasushi Nakamura, executive vice president and managing director of the Practical R&D Promotion Division about current trends and developments.

As one of the world’s largest classifi cation societies, ClassNK unifi es tradition and progress in a unique way. Mr Nakamura, what is the society’s current classifi ed ton-nage and how big is its global market share? ClassNK was founded in 1899 and its register has steadily grown over the years. ClassNK broke the 100 million gross tonne mark in 1997, before becoming the world’s largest classifi cation society in 1999. In 2007, ClassNK became the fi rst class soci-ety to exceed 150 million gross tonnes on its register. It surged past the 200 million gross tonne mark with 7,847 ships on May 28th 2012. Roughly 20% of the world’s commercial tonnage relies on ClassNK and its services.

How are the various ship types subdivided? Is ClassNK engaged in one particular seg-ment?With approximately 56% of the tonnage classifi ed and a market share of 32 %, bulk carriers are the dominant sector, followed by oil tankers (14%), container vessels (10%) and vehicle carriers (7%).

Besides your very successful ship classifi ca-tion sector, are there any other maritime business fi elds in which ClassNK is current-ly involved?Our mission is to ensure the safety of life at sea and protect the maritime environment. As a service organisation, our mission is also to provide the best service possible to our clients in the maritime industry around the world. Moreover, as a research organisation we are also dedicated to sup-porting the development of new maritime technologies and the advancement of the maritime sector.

Is ClassNK engaged or interested in the fast-growing offshore market?Since wind power generation as a renewa-ble energy has attracted attention in Japan, ClassNK has also begun some engagement in this sector. In particular, we have par-ticipated in several offshore wind power R&D projects conducted by stakeholders in Japan. Especially with regard to deepwa-ter installations at depths of about 100m, we see great potential for a fl oating type of offshore wind power generation plant. Along with this, demand for wind turbine installation units and offshore support ves-sels will increase. So ClassNK is starting the certifi cation of offshore wind turbines and their supporting structures. We are also working on a number of research projects related to the construction and installation of fl oating offshore wind turbines with IHI and other leading maritime companies.Furthermore, Class NK has classifi ed a new marine resources research vessel that went into service this spring to accelerate marine resources exploration and development in the waters surrounding Japan. It will be the fi rst research vessel in Japan equipped with two types of large-scale drilling machines – selectable depending on the submarine geological features – together with a large variety of survey devices. In addition to sur-veys for seafl oor mineral resources such as seafl oor massive sulfi de (SMS) and cobalt-rich crust deposits, the vessel is to assist surveys for other energy resources such as methane hydrate.Natural gas liquefaction plants are a fur-ther area of importance. A key element of the LNG market is that a large amount of gas is simply burned off in fl ares. One way to handle this is to develop better, more ef-fi cient, and smaller GTL systems, and ide-

ally to make such technology suitable for use in offshore gas fi eld developments. One project we are working on with Toyo Engineering and Mitsui Engineering & Shipbuilding (MES) has already received approval in principle (AIP) from ClassNK for use on board vessels, and we hope to see it enter practice by 2014.

Mr Nakamura, could you please give an overview of ClassNK’s global activities, es-pecially its involvement in Germany?Fifty years ago, ClassNK opened its very fi rst offi ce outside of Japan, in London, and this year we are celebrating the opening of our 100th offi ce outside of Japan. Our achieve-ment of having 200 million gross tonnes under class is testimony to our growing presence around the globe.Since Germany is an important maritime nation with a merchant fl eet ranking among the largest worldwide, ClassNK has been represented in Germany for more than 30 years.Our offi ce in Hamburg, where we employ six experts, takes care of all ships classifi ed by ClassNK when moored in a German port and surveys are due and applied for. In addition, they look after shipowners and management companies located in Germany and assist whenever questions arise or there are problems with their ships.

Yasushi Nakamura, executive vice president of ClassNK


INTERVIEW | YASUSHI NAKAMURA

SPI_008-12_10_23_2012111313341 _49138 .indd 10 13.11.2012 13:34:32

To intensify the contacts, we started tech-nical seminars on special topics of interest last year. People from companies with no ships under our class but who are interest-ed in the respective topics and in ClassNK are certainly also welcome to attend these seminars.We are looking to further expand not only our operations in Germany but also throughout Europe, and we are planning to open new offi ces in Lithuania, Finland, Norway, Denmark and Ukraine in the near future.

There has been a trend of classifi cation so-cieties expanding their activities away from the maritime industry into the onshore in-dustrial sector. Would that be an option for ClassNK? No, at ClassNK we have no such intentions. We are and will remain dedicated to serving the maritime industry. The maritime indus-try is constantly changing, and class socie-ties are being called upon to play an ever greater role in areas that extend beyond the realm of traditional ship classifi cation. Against this background we are proactively expanding the range of our activities, but this expansion is aimed purely at provid-ing better service and meeting the growing needs of the global maritime industry.

I understand that research and development has become an integral part of your busi-ness strategy. Could you, as executive vice president and general manager of ClassNK’s Practical R&D Promotion Division, please describe the society’s R&D strategy? Firstly, all of our research efforts are dedi-cated to ensuring the safety of life and property at sea and protecting the marine environment.To achieve these goals, we invest in R&D di-rectly related to ship classifi cation, which is carried out independently by the ClassNK Research Institute.Furthermore, we are proactively working with maritime companies as part of our Joint R&D for Industry programme for the benefi t of the greater maritime industry.Whereas in the past we limited our R&D activities to classifi cation-related topics like rule development, we are now work-ing to invest in new technologies that have the potential to revolutionise our industry. Considering the challenges resulting from environmental regulations and economic pressure on shipping companies, classifi ca-tion societies intend to take a more proac-tive approach and play a greater role in new technology development. At ClassNK we aim to take a leadership role in this process. At present we are mostly focused on collab-orative research projects that are capable of producing tangible and effective results

in the short term. However, even in this collaborative research we are fl exible and willing to join projects, at the request of the industry and government, that include long-term research and development.

Does ClassNK focus its R&D activities on specifi c areas?ClassNK has been very active in imple-menting many R&D projects, both inde-pendently and in cooperation with the in-dustry, on many levels over the years.The two areas that we are most focused on are environment-related research – for exam-ple GHG reduction – and IT development to help the maritime industry deal with the growing burden of new conventions and international regulations. We consider the development of new technologies aimed at reducing GHG emissions from ships to be one of the foremost challenges facing the maritime industry today. Other main topics in the environmental fi eld are ballast water management and ship recycling as well as offshore wind power generation.

Mr Nakamura, you pointed out ClassNK’s shift to joint R&D projects with the indus-try. How is the Joint R&D for Industry pro-gramme structured?In this programme we choose projects based on their potential to contribute to the greater maritime industry. For each project, we assign a project manager from ClassNK to monitor progress, participate in meetings and provide feedback and advice as needed. Our goal is not just to provide fi nancial support for these projects, but to make a positive contribution to the success of the project as a whole.There has been a tremendous response from the industry. By working with organi-sations both in- and outside Japan, we are able to take advantage of maritime knowl-edge from around the globe. ClassNK is looking for partners in R&D projects from all over the world; the projects aren’t lim-ited to the classifi cation business, but have to contribute to the maritime industry.

How many and what kind of R&D projects does the society support?As of the end of July, we had completed 59 joint research projects as part of this pro-gramme and are currently working on 85 additional projects, 19 of which relate to Support for Technology Development to Curtail CO2 from Marine Vessels, a four-year programme that began in 2009 and assists Japan’s Ministry of Land, Infrastruc-ture, Transport and Tourism. The projects are designed to reduce mari-time emissions by as much as 30% in the short term.At the end of March 2012, seven of the 19 projects had already been completed

with positive outcomes. Forty-three further project proposals that have been submit-ted by the industry worldwide are currently under evaluation.

Would you like to highlight some results and successes that have already been achieved? I would like to mention a microbubble system. MALS (Mitsubishi Air Lubrication System) was developed jointly by Mitsubi-shi Heavy Industries (MHI), NYK-Hinode Line and Monohakobi Technology Insti-tute (MTI) in experiments to reduce CO2 emissions during marine transport.The concept involves reducing the fric-tional resistance between a vessel’s bottom and the surrounding water by bubbling air to this area. In the forefront of this devel-opment is Mitsubishi Heavy Industries, which has become the fi rst company in the world to install an air lubrication system on a newly built ship. This installation, on the NYK-Hinode Line’s 14,538 gt module carriers Yamatai and Yamato, is expected to reduce CO2 emissions by approximately 10% – even allowing for the energy re-quired by the blower system that supplies the air bubbles. The 10% value has been ex-ceeded during sea trials. ClassNK has pro-vided technical and fi nancial support for the verifi cation testing of the hull friction reduction technology on large, shallow-draft, twin-screw vessels in collaboration with MHI, NYK and MTI. This technology will be applied to the 95,000 dwt post-Pan-amax bulk carrier for US-based Archer Dan-iels Midland Company that will be built by Oshima Shipbuilding Co in collaboration with Mitsubishi Heavy Industries. Mitsubishi Heavy Industries will also in-stall the system on two large cruise ships to be built for AIDA Cruises. The new genera-tion of AIDA vessels will be the fi rst cruise ships in the world to be equipped with the system.

What is ClassNK’s main intention with re-gard to this impressive commitment to R&D activities? How would you summarise the benefi ts for the maritime industry? At ClassNK, it is our goal to trigger inno-vations in the maritime industry. That is why we aren’t just focusing on one type of technology or sector of the industry, but are working on an incredible number of projects being carried out by top maritime companies, research institutes and univer-sities from around the world. By promoting cutting-edge innovation and helping to develop new technologies, it is our hope that we can bring some positive change to the industry. With our R&D com-mitment, we can not only contribute to re-ducing GHG emissions, but also increase safety, and support even greater economic success for the entire maritime industry.


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Advanced simulations support ballast water treatment processCFD The design and operation of ballast water treatment systems (BWTS) pose extensive and costly challenges for shipowners. Computational fl uid dynamics (CFD) facilitates design, type approval and troubleshooting, write Tobias Zorn and Jan Kaufmann of FutureShip, a Hamburg-based consulting and engineering company, and Milovan Peric

‚ of CD-adapco, a CFD-focused

provider of engineering simulation software, support and services headquartered in the US.

Computational fl uid dynamics (CFD) denotes techniques for solving equa-tions describing the physics of fl uid

fl ow. Now widely known and accepted in the maritime industry, CFD is mostly used to calculate fl ows around the hull and pro-pellers, for example in the design of more fuel-effi cient ships. In many ways, however, CFD is far more versatile than traditional model testing. The same software can be applied to a variety of fl ows, including in-ternal fl ow problems. A key advantage of CFD is insight into fl ow details. As fl ow quantities are computed (and stored) at many discrete locations in space (compu-tational cells) and for many time steps, it is easy to look at arbitrary cross-sections and zoom in and out in post-processing. Ballast water management systems have moved into the spotlight for ship operators due to recent IMO regulations aimed at curbing the spread of invasive species. But apart from the particularities of the new regulations, ballast water handling may pose challenges for ship operators where the advantages of CFD simulations come into play. The following case studies illus-trate problems and solutions taken from industry experience. The simulations employed CD-adapco’s CFD software STAR-CCM+. This software is capable of simulating turbulent fl ow with resulting eddy formation and turbu-lent mixing as well as multiple fl uids with resolved liquid-gas interfaces.

Case study 1: Type approval The ballast water of ships carries plants and animals that frequently settle in foreign sea regions, presenting a danger to the indig-enous aquatic environment and potentially causing great ecological and economic damage. The IMO’s International Conven-tion for the Control and Management of Ships Ballast Water and Sediments requires a ballast water management plan. Starting in 2016, all ships will have to base their ballast water management on ballast water treatment. If treatment is based on chemical approach-es, rapid and effective mixing of the chemi-cal component with the ballast water is vital to achieve a homogeneous concentration of the biocide. Simulations can be a valuable tool for type approval of new systems. In one case, FutureShip simulated the mixing of chlorine and ballast water in pipes during ballasting. The CFD simulations were used to determine the required pipe length of the mixing zone to ensure homogeneous mix-ing. Simulations showed that mixing was ineffi cient in the initial design. Very simple and cost-effective modifi cations of the inlet geometry increased the turbulence level sig-nifi cantly, resulting in a much shorter pipe length for complete mixing. Figure 1 shows computed streamlines and chlorine concen-tration in the mixing pipe resulting from one such simulation. The authorities accept-ed the simulations as engineering proof for type approval.

Case study 2: Ballast water sediments Sediments tend to collect in ballast water tanks. They reduce the deadweight (pay-load), restrict water fl ow – thus delaying deballasting – and increase the draught, resulting in higher fuel consumption. The owner of a Capesize bulk carrier wanted to reduce sediment accumulation and tasked FutureShip with detailed analyses and sug-gestions for re-design in order to minimise sediment settling in the ballast tanks. In this case, the actual sediments were not modelled. Instead, engineering insight fa-cilitated the simulation. Sediments settle in regions of low water speed, as typically found in areas of recirculation and fl ow stag-nation, commonly referred to as dead-water regions. Figure 2 shows sediments in a real ballast water tank. The two-phase (water and air) simulations of fl ow in ballast tanks fi rst identifi ed dead-water areas corresponding to observed sediment accumulation in the original design. Figure 3 shows computed velocity distribution near the bottom wall. Then various design alternatives for the bal-last water tanks explored variations of stiff-ener spacing and cut-outs. The simulations identifi ed the alternative design with the least sediment settling (i.e. smallest dead-water regions) for future bulk carrier orders.

Case study 3: DeballastingA busy coal terminal in Latin America had given strict time limits for deballasting a bulk carrier at quay. The ballast pump was

Figure 1: CFD simulates mixing of two fl uids in a pipe for type approval

Figure 2: Sediments accumulate in ballast water tanks in areas with fl ow stagnation


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taking in air during deballasting, forcing the crew to stop the operation intermit-tently. As a consequence, the vessel could not be deballasted in the time given by the terminal. The vessel had to leave with 3,000 tonnes of ballast water still in the tanks. As a consequence, 2,600 tonnes of cargo could not be loaded, resulting in damage claims of EUR 125,000 and the vessel being blacklisted at the terminal.In this case, the fi rst step of the detailed analysis was to simulate the deballasting process, setting up a 3D model of the bal-last water tanks and mimicking the pump by a prescribed fl ow rate at the outlet of the suction pipe. The outfl ux was set to the maximum pump capacity. The simu-lation of the two-phase fl ow revealed that

the water level in neighbouring fi elds was much higher than in the fi eld with the ballast pump intake during de-ballasting. Figure 4 shows the uneven water levels in various tank sections. The size of the water-fl ow openings in the longitudinal frames was too small for the deballasting rate of the pumps. The simulation provides in-formation about the time-dependent fl ow rate through each opening and predicts the time at which air begins to be sucked by the pump. The animation of free surface motion and velocity distribution in various cross-sections gives engineers direct insight into the physics of the fl ow and allows an easy assessment of the problem, aiding the design of necessary geometrical modifi ca-tions.

Based on the analysis of simulation data, more and larger water-fl ow openings for the frames in the vicinity of the pump were sug-gested to synchronise fl uxes through open-ings with the pump intake fl ux. Size and lo-cation of the water-fl ow openings could then be determined so that the infl ow toward the pump was above the pump rate, thus avoid-ing the risk of the pump taking air.

ConclusionCFD simulations have proven to be a ver-satile and powerful tool to support de-sign and operation of ballast water man-agement systems. The combination of advanced computational software and ex-pert users yields detailed insight and reli-able answers.

Figure 3: CFD simulation of velocity distribution in ballast water tank close to bottom wall

Figure 4: Snapshot of deballasting simulation reveals uneven water levels due to insuffi cient size of cut-outs


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Welding concepts for marine applications

STEEL FABRICATION Various types of steel are used in the shipbuilding and offshore industry, necessitating a different welding process for each. The Austrian company Fronius is a provider of welding solutions and systems for the various applications in this fi eld, write technical journalists Gerd Trommer and Marianne Walz.

System solutions specifi cally tailored to the needs of the shipbuilding and offshore plant construction sector

can optimise the economics of the welding processes used, while upholding the high-est quality standards.The interplay of functionality, effi ciency and reliability is particularly important in this regard. The following article describes a number of signifi cant solutions by way of example.

From steel to aluminiumDigital welding processes have greatly im-proved the economical processing of met-als and technical quality of the joints be-tween them. The applications of gas metal arc (GMA) welding systems range from steel and its alloys to aluminium and other metals.Due to their contact with seawater, ships’ hulls are mainly made of Grade A steel. For less aggressive environments, Grade B, D, and E steels are also commonly used. High-strength steels such as A 32, E 36 or E 40 are typical in welded constructions. In

fact, the grades of steel used are as diverse as the many different requirements they address. High-temperature steels are suit-able for steam and pressure boilers, heat-treated fi ne-grained structural steels and nickel-alloy steels meet the requirements of high toughness at low temperatures, and austenitic steels are the material of choice for cargo tanks. The plate thicknesses range from 4mm to 40mm.A ship’s steel pipework may have wall thick-nesses of up to 25mm. These pipes, too, are usually made of high-strength steel; unal-loyed grades are suffi cient for normal ther-mal loading, while enhanced thermal loads call for alloyed grades. Similar to the hull, ambient conditions infl uence the choice of materials in this case as well: high-strength alloyed steels with manganese, molybde-num and/or chromium for high tough-ness, and nickel-alloy or austenitic steels for low temperatures. Piping made of high-alloy steels can be found on cargo tanks and pressure boilers. Slide-bearing com-ponents on the rudder are also made of high-alloy steel, as are the wetted parts of

chemical tankers and all ship components having to withstand corrosive attack. The most frequently welded non-ferrous met-als are aluminium and its alloys – in cast, rolled and drawn forms. They are used, for example, for the hulls of yachts and speed-boats as well as in air-inlet and exhaust systems (”funnels”), ship superstructures and pipework. Other non-ferrous materi-als include Invar (36% Ni), copper and its alloys, and nickel alloys. These materials are especially in demand in the construc-tion of LNG/LPG carriers, pressure lines for capacitors and heat exchangers.

Processes for joining steelsSteel, as the predominant material, calls for a variety of special solutions necessi-tated by different technical and economic aspects and situation- or user-specifi c re-quirements. Although the fabrication of ship panels has some of the features of series production, the assembly operations – especially those inside the hull structure – are still entirely manual. The ambient conditions are also very different in

Repair welds on propellers are a regu-lar part of shipbuilders’ daily activities. Manual welding predominates, particu-larly when small areas are involved

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each case: Outdoor work, unlike that in enclosed shipbuilding hangars, is subject to great variations in wind, moisture and temperature.

Steel Transfer Technology and TIG welding systemsMost of the steel joints made in ship-building are manually welded. The weld-ers need high-performing ”all-rounder” systems whose components are designed for complete interoperability. The Vario-Star, VarioSynergic, TransSynergic and TransPulsSynergic MIG/MAG systems from Fronius incorporate several decades’ worth of empirical knowledge. A noteworthy in-novation here is the digital, microproces-sor-controlled inverter power source Trans-Steel. Its developers have given it a package of characteristics, known as ”Steel Transfer Technology”, specifi cally tailored to the needs of steel welding. The machines’ in-tuitive operator functions, innovative wire feed, ergonomically shaped torch and rug-gedly designed housing are all focused on steel welding. Depending on the task, the user either chooses one of the three charac-teristics of fl ux-cored wire – rutile, basic or metal powder – or solid wire. Fronius has developed the following additional char-acteristics specifi cally for maritime condi-tions: ”Steel Prime” is designed to facilitate welding over primer coatings, ”Steel Root”

is for good gap-bridging ability and roots, and ”Steel Dynamic” is ideal for deep pen-etration and small, included angles.Specially designed for shipyard use, the Yard Edition of TransSteel comes with welding programmes that are all tailored to highly productive joining with standard to high-alloy steels, with the usual fi ller metals and types of gas, fl ux-cored wires and electrodes.Another helpful innovation is the integral media guidance, from the power source via the VR 5000 Yard wire feeder all the way to the easy-change torch. The feeder unit has a ”sleigh” dragging base on one side and built-in gas-fl ow regulator; it is detachable and designed for mobile deployment.

Solutions for aluminium A task specifi c to welding aluminium is preventing an oxide skin from forming during fusion. This layer might hinder or even stop the entire arc process. Other challenges posed by aluminium include thermal elongation nearly twice as high as that of steel, and thermal conductivity three to four times as high.High-grade weld seams are needed throughout – from funnel installations on cruise liners to entire yachts made of aluminium. When it comes to carefully joining aluminium materials, the MIG arc-welding systems of the TransPuls Synergic

series, with their special programmes, are ideal. Together with these machines, Fro-nius provides its users with features for the most commonly used alloys and fi ller metals.For many shipbuilding applications, tungsten inert-gas (TIG) welding is often the best method for joining aluminium. Equipped with ActiveWave technology, the all-digitised systems of the MagicWave series provide a stable arc with low noise emissions.

High-performance welding systemsTandem welding is a high-performance process in which two wire electrodes simul-taneously melt into a single weld pool un-der a shielding-gas atmosphere. This basic idea of signifi cantly boosting productivity and effi ciency by using two wires instead of one is put into practice by the TimeTwin Digital welding system. Welding with two wires, one after the other, has the further benefi t of improved dilution in the fl uid pool by the second arc, greatly reducing fusion defects and porosity. On small fi llet welds from a = 3mm to 4mm, it permits a doubling of welding speeds in the hor-izontal-vertical welding position. Another useful advantage can be found during multi-pass welds. At the end of the seam, when the torch path reverses direction, the TimeTwin Digital control system automati-

With Steel Prime, the TransSteel can always be relied on to pro-duce a top-quality weld root. The many fi llet seams that have to be welded on the primed steel plates used in shipbuilding give the plates the required strength, while minimising spatter formation

Butt-weld joints on offshore pipes require thorough fusion of the root (steel) around the entire circumference of pipe. The Steel Root solution makes it easier to achieve reliable root fusion

With the TransPuls Synergic 5000 CMT welding power source, users enjoy extraordinarily high gap-bridging ability

TransPuls Synergic 2700-5000 MIG/MAG systems with SynchroPuls can even weld seams on aluminium weldments in the PF (vertical-up) position without oscillation, delivering a perfect weld appearance


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cally switches over the leading and trailing wire electrodes. Both the perfect start-up phase and optimum crater-fi lling help to shorten cycle times.In the TimeTwin process, each power source has its own control and adjustment unit along with a separate wire feeder. The welding system comprises two separate and coupled TransPuls Synergic GMA systems. The high welding speeds keep the thermal input relatively low, minimising distortion and reducing the amount of post-weld ma-chining needed. Deposition rates of up to 30 kg/h are possible.

Laser beam combined with GMA arcThe laser-hybrid process is suitable for joining both steel and aluminium. It is ideal for long seams where great weld-ing depth and extremely solid joints are required. In these cases, the combination of a digital GMA process and a laser beam results in a convincing performance. The welding speed of the Fronius-developed LaserHybrid process is two to three times higher than in GMA welding alone. The laser beam delivers concentrated – i.e. locationally tightly restricted – thermal input, great weld penetration depth and high speed. The GMA process that follows the laser provides good gap-bridging abil-ity and simple weld-seam preparation. The relatively high power requirements typical of lasers are limited to the deep-weld effect, which supports the joining of thick steel plates. This means the invest-ment needed for the expensive laser sys-tem is smaller than that for an all-laser welding installation. Both processes con-centrate their energy on the same process zone and thus greatly increase the welding depth and speed compared with either of the processes used on its own. Thanks to its lower energy input, the hybrid process minimises weldment distortion and caus-es far less spatter. This provides marked benefi ts in panel production, for exam-ple. The optimised characteristics and modifi ed hybrid welding heads with up to 10 kW of laser power make the welder’s work simpler and easier.

Thermal overlaying: conditioning and claddingOverlay welding, a typical process in the industry, is used either for upgrad-ing heavily stressed surfaces or repairing damaged areas. In both cases, the overlaid material enters into a metallurgically inti-mate intermixture with the base metal. In the fi rst application, also known as ”clad-ding”, a higher-grade layer is welded onto a lower-grade base metal. The second ap-plication, known as ”conditioning” and used mainly in repair work, involves like-on-like overlaying.

Cladding high-alloy (and thus more ex-pensive) steel onto less expensive low-alloy steel saves both materials and cost. As well as assuring a protective function in aggressive environments such as salt water, cladding is used on sealing faces and slide-bearing surfaces. A typical ap-plication is the overlaying of weld fi ller metal (S-CU 6100 and S-CU 6327 to DIN EN 14640) onto the copper alloys of ship propellers.The problem with conventional thermal overlay processes has always been to con-trol and compensate for the distortion resulting from one-sided warming. Com-pared with conventional GMA processes, an innovative, ”cooler” process has been proving benefi cial to users: CMT (Cold Metal Transfer) from Fronius. The greatly reduced heat input in this process leads, fi rstly, to less distortion yet suffi cient pen-etration with the same deposition rate, and secondly, to signifi cant resource savings.CMT has also proven highly advanta-geous in cladding applications, either for upgrading surfaces or for enhancing the quality of sealing/sliding faces. To achieve the stipulated purity in the applied high-grade material, welders using the con-ventional GMA process have to clad the relevant places repeatedly (as often as fi ve

times). This is because of the mingling of the base and fi ller metals in the molten zone. By contrast, the ”cooler” CMT proc-ess causes less melting of the base metal and – right from the surface zone of the very fi rst layer – leaves behind a base-met-al component approaching zero.

Mechanisation of welding operations in longitudinal and radial directionsIn fi elds such as vehicle manufacturing and general mechanical engineering, higher productivity and greater effi ciency can be achieved through robot-based automation. In shipbuilding, however, this approach is not feasible. Instead, intelligent mechanisa-tion solutions for reproducible travel paths (i.e. welding-tracks) offer some attractive possibilities. Two typical fi elds of applica-tion are panel production and pipework mounting.The battery-powered traversing units are ideal for mechanised utilisation of the GMA process on longitudinal fi llet welds in the horizontal-vertical and vertical posi-tions, and also with integrated oscillation. Their compact, lightweight design makes them particularly suitable for use in panel production or block construction. These appliances can be combined with the TransSteel Yard and a conventional man-ual welding torch. Programme buttons for the travel path, segment welding and crater fi lling provide a high degree of fl exibility and operator convenience.In pipework fabrication and mounting, single- to multi-pass circumferential seams need to be welded, as necessitated by the wall thicknesses of the pipes to be joined. Orbital welding systems with suitability for steel, CrNi and Cu materials are ideal for these tasks. The use of intelligent control systems and power sources, coupled with weld-data monitoring, makes for maxi-mum process reliability and outstanding welding results.

Conclusion and outlookThe shipbuilding industry is undergo-ing great change. Large numbers of ever more diverse special vessels needed in the offshore fi eld is also transforming the market for waterborne craft. The sophisti-cated and differentiated types of demand create a need for excellent, well-conceived welding processes and applications. For manufacturers of welding equipment, the challenge is to foster this growth trend, in an ecologically sustainable manner, from both a technical as well as a business an-gle. In welding, system solutions dictate the overall direction and application, which is the reason for the increasing prevalence of comprehensive, integrated offerings.

In crane construction – as here at Liebherr – very thick steel plates have to be joined. TransPuls Synergic 5000 MIG/MAG systems are ideally suited for these applications


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International Ship and Offshore Structures Congress in review ISSC The 18th International Ship and Offshore Structures Congress (ISSC) was recently held in Rostock, Germany. In the following, the various committee reports, which were succeeded by offi cial discussions, are briefl y reviewed by the ISSC’s chairman, Professor Wolfgang Fricke of the Hamburg University of Technology (TUHH), and Professor Robert Bronsart of the University of Rostock. The congress was organised in conjunction with the German Society for Maritime Technology (STG).

More than 230 participants from over 30 countries attended this year’s ISSC, an event during which

the work of 16 committees – but no papers – was presented and thoroughly discussed. The keynote speech was given by Eric van der Noordaa, CEO of Germanischer Lloyd, who provided an overview of the classifi ca-tion society’s current activities. Of particu-lar interest was LNG as ship fuel, as illus-trated by several research and development projects.The committee on “Environment” sum-marised the sources of environmental data on wind, waves, current, sea level and ice, and discussed the modelling of related en-vironmental phenomena. Metocean data ownership remains an issue. Thanks to much research over the past few years, the effects of rogue waves, their mechanisms and detailed dynamic properties are now becoming evident. The focus at present is on terms like wind forcing, current forcing and wave breaking, which typically are not included in non-linear wave models. De-spite recent signifi cant achievements, con-sensus on the probability of rogue waves has not yet been reached. The “Loads” committee dealt with vari-ous ways to analyse wave-induced loads on ships and offshore structures as well

as special topics such as slamming, slosh-ing, green-water loads on ships and single and multi-body interactions with offshore structures. It recommended further experi-mental verifi cation and benchmark studies of methods based on CFD (computational fl uid dynamics). After reviewing strength assessment ap-proaches and calculation procedures for the “Quasi-Static Response” of ship and offshore structures, including load applica-tion, fl uid-structure interaction, reliability models and new and improved fi nite ele-ment techniques, the committee on quasi-static response discussed uncertainties as-sociated with reliability-based assessments. Other chapters of its report covered com-posite structures – especially steel sand-wich panels – as well as design trends, de-velopments and challenges related to ship and offshore structures.The two main chapters of the report by the “Dynamic Response” committee described recent developments in ship and offshore structures. Topics in the fi rst included wave-induced vibrations, machinery and propeller-induced vibrations, noise, shock and explosion, countermeasures and ac-ceptance criteria. Similar issues were cov-ered for offshore structures, which were subdivided into slender and very large

fl oating structures. Finally, a benchmark study on slamming and whipping with six participants was presented, focusing not on the determination of loads but on the structural response only. Results were com-pared with each other and with model tests of a fl exible ship hull. The committee on “Ultimate Strength” fi rst described some fundamentals for ultimate limit state-based design and safety assess-ment, then reviewed current rules and guidelines and defi ned relevant parameters and their uncertainties. The main part of the report consisted of a review of recent advances in components and systems of structures as well as some benchmark stud-ies. Methods applicable to ultimate strength calculations of ship and offshore structures were validated and ultimate strength char-acteristics investigated. Benchmark studies were undertaken on unstiffened plates, stiffened plates and hull girders. Regarded as particularly challenging in future are un-certainties as well as ageing effects.The report by the “Fatigue and Fracture” committee began with a brief overview of recent developments in fatigue assessment methods. It then turned to matters includ-ing unstable crack propagation, new mate-rials, damage control and risk assessment, and an update on the latest changes in de-

More than 230 participants attended this year’s International Ship and Offshore Structures Congress


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sign methods for ships and offshore struc-tures. The committee also did a benchmark study on a welded structural detail with an unconventional loading pattern character-ised by a multi-axial stress state. The committee on “Design Principles and Criteria” focused on the sustainability of same. It also reviewed the regulatory framework including classifi cation and in-ternational legal requirements, in particu-lar from IMO, along with recent develop-ments in IMO goal-based standards. The report’s fi nal section looked at the offshore and aviation industry. Before reviewing available design methods, the “Design Methods” committee consid-ered life-cycle design for ship and offshore structures. It fi rst outlined goals, achieve-ments and ineffi ciencies, supplemented by various design objectives. Tools for model-ling, analysis, optimisation and decision support were subsequently described, fol-lowed by a review of product life-cycle data management and a discussion of obstacles, challenges and future developments. Finally, IT tools and data exchange were surveyed. The specialist committee on “Damage As-sessment following Accidents” focused on the structural integrity of offshore structures exposed to hazards, reviewing hydrocarbon explosions, hydrocarbon fi res, underwater explosions, wave impact and wave-in-deck loads, dropped objects, ship impact, earth-quakes, abnormal environmental actions such as freak waves and tsunami waves, ice and icebergs, fl ooding and illegal ac-tivities such as the use of explosives and projectiles. Subsequent chapters contained general considerations on the design and assessment process, structural integrity and material models. Finally, the committee presented a benchmark study dealing with the response of a stiffened panel subjected to hydrocarbon explosion loads. The new specialist committee on “Natural Gas Storage and Transportation”, after giv-ing background information on the safety records of LNG transportation and markets and trends, presented a long chapter on safety and design dealing with measures to assure the safety of the cargo containment system and to mitigate failures caused by incidents such as sloshing, collision, fa-tigue, etc. New natural gas storage and transportation concepts were also intro-duced, such as fl oating LNG units, Arctic applications and LNG as fuel. The report by the specialist committee on “Materials and Fabrication Technology” started with worldwide trends and devel-opments in fabrication technologies before turning to research and the main areas of application for composite materials. This was followed by a comparison of current worldwide standards and an account of developments in linking design and pro-

duction in computer programs to increase effi ciency. Offshore wind was the focus of the spe-cialist committee on “Offshore Renewable Energy”. In particular, it described fi xed and fl oating solutions along with the as-sociated design rules. The committee then updated developments in wave and tidal power and introduced ocean current en-ergy conversion as well as ocean thermal energy conversion, which have received much attention despite being further from commercial development. The specialist committee on “Naval Vessel Design” began with a general discussion on similarities and differences between na-val and commercial structural design, then moved on to the optimisation of naval struc-tures using lightweight materials. The struc-tural design of submarine pressure hulls was also covered, followed by chapters on mili-tary loads and residual strength after dam-age. Finally, two benchmark studies were presented, one on a square plate subject to a blast load and the other on a ring-stiffened cylinder subject to hydrostatic pressure load. Arctic ships and offshore structures were the topic of the new specialist committee on “Arctic Technology”. It reviewed rules and regulations for ice-going ships together with guidance for Arctic offshore structures. Lastly, the committee dealt with special as-pects such as ice loads, structural response, numerical simulation of ice and structural reliability analysis, concluding with recom-mendations on its future activities. The report by the committee on “Impul-sive Pressure Loading and Response Assess-ment” treated different types of impulsive pressure loadings such as local slamming, global slamming, sloshing, green water and underwater explosions, giving several interesting examples. After reviewing typi-cal damage to structures, the committee compared classifi cation society rules us-ing the example of required bottom plate thickness, and made recommendations on structural design guidance with respect to different types of loading. The signifi cance of the yacht market was the opening topic of the specialist committee on “Yacht Design”, after which it described the basic design and typologies of motor yachts. The committee reviewed rules and regulations as well as design loads and as-sessment methodologies, and it discussed important design aspects such as structural strength and response, material selection, structural arrangements, production meth-ods and outfi tting before ending with a short chapter on sailing yachts. The reports and discussions are compiled in three volumes that can be viewed on the ISSC website at www.issc2012.org. Bound volumes can be obtained from STG at www.stg-online.de

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Hradil Spezialkabel GmbHSteinbeisstraße 4 · Laiern I–IIId-74321 Bietigheim-Bissingent +49 (0) 7142 78891-0f +49 (0) 7142 [email protected] · www.hradil.de

SPI_008-12_10_23_2012111313341 _49138 .indd 19 13.11.2012 13:35:14

Transforming marine plastic pollution into fuelRECYCLING | The Canadian non-profi t organisation Upcy-cle the Gyres Society (UGS) is at the forefront of collecting plastic waste from the oceans for recycling. To this end it is designing the fi rst fl oating eco-research upcycling facility (FERUF), writes José Luis Gu-tiérrez-García, co-founder and project director of UGS. Upcyle the Gyres Society was founded to address the rising en-vironmental impact of the large amounts of plastic pollution swirling in the world’s oceans. Its main aim is to recycle the fl oating plastic pollution from oceans and waterways to pro-vide useful products such as 3D printer stock, textiles, packaging and fuel, e.g. diesel, kerosene, gasoline, and light crude oil.In order to do so, UGS will design the fi rst fl oating eco-research upcycling facility (FERUF), which will operate as a zero-waste, zero-emissions marine plastic research and harvesting facility vessel.

Marine plastic harvestingMarine plastic harvesting is the process of recovering plas-tic wealth from deposits both on the surface of the oceans and from the seabed, and then transforming these waste mate-rials into useful products. The process consists of hauling in thousands of metric tonnes of plastic a day, separating and compacting the various types of plastic into reuse, recycling and upcycling streams for onboard or shore processing.

Innovative vessel designMarine plastic research expe-ditions take time to reach the oceanic plastic convergence zones and can spend only lim-ited time at sea collecting data and samples to precisely quan-tify marine plastic pollution and devise practical restoration solutions. The longest research voyage of this kind to date was less than 40 days; a longer one is scheduled from April to Au-gust 2013. To remediate the situation, FERUF is to provide researchers with a 24-hour, 365-day gyre (a circular ocean current) labora-tory supplied with food, energy and fresh water. It will enable scientists to determine the mag-nitude of the clean-up, fi nd out exactly what equipment and methods for ocean plastic rec-lamation are needed and help to develop the right solutions sooner. At the same time, the facility vessel will be capable of producing, storing and offl oad-ing plastic-to-oil fuel. The design of FERUF is current-ly on the drawing board; tech-nical data and features include already existing technologies for:

converting plastic into oil, �mining diamonds at vari- �ous depths and from the sea fl oor,powering ships by solar sails �and wind,catching, processing, stor- �ing and offl oading thou-sands of kilograms of fi sh and transporting them to market daily.

UGS is adapting existing equip-ment and technology from fi sh factory and “green” ships, oil tankers and the upcycling and deep-sea mining industries while developing new equip-ment and technology to effec-tively collect and process plas-tic debris at sea and bring it to port in tankers.FERUF will be designed with bio-mimicry, energy conserva-tion, and fuel and energy self-suffi ciency principles, e.g. a greenhouse that will serve as a regenerating food bank. The facility vessel will be out-fi tted with customised plastic debris-collection equipment and a scalable plastic-to-fuel conversion system.It will normally operate at low speeds, making it powerable most of the time by wind and solar power. FERUF will further minimise or eliminate fossil fuel usage and costs by using the plastic fuel it produces – yet another step to-wards self-suffi ciency. The plas-tic-harvesting vessel may need to use fuel for the emergency generators on board.

Economic aspectsA preliminary feasibility study estimates total profi ts of CAD 100 billion after an initial in-vestment of CAD 2.26 billion. At the beginning, the operation will cost approximately CAD 50 million. Commercial harvesting of marine plastic contamination is founded on the idea that waste plastic is an extractable

reserve. UGS will do this with innovative, attainable, tangible, green-tech solutions offering immediate restoration, and in an effi cient, cost-effective man-ner with constant attention to preserving and improving the marine ecosystem.Fossil fuels may not be scarce at the moment, nor will be for years to come, but it is a mat-ter of access. The plastic waste is fl oating in amounts esti-mated by some researchers at anywhere from 6 billion to 142 billion kilograms; it will need a FERUF to be collected properly.

OutlookUGS is set to clean up the sea to decrease water pollution and loss of sea life, reusing plastic as a resource, using new tech-nologies to generate a new resource-harvesting business, new jobs, and the creation of new, sustainable end products from waste. Upcycling plastic pollution from the oceans will have an effect opposite to that of the mining and oil and gas indus-tries. Instead of an increase in carbon emissions from conven-tional mining and oil drilling operations, there will be car-bon capture from the debris-recovery process. Instead of the demand for and polluting of water, marine plastic harvesting will sanitise the ocean, leaving the water where it is. Instead of some bio-plastics competing with food, this new plastic fuel industry will promote healthy, more abundant seafood.

The amount of plastic pollution swirling in the world’s oceans has dramatically increased in recent years


SHIPBUILDING & EQUIPMENT | ENVIRONMENTAL PROTECTION

SPI_008-12_10_23_2012111313341 _49138 .indd 20 13.11.2012 13:35:20

Standby vessel for harsh conditions DELIVERY | In late summer Spain’s shipbuilding and ship repair yard Astilleros Zamakona SA delivered the Esvagt Aurora to Esvagt AS, an international offshore rescue and support vessel operator belonging to the Danish A.P. Møller-Mærsk Group. She is the third vessel the Bilbao-based shipyard has built for this customer.The ship’s main mission is to remain on stand-by and give immediate assistance to off-shore platforms in emergencies. She is specially adapted to the harsh climatic conditions in the Barents Sea, where she will start operating for Eni Norge AS on a ten-year charter contract.Esvagt Aurora is 87m long, 17m wide and has a diesel-electric propulsion system providing 9,240 kW. The X-Bow vessel can perform high-sea towage and is fi tted with a duplex dy-namic positioning system that allows her to keep position even in hurricane-force winds and rough seas. This feature enables her to operate ROVs (remotely operated vehicles) in diffi cult deep-sea conditions.The vessel and her equipment are in full compliance with the environmental class notation Clean Design. She has also achieved a high DNV COMF-V notation due to low noise and vibration levels. Esvagt Aurora integrates the lat-est technologies for launching

and recovering rescue boats, de-icing equipment to avoid ice accretion on the decks, as well as pollution control gear, fulfi lling the highest standards required by Norwegian author-ities for this kind of vessel.

Further ordersZamakona said that it had also been recently contracted to build two offshore vessels, one live fi sh carrier and one tuna vessel.

Emergency rescue and re-sponse vesselsOrdered by Atlantic Offshore, the two 67m-long, Havyard 820 offshore vessels will have two controllable pitch pro-pellers (CPPs), each coupled to a 935-kW diesel engine, and achieve a bollard pull of 65 tonnes. One will be built according to UCOA Class A. The other will have DP2 and FiFi I capacity.

Live fi sh carrierDesigned by Rolls-Royce, the 76m-long vessel with a cargo capacity of 3,000m3 will trans-port live salmon from fi sh farm to factory. The fi sh tanks are rectangular and work in close circuit to maintain high sani-tary standards.

Tuna purse seinerThis spring the Spanish Echebas-tar Group signed a newbuilding

contract for a 1,900m3 tuna purse seiner. The 89m-long, 14m-wide vessel will be pow-ered by a Wärtsilä main engine with an output of 4,500 kW at

750 rpm, achieving a maximum speed of more than 18 knots. It will be equipped with vari-ous fi sh-detecting, freezing and tuna-handling systems.

The standby vessel Esvagt Aurora was recently delivered

The tuna purse seiner will be built for the Echebastar Group

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SPI_008-12_10_23_2012111313341 _49138 .indd 21 13.11.2012 13:35:21

Future demands for engine technologyCIMAC | The 27th CIMAC World Congress on Combustion Engine Technology will take place in Shanghai, China, from May 13th to 16th 2013. It addresses engine manufacturers, engine users, component suppliers, fuel and lubricant companies, research organisations, classifi cation soci-eties and renowned universities, with the aim of giving an over-view of both technical and com-mercial aspects of the business.

Technical programmeFor next year’s congress, the International Council on Com-bustion Engines (CIMAC) has received over 400 proposals for technical papers. The evalua-tion process of these submis-sions has already begun in or-der to ensure a quick response for potential authors.

The themes of the congress ses-sions will be:

product development: �diesel engines,product development: �gas and dual-fuel engines,fundamental engineering: �piston engines,environment, fuel and com- �bustion: diesel engines,environment, fuel and com- �bustion: gas and dual-fuel engines,after-treatment, �tribology, �component and mainte- �nance technology, integrated systems and elec- �tronic control, turbochargers, �users’ aspects: marine appli- �cations,users’ aspects: land-based �applications.

The 2013 congress is being hosted by CIMAC’s National Member Association in China, the Chinese Society of Internal Combustion Engines (CSICE). China is the fastest growing producer of engines world-wide, and the research papers submitted for presentation at the congress promise to offer completely brand-new insights into Chinese engine develop-ment and its underlying driv-ers, the organisers said. The CIMAC World Congress 2013 will again be accompa-nied by an exhibition. In total, an area of some 10,000m² has been reserved to accommodate the manufacturers and service providers of the engine indus-try and associated sectors that will present their portfolios and services.Details about how to par-ticipate as visitor, exhibitor or sponsor can be found at http://www.cimac.com/

congress_2013/ congress_2013.htm.

CIMAC Circle at SMM 2012This year’s CIMAC Circle was held on September 6th 2012 at the 25th SMM in Hamburg, Germany. During the two-hour event, a panel of fi ve experts from industry-leading compa-nies presented various perspec-tives on the key topic “Integrat-ed Propulsion Systems.” The panel consisted of

Elias Boletis from Wärtsilä �Propulsion Netherlands BV (chair),

Christoph Fenske from MTU �Friedrichshafen GmbH, Germany, Christian Poensgen from �MAN Diesel & Turbo SE, Germany, Christian Roduner from �ABB Turbo Systems Ltd, Switzerland,Feng Wang from the Shang- �hai Marine Diesel Engines Research Institute, China.

The discussions predominantly revolved around the aware-ness of the limited nature of resources, particularly fuel that accounts for the major portion of the operational costs in ship-ping, and the need for sustain-able, smart solutions. Multiple panelists remarked that the right design modifi -cations and improvements on even the smaller parts of an en-gine system can have a strong collective impact on how much energy is saved. However, new technical op-portunities imply new chal-lenges. Rather than making isolated improvements to one area, companies are being forced to think in terms of an entire system or sub-system with respect to making any improvements relating to ef-fi ciency or emissions, the pan-els found. Each ship’s unique technical specifi cations will require an individualised ap-proach to the question of how integrated propulsion systems will meet the upcoming de-mands.

The most recent CIMAC Circle was held during SMM

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SHIPBUILDING & EQUIPMENT | PROPULSION & MANOEUVRING TECHNOLOGY

SPI_008-12_10_23_2012111313341 _49138 .indd 22 13.11.2012 13:35:33

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SPI_008-12_10_23_2012111313341 _49138 .indd 23 13.11.2012 13:35:53

Marine Engine Index (MEX)

2-STROKE ENGINESMAN Diesel & Turbo SEStadtbachstrasse 1, 86224 Augsburg, Germany, Tel.: +49 821 3220, Fax +49 821 3223382 Teglholmsgade 41, 2450 Copenhagen, Denmark, Tel.: +45 3385 1100, Fax +45 3385 1030 www.mandieselturbo.com

K98ME7 D 27780-87220 90-97 6,7,8,9,10, 11,12,14L 4630-6230 15.4-19.2 980/2660 8.0-8.6 I, EV

K98ME-C7 D 27060-84280 97-104 6,7,8,9,10, 11,12,14L 4510-6020 15.4-19.2 980/2400 7.8-8.3 I, EV

S90ME-C8 D 23340-47430 72-78 6,7,8,9L 3890-5270 16.0-20.0 900/3188 7.7-8.3 I, EV

S90ME-C9 D 21000-81340 76-84 5,6,7,8,9, 10,11,12,14L 4200-5810 16.0-20.0 900/3260 8.3-9.1 I, EV

G80ME-C9 D 18240-40050 58-68 6,7,8,9L 3040-4450 16.8-21.0 800/3720 7.2-8.4 I, EV

S80ME-C9 D 19980-40590 72-78 6,7,8,9L 3330-4510 16.0-20.0 800/3450 8.3-9.0 I, EV

S80ME-C8 D 18540- 36000 72-84 6,7,8L 3090-4500 16.0-20.0 800/3200 7.7-9.0 I, EV

K80ME-C9 D 19680-54360 94-104 6,7,8,9,10,11,12L 3280-4530 16.0-20.0 800/2600 8.1-9.0 I, EV

G70ME-C9 D 11550-29120 66-83 5,6,7,8L 2310-3640 16.8-21.0 700/3256 7.2-9.0 I, EV

S70ME-C8 D 11050-26160 77-91 5,6,7,8L 2210-3270 16.0-20.0 700/2800 7.2-8.5 I, EV

S70MC-C8 D 11050-26160 77-91 5,6,7,8L 2210-3270 16.0-20.0 700/2800 7.2-8.5 I, EV

L70ME-C8 D 11000-26160 91-108 5,6,7,8L 2200-3270 16.0-20.0 700/2360 7.2-8.5 I, EV

L70MC-C8 D 11000-26160 91-108 5,6,7,8L 2200-3270 16.0-20.0 700/2360 7.2-8.5 I, EV

S65ME-C8 D 9800-22960 81-95 5,6,7,8L 1960-2870 16.0-20.0 650/2730 7.4-8.6 I, EV

S65MC-C8 D 9800-22960 81-95 5,6,7,8L 1960-2870 16.0-20.0 650/2730 7.4-8.6 I,EV

G60ME-C9 D 8500-21440 77-97 5,6,7,8L 1700-2680 16.8-21.0 600/2790 7.2-9.0 I, EV

S60ME-C8 D 8050-19040 89-105 5,6,7,8L 1610-2380 16.0-20.0 600/2400 7.1-8.4 I, EV

S60ME-B8 D 8050-19040 89-105 5,6,7,8L 1610-2380 16.0-20.0 600/2400 7.1-8.4 I

S60MC-C8 D 8050-19040 89-105 5,6,7,8L 1610-2380 16.0-20.0 600/2400 7.1-8.4 I, EV

L60ME-C8 D 8000-21060 105-123 5,6,7,8,9L 1600-2340 16.0-20.0 600/2022 7.1-8.3 I, EV

L60MC-C8 D 8000-21060 105-123 5,6,7,8,9L 1600-2340 16.0-20.0 600/2022 7.1-8.3 I, EV

G50ME-B9 D 5850-15480 85-100 5,6,7,8,9L 1170-1720 16.8-21.0 500/2500 7.1-8.3 I

S50ME-C8 D 5650-14940 108-127 5,6,7,8,9L 1130-1660 16.0-20.0 500/2000 7.2-8.5 I, EV

S50MC-C8 D 5650-14940 108-127 5,6,7,8,9L 1130-1660 16.0-20.0 500/2000 7.2-8.5 I, EV

S50ME-B9 D 6050-16020 99-117 5,6,7,8,9L 1210-1780 16.8-21.0 500/2214 7.3-8.6 I

S50ME-B8 D 5650-14940 108-127 5,6,7,8,9L 1130-1660 16.0-20.0 500/2000 7.2-8.5 I

PROPULSION ENGINES Global engine manufacturers continue to focus on compliance with the tightened limits for emissions. Liquefied natural gas (LNG) as ship’s fuel is moving more and more to the centre of attention to meet upcoming regulations, influencing the development of sophisticated dual-fuel engines. The following table gives an overview of engine units for maritime propulsion applications currently available on the global market.

Engine Model Diesel (D) Dual Fuel (DF) Gas (G) Engine

Output Range Speed Range

No of Cylinders

Output per Cylinder

MEP Bore/Stroke

Piston Speed

Electronic Control

kW min-1 L: In LineV: V-type

kW/cyl. bar mm m/s I: injectionEV: Exh. valves


SHIPBUILDING & EQUIPMENT | PROPULSION

S46ME-B8 D 4700-11040 110-129 5,6,7,8L 940-1380 16.0-20.0 460/1932 7.1-8.3 I

S46MC-C8 D 4700-11040 110-129 5,6,7,8L 940-1380 16.0-20.0 460/1932 7.1-8.3 I, EV

G45ME-B9 D 4700-11120 94-111 5,6,7,8L 940-1390 16.8-20.0 450/2250 7.1-8.3 I

S40MC-C9 D 3850-9080 124-146 5,6,7,8L 770-1135 16.8-21.0 400/1770 7.3-8.6 I,EV

S40ME-B9 D 3850-9080 124-146 5,6,7,8L 770-1135 16.8-21.0 400/1770 7.3-8.6 I

S35ME-B9 D 2975-6960 142-167 5,6,7,8L 595-870 16.7-21.0 350/1550 7.3-8.6 I

S35MC-C9 D 2975-6960 142-167 5,6,7,8L 595-870 16.7-21.0 350/1550 7.3-8.6 I,EV

S30ME-B9 D 2175-5120 166-195 5,6,7,8L 435-640 16.8-2.0 300/1328 7.4-86. I

All ME/ME-C/ME-B engines are available for natural gas operation as dual fuel engines with high-pressure gas injection, designated - GI (Gas Injection)

Mitsubishi Heavy Industries, Ltd., 16-5 Konan 2-chome, Minato-ku, Tokyo 108-8215, JapanTel.: +81 3 67163111, Fax +81 3 67165800 www.mhi.co.jp

UEC33LSE-C1 D 2125-5640 107-142 5,6,7,8 425-705 18.0-22.5 330/1550 5.5-7.3

UEC33LSE-C2 D 2400-5640 121-142 5,6,7,8 480-705 18.0-22.5 330/1550 6.3-7.3

UEC33LSII D 1325-4530 157-215 4,5,6,7,8 331-566 14.1-17.6 330/1050 5.5-7.5

UEC 35LSE D 2950-6960 142-167 5,6,7,8 590-870 16.7-21.0 350/1550 7.3-8.6

UEC37LSII D 2325-6180 140-186 5,6,7,8 465-773 14.4-18.0 370/1290 6.0-8.0

UEC40LSE D 3850-9080 124-146 5,6,7,8 770-1135 16.8-21.0 400/1770 7.3-8.6

UEC43LSII D 2520-8400 120-160 4,5,6,7,8 630-1050 14.5-18.1 430/1500 6.0-8.0

UEC45LSE-1 D 3750-9960 98-130 5,6,7,8 750-1245 15.7-19.6 450/1840 6.0-8.0

UEC45LSE-B2 D 4650-11044 108-128 5,6,7,8 930-13805 16.8-21.1 450/1930 6.9-8.2

UEC45LSE-C1 D 4325-11520 96-128 5,6,7,8 865-1440 17.6-22.0 450/1930 6.2-8.2

UEC50LSE-B1 D 5675-15750 99-124 5,6,7,8,9 1135-1750 17.1-21.0 500/2050 6.8-8.5

UEC50LSE-A1 D 5375-14940 99-124 5,6,7,8,9 1075-1660 16.2-20.0 500/2050 6.8-8.5

UEC50LSE-A2 D 5725-14940 105-124 5,6,7,8,9 1145-1660 16.2-20.0 500/2050 7.2-8.5

UEC50LSII D 3460-11560 95-127 4,5,6,7,8 865-1445 14.3-17.8 500/1950 6.2-8.3

UEC52LSE D 4080-20460 95-127 4,5,6,7,8,9, 10,12 1020-1705 15.2-19.0 520/2000 6.3-8.5

UEC60LSII D 4920-16360 79-105 4,5,6,7,8 1230-2045 14.4-18.0 600/2300 6.1-8.1

UEC60LSE D 6775-19920 79-105 5,6,7,8 1355-2480 16.0-20.0 600/2400 6.3-8.4

UEC60LSE-A2 D 8050-19040 89-105 5,6,7,8 1610-2380 16.0-20.0 600/2400 7.1-8.4

UEC68LSE D 8800-23520 71-95 5,6,7,8 1760-2940 15.2-19.0 680/2690 6.4-8.5

UEC80LSE D 15100-35520 68-80 5,6,7,8 3020-4440 16.8-21.0 800/3150 7.1-8.4

Wärtsilä Corporation, PO Box 196, 00531 Helsinki, FinlandTel.: +358 10 7090000, Fax +358 10 7095700 www.wartsila.com

X35 D 3475-6960 142-167 5,6,7,8L 695-870 21.0 350/1550 8.6 I, EV

X40 D 4550-9080 124-146 5,6,7,8L 910-1135 21.0 400/1770 8.6 I, EV

X62 D 8000-21280 80-103 4,5,6,7,8L 2000-2660 20.5-19.3 620/2658 8.6-9.1 I,EV

X72 D 10800-28880 69-89 4,5,6,7,8L 2700-3610 20.5-19.4 720/3086 8.6-9.2 I,EV

X92 D 25860-70200 87-102 6,8,10,11,12L 4310-5850 20.0-19.0 920/3468 8.8-9.3 I,EV

RTA 48 T D 5100-11640 102-127 5, 6,7,8L 1020-1455 19.0 480/2000 8.5 I,EV



No of Cylinders

Output per Cylinder

MEP Bore/Stroke

Piston Speed

Electronic Control






No of Cylinders

Output per Cylinder

MEP Bore/Stroke

Piston Speed

Electronic Control



RTA/RT-flex 50 D 5650-13960 99-124 5,6,7,8L 1130-1745 21.0 500/2050 8.5 I, EV

RTA/RT-flex 58 T D 7650-17400 84-105 5,6,7,8L 1530-2180 19.5 580/2416 8.5 I, EV

RT-flex 60 C D 8450-21780 91-114 5,6,7,8,9L 1650-2420 20.0 600/2250 8.6 I, EV

RTA/RT-flex 68 D 10950-25040 76-95 5,6,7,8L 2150-3130 20.0 680/2720 8.6 I, EV

RTA/RT-flex 84 T D 14700-37800 61-76 5,6,7,8,9L 2940-4200 19.0 840/3150 8.0 I, EV

RTA/RT-flex 82 T D 21720-40680 68-80 6,7,8,9L 3620-4520 19.0-20.0 820/3375 8.6-9.0 I, EV

RTA/RT-flex 82 C D 21720-54240 87-102 6,7,8,9,10, 11,12L 3620-4520 19.0-20.0 820/2646 8.6-9.0 I,EV

RTA/RT-flex 96 C D 24000- 80080 92-1026,7,8,9,10, 11,12,13,14L

4000-5720 18.6 960/2500 8.5 I, EV

4-STROKE ENGINESABC Anglo Belgian Corporation NV, Wiedauwkaai 43, 9000 Gent, BelgiumTel.: +32 9 2670000, Fax +32 9 2670067, [email protected] www.abcdiesel.be

6/8 DL36 D/DF 3120-5200 600-750 6,8L 520-650 23.9 (at 750 min-1) 365/420 10.5 (at 750

min-1)

12/16 DZC D/DF 2064-4000 720-1000 12,16V 172-250 18.8 (at 1,000 min-1) 256/310 10.3 (at

1,000 min-1)

6/8 DZC D,DF 1032-2000 720-1000 6,8L 172-250 18.8 (at 1,000 min-1) 256/310 10.3 (at

1,000 min-1)

3/6/8/ DXC D 138-883 600-750 3,6,8L 46-110 11.99 (at 750 min-1) 242/320 8.0 (at 750

min-1)

AGCO Power, 37240 Linnavuori, Nokia, FinlandTel.: +358 3 3417111, Fax +358 3 3417 330 www.agcopower.comAuthorised dealer for Germany/Austria/Switzerland: ScanDiesel GmbH, Ermlandstr. 59, 28777 Bremen, GermanyTel.: +49 421 6753210, Fax +49 421 6753220 [email protected] www.scandiesel.de

44 CTIM D 100 2200 4L 25 108/120 8.8 I

49 CTIM D 133 2200 4L 33 108/134 9.8 I

66 CTIM D 192 2200 6L 32 108/120 8.8 I

74 CTIM D 235 2200 6L 39 108/134 9.8 I

84 CTIM D 302 2100 6L 510 111/145 10.2 I

Akasaka Diesels Ltd., 14th fl., South Tower, Yurakucho Denki Bldg., 1-7-1, Yurakucho, Chiyoda-ku, Tokyo 100-0006, Japan, Tel.: +81 3 68609081 www.akasaka-diesel.jp

A28/28S D 1103-1176 320-340 6L 184-196 280/550

A31 D 1323 290 6L 270 310/600

A34C D 1618 280-310 6L 270 340/620

A34S D 1765 280 6L 294 340/660

A37 D 1912 250 6L 319 370/720

A38/38S D 2059-2206 240-250 6L 343-368 380/740

A41/41S D 2427-2647 230-240 6L 405-441 410/800

A45/45S D 2942-3309 210-220 6L 490-552 450/880





No of Cylinders

Output per Cylinder

MEP Bore/Stroke

Piston Speed

Electronic Control



AX33 D 1618 310 6L 270 330/620

E28B/BK D 1323-1471 420-450 6L 221-245 280/480

E28BS D 1618 470 6L 270 280/500

K26S/26SK D 956-1029 410-420 6L 159-172 260/480

K28B/28S D 1029-1176 380-410 6L 172-196 280/ 480/500

K31/31S D 1325-1471 370-380 6L 221-245 310/ 530/550

T26/26S/26SK D 625-882 350-420 6 L 104-147 260/440

U28AK D 1838-2427 720 6,8 L 303-306 280/380

Moteurs Baudouin, Technoparc du Brégadan, CS 50001, 13711 Cassis, FranceTel.: +33 4 88688500, Fax +33 4 88688501, [email protected] www.moteurs-baudouin.fr

W105M D 136-168 2100-2425 6L 22.7-28 105/130 9.1-10.5 TI

W126M D 294-331 1800-2100 6L 49-55.2 126/155 9.3-10.9 TI

M 19.3 D 331-425 1800-2200 6L 55.2-70.8 126/155 9.3-11.36 TI

M 26.2 D 331-808 1800-1900 6L,8V,12V 55.2-67 150/150 9.3-9.5 TI

Caterpillar Marine Power Systems, Neumühlen 9, 22763 Hamburg, GermanyTel.: +49 40 23803000, Fax +49 40 23803535, [email protected] www.marine.cat.com

3056 D 93-153 2100-2600 6 L 16-26 100/127

C7/ACERT D 187-339 2400-2800 6 L 31 -57 110/127

C9 ACERT D 375-423 2500 6L 63-71 112/149

C12/ACERT D 254-526 1800-2300 6L 42-88 130/150

C15 ACERT D 597-636 2300 6L 99-106 137/165

C18/ACERT D 339-847 1800-2300 6 L 56-141 145/183

3508/B/C D 526-1118 1200-1925 8V 66-138 170/190

3512/B/C D 820-1678 1200-1925 12V 68-140 170/190

3516/B/C D 1195-2525 1200-1925 16V 75-158 170/190

C32/ACERT D 492-1232 1800-2300 12V 41-103 145/162

C280 D 1730-5650 900-1000 6,8L12,16 V 288-353 280/300

M 20 C D 1020-1520 900-1000 6,8L 170-190 24.1-24.2 200/310 9.0-10.0

M 25 C D 1800-3000 720-750 6,8,9L 300-333 23.5-26.1 255/400 9.6-10.0

M/VM 32 C D 2880-8000 600-750 6,8,9L12,16V 480-500 23.7-25.9 320/480L

320/460V 9.6-10.5

M/VM 43 C D 5400-16000 500-514 6,7,8,9L 12,16V 960-1000 23.7-27.1 430/610 10.2-10.5

Cummins Inc., Marine Business, 4500 Leeds Avenue - Suite 301, Charleston, South Carolina 29405, USATel.: +1 843 7451620, Fax +1 843 7451549 [email protected] //marine.cummins.com

NTA855 CCEC D 261-336 1800 6L 44-56 140/152 9.1

K19 CCEC D 317-373 1800 6L 53-62 159/159 9.5




No of Cylinders

Output per Cylinder

MEP Bore/Stroke

Piston Speed

Electronic Control



K19 D 373-552 1800-2100 6L 62.0-92.0 159/159 9.5-11.1

K38 D 559-1119 1600-2050 12V 47-93 159/159 9.5-10.8

KTA50 D 1044-1398 1600-1950 16V 62-87 159/159 8.5-10.3

QSK19 D 373-597 1800-2100 6L 62-100 159/159 9.5-11.11

QSK38 D 746-1044 1800-1900 12V 62-87 159/159 9.5-10.1

QSK50 D 1193-1342 1800-1900 16V 75-84 159/159 9.5-10.1

QSK60 D 1491-2013 1600-1900 16V 93-126 159/190 10.1-12.0

Daihatsu Diesel Mfg. Co., Ltd., 1-30, oyodonaka 1 chome Kita-ku, Osaka, JapanTel.: +81 6 64542331, Fax +81 6 64542750, [email protected] www.dhtd.co.jp

DKM-20 D 956-1250 900 6,8L 156-159 200/300

DKM-26 D 1618 750 6L 270 260/380

DKM-28 D 1912-2500 750 6,8L 313-319 280/390

DKM-36 D 3309-4413 600 6,8L 552 360/480

John Deere Power Systems, 3801 West Ridgeway Avenue, Waterloo, IA 50704-5100, USATel.: +1 800 5336446, [email protected]. www.JohnDeere.com/marineJohn Deere Power Systems, La Foulonnerie, 45011 Fleury-les-Aubrais Cedex, FranceTel.: +33 2 38826119, Fax +33 2 38846266, [email protected], www.JohnDeere.com/marine

4.5L 56-276 2400-2600

6.8L 118-298 2300-2800

9.0L 213-410 2100-2500

13.5L 272-559 1800-2200

Deutz AG, Ottostraße 1, 51149 Cologne, GermanyTel.: +49 221 8220, Fax +49 221 8223525, [email protected] www.deutz.com

912 D 24-78 1500-2300 3,4,5,6L 8-13 100/120

1013 M D 72-195 1500-2300 4,6L 18-33 108/130

1015 M D 203-447 1500-2100 6,8V 33-56 132/145

2015 M D 210-500 1500-2100 6,8V 35-63 132/145

ElectroMotive, 9301 West 55th St., LaGrange, IL 60525, USATel.: +1 800 2555355, Fax +1 708 3876660, www.emdiesels.com

EMD 710 D 1491-3729 720-900 8,12,16,20L 186

Fiat Industrial S.p.a., Via Puglia 15, 10156 Torino, ItalyTel.: +39 011 0072111, [email protected] www.fptindustrial.com

CURSOR C90 D 243-382 1800-2000 6L 41-64 19.6-21.2 117/135 9.0 ECR

CURSOR C13 D 243-382 1800-2000 6L 41-64 14.8-25.2 135/150 9.0-10.0 EUI

N40 D 125-147 2800 4L 31-37 15.6-18.3 102/120 11.2 ECR

N45 D 63-66.5 2800 4L 16-17 104/132 12.3

N60 D 199-243 2800-3000 6L 33-41 19.8-21.8 102/120 11.2-12.0 ECR

N67 D 92-191 2500-2800 6L 15-32 7.3-15.2 104/132 12.3





No of Cylinders

Output per Cylinder

MEP Bore/Stroke

Piston Speed

Electronic Control



GE Transportation, Marine, 2901 East Lake Road, Erie, Pennsylvania 16531, USATel.: +1 866 6568786, [email protected] www.getransportation.com

V228 D 1308-3357 900-1050 8,12,16V 163-210 229/267 EFI

L250 D 1498-2564 900-1050 6,8L 250-320 250/320 EFI

V250 D 2726-4661 900-1050 12,16V 227-291 250/320 EFI

A/S Grenaa Motorfabrik, Sdr. Kajgade 1-5, 8500 Grenaa, DenmarkTel.: +45 86 320666, Fax + 45 86 326390, [email protected] www.grmo.dk

LS 24 TK D 790-1215 200-1000 6L 132-202 15.0-16.2 240/350 7.0-11.6

FS24 D 331-758 750 3,6L 110-126 240/300 7.5

F24 D 500 3,4,6L 240/300 5.0

FR24 D 750 6L 240/300 7.5

Guascor Power, S.A.U. , Barrio de Oikia, 44, 20759 Zumaia, Gipuzkoa, SpainTel.: +34 943 865200, Fax +34 943 865210, [email protected] www.guascorpower.com

F/SF 180/240 D 184-864 1500-1800 6,8L 31-79 152/165 I

F/SF 360/480 D 588-1271 1500-1800 12,16V 49-79 152/165 I

The Hanshin Diesel Works, Ltd., Shinko Building, 8 Kaigan-dori, Chuo-ku, Kobe 650-0024, JapanTel.: +81 78 3322081, Fax +81 78 3322080 www.hanshin-dw.co.jp

LA 28 D 1323 330 6L 221 280/590

LA 32 D 1618 280-310 6L 270 320/680

LA 34 D 1765-1838 260-265 6L 294-306 340/720

LC/LH 26 D 625-1029 400-450 6L 104-1711 260/440

LH 28 D 1029 395 6L 172 280/460

LH 31 D 1323 370 6L 221 310/530

LH/LC/LZ 28L D 1176-1471 380-430 6L 196-245 280/530

Your competent partner for maritime and land-based applicationsConstruction | Sale | Repair and Maintenance

Gensets / Diesel Engines / Gearboxes / Exhaust gas aftertreatment systems

Partner of:

Schiff sdieseltechnik Kiel GmbHKieler Straße 17724768 RendsburgPhone: +49 4331 4471 0Fax: +49 4331 4471 199Email: [email protected]

Iveco Motors




No of Cylinders

Output per Cylinder

MEP Bore/Stroke

Piston Speed

Electronic Control



LH 30L D 1323 300 6L 221 300/600

LH 32L D 1471 280 6L 245 320/640

LH 34L D 1618-1681 280-310 6L 270-280 340/640

LH 36L D 1765-1912 250-270 6L 294-319 360/670

LH 38L D 2206 250 6L 368 380/760

LH 41L D 2427-2647 225-240 6L 405-441 410/800

LH 46L D 2942-3309 200-220 6L 490-552 460/880

MX28 D 1838-2427 730 6,8L 306-404 280/380

MUH 28A D 1765 780 6L 294 280/340

Motorenfabrik HATZ GmbH & Co. KG, Ernst-Hatz-Str. 16, 94099 Ruhstorf, GermanyTel.: +49 8531 3190, Fax +49 8531 319 418 [email protected] www.hatz-diesel.com

1B50 D 3.9-7.6 1500-3000 1L 7.6 93/76 7.6 at 3000 min-1

1D81/C D 5.4-10.1 1500-3000 1L 9.6-10.1 100/85 8.5 at 3000 min-1

L41 D 15.0-48.8 1500-3000 2,3,4L 12 7.0 102/105 10,5 at 3000 min-1

M41 D 16,4-53,0 1550-3000 2,3,4L 13 7.4 102/105 10,5 at 3000 min-1

Hyundai Heavy Industries Co., Ltd., Engine and Machinery Division, 1000, Bangeojinsunhwan-doro, Dong-gu, Ulsan, Korea Tel.: +82 52 2027281-9, Fax +82 52 2027427 [email protected] www.hyundai-engine.com

H21/32 D 1200-1800 720-900 6,8,9 200 210/320

H25/33 D 1740-2610 900 6,8,9 290 250/330

H32/40 D 2800-4500 720-750 6,8,9 500 320/400

Isotta Fraschini Motori SPA, Vale Francesco de Blasio, 70 123 Bari, ItalyTel.: +39 080 534 5253, Fax +39 080 531 1095 [email protected] www.isottafraschini.it

1306 D 320-590 2300-2600 6L 53-98 14.7-24.1 130/142

1312 D 675-1100 2600-2800 12V 56-92 15.5-23.5 130/126

1708 D 815 1935 8V 73-147 16.3 170/170

1712 D 1200-1540 1800-2000 12V 100-128 17.3-19.9 170/170

1716 D 1500-2600 1650-2100 16V 94-163 17.6-22.6 170/170

Kelvin Diesels Plc, 133 Helen Street, Glasgow G51 3HD, Great BritainTel.: +44 141 4452455, Fax +44 141 4454567, [email protected] www.kelvindiesels.co.uk

TA/TAS/TB D 224-399 600-1350 6, 8L 37-50 165/184 7.4-8.3

140-6M D 354 600-1800 6L 59 140/165 9.9

170-6M/MA D 529-634 600-1930 6L 88-106 170/170 10.2-10.9

PJSC „Kolomensky Zavod“, Partizan Str. 42, 140408 Kolomna, RussiaTel.: +7 496 6138944, [email protected] www.kolomnadiesel.com

D 42 D 1000-1838 600-750 4,6,8L 209-250

D 49 D 2000-4412 1000-1100 16V 125-278





No of Cylinders

Output per Cylinder

MEP Bore/Stroke

Piston Speed

Electronic Control



MAN Diesel & Turbo SE (4-stroke engines, turbochargers), Stadtbachstrasse 1, D-86224 Augsburg, GermanyTel.: +49 821 3220, Fax +49 821 322 3382 www.mandieselturbo.com

L21/31 D 1290-1935 1000 6,7,8,9L 215 24.0 210/310 10.3

L23/30 D 960-1280 900 6,8L 160 17.1 230/300 9.0

L27/38 D 2040-3060 800 6,7,8,9L 340 23.5 270/380 10.1

L27/38GO D 2190-3285 800 6,7,8,9L 365 25.2 270/380 10.1

L28/32 A D 1470-2205 775 6,7,8,9L 245 19.3 280/320 7.2

V28/33D D 5460-10000 1000-1032 12,16,20V 455-500 26.9-28.6 280/330 11.0-11.4 I

V28/33D STC D 5460-10000 1000-1032 12,16,20V 455-500 26.9-28.6 280/330 11.0-11.4 I

L+V32/40 D 3000-9000 720-750 6,7,8,9L 12,14,16, 18V 500 24.9-25.9 320/400 9.6- 10.0

L+V32/44CR D 3360-11200 720-7506,7,8,9,10L 12,14,16, 18,20V

560 25.3-26.4 320/440 10.6- 11.0 I

L35/44DF DF 3060-5300 720-750 6,7,8,9,10L 510-530 20.0-20.1 350/440 10.6-11.0

L+V48/60 B D 6900-20700 500-514 6.7.8.9L12,14,16,18V 500-514 24.7-25.4 480/600 10.0-10.3

L+V48/60 CR D 7200-21600 500-514 6,7,8,9L,12,14,16, 18V 1200 25.8 - 26.5 480/600 10.0-10.3 I

L+V51/60 DF DF 5850-18000 500-514 6,7,8,9L, 12,14,16, 18V 975-1000 19.1 510/600 10.0-10.3

MAN Truck & Bus AG, Sales Engines & Components, Vogelweiherstraße 33, 90441 Nuremberg, Germany Tel.: +49 911 4206239, Fax +49 911 4201915 [email protected] www.man-engines.com

D2866 D 190-294 1800-2100 6L 32-49 10.6-15.5 128/155 9.3-10.9

D2876 D 280-588 1800-2300 6L 47-98 14.6-24.0 128/166 10.0-12.7 I

D2848 D 551-662 2100-2300 8V 69-83 21.6-23.6 128/142 9.9-10.9 I

D2842 D 440-1000 1800-2300 12V 37-83 13.4-23.8 128/142 8.5-10.9 I

D 2868 D 735-882 2300 8V 92-110 23.4-28.5 128/157 12.0 I

D 2862 D 735-1324 2100-2300 12V 61-110 17.3-28.5 128/157 11.0-12.0 I

www.schaller.deWORLD MARKET LEADER IN OIL MIST DETECTION

SAFETY FORYOU ANDYOUR ENGINE




No of Cylinders

Output per Cylinder

MEP Bore/Stroke

Piston Speed

Electronic Control



Mitsubishi Heavy Industries, Ltd., 5-1 Marunouchi 2-chome, Chyoda-ku, Tokyo 100-8315, JapanTel.: +81 3 32129080, Fax +81 3 32129779 www.mhi.co.jpMHI Equipment Europe B.V., Damsluisweg 2, 1332 EC Almere, The NetherlandsAuthorised dealer for Germany/Austria/Switzerland: ScanDiesel GmbH, Ermlandstr. 59, 28777 Bremen, GermanyTel.: +49 421 6753210, Fax +49 421 6753220 [email protected] www.scandiesel.de

S6B3 D 320 2000 6L 53 15.6 135/170 11.3

S6A3 D 360 1840 6L 60 14.2 150/175 10.7

S6R D 470-640 1200-1800 6L 78-107 14.2 170/180 8.8-10.8

S6U D 1007-1118 1060-1100 6L 168-186 16.2 240/260 9.2-10.0

S6U2 D 1040-1156 930-960 6L 173-193 16.2 240/300 9.3-9.6

S8U D 1250-1492 900-1100 8L 156-187 16.2 240/260 7.8-9.5

S12A2 D 701-776 1940-2000 12V 58-65 12.8 150/160 8.0-10.7

S12R D 840-1154 1200-1800 12V 70-96 14.4 170/180 7.2-10.8

S12U D 2014-2238 1060-1100 12V 168-187 16.2 240/260 9.2-10.0

S16R D 1120-1536 1200-1800 16V 70-96 14.3 170/180 7.2-10.8

S16R2 D 1450-1960 1200-1500 16V 91-123 14.4 170/220 8.8-11.0

S16U D 2686-2984 1060-1150 16V 168-187 15.4 240/260 9.2-10.0

MTU Friedrichshafen GmbH, Maybachplatz 1, 88040 Friedrichshafen, GermanyTel.: +49 7541 907015, Fax +49 7541 907081 [email protected] www.mtu-online.com

S 60 D 261-615 1800-2300 6L 44-103 12.4-23 133/168 8.4-12.9 I

2000 D 400-1492 1800-2350 8,12,16V 50-93 16.8-23.9 130/150 9-11.8 I

2000 D 720-1939 2100-2450 8,10,12,16V 90-121 21.5-26.6 135/156 11.7-12.7 I

4000 D 1680-2720 2000-2100 12,16V 140-170 20.7-23.9 165/190 12.7-13.3 I

4000 D 1920-4300 1970-2100 12,16,20V 160-215 22.6-28.5 170/190 12.5-13.3 I

4000 D 760-2240 1500-1800 8, 12, 16V 93-140 14.7-19.6 170/210 11.2-12.6 I

396 D 1000-2000 1900 8,12,16V 125 19.9 165/185 11.7 I

1163 D 3600-7400 1200-1300 12, 16, 20V 300-370 25.8-29.4 230/280 11.2-12.1 I

8000 D 7200-10000 1150 20V 360-500 21.6-27.3 265/315 12.1 I

VDS 29/24AL D 1170-2350 750-1000 6, 8, 9 L 195-263 20.1-23.9 240/290 7.3-9.7

Niigata Power Systems Co., Ltd., 14-5, Sotokanda 2-Chome, Chigoda-ku, Tokyo 101-0021, JapanTel.: +81 3 43661226, Fax +81 3 43661310 www.niigata-power.com

HX D 761-4552 520-1000 6,8 126-455 190-410/260-560

HLX 1518-6825 750 6,8,12,16, 18 253-379 260-280/350-400

AHX 2220-3089 750-800 6,8,9 343-370 280/390

ATE/BT/NT 989-1897 310-420 6 164-316 260-340/460-620

NSD-M/L-M 496-570 1400-1450 6 83-95 160/ 210-235

MG17AHX 761 1650 6 126 165-215

16V20FX 4000 1650 16V 250 205/220





No of Cylinders

Output per Cylinder

MEP Bore/Stroke

Piston Speed

Electronic Control



Rolls-Royce Marine AS, Engines Bergen, 5808 Bergen, NorwayTel.: +47 81520070, Fax +47 55536104 www.rolls-royce.com

C25:33 D 1920-3000 900-1000 6, 8, 9L 320-330 26.4-24.7 250/330 10.0-11.0

B32:40 D 2880-8000 720-750 6, 8, 9L12,16V 480-500 24.9 320/400 9.6-10.0

C26:33 G 1460-2430 900-1000 6,9L 243-270 18.5 260/330 10.0-11.0

B35:40 G 3780-7700 720-750 9L 12,16V 420-481 18.2-20 350/400 9.6-10.0

Scania CV AB, 15187 Södertälje, SwedenTel.: +46 8 55381000, Fax +46 8 55382993 www.scania.comScania Deutschland GmbH, August-Horch-Str. 10, 56070 Koblenz, GermanyTel.: +49 261 8970, Fax +49 261 897203, www.scania.de

DI16 42 D 386-588 1800-2200 8V 48-74 127/154 PDE

DI16 43 D 386-588 1800-2300 8V 48-74 127/154 PDE

DI16 52 D 386-535 1800-2100 8V 48-67 127/154 PDE

DI13 070 D 294-405 1800 6L 49-68 130/160 8.0-9.6 PDE

DI13 071 D 294-368 1800 6L 49-61 130/160 8.0-9.6 PDE

DI13 072 D 441-478 2300 6L 74-80 130/160 8.0-9.6 PDE

Seehafen Verlag

Compendium Marine EngineeringOperation – Monitoring – MaintenanceEditors: Hansheinrich Meier-Peter | Frank Bernhardt

Compendium Marine Engineering represents a compilation of marine engineering experience. It is based on the research of scientists and the reports of many fi eld engineers all over the world.

Compendium Marine Engineering is completely published in English.

This book is mainly directed towards practising marine engineers, principally within the marine industry, towards ship operators, superintendents and surveyors but also towards those in training and research institutes as well as designers and consultants.

Technical Data: Title: Compendium Marine Engineering, ISBN 978-3-87743-822-0, 1016 pages, hardcoverPrice: € 98,- (plus postage)Address: DVV Media Group GmbH | Seehafen Verlag Nordkanalstr. 36 · 20097 Hamburg · Germany Telephone +49 40/237 14-440 E-Mail: [email protected]

Find out more about this compendium and order your copy at www.shipandoff shore.net/cme.



No of Cylinders

Output per Cylinder

MEP Bore/Stroke

Piston Speed

Electronic Control



DI13 073 D 331-405 2100 6L 55-68 130/160 8.0-9.6 PDE

DI13 077 D 515-551 2300 6L 86-92 130/160 8.0-9.6 PDE

DI13 078 D 331-405 2100 6L 55-68 130/160 8.0-9.6 PDE

DI16 070 D 405-552 1800 8V 51-69 130/154 PDE

DI16 071 D 405-460 1800 8V 51-58 130/154 PDE

DI16072 D 478-662 2100-2300 8V 60-83 130/154 PDE

DI16 077 D 662-736 2300 8V 83-92 130/154 PDE

Volvo Penta, Gropegardsgatan, 40508 Gothenburg, SwedenTel.: +46 31 686400, Fax +46 31 683831 www.volvopenta.com

D5 D 89-118 1900-2300 4L 22-23 108/130 4.3-8.2

D7 D 130-182 1900-2100 6L 22-30 108/130 4.3-10.0

D9 D 221-313 1800-2200 6L 37-52 120/138 8.2-10.0

D13 D 294-368 1800-1900 6L 49-74 131/158 9.48-12.0

D16 D 368-551 1800-1900 6L 61-92 144/165 9.9-10.5

Wärtsilä Corporation, PO Box 196, 00531 Helsinki, FinlandTel.: +358 10 7090000, Fax +358 10 7095700 www.wartsila.com

20 D 800-1800 1000 4,6,8,9L 200 27.3 200/280 9.3

26 D 2040-5440 1000 6,8,9L / 12,16V 340 25.5 260/320 10.7

32 D 3000-9000 750 6,7,8,9L / 12,16,18V 500 24.9, 28.9 320/400 10.0

38 D 4350-11600 600 6,8,9L / 12,16V 725 26.9 380/475 9.5

46 D 12600-16800 500-514 12,16V 1050 24.2-24.9 460/580 9.7-9.9

46F D 7200-19200 600 6,7,8,9L / 12,14,16V 1200 24.9 460/580 11.6

64 D 12900-17200 327.3-333.3 6,7,8L 2150 25.0-25.5 640/900 9.8, 10.0

20DF DF 1056-1584 1200 6,8,9L 176 20.0 200/280 11.2

34DF DF 2700-7200 750 6, 9L / 12, 6V 450 19.8 340/400 10.0

50DF DF 5700-17100 500-514 6, 8, 9L / 12,16,18V 950/975 20.0 500/580 9.7-9.9

Yanmar Co., Ltd. 1-32,Chayamachi, Kita-ku, Osaka 530-83-11, JapanTel.: +81 6 64283120, Fax +81 6 64212202 www.yanmar.co.jpYanmar Europe BV, Brugplein 11, 1332 BS Almere, The NetherlandsTel.: +31 36 5493200, Fax +31 36 5493209 www.yanmar.nl

CH3 57.4-206 2550-2600 4,6 14-34 105/125

HA2 204-298 1880-1950 6 34-50 130/165

CXB 265-374 2400-2700 6 44-62 110/130

AY 485-1340 1840-1940 6,12 78-162 155/180

HY 368-515 1950-2200 6 61-86 133/165

N330 D 2207-3310 620 6,8L 368-414 330/440 9.1

RY17 D 368-736 1500 6L 61-123 165/219 10.9

EY22W D 885-1370 900 6L 148-228 220/320 9.6

EY26W D 1471-2560 750 6,8L 245-320 260/385 9.6



Medium-speed diesel engine range introduced

High-speed diesel engines launched

ABC | The medium-speed die-sel engine maker Anglo Bel-gian Corporation (ABC) has introduced its DL36 range, say-ing the new family of engines would expand the Belgian company’s market to larger vessels such as ferries, coast-ers, offshore vessels, military ships, dredging applications and large tugboats. With the 8DL36 (5200 kW) and V-ver-sions (up to 10,400 kW) soon to follow, ABC said it would be able to supply all major ship-yards with solutions for any type or size vessel. ABC’s current DX and DZ en-gines, in the power range of 150 to 4,000kW, are aimed at tugboats as well as marine coastal, fi shing, dredging, pa-trol and inland transportation vessels. The engines are used in combination with alterna-tors to generate electricity in power plants up to 30 MW and in powering locomotives with the DZ engines in line or V-confi guration.With a bore and stroke of 365mm by 420mm, the DL36 will be set to deliver 650 kW per cylinder at 750 rpm with BMep of only 24 bar, ensur-ing traditional ABC reliability

and robustness, according to the company, which this year is marking the centennial of its founding.Introducing innovative tech-nology such as EGR, two-stage turbocharging and a radically optimised common rail sys-tem, the DL36 engines are easy to service and designed to meet IMO Tier III emis-sions requirements without a catalyst, maintaining excel-lent, competitive fuel and oil consumption, ABC said. For applications not requiring Tier III compliance, a full me-chanical version will remain available. And to provide the greatest possible versatility, a wide variety of fuels such as MDO, HFO, dual fuel and biofuels are possible, the com-pany noted. The six- and eight-cylinder in-line engines will focus mainly on the marine market, while the V-engines (12 and 16 cy linders) suit the large generator set applica-tions to be found in thermal power plants, as the 16DV36 will produce over 10 MW. ABC said the six-cylinder would be ready to ship in the second half of 2013, followed by the eight-cylinder in 2014.

12AY | Yanmar Europe recent-ly presented its latest commer-cial high-speed diesel engine for marine applications. With easy installation and mainte-nance, the purpose-built V-12 engine 12AY is ideal for off-shore support vessels, ferries, tugs, commercial fi shing craft and other demanding applica-tions, the Dutch manufacturer said.A key element of the im-proved performance and ef-fi ciency is a new, staggered injection nozzle and patented combustion chamber design. They allow a very wide rpm range with low fuel consump-tion and emissions.The 40L, 12-cylinder turbo-charged diesel engine is avail-able in fi ve power ratings across three models:

The 12AYM-WST models are �available with an output of 882 kW at 1,850 rpm, and 1,030 kW at 1,900 rpm;The 12AYM-WET is availa- �ble with an output of 1,140 kW at 1,840 rpm and 1,220 kW at 1,900 rpm;The 12AYM-WGT produces �1,340 kW at 1,940 rpm.

A new V-cylinder block confi gu-ration offers improved rigidity compared with previous models, with inspection ports providing easy access to connecting rod as-semblies. A mechanical engine governor control and Yanmar‘s own fuel system components further enhance reliability. Compliant with the latest IMO Tier II emissions regulations, the 12AY series has type ap-proval by the six major classifi -cation societies.

The six-cylinder DL36 engine

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Chinese delegation visits GL head offi ce

Ferry group welcomes EEDI decision

CNSA | A delegation from the Chinese Na-tional Ship Recycling Association (CNSA) visited Germanischer Lloyd’s (GL) head offi ce in October for a workshop on stand-ards, training, and research and develop-ment, the classifi cation society reported. The CNSA delegation was headed by its president, Mr Xie Dehua, whose address examined the approach China’s industry is taking to improve standards and promote environmentally friendly ship recycling. All 61 member yards of CNSA offer envi-ronmentally friendly recycling facilities, us-ing either dry-dock or fl oating methods.“There is no beaching in China,” said Xie, “which is a clear indication that China is already well ahead in complying with na-tional and international standards.”

His presentation noted that all Chinese ship recycling facilities were equipped with drainage and waste management systems, and that basic training was given to the more than 10,000 workers in the industry. The delegation from CNSA arrived in Hamburg for a nearly two-week offi cial tour of Europe. The visit to GL was the fi rst stop and highlighted the close ties between CNSA and GL in the wake of a memoran-dum of understanding (MOU) signed this May in Beijing. The MOU is designed to help promote “green” ship recycling in China and enable the Chinese ship recy-cling industry to comply with upcoming international regulations.The delegation included a number of top executives from several leading Chinese

ship recycling facilities. Also on its itinerary was a visit to the German Shipowners’ As-sociation (VDR), a meeting with shipown-ers in Hamburg and a look at a German waste and recycling company in Berlin. The European Commission recently pro-posed new regulations, based on the 2009 Hong Kong International Convention for the Safe and Environmentally Sound Recy-cling of Ships (expected to come into force in 2015), that will require European ships to be recycled only at authorised facilities worldwide. Some of the requirements are even stricter than those of the Hong Kong Convention. “We are looking forward to deepening our understanding of the new upcoming Euro-pean regulations by hearing GL’s interpre-tation and from our discussions with Eu-ropean stakeholders such as the European Commission and the German Ministry of Transport,” Xie said. As one of the three largest ship recycling countries, China is playing a rapidly grow-ing role in the global market and has estab-lished its own regulatory framework in line with international standards and practices in “greener” ship recycling.“We expect to boost the competitiveness of China’s ship recycling business by keep-ing abreast of the latest regulatory require-ments and cooperating with more inter-national clients in a broader network,” Xie said.

INTERFERRY | The Canada-based trade association Interferry has welcomed the recent decision by the IMO Marine Envi-ronment Protection Committee (MEPC) to proceed with a sector-specifi c methodolo-gy in establishing energy effi ciency require-ments for RoRo cargo and RoPax vessels.The Energy Effi ciency Design Index (EEDI) requirements for most other ship types – to take force from 2013 – had been agreed during an earlier MEPC session, when an extended timeline was approved for RoRo ferries due to the extensive variation of ships in this segment.Interferry then worked closely with fl ag states and other industry bodies in an informal working group, which assessed seven different proposals for a fair and

sustainable EEDI formula that did not penalise the specialised power require-ments of RoRo operations, Interferry said.A proposal by Germany, Sweden and the European shipbuilders association CESA was supported by Interferry as meeting these requirements and has now been rec-ognised by the IMO as the best way for-ward, the ferry group noted.In essence, the proposal incorporates ship design features into the effi ciency formula, which otherwise typically focuses on the amount of installed power in relation to the vessel’s size and speed. The complex RoRo ferry segment regarded this as too simplistic an approach – notably because many ferries are one-off, bespoke designs

for a particular route, rather than one ves-sel in a large series, Interferry said.Johan Roos, Interferry’s executive director of EU and IMO affairs, said: “Our approach to a workable EEDI solution for RoRo ves-sels was twofold. Obviously it had to bring about absolute effi ciency gains and a con-sequent reduction in greenhouse gas emis-sions. But we also had to ensure that new ships can be built for all RoRo markets tak-ing into account any external factors – such as limitations on draught or length, or the need for having enhanced power to oper-ate in tidal areas or across very busy straits. Roos added that Interferry was looking for-ward to fi nalising the “crucial technical re-quirements” during the next MEPC session in May 2013.

CNSA delegation during its visit to GL


SHIPBUILDING & EQUIPMENT | INDUSTRY NEWS

SPI_008-12_3 _4 _2012111313591 _491385.indd 3 13.11.2012 13:59:29

Emergency lowering device as standard feature on hoistsJDN | The emergency lowering device re-cently introduced by J D Neuhaus (JDN) for its EH range of air-operated hoists can now also be supplied as a standard feature on its Profi Ti line from 25 to 60 tonnes lift capacity, the Germany-based company announced.Hoists incorporating the emergency lower-ing device option are equipped with a sep-arate air tank, and two additional buttons are also incorporated into the hand con-trollers. This air reservoir is automatically maintained at the full working air pressure during normal hoist operations, ensuring the availability of a positive emergency braking system when required, according to JDN. The air tank is also protected by a check valve.JDN said certifi cation by Det Norske Ver-itas could be provided on request in order to comply with safety requirements involv-ing applications for offshore cranes as well as power-driven hoists.

The device becomes operable in the event of a severe reduction or total loss of mains air pressure. It then provides practical two-handed operation to avoid unintentional lowering. One of the control button switches selects between normal hoist operation and emergency lowering. The second control but-ton opens the integrated operational brake to facilitate a controlled lowering of the sus-pended load under the action of its own dead weight. Where the Profi hoists are equipped with trolleys for lateral movements, the res-ervoir air tank can be mounted on the chain box container. For static hoists, the reservoir can be mounted anywhere convenient with-in the surrounding working area.JDN said its Profi Ti range of products was suitable for all engineering applica-tions throughout a wide range of indus-tries including oil and gas exploration and processing, mining, shipbuilding, foun-dries, the chemical industry and heavy plant construction.

They are designed to comply with Ex op-erating ratings, suitable for working in hazardous areas or potentially explosive environments, the company said. They are insensitive to humidity and dust-laden atmospheres, and can operate at tempera-tures from -20°C to +70°C. Instant start-ing, minimum maintenance and low air consumption are their positive features, coupled with compact low-headroom de-sign. Other standard features include an emergency shut-off valve together with both anti-climb and anti-drop devices.Optional accessories include increased spark protection (and higher Ex rating), overload protection, rack and pinion trol-ley drive with two-speed travel control and fi lter silencers.

A JDN air-operated Profi Ti hoist with 50-tonne lift capacity, which can now be supplied as standard with an emergency lowering device for use in the event of total air power failure

SPI_008-12_3 _4 _2012111313591 _491385.indd 3 13.11.2012 13:59:3

New versatile designs for sophisticated offshore tasks

DRILLING AND CONSTRUCTION The range of large ships employed in the offshore industry includes seismic vessels for oil and gas exploration; drillships, pipelayers and crane vessels to exploit the fi elds; and fl oating production units for processing. Each of the different types is fi tted with sophisticated equipment, writes shipbuilding expert Ralf Witthohn in the current edition of our series “Innovative Vessels”.

The numerous advantages of twin-hull vessels – high stability, good seakeeping

and low resistance combined with a large deck area – will now also apply to an offshore construction ship for a Far Eastern owner. The semi-sub-mersible offshore support ves-sel Derwent was launched on June 5th 2012 from Drydock World´s shipyard in Nanindah, Indonesia, for Hallin Marine of Singapore. After outfi tting, it is

scheduled to start work in the fi rst quarter of 2013.

Twin hulls for underwater tasksDesignated a compact semi-submersible (CSS), the inno-vative newbuilding is seen as an alternative to the relatively large multi-task offshore units. Its prime tasks will include a number of different offshore as-signments in deepwater opera-tion and construction support,

including installation of mani-folds, fl owlines and umbilicals. Other work will involve well intervention and inspection, and repair and maintenance of underwater constructions with the help of remote-operated vessels. The work can be car-ried out in water depths of up to 3,000m. The Derwent´s twin-hull concept results in a small 2.6:1 ratio of the ship´s length to breadth, and a draught of 14.6m by bal-

lasting. Its deck area of 1,300m² is suited for a load of 10t/m². Deck cargo capacity amounts to 1,500 tonnes. A Kongs-berg DP3 positioning system with separate engine rooms in each hull gives the vessel a high weather tolerance. This in turn favours the MacGregor 160-tonne SWL (safe working load) module-handling system and a 150-tonne crane, both with active heave compensa-tion. The same supplier de-livered a hydraulic 120-tonne deck-skid system with three tractors and four gliding pal-lets. The vessel has two moon pools measuring 7.4 x 7.6m. At half ship length starboard is an A-frame for the launch of two 200 hp Quantum XP ROVs (remotely operated vehicles). They can also be launched through a third moonpool, sized 4.8 x 5.3m. The ROVs can carry loads of 0.4t to a depth of 3,000m. The 85m-long, 32m-wide Derwent has a deadweight of 3,200 tonnes at 8.2m draught. It is propelled by four Rolls-Royce

TECHNICAL DATA �Construction vessel DerwentDeadweight at 8.2m 3,200tDeck cargo 1,500tLength 85mBreadth 32mMax. draught 14.6mDiesel-electric propulsion

six Bergen C25:33L9A,6 x 2,890kW; four azimuth propellers, 4 x 3,000kW

Speed 10.5 knotsAccommodation 152 personsClassifi cation ABS �A1 Column Stabilised

Drilling Unit �AMS (E) DPS-3 UWILD Helidk

The Derwent can work through three moon pools in deep water Picture: Hallin Marine

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OFFSHORE & MARINE TECHNOLOGY | INNOVATIVE VESSELS

SPI_008-12_3 _4 _2012111313591 _491385.indd 38 13.11.2012 13:59:38

The seismic vessel Fa Xian 6 tows up to 14 streamers Picture: Rolls-Royce

azimuth units with an output of of 3,000 kW for a speed of 10.5 knots. Energy is supplied by six Bergen C25:33L9A en-gines developing 2,890 kW each, with power management based on ABB components. The accommodation block forward is laid out for 152 persons. The ABS-classed vessel has been de-veloped by STX Canada Marine over fi ve years and is expected to cost USD 110 million.

Drilling in the Arctic A monohull adapted for opera-tion under the harshest possible conditions is the basis of a drill-ing vessel delivered by South Korea´s Samsung Heavy Indus-tries to Aberdeen-based Stena Drilling on April 16th 2012. The Stena Icemax is described as the world’s fi rst dynamically positioned twin-masted vessel destined for employment in the Arctic. The newbuilding was developed from the earlier drill-ships Stena Drillmax, Stena Car-ron and Stena Forth. The Stena Icemax has been designed and built according to DNV´s spe-cial ice class rules with the hull notation PC-4, class ICE-10 for the azimuth propellers and the description Winterized Cold. Its hull reinforcements extend from 6.5m to 14m above the baseline. A number of meas-ures have been taken to protect against extreme weather. Wind walls are installed around im-portant working areas such as the drill fl oor, mast, tower and the two blowout preventers. The knuckle boom cranes can work at temperatures as low as -30°C. Other special measures

include de-icing systems for the deck equipment, piping and anchors. The ballast and drill water tanks and the sea chests are kept ice-free by steam heat-ing coils. The Stena Icemax is currently suited to work through a moon pool of 25.6 x 12.5m in water depths of up to 2,300m, but could be upgraded for a maxi-mum depth of 3,050m. Drill-ing can be done to a maximum depth of 10,700m. The 48m-high twin mast has an SWL of 900 tonnes, and the auxiliary mast can lift 600 tonnes. Ma-noeuvring is enhanced by a Kongsberg DP3 system. The 228m-long, 42m-wide ves-sel is chartered to Shell until the end of 2016 and currently operating off French Guiana. Its deadweight is fi gured at 55,000 tonnes at 12m draught. It can carry 7,500 tonnes of deck car-go in transit with a draught of 8.5m, and 15,000 tonnes dur-ing drilling at 12m. Model tests in up to 2.2m-thick ice have shown an optimum draught of 11m while navigating in ice. Energy supply is secured by six Wärtsilä diesel engines with an output of of 7,400 kW driv-ing six 5,500 kW Rolls-Royce UUC505 azimuth propellers. The ship´s mooring system has a tension power of 12,675 tonnes. Accommodation for 180 is arranged in single and double cabins.

Seismic vessel from Shanghai A newbuilding from Shanghai Shipyard, the seismographic research vessel Fa Xian 6, is

scheduled for delivery in March 2013 to the Shanghai Offshore Petroleum Geophysical Cor-poration, which is part of the Sinopec group. The vessel is meant for worldwide operation, and while resembling a fi shing vessel in some ways, it has been designed primarily for the use of modern seismic equipment. The maritime branch of Rolls-Royce in Ålesund, Norway, supplied the drawings and out-

fi tting at a price of GBP 20 mil-lion. The hull form is proven in North Sea conditions, but the vessel is laid out to carry out seismic work in tropical as well as in subarctic climates and has an endurance of 70 days. After research obtained from the ves-sel is processed, the data are transmitted to the contractor ashore. The 100m-long and 24m-wide Fa Xian 6 will be able

TECHNICAL DATA �Arctic drillship Stena IcemaxTonnage 58,295gtDisplacement 98,000tDeadweight 55,000tDeck cargo 10,000tPayload 16,000tLength 228mBreadth 42mDepth 19mDraught 12m Accommodation 180 personsPropulsion diesel-electric, six diesel generators,

6 x 7,400kW; six Rolls-Royce thrusters, 6 x 5,500kW

Classifi cation Det Norske Veritas �1A1 PC-4 WINTERIZED COLD (-20 °C, -30 °C) Ship-shaped Drilling Unit (N) HELDK-SH CRANE E0 F-AM DYNPOS-AUTRO DRILL(N)

TECHNICAL DATA �Seismic vessel Fa Xian 6Tonnage 11,500gtLength 100.1mBreadth 24.0mDepth 9.0mDraught 6.4/7.3mPropulsion two Rolls-Royce Bergen B32:40L8P, 2 x 4,000 kWSpeed 16 knotsBollard pull 30tDeck area 1,000m²Classifi cation Det Norske Veritas +1A1, E0, ICE C, CLEAN DESIGN,

NAUT-AW, HELDK-SH,COMF-V(3)C(3), RP, BIS, TMONOPTIONS: DK(+)

�

The Stena Icemax can drill in Arctic waters thanks to its high ice class Photo: Stena Drilling


SPI_008-12_3 _4 _2012111313591 _491385.indd 39 13.11.2012 13:59:4

to tow up to 14 streamers – 10km long and launched by 12 winches – when search-ing for oil and gas. Seismic waves are refl ected from the seabed and detected by hy-drophones to give a 3D pro-fi le of the geological features, from which the presence of oil and gas can be established. The ship´s seismic equipment is distributed over three deck levels with the sound systems lowest, the streamer winches and fairleads above and the vane davits on the upper deck. The vessel is fi tted aft with two controllable pitch propellers in nozzles, work-ing independently of each other and driven by two Ber-gen B32:40L8P main engines with an output of 4,000 kW each. Electrical back-up of the main propulsion, which gives the vessel a speed of 16 knots, is secured by a power take-in (PTI). A forward-mounted azimuth thruster and an 880 kW bow thruster enhance the ship´s manoeuvrability. Two 2,500 kVA shaft genera-tors and two 3,450 kVA gen-erators can act as auxiliaries. While the ship´s considerable

breadth is benefi cial to its sta-bility and increases its work-ing capacity over the stern, the vessel has also been fi tted with two passive anti-rolling tanks. The DNV class includes the notations Ice C and Clean Design.

Exploration and research vessel CSSC Guangzhou Huangpu Shipbuilding describes its newbuilding Hai Yang Shi You 708, fi tted with a drill tower, as a deepwater engineering sur-vey vessel. The ship was deliv-ered in December 2011 to the China National Offshore Oil Corporation (CNOOC), one of the biggest players in the oil and gas business. It is operat-ed by China Oilfi eld Services in Tianjin. The Hai Yang Shi You 708 can drill to a depth of 3,000m. Its high stability and automation technique facili-tates sampling of the seabed even in rough seas. The diesel-electric research vessel has a gross tonnage of 7,847, length of 105.7m, breadth of 34.4m and dead-weight of 5,140 tonnes on a draught of 7.4m. It is

equipped with a DP2 system and helideck located in front of the forward-placed super-structure. The vessel has been classifi ed in China and Nor-way, including the DNV nota-tions Ice 1C and Clean.

Arctic seismic vessels from FlensburgIn the early days, subsea oil and gas exploration was of-ten carried out by refurbished fi shing vessels fi tted with seis-mic equipment. There was a number of technical reasons for this. Both vessel types do their work over the stern to achieve an adequate bollard pull. While fi shing vessels need enough propulsion to tow nets, seismic vessels have to tow streamers. The pro-pellers of both vessel types have to be protected to avoid confl ict with the equipment towed.In June 2012, Flensburger Schiffbau-Gesellschaft mbH & Co KG (FSG) announced an order for two new seis-mic research vessels from Western Geco, headquartered in London. WesternGeco is a business segment of US-based

Schlumberger Limited and a leading actor in the seismic business. The 22,750gt ves-sels, which are to be commis-sioned in 2014, will be able to operate in Arctic waters. Their architecture features the clas-sic seismic vessel concept with a large superstructure accom-modating the crew and scien-tifi c personnel of 76 persons forward, with space for the seismic equipment aft. After extensive hydrodynamic and seakeeping evaluation by FSG, the hull was optimised using a straight wave-piercing design. Integrated in the foreship are a retractable azimuthing propeller and a transversal thruster. A large helicopter deck is arranged above the forecastle. The propulsion system of 126m-long and 28m-wide newbuildings is designed spe-cifi cally for seismic operations with a focus on redundancy, fuel effi ciency and fl exibility. The ships’ deadweight is 6,170 tonnes at the maximum draught of 7.15m. WesternGeco’s new genera-tion of seismic vessels was announced together with the launch of a new seismic tech-nology. According to the seismic spe-cialists, the IsoMetrix system delivers isometrically sampled point-receiver data in both crossline and inline directions and captures the returning wave fi eld in three dimen-sions, providing very accurate images of the subsurface. It is described as being based on the fi rst true 3D wave fi eld measurement.

TECHNICAL DATA �Arctic seismic vessel

Tonnage 22,750gt

Deadweight scantling 6,170t

Length o. a. 126.00m

Breadth 28m

Depth main deck 9.5m

Draught design 7m

Draught scantling 7.15m

Accommodation 76 personsThe current design has a foreship with an almost vertical stem Photo: FSG

TECHNICAL DATA �Research vessel Hai Yang Shi You 708Tonnage 7,847gtLength 105.7mBreadth 23.4mHeight 9.6mDraught 7.4m Classifi cation DNV �1A1 ICE-1C COMF-V(3)C(3) HELDK E0 DYNPOS-AUTR

NAUT-OSV(A) CLEAN; China Class Society ��CSA Research Ship 2008 special-purpose ship�Helicopter Facilities; Ice Class B3; BWMP(MEPC.127(53)); PSPC(B); �CSM AUT-0;DP-2; Electrical Propulsion System; COMF(NOISE) 3;COMF(VIB) 3

The Hai Yang Shi You 708 is able to work in deep seas Photo: CNOOC


OFFSHORE & MARINE TECHNOLOGY | INNOVATIVE VESSELS

SPI_008-12_3 _4 _2012111313591 _491385.indd 40 13.11.2012 13:59:48

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From a fi xed structure to a fl oating approachTROPOS The Oceanic Platform of the Canary Islands (PLOCAN) is an initiative whose main objective is the design and construction of a fi xed offshore platform for research and innovation in marine science and technology. In the following article, PLOCAN’s Eduardo Quevedo, Joaquín Hernández, Raquel Fernández, Eric Delory, Ayoze Castro and Octavio Llinás, and Johanna Wesnigk of MARUM (Center for Marine Environmental Sciences) at the University of Bremen give an overview of the TROPOS project. Funded by the European Union’s Seventh Framework Pro-gramme (FP7) for research, TROPOS aims to develop a modular multi-use platform for exploita-tion in deep waters, with a focus on the Mediterranean, tropical and subtropical regions.

The analysis, design and construction of offshore structures is arguably one

of the most demanding set of tasks faced by the engineering profession. In addition to the usual challenges of land-based structures, offshore units must be designed with hydrodynamic interaction effects and dynamic response in mind. [2].Offshore platforms can be broad-ly categorised in two types:

Fixed structures that extend �to the seabed: steel jacket, con-crete gravity structure and com-pliant tower.

Floating structures: tension �leg platforms (TLPs), semi-sub-

mersibles, spars and fl oating production, storage and off-loading (FPSO) units.

Oceanic Platform of the Canary IslandsThe offshore platform to be built by the Oceanic Platform of the Canary Islands (PLO-CAN) entity will be located in the eastern part of Gran Canaria, one of the seven Ca-nary Islands. The distance from the coast will be 4km and the depth will be about 30m. The platform will be close to the continental slope, making it possible to reach deeper loca-tions as well.

To meet the objectives of the fi xed offshore platform, its main features are:

two dock areas for sea ac- �cess and one heliport for air access,a container storage area, �two power units (generators), �

a fuel tank for more than 15 �days of autonomy,two cranes: 20 tonnes/9m �and 1.5 tonnes/6m,an embedded and decou- �pled test tank,seven double rooms and �one single room (all with bathroom),a training room, multi-use �labs, kitchen, living room, wardroom,a total capacity of 40 people. �

The FP7-funded TROPOS projectToday more than half of the global population lives within 200km of a coast, a number that is expected to double by 2025. In Europe, it is estimated that nearly half of the popula-tion lives along or near a coast [5]. There is signifi cant de-mand in coastal areas for inno-vative production methods in aquaculture, energy and related transport services. Finally, an integrated approach is critically required to prevent confl icts in the use of maritime space and resources. Sharing sites, infra-structures and costs in these di-verse activities could therefore present a unique opportunity for improved oceanic exploita-

Conceptual image of the platform [1]

TECHNICAL DATA �Main deck area 1,160m2

Operational outside area 490.3m2

Workshop area 287.3m2

Total area (seven levels) 2,497.5m2

PLOCAN’s main dimensions


OFFSHORE & MARINE TECHNOLOGY | PLATFORM DESIGN

SPI_008-12_3 _4 _2012111313591 _491385.indd 42 13.11.2012 14:00:02

tion as well as for sustainable economic growth [6].The European Union has launched “The Ocean of To-morrow” call for proposals for multi-use offshore platforms. Under this topic, the EU has provided the scientifi c and en-trepreneurial community with EUR 14 million for up to three projects dedicated to the design of offshore multi-use platforms. The selected projects – TRO-POS [4], H2OCEAN [7] and MERMAID [8] – will be able to integrate the exploitation of various oceanic resources, in particular marine renewables, aquaculture and related mari-time transport services.TROPOS aims to develop a modular multi-use platform for use in deep waters, with a focus on the Mediterranean, tropical and subtropical regions. The development of the multi-use platform system will integrate a range of functions from the transport, energy, aquaculture and leisure sectors and help overcome challenges in each, starting with the shared use of infrastructure. A key to the modular approach of TROPOS is refl ected in the old aphorism: “Think globally, act locally.” Global design gen-erally implies the development of standard solutions; how-ever, the diversity of regional scenarios requires a degree of fl exibility and adaptability. In TROPOS, fl exibility is achieved through the use of modular units, whereby different types of modules can be combined as appropriate in each area (given that each area will have unique environment and socio-eco-nomic conditions). A multi-use platform in a par-ticular area might combine en-ergy, aquaculture and transport modules, while a different com-bination may prove more viable in another area. The TROPOS modular multi-use platform al-lows the combined exploitation of activities in a large number of geographical areas, and con-sequently provides greater op-portunities for profi tability. Furthermore, the development of these fl exible modular multi-use platforms gives European companies a strategic competi-

tive advantage in overseas mar-kets with different priorities. TROPOS includes an inter-disciplinary cohesion sub-committee, whose aim is to enhance the potential and in-crease the added value of the integration of four disciplines: transport, energy, aquaculture and leisure (the TEAL com-ponents) on a single fl oat-ing platform system. This is achieved by:

defi ning the phases of the �platform design process in suf-fi cient detail;

ensuring a maximum level �of integration and synergy of the multiple uses of the plat-form;

studying and proposing �how to enhance the potential of TEAL integration, i.e. propos-ing how to optimise the shared use of common structural and functional elements and identi-fying confl icts as well as identi-fying and promoting benefi cial synergies of the different activi-ties and modules;

identifying project tasks where �specifi c expertise is missing;

participating in media- �tion of the information fl ow between the work packages in general.In the subtropical area (the Canary Islands), for instance, four possible locations have been defi ned as an initial draft. Each location will probably consist of a main component and exploit the synergies with the other components in order to consider the viability and

the associated environmen-tal impact assessment issues. This ambitious project, with a total budget of EUR 6.7 mil-lion including EUR 4.9 mil-lion in EU funding, requires effective collaboration of a multidisciplinary and high-ly specialised team in areas such as offshore structures, energy, aquaculture, tourism, maritime transport, socio-economics and environment. Its strong innovative character and the project’s key condi-tions have raised the interest of 18 partners, including both European and non-European public research institutions, large companies and small and medium-sized enterprises that excel in research and ex-pertise in these sectors.

Acknowledgements This work has been supported by the FP7 TROPOS Project. Funding for the TROPOS project (Grant Agreement No. 288192) was received from the EU Commission as part of the Seventh Framework Programme “Oceans of Tomorrow” theme, OCEAN.2011-1: Multi-use Offshore Platforms.

References[1] Fernando Montecruz for the Oceanic Plat-form of the Canary Islands, 2012.

[2] N. Harito, Introduction to the Analysis and Design of Offshore Structures – An Overview, EJSE (Electronic Journal of Structural Engi-neering) Special Issue: Loading on Structures, 2007.

[3] Deep Sea Monsters, Der Spiegel, 2010.

[4] TROPOS Project (2012) [Online] Available: http://www.troposplatform.eu/

[5] European Commission (2006): Towards a future Maritime Policy for the Union: A European vision for the oceans and seas, COM(2006) 275 final, Volume II – Annex.

[6] E. Quevedo, E. Delory, A. Castro, O. Llinás and J. Hernández for the TROPOS Consortium, Modular multi-purpose offshore platforms, the TROPOS project approach, International Conference on Ocean Energy (ICOE), 2012.

[7] FP7-funded H2OCEAN Project (2012) [Online] Available: http://www.h2ocean-project.eu

[8] FP7-funded MERMAID Project (2012) [Online] Available: http://www.mermaid-project.eu/

Evolution of offshore platforms [3]

TROPOS PROJECT PARTNERS �Nº Partners Country

1 Oceanic Platform of the Canary Islands –Project Coordinator Spain

2 University of Edinburgh UK3 University of Bremen-MARUM Germany4 Wave Energy Centre Portugal5 Universidad Politécnica de Madrid Spain6 Fraunhofer Institute-IWES Germany7 Toulon Var Technologies France8 Norsk Institutt for Vannforskning Norway9 Danmarks Tekniske Universitet Denmark10 Instalaciones Inabensa SA Spain11 Phytolutions GmbH Germany12 Hellenic Centre for Marine Research Greece13 National Sun Yat Sen University - Taiwan Taiwan14 Advance Intelligent Development SL Spain15 Bureau Veritas France16 École Centrale de Nantes France17 EnerOcean SL Spain18 University of Strathclyde UK


SPI_008-12_3 _4 _2012111313591 _491385.indd 43 13.11.2012 14:00:11

Exhibition and conference exceed expectations

Exclusive rights awarded for Ireland’s fi rst tidal energy farm

OFFSHORE ENERGY | Industry profes-sionals from around the world gathered in Amsterdam on October 23rd and 24th for the Offshore Energy Exhibition & Con-ference 2012. The fi fth edition of the event attracted a record number of 7,632 at-tendees from 45 countries, which is 49%

more than the previous year, the organis-ers Navingo BV reported. The exhibition welcomed over 400 ex-hibitors, representing an increase of 33%. Among them, 204 new exhibitors took part, including international companies from Sweden, Dubai, Italy, the United

Kingdom, Finland, Russia, the United States, and France. This year’s event hosted six conference sessions, four industry organisation side events and seven tailored sessions as well as an industry panel that offered a lively discussion between C-level representatives of operators and contractors and industry stakeholders including government, edu-cation and young professionals. The con-ference programme attracted more than 700 delegates from the entire upstream value chain.A new feature of the event was the Off-shore Energy Career Pavilion, providing a meeting point for companies in search of new talent and offshore professionals considering the next step in their careers.The offi cial networking event was attend-ed by over 400 people. The evening was opened by Ruud Zoon, managing director of GDF SUEZ Nederland BV and member of the Offshore Energy Committee of Rec-ommendation. Edward Heerema, founder and president of Allseas, gave a key note speech on the strength of the offshore in-dustry and the key role of entrepreneur-ship in promoting innovation.The next Offshore Energy Exhibition & Conference will take place on October 15th and 16th 2013 at the Amsterdam RAI.

RENEWABLES | Dublin-based Bord Gáis Energy and its Irish tidal energy partner, OpenHydro, have been awarded exclusive rights to develop a 100 MW tidal energy farm off Torr Head on the north coast of County Antrim in Northern Ireland. Bord Gáis Energy said the project, potentially the fi rst of its kind on the island of Ireland, was expected to be completed by 2020.The award was made by The Crown Estate, a diverse property portfolio in the United Kingdom owned by the Crown, to Tidal Ventures Ltd (a joint venture between the two energy companies) as part of Northern Ireland’s Offshore Renewable Energy Stra-tegic Action Plan. Tidal Ventures Ltd, which

was established in 2010 with the objective of developing tidal farms, was successful because of the experience of its parent com-panies in developing large-scale renewable energy projects and specialism in tidal engi-neering, according to Bord Gáis Energy.Commenting on the award, Dave Kirwan, Bord Gáis Energy’s managing director, said: “This project is a milestone for the devel-opment of tidal resources on the island of Ireland and marks our ongoing commit-ment to renewable assets. Bord Gáis En-ergy brings an ability to manage large-scale infrastructure projects such as Whitegate and our wind farm portfolio together with a track record of fi nancing projects of this

scale. This experience is complemented by Open Hydro’s tidal-specifi c experience.”James Ives, chief executive of OpenHydro, said: “Our company’s vision is to deploy arrays of tidal turbines under the world’s oceans, silently and invisibly generating electricity at no cost to the environment. The project will have the capacity to gener-ate 100 MW of energy – enough to power over 75,000 homes in Northern Ireland.”Electricity produced by tidal energy is com-pletely renewable since it relies on tides that are created by the gravitational effect of the sun and moon. OpenHydro’s tidal turbines are located on the seabed beneath the ocean surface.

The Career Pavilion was a novelty at this year’s Offshore Energy Photo: Navingo BV


OFFSHORE & MARINE TECHNOLOGY | INDUSTRY NEWS

SPI_008-12_3 _4 _2012111313591 _491385.indd 44 13.11.2012 14:00:12

SPI_008-12_3 _4 _2012111313591 _491385.indd 45 13.11.2012 14:00:15

Underwater connector range extended

Explosion-proof cables

New power packs

21 PINS | The MacArtney Group, a Denmark-based sup-plier of underwater technology, has launched the micro 21-pin connector. This latest addition to the series of wet mateable connectors in the SubConn® range has been designed for underwater technology projects requiring multiple sensor, sig-nal and data connections along with power connections. In par-ticular, the 21-pin SubConn® connector is ideal for applica-tions requiring a large number of connections within a limited space, MacArtney notes.

This new SubConn® connec-tor – with 21 pins for data and signal – is based on the exist-ing B-size connector range, of-fering what the manufacturer says is the assured quality and reliability proven in decades of offshore use. Moreover, us-ing the same dimensions as the standard B-size connector, the 21-pin connector is com-patible with the same range of locking sleeves, nuts and other accessories.Having the largest pin count in the SubConn® B-size range, it is specially designed to suit

industry needs for a more compact multi-pin connector. SubConn® B-size connectors are used, for instance, for in-creasingly more compact un-derwater equipment solutions such as sensor packages and ROVs.The 21-pin series is available as a circular connector, in a bulk-head version with 5/8” thread and in an overmould version that can be moulded onto vari-ous cable types. The 21 signal pins are micro pin size and the range is rated to full ocean depth.

HRADIL | German cable spe-cialist Hradil Spezialkabel has introduced its newly de-veloped Hradil SC44 cables for offshore platforms to the market. The cables comply with IEC 600079-14-9.3.1 reg-ulations, certifi ed by the fi rst DEKRA report, the company said. IEC 60079-14-9 regulates the requirements of cables in ex-plosive applications relating to mechanical damage as well as damage due to corrosion, chemical and thermic actions.However, the contractual obli-gation of IEC 60079-14-9.3.1 that a pumping action of ex-plosive gases in a potentially

explosive environment be inhibited has been insuffi -ciently met until now, mostly dbecause a cable structure is not entirely compact, Hradil noted. Open spaces between cable wires and fi llers may exist in which explosive gases fl ow and spread. Given this capil-lary structure, a zone entrain-ment cannot be excluded. The risk is even higher when the cable contains hygroscopic porous fi llers like fl ow tissues and fi brous materials.Hradil has created a new pro-duction process to fulfi l this particular contractual obliga-tion for a wide range of cables.

It is a specialy developed pres-sure-extrusion method,with which a fl ame-retardant, halogen and non-hygroscopic material mix is inserted. All cable cores and shieldings are embedded that all capil-

lary spaces within the wire are fi lled. There is no way a zone entrainment of combustible gases may occur. The SC 44 cables are available in different sizes and confi gu-rations.

HYDRAULIC GENERATORS | The Dutch company Hydrau-Rent has announced that its hydraulic generator Hy-drauPack 45E, with a capacity of 45 kW for industrial and off-shore applications, is now avail-able in three versions. In addi-tion to the standard electrical power pack, an ATEX version for explosion-proof environ-ments and a diesel-driven gen-erator have been developed. Thanks to its modular design, the HydrauPack 45E can be com-bined with other HydrauPack 45E units when a higher out-put fl ow is required. To enable trouble-free start-up in any lo-cation, the electrically driven generators can be started one by one. All versions are built into equal-sized frames. Thus, they are easily combined with other units or hydraulic installations, such as fi ltration units. The series will soon be comple-mented by a water-glycol ver-sion, which will make use of a water-glycol mixture instead of hydraulic oil as medium, Hy-drauRent said.

The SubConn 21-pin connector

The newly developed Hradil SC 44 cables fulfi l the requirements of IEC 60079-14-9.3.1


OFFSHORE & MARINE TECHNOLOGY | INDUSTRY NEWS

SPI_008-12_3 _4 _2012111313591 _491385.indd 4 13.11.2012 14:00:1

Ship&Offshore

Buyer´s Guide

1 Shipyards

9 Navigation + communication

2 Propulsion plants

10 Ship´s operation systems

3 Engine components

11 Deck equipment

4 Corrosion protection

12 Construction + consulting

5 Ships´equipment

13 Cargo handling technology

6 Hydraulic + pneumatic

14 Alarm + security equipment

7 On-board power supplies

15

17

Port construction

Maritime services8 Measurement + control devices

16

18

Offshore + Ocean Technology

Buyer‘s Guide Information

The Buyer‘s Guide serves as market review and source of supply listing. ��"�� 5"�� !�� shipbuilding and supporting industry in the following columns.

II

1.06 Repairs + conversions

1 Shipyards

2.03 Couplings + brakes

1.10 Equipment for shipyards

2.05 Propellers

1.09 Offshore vessels

2.01 Engines

2 Propulsion plants

2.02 Gears

2.04 Shaft + shaft systems

Your representative for Germany Austria and Switzerland

Friedemann StehrTel. +49 6621 9682930

E-mail: [email protected]

Heise Schiffsreparatur & Industrie Service GmbHHoebelstrasse 55

D-27572 Bremerhaven

Phone +49(0)471 972 88-0 • Fax +49(0)471 972 88-188

e-mail: [email protected]

Internet: www.heise-schiffsreparatur.de

Steel Construction, Pipe Works, Mechanical Engineering, Machining Technology, Berth: 220 m

Repairs and Conversions

Dockstraße 19 • D-27572 BremerhavenTel. +49 (471)7997-10 • Fax +49 (471)7997-18

[email protected] • www.bredo.de

MWB Motorenwerke Bremerhaven AG Barkhausenstraße 60D 27568 BremerhavenTel. +49(0)471 9450-264 • Fax +49(0)471 9450-260

E-Mail: [email protected]: www.mwb.ag2 floating docks 167m x 24m, +PANMAX size,

1.000m pier facilities

Repairs, Conversions & Newbuilds; 10 Gulf Coast Locations, 28 Drydocks - USA

Bollinger Shipyards, Inc.8365 Hwy 308 SouthLockport, Louisiana USAPhone: 985-532-2554Email: [email protected]: Robert A. Socha, Exec. V.P. Marketing & Saleswww.bollingershipyards.com

www.stxosv.com

AVEVA Group plcHigh Cross, Madingley RdCambridge CB3 0HBEnglandTel: +44 1223 [email protected] • www.aveva.com

Engineering design and information managementsolutions for the Plant and Marine industries

Propulsion systems with power ratings from 250 up to 30,000 kW

REINTJES GmbHEugen-Reintjes-Str. 7D-31785 HamelinTel. +49 (0)5151 104-0 Fax +49 (0)5151 [email protected] • www.reintjes-gears.de

Couplings, seawater resistent

R+W Antriebselemente GmbH Alexander Wiegand Straße 8D-63911 Klingenberg / GermanyFon: +49 (0)9372-9864-0Fax: +49 (0)9372-9864-20email: [email protected]

highly flexible, flexible and rigid couplings

REICH-KUPPLUNGENDipl.-Ing. Herwarth Reich GmbHVierhausstraße 53 • D-44807 BochumTel. +49 (0)234 959 16 0Fax +49 (0)234 959 16 16e-mail: [email protected]

www.reich-kupplungen.de

Couplings, hydraulic components, brake systems

KTR Kupplungstechnik GmbHRodder Damm 170 • D-48432 RheineTel. +49(0)59 71 798 0 Fax +49(0)59 71 798 698e-mail: [email protected] • www.ktr.com

Voith Turbo GmbH & Co. KGVoithstr. 174564 Crailsheim/GermanyTel. +49 (0)7951 32 - 0Fax +49 (0)7951 32 500E-mail: [email protected]: www.voithturbo.com/industry

Fluid, Torque-limiting and Highly flexible couplings, Universal joint shafts and Hirth couplings

Ortlinghaus, a leading specialist forplates, clutches, brakes and systems.

Ortlinghaus-Werke GmbHKenkhauser Str. 125 • D-42929 WermelskirchenTel.: +49 2196 - 85-0 • Fax: +49 2196 - 85-5444

[email protected] • www.ortlinghaus.com

Antonie-Möbis-Weg 4 D-22523 HamburgTel. +49 40 - 41 91 88 46Fax +49 40 - 41 91 88 47e-mail: [email protected]

�� for drive shafts

Controllable-pitch propeller systems,Shaft lines

SCHOTTEL-Schiffsmaschinen GmbHSchottelweg 1 D-23970 WismarTel. �+49 (0) 3841 / 20 40Fax +49 (0) 3841 / 20 43 33e-mail: [email protected] • www.schottel.de

ANDRITZ HYDRO GmbHEscher-Wyss-Weg 1D-88212 RavensburgTel. +49(0)751 29511 0Fax +49(0)751 29511 679e-mail: [email protected]

Controllable Pitch Propellers

Controllable-pitch propeller systems,Shaft lines

SCHOTTEL-Schiffsmaschinen GmbHSchottelweg 1 D-23970 WismarTel. �+49 (0) 3841 / 20 40Fax +49 (0) 3841 / 20 43 33e-mail: [email protected] • www.schottel.de

Cummins Deutschland GmbH

Peter-Traiser-Straße 1

64521 Gross-Gerau

GERMANY

Telefon:+49 6152 174-0

Telefax: +49 6152 174-141

Engine Hotline: +49 1520 9191000

www.cummins.de

Diesel engines for main and auxiliary drivesfrom 78 to 1.900 kW

III

2.12 Service + spare parts

2.10 Special propulsion units

2.11 Water jet propulsion units

3 Engine components

3.01 Heat exchangers

2.06 Rudders + rudder systems

2.07 Manoeuvring aids

2.09 Exhaust systems

Wilhelm-Bergner-Str. 15 • D-21509 GlindeTel.: +49-40 711 80 20 • Fax: +49-40 711 00 86


BARKE® Rudders and COMMANDER Steering Gears- High-Tech Manoeuvring Equipment -

Rudderpropellers, Transverse Thrusters, Pump-Jets

SCHOTTEL GmbHMainzer Str. 99D-56322 Spay/RheinTel. + 49 (0) 2628 / 6 10Fax + 49 (0) 2628 / 6 13 00e-mail: [email protected] • www.schottel.de

PM, SOx and NOx reduction according to IMO regulations (MARPOL Annex VI)

Couple Systems GmbH Hamburger Landstr. 49D-21357 BardowickTel. +49 (0) 40 526000900Fax +49 (0) 40 526000939e-mail: [email protected]

�� Diesel Particulate Filters / SCR Catalysts

Hug Engineering AGIm Geren 14 • CH 8352 ElsauPhone +41 52 368 20 20Fax +41 52 368 20 [email protected] • www.hug-eng.ch

Complete SCR and Oxidation Catalyst-Systems

Johnson Matthey Catalysts (Germany) GmbHBahnhofstr. 43 • 96257 Redwitz / Germany

Tel. +49 9574 81- 879 • Fax +49 9574 81 98 879 e-mail: [email protected]

www.jmcatalysts.com

Rudderpropellers, Twin-Propellers,Navigators, Combi-Drives, Pump-Jets


Pump-Jets for main and auxiliary propulsion


Hudong Heavy Machinerysee NIPPON Diesel ServiceHHM

KOBE DIESELsee NIPPON Diesel Service

MITSUBISHI DIESEL/TURBOCHARGERsee NIPPON Diesel Service

Auxiliary- / Emergency- /Containerized- Generating SetsExhaust Gas Silencers / Service / Spare Parts

Lindenberg-Anlagen GmbHHoffnungsthaler Straße 41 • D 51491 OverathTel.: +49 (0) 2204 48103-155Fax: +49 (0) 2204 [email protected]

spare parts for main and auxiliary engines

Antonie-Möbis-Weg 4 • D-22523 HamburgTel. +49 40 - 41 91 88 46Fax +49 40 - 41 91 88 47e-mail: [email protected]

Marine Engineering GmbH

Maintenance + repair of diesel engines, turbochargers, injection systems, on site and in harbour

��

Pol. Industrial de Guarnizo 18

39611 Guarnizo (Cantabria) / Spain

Tel. +34 942 558 600

Fax +34 942 558 360


www.mindasa.es

YANMAR DIESELsee NIPPON Diesel Service

TAIKO KIKAI INDUSTRIES CO.,LTDsee NIPPON Diesel Service

NIPPON Diesel ServiceHermann-Blohm-Strasse 1

D-20457 Hamburg

Tel. +49 (0)40 31 77 10-0

Fax +49 (0)40 31 15 98

e-mail: [email protected] • www.nds-marine.com

After Sales Service - Spare PartsDistribution - Technical Assistance

SCHIFFSDIESELTECHNIK KIEL GmbHKieler Str. 177D-24768 RendsburgTel. +49(0)4331 / 4471 0 Fax +49(0)4331 / 4471 199e-mail: [email protected] • www.sdt-kiel.de

Repairs - Maintenanceon-board service - after sales

MWB Motorenwerke Bremerhaven AG Barkhausenstraße 60D 27568 BremerhavenTel. +49(0)471 9450-202 • Fax +49(0)471 9450-260

E-Mail: [email protected]: www.mwb.ag

Development, modification and maintenance of engines

Ship Spare Parts for Diesel Engines,Compressors, Pumps, Separators etc.

Mares Shipping GmbHBei dem Neuen Krahn 2D-20457 HamburgTel. +49 (0)40 / 37 47 84 0Fax: +49 (0)40 / 37 47 84 46E-Mail: [email protected] • www.mares.de

Shell & Tube Heat Exchanger, Air-Cooled Heat Exchanger, Pressure Vessel & Modular Structure

18 Tuas Avenue 18ASingapore 638868Tel: +65 68611433 · Fax: +65 [email protected] · www.heatec.com.sg

Maintenance and optimisation of plate heat exchangers, separators and fresh water generators

Hauptstraße 11 • D-38271 BaddeckenstedtTel. +49 (0)5062 899 25 0

Fax +49 (0)5062 899 25 28e-mail: [email protected] • www.is-service.de

Wulf Johannsen KG GmbH & Co. Marie-Curie-Str. 19D-24145 Kiel-WellseeTel. +49 431 5 87 95 0Fax +49 431 5 87 95 43e-mail: [email protected]: www.wulf-johannsen.de


Voith Schneider Propeller

Voith Turbo Schneider Propulsion GmbH & Co. KGPostfach 20 11D-89510 Heidenheim/GermanyTel. +49 7321 37-4099 • Fax +49 7321 [email protected] www.voith.com

IV

3.06 Turbochargers

3.05 Starters

3.07 Filters

3.09 Fuel treatment plants

4 Corrosion protection

3.03 Pistons + cylinder liners


3.02 Guide + roller bearings

3.08 Separators

3.12 Indicators

3.13 Preheaters

Special bronzes for plain bearings and sliding platesSelf lubricating plain bearings

PAN-METALLGESELLSCHAFT Baumgärtner GmbH & Co. KGAm Oberen Luisenpark 3D-68165 Mannheim / GermanyPhone: +49 (0)621 42303-0e-mail: [email protected]

since 1931

Antonie-Möbis-Weg 4 • D-22523 HamburgTel. +49 (0)40 570 30 33Fax +49 (0)40 570 30 32e-mail: [email protected]

Agent: DAROS Piston Rings

DÜSTERLOH Fluidtechnik GmbHAbteilung Pneumatik StarterIm Vogelsang 105D-45527 HattingenTel. +49 2324 709 - 0 • Fax +49 2324 709 -110E-mail: [email protected] • www.duesterloh.de

Air Starters for Diesel andGas Engines up to 9.000 kW

ABB Turbochargingmore than 100 service stations world-wideABB Turbo Systems Ltd (head office)

Bruggerstrasse 71a, CH-5400 Baden

Phone +41 58 585 7777 • Fax +41 58 585 5144

[email protected] • www.abb.com/turbocharging

Service for ABB and BBC turbochargersOriginal ABB spare parts

FIL-TEC Rixen GmbHOsterrade 26 • D-21031 HamburgTel. +49 (0)40 656 00 61 +49 (0)40 656 856-0Fax +49 (0)40 656 57 31

[email protected] • www.fil-tec-rixen.com

Filter spare parts and accessories, bilge waterelements, maintenance, repair and service.

Automatic, duplex and simplex filters for lubrication oil, fuel oil and sea water

BOLL & KIRCH Filterbau GmbHSiemensstr. 10-14 • D-50170 KerpenTel.: +49 2273 562-0 • Fax: +49 2273 [email protected] • www.bollfilter.de

Automatic, single and duplex filters for lubrica-ting oil, fuel, hydraulic and cooling water simplex, duplex and back-flushing filters + special systems for lubricating oil, fuel and heavy oil

MAHLE Industriefiltration GmbHSchleifbachweg 45 • D-74613 ÖhringenTel. +49 7941 67-0 • Fax +49 7941 67-23429E-mail: [email protected]: www.mahle-industrialfiltration.com

FUEL FILTER / WATER SEPARATOR

�� No.1 Bukit Batok Crescent,

#07-06 WCEGA Plaza Singapore 658064

Tel: +65-6570 0670 / +65-6570 0671 /

+65-6570 0673

Fax: +65-6570 0674

��

www.griffinfilter.com

Oil Filtration & Water Separation Systems

C.C.JENSEN A/SLøvholmen 13 | DK-5700 Svendborg | DenmarkPhone: +45 6321 2014 | Fax: +45 6222 4615

[email protected] | www.cjc.dk

Clean Oil - Bright Ideas

Maintenance and optimisation of plate heat exchangers, separators and fresh water generators

Hauptstraße 11 • D-38271 BaddeckenstedtTel. +49 (0)5062 899 25 0

Fax +49 (0)5062 899 25 28e-mail: [email protected] • www.is-service.de

Treatment plants for fuel and lube oil

GEA Westfalia Separator Group GmbH

Werner-Habig-Straße 1 · 59302 Oelde (Germany)Phone +49 2522 77-0 · Fax: +49 2522 77-1778Internet: www.westfalia-separator.com





Fuel treatment systemsFilter/water separators

MAHLE Industriefiltration GmbHTarpenring 31-33 • D-22419 HamburgTel. +49 40 530040-0 Fax +49 40 530040-24193E-mail: [email protected]: www.mahle-industriefiltration.com

ELWA ELEKTRO WÄRME MÜNCHENA.HILPOLTSTEINER GMBH & CO. KGPostfach 0160 | D-82213 Maisachtel +49 (0)8141 22866-0 fax +49 (0)8141 22866-10email: [email protected] | www.elwa.com

Viscosity Control Systems EVM 3Standard Booster Modules





ELWA ELEKTRO WÄRME MÜNCHENA.HILPOLTSTEINER GMBH & CO. KGPostfach 0160 | D-82213 Maisachtel +49 (0)8141 22866-0 fax +49 (0)8141 22866-10email: [email protected] | www.elwa.com

Oil and Cooling Water Preheating

Engine heaters for diesel engines and dual fuel electric driven propulsion systems

Hotstart GmbHAm Turm 8653721 Siegburg / GermanyTel. +49 (0) 2241 12734 0Fax +49 (0) 2241 12734 29e-mail: [email protected]

LEHMANN & MICHELS GmbH Sales & Service CenterSiemensstr. 9 • D-25462 RellingenTel. +49 (0)4101 5880-0 Fax +49 (0)4101 5880-129e-mail: [email protected] www.lemag.de

Your representative forDenmark, Finland, Norway and Sweden

ÖRN MARKETING AB Phone +46 411 18400 • Fax +46 411 10531


V

5 Ships´equipment

5.06 Furniture + interior fittings

4.02 Coatings

5.08 Supply equipment


5.02 Insulating technology

4.03 Surface treatment

4.05 Anodic protection

`0{|�� '�}��

5.05 Galleys + stores

5.07 Ship’s doors + windows

Steelpaint GmbH · Am Dreistock 9

D-97318 Kitzingen · Tel.: +49 (0) 9321/3704-0

Fax: +49 (0) 9321/[email protected] · www.steelpaint.com

1-component polyurethane corrosion protectionsystems for ports, sheet pilings, bridges,

shipbuilding, ballast tanks.

WIWA Wilhelm Wagner GmbH & Co. KGGewerbestr. 1-3 D-35633 LahnauTel. +49 (0)6441 609-0 Fax +49 (0)6441 609-50e-mail: [email protected] • www.wiwa.de

G.THEODOR FREESE GMBH & CO.KGCarl-Benz-Str. 29

D-28237 Bremen / Germany

Tel. +49(0)421 396 08-0

Fax +49(0)421 396 08-550

e-mail: [email protected] • www.gtf-freese.de

coatings, corrosion protection

TILSE Industrie- und Schiffstechnik GmbHSottorfallee 12D-22529 HamburgTel. +49 (0)40 432 08 08 0Fax +49 (0)40 432 08 08 88E-mail: [email protected] • www.tilse.com

Anti marine growth and corrosion systemMARELCO



Tel. +49(0)421 396 08-0

Fax +49(0)421 396 08-550


insulating ship floors, A-60, A-30

FreudenbergFiltration Technologies KG

Tel.+49 (0)6201/80-6264 | Fax +49 (0)6201/88-6299 Weinheim / [email protected]

Filters for intake air filtration of gas turbines,turbo chargers and HVAC systems

Axial fans & centrifugal fans www.pollrichdlk.com

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?D�JD�KL��&M�$!�O��*;�QMR�U�$"""�QMR�U�

Air conditioning and refrigeration

The world´s No. 1 supplier of marine foodserviceequipment, laundry systems and pantry appliances.

www.loipart.com

Lock and Hardware Concepts for Ship & Yachtbuilders

G. Schwepper Beschlag GmbH & Co.Velberter Straße 83D 42579 Heiligenhaus Tel. +49 2056 58-55-0Fax +49 2056 58-55-41e-mail: [email protected] www.schwepper.com

Ship, boat and yacht hardwareIn brass and stainless steel material

S&B Beschläge GmbHGießerei und MetallwarenfabrikIllingheimer Str. 10D-59846 SundernTel. +49 (0)2393 22000 • Fax +49 (0)2393 [email protected]

Design & Function

Billstraße 217 · D-20539 HamburgTel: 0049-40-819 785 [email protected]



Tel. +49(0)421 396 08-0

Fax +49(0)421 396 08-550


primary deck coverings, floor coverings

A-, B-, C- and H-class doors

Podszuck GmbHKlausdorfer Weg 163 • 24148 Kiel • Germany

Tel. +49 (0) 431 6 6111-0 • Fax +49 (0) 431 6 6111-28E-mail: [email protected] • www.podszuck.eu

Steel Doors - Fire Doors - Ship DoorsEstablished in 1919

®


FORMGLAS SPEZIAL Yacht glazingbent and plane, with installation

®

Hittfelder Kirchweg 21 • D-21220 SeevetalTel. +49-4105-59862-10 • Fax +49-4105-59862-20e-mail: [email protected]: www.tedimex.de

glare protectionsun protection and black-outs

DVZ-SERVICES GmbHBoschstrasse 9D-28857 SykeTel. +49(0)4242 16938-0Fax +49(0)4242 16938 99e-mail: [email protected]: www.dvz-group.deOily Water Seperators, Oil-in-Water - Monitors, Sewage Treatment

Plants, Ballast Water Treatment, R/O - Systems

ROCHEM UF-Systeme GmbH Seegelkenkehre 4 • D-21107 Hamburg

Tel. +49 (0)40 374 952 20 Fax +49 (0)40 374 952 55

[email protected] • www.rochem.de

ROCHEM Membrane Systems for pure water generation by reverse osmosis

Surface protection of components

�� Tel. +49 (0)506��

Fax +49 (0)506��!"#��$��%�� &&&%��$��%�

VI

6.01 Pumps

6 Hydraulic+ pneumatic

5.15 Other marine equipment

5.11 Ballast water management

5.10 Oil separation

5.12 Yacht equipment


5.09 Waste disposal systems 5.14 }�� Noise reducing systems


Plants, Ballast Water Treatment

Ocean Clean GmbHZum Kühlhaus 5D-18069 RostockTel.: +49(0)381 8112930Fax: +49(0)381 8112939e-mail: [email protected] • www.oceanclean.de

Membrane Supported Biological Sewage Treatment Plants

ROCHEM Membrane Systems for purification of gray- and blackwater acc. IMO MEPC.159(55)

ROCHEM UF-Systeme GmbH Seegelkenkehre 4 • D-21107 Hamburg

Tel. +49 (0)40 374 952 20 Fax +49 (0)40 374 952 55

[email protected] • www.rochem.de

MARINER OMNIPURE® Series M55 sewage treatment system – Meets IMO MEPC.159(55)

Severn Trent De Nora1110 Industrial BoulevardSugar Land TX 77478United StatesTel. +1 281 240 6770 · Fax +1 281 240 6762e-mail: [email protected] www.severntrentdenora.com

DECKMA HAMBURG GmbHKieler Straße 316, D-22525 HamburgTel: +49 (0)40 548876-0Fax +49 (0)40 548876-10 eMail: [email protected] Internet: www.deckma.com

15ppm Bilge Alarm, Service + Calibration


Plants, Ballast Water Treatment


Bilge water deoiling systems acc. MEPC.107(49), deoiler 2000 < 5 ppm & membrane deoiling systems of 1 ppm, oil monitors, oil treatment systems

Ocean Clean GmbHZum Kühlhaus 5D-18069 RostockTel.: +49(0)381 8112930Fax: +49(0)381 8112939e-mail: [email protected] • www.oceanclean.de

Oily Water Separator

DVZ-BALLAST-SYSTEMS GmbHBoschstrasse 9D-28857 SykeTel. +49(0)4242 16938-0Fax +49(0)4242 16938 99e-mail: [email protected]: www.dvz-group.de

N.E.I. VOS Venturi Oxygen StrippingBallast Water Treatment

Ballast Water Treatment

BOLL & KIRCH Filterbau GmbHSiemensstr. 10-14 • D-50170 KerpenTel.: +49 2273 562-0 • Fax: +49 2273 [email protected] • www.bollfilter.de


Ballast water treatment (Ocean Protection System - OPS)

Ballast water treatment systems

GEA Westfalia Separator Group GmbH

Werner-Habig-Straße 1 · 59302 Oelde (Germany)Phone +49 2522 77-0 · Fax: +49 2522 77-1778Internet: www.westfalia-separator.com

Type-Approved BALPURE® electrolytic disinfection ballast water treatment system

Severn Trent De Nora1110 Industrial BoulevardSugar Land TX 77478United StatesTel. +1 281 240 6770 · Fax +1 281 240 6762e-mail: [email protected] www.balpure.com

3D Sonar SystemForward Looking Sonar System

Veinland GmbH Pappelallee 19D-14554 Seddiner See OT Neuseddin, GermanyTel.: +49 33205 26 97-0Fax: +49 33205 26 97-29e-mail: [email protected]

www.veinland.net

More than 25 years experiencein shock and vibration systems

Sebert Schwingungstechnik GmbHHans-Böckler-Str. 35D-73230 KirchheimTel. +49 (0)7021 50040Fax +49 (0)7021 500420E-mail [email protected] • www.sebert.de

subsidiaries in Bremen, France, Netherlands, Rumania

Excellent noise reducing technologyCalmmoon marine - self-adhesive - instant effect

SEKISUI CHEMICAL GmbHCantadorstraße 3D-40211 DüsseldorfTel. +49 (0)211 36977-0 Fax +49 (0)211 36977-31 [email protected] www.calmmoon.de

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� �� pumps, boilers and E-motors

Antonie-Möbis-Weg 4 • D-22523 HamburgTel. +49 40 - 41 91 88 46Fax +49 40 - 41 91 88 47e-mail: [email protected]


Twin-Screw Pumps, Progressive CavityPumps, High Pressure Pumps

Bornemann GmbHIndustriestraße 2 • D-31683 Obernkirchen

Phone: +49 (0)5724 390 0 • Fax: +49 (0)5724 390 [email protected] • www.bornemann.com

von-Thünen-Str. 7 D-28307 BremenTel. +49 421 486 81-0 • Fax +49 421 486 81-11e-mail: [email protected]: www.behrenspumpen.de

Ship Centrifugal Pumps

Your representative for Germany Austria and Switzerland



Water- and air-cooled compressors

VII

6.02 Compressors

6.05 Piping systems

&0{�}��

Your representative for

Denmark, Finland, Norway and Sweden

ÖRN MARKETING AB ��


6.06 Sealing systems

KRACHT GmbHGewerbestr. 20 • D-58791 Werdohl

Tel. +49(0)2392.935 0 • Fax +49(0)2392.935 [email protected] • www.kracht.eu

Transfer pumps – Flow measurementMobile hydraulics – Industrial hydraulics

BE > THINK > INNOVATE >

Grundfos A/SPoul Due Jensens Vej 7DK-8850 Bjerringbro, DenmarkTel: +45 87501400 • Fax: +45 [email protected] www.grundfos.com/marine

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Körting Hannover AGBadenstedter Str. 56D-30453 HannoverTel. +49 511 2129-247 • Fax +49 511 2129-223Internet: www.koerting.deBüro Schiffbau: Tel. +49 4173 8887 Fax: +49 4173 6403 e-mail: [email protected]

KRAL AGBildgasse 40, 6890 Lustenau, Austria

www.kral.at, e-mail: [email protected] Screw Pumps for Low Sulfur Fuels.

Magnetic Coupled Pumps.

TORNADO® Rotary Lobe Pumps and NEMO® Progressing Cavity Pumps as customized solutions

NETZSCH Mohnopumpen GmbHGeretsrieder Straße 1 84478 Waldkraiburg / GermanyTel. +49 (0)8638 63-0 • Fax +49 (0)8638 [email protected] • www.netzsch.com

Neuenhauser Kompressorenbau GmbHHans-Voshaar-Str. 5D-49828 Neuenhaus

Tel. +49(0)5941 604-0 • Fax +49(0)5941 604-202e-mail: [email protected]

www.neuenhauser.de • www.nk-air.comAir- and water-cooled compressors, air receivers

with valve head, bulk head penetrations

Bostalstraße 24 • D-37115 DuderstadtTel. +49 (0)5527 999644 • Fax +49 (0)5527 71567


Spare parts for water and air-cooled compressors

Wafer Type Check Valves, Wafer Type Duo Check Valves, Special Valves

Ritterhuder Armaturen GmbH & Co. Armaturenwerk KGIndustriestr. 7-9 D-27711 Osterholz-ScharmbeckTel. +49 4791 92 09-0 • Fax +49 4791 92 09-85e-mail: [email protected] • www.ritag.com

Marine valves, indication,remote controls, ship spare parts

FAK-ARMATUREN GmbHLademannbogen 53D-22339 HamburgTel. +49 40 538949-0Fax +49 40 538949 92E-mail: [email protected]: www.fak-armaturen.de

Quick Couplings & Multicouplers for shipbuilding, offshore & deepwater applications

WALTHER-PRÄZISION Carl Kurt Walther GmbH & Co. KG Westfalenstraße 242781 Haan, GermanyTel. +49(0)2129 567-0 • Fax +49(0)2129 567-450e-mail: [email protected]

www.walther-praezision.de

MESON AB - THE VALVE SPECIALISTS OF SCANDINAVIA


MESON AB


Industriestraße • D-25795 WeddingstedtTel. +49 (0)481 903 - 0 • Fax +49 (0)481 903 - [email protected] • www.goepfert-ag.com

# ��

aquatherm GmbHBiggen 5D-57439 AttendornTel. +49 2722 950-0 • Fax +49 2722 950-100e-mail: [email protected]: www.aquatherm.de

fusiotherm® piping systems for shipbuilding- Approval by GL, RINA + BV

Pipes and Fittings of CuNi10Fe1,6Mn

EUCARO BUNTMETALL GMBHSenator-Helmken-Str. 3 • D-28197 BremenTel. +49 421 52 02 50 • Fax +49 421 52 02 599E-mail: [email protected]: www.eucaro.de

CNC Endworking Machines for Straight and Bent Pipes & Tubes

ARLA Maschinentechnik GmbHHansestr. 2D-51688 Wipperfürth, GermanyTel: +49 2267 6585-0Fax: +49 2267 6585-70e-mail: [email protected] www.arla.de

Heise Schiffsreparatur & Industrie Service GmbHHoebelstrasse 55

D-27572 Bremerhaven

Phone +49(0)471 972 88-0 • Fax +49(0)471 972 88-188


Internet: www.heise-schiffsreparatur.de

Steel Construction, Mechanical EngineeringPipe Works on ships, Repair + Newbuilding

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Piping systems: New building, conversion, repair.

��$��% �� HVAC, discharging and concealed cisterns for toilets.

Geberit International AG Kronprinzstr. 40 • D-40764 Langenfeld

Tel. +49 (0) 2173 285 310 Fax +49 (0) 2173 285 309

[email protected] • www.geberit.com

��&'(�� !��)��largest O-Ring warehouse (45,000 items in stock)

C. Otto Gehrckens GmbH & Co. KGSeal TechnologyGehrstücken 9 25421 Pinneberg/GermanyTel. +49 (0)4101 50 02-0 Fax +49 (0)4101 50 [email protected] • www.cog.de

STRAUB Werke AG'��*��,��-��/�1�%�23��3�� 7�8�23��3��:��*#��*%�;<��&&&%��*%�;STRAUB - With an overview for the right connection

VIII

8.05 Flow measurement

8.06 Automation equipment

8.04 Level measurement systems

8 Measurement + control devices

8.02 Pressure monitoring

7 On-board power supplies

7.01 Generating sets

7.04 Switch boards + control consoles

7.06 Cable + pipe transits

6.07 Remote controlled valve systems

Brandstücken 21 • 22549 HamburgTel. +49 (0)40 8662535-0 • Fax +49 (0)40 8662535-29

info@goepfert-maritime-systems.comwww.goepfert-maritime-systems.com

Your specialist for automation, valve remote control and tank measurement

Emergency power plants, generators, transformers 5 - 2000 kVA, 400 V - 20 kV, 50/60 Hz

#��!�#��$ ��!��

Jürgen Thiet GmbH Gutenbergstr. 3 • 26632 Ihlow-Riepe / GermanyTel. +49 4928 9192-0 • Fax +49 4928 9192-40

E-Mail: [email protected] • www.thiet.de

Auxiliary- / Emergency- /Containerized- Generating SetsExhaust Gas Silencers / Service / Spare Parts

Lindenberg-Anlagen GmbHHoffnungsthaler Straße 41 • D 51491 OverathTel.: +49 (0) 2204 48103-155Fax: +49 (0) 2204 [email protected]

Bridge Control Console, Engine Control ConsoleSwitchboard plant

INTERSCHALT maritime systems AG�!��*��Q!"��D�

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GEAQUELLO® + FLAMMADUR®

Fire protection systems

AIK Flammadur Brandschutz GmbHOtto-Hahn-Strasse 5D-34123 KasselPhone : +49(0)561-5801-0Fax : +49(0)561-5801-240 e-mail : [email protected]

Druck- und DifferenzdruckmessumformerPressure and differential pressure transmitters

VEGA Grieshaber KGAm Hohenstein 113D-77761 SchiltachTel. +49(0)7836 50-0 • Fax +49(0)7836 50-201e-mail: [email protected] • www.vega.com

Sensors & Switches to controlPressure, Temperature, Level, Flow

Barksdale GmbHDorn-Assenheimer Strasse 27D-61203 ReichelsheimTel: +49 (0) 6035-949-0Fax: +49 (0) 6035-949-111e-mail: [email protected]

www.barksdale.de


pneumatic, electric und el.-pn. tank level gauging with online transmission

Füllstandssensoren für Flüssigkeiten & SchüttgutLevel sensors for all solids & liquids

VEGA Grieshaber KGAm Hohenstein 113D-77761 SchiltachTel. +49(0)7836 50-0 • Fax +49(0)7836 50-201e-mail: [email protected] • www.vega.com

+�� 5}�� 5�� 5�� 5�� "��).+��strictly according to makers specifications and your instructions.


Official member of the Honeywell Enraf Tanksystem�� #��(��"��).+�!��




Reliable level measurement of liquids despite extreme conditions

WEKA AGSchürlistrasse 8CH - 8344 Bäretswil, SchweizTel. +41 43 833 43 43Fax +41 43 833 43 49e-mail: [email protected] www.weka-ag.ch

KRACHT GmbHGewerbestr. 20 • D-58791 Werdohl

Tel. +49(0)2392.935 0 • Fax +49(0)2392.935 [email protected] • www.kracht.eu

Transfer pumps – Flow measurementMobile hydraulics – Industrial hydraulics

Fuel consumption measurement and monitoring systems.

Aquametro AGRingstrasse 75 · 4106 Therwil / SwitzerlandTel. +41 61 725 11 22 [email protected] · www.aquametro.com

KRAL AGBildgasse 40, 6890 Lustenau, Austria

www.kral.at, e-mail: [email protected] Consumption and Lube Oil

Measurement for Diesel Engines.

Automation solutions for ships and offshore installations

Bachmannelectronic GmbHKreuzäckerweg 336800 Feldkirch, AustriaTel. +43 / 55 22 / 34 97-0Fax +43 / 55 22 / 34 [email protected] • www.bachmann.info

Bahnhofstr. 79 • D-21224 Rosengarten-KleckenTel. +49(0)4105 65 60-0 • Fax +49(0)4105 65 [email protected] • www.deckma-gmbh.de

Signal Light Columns, General-, Watch-, Hospitalalarm, Backup Engine Telegraph

Automation Systems, Voyage Data Recorder,Reefer Container Monitoring Systems, Ship Safety Systems


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Your representative for Eastern EuropeWladyslaw JaszowskiPROMARE Sp. z o.o.Tel.: +48 58 6 64 98 47


IX

9.08 Telephone systems

9.11 Bridge equipment

10 Ship‘s operation systems

9.04 Navigation systems

9.02 Satellite + radio communication

8.09 Test kits

10.03 Loading + stability computer systems

9 Navigation + communication

9.09 Communication networks

Your representative for

Denmark, Finland, Norway and Sweden

ÖRN MARKETING AB ��


10.01 Fleet management systems



8.11 Tank level gauging systems

VISATRON Oil Mist Detection Systems against Engine Crankcase Explosions

Schaller Automation GmbH & Co. KGIndustriering 14 • D-66440 Blieskastel�

Tel. +49 (0)6842 508-0 • Fax +49 (0)6842 508-260e-mail: [email protected] • www.schaller.de

Oil Mist Detection and Propulsion Condition Monitoring for Diesel- and Gas Engines

MSS AGWasserturmstrasse 32D-66954 Pirmasens-WinzelnTel. +49 (0)6331 14376-0Fax +49 (0)6331 14376-299e-mail: [email protected] www.mss-hx.com

Test kits, autom. monitoring systems,sampling devices, ultrasonic cleaning

Martechnic GmbHAdlerhorst 4D-22459 HamburgTel. +49 (0)40 85 31 28-0Fax +49 (0)40 85 31 28-16E-mail: [email protected]: www.martechnic.com




Maritime Communication: a cost-efficient solution for communication over HF, satellite & GSM

networks incl. crew mail application

Swisscom Broadcast AGMaritime CommunicationOstermundigenstrasse 99 CH-3050 BernTel. +41 800 817 620 E-mail: [email protected] www.swisscom.ch/maritime

Manufacturers of Nautical Equipment

Am Lunedeich 131D-27572 BremerhavenTel.: +49 (0)471-483 999 0Fax: +49 (0)471-483 999 10e-mail: [email protected]

Manufacturer of finest marine chronometers,clocks and electrical clock systems

Gerhard D. WEMPE KGDivision Chronometerwerke Steinstraße 23 • D-20095 HamburgTel.: + 49 (0)40 334 48-899Fax: + 49 (0)40 334 48-676E-mail: [email protected]

D-24100 Kiel, Tel +49(0)4 31-3019 - 0, Fax - 291

Email [email protected]

Neue A-TECHAdvanced Technology GmbHLitzowstr. 15D-22041 HamburgTel. +49(0)40 32 29 26 • Fax +49(0)40 32 69 04e-mail: [email protected]

Communication Systems

Maritime Communication: a cost-efficient solution for communication over HF, satellite & GSM

networks incl. crew mail application

Swisscom Broadcast AGMaritime CommunicationOstermundigenstrasse 99 CH-3050 BernTel. +41 800 817 620 E-mail: [email protected] www.swisscom.ch/maritime

Integrated Fleet/Ship Management SystemSafety and Quality Management Maintenance

CODie software products [email protected] • www.codie-isman.com

ISM Software SystemPerformance Indicator Monitor


www.veinland.net

Fleet Management Systems, Terminal Management Systems


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C3-Obi – the onboard systemLocal Interface – Baplie/read and write

Müller+Blanck Software GmbHGutenbergring 3822848 Norderstedt / GermanyPhone : +49 (0) 40 500 171 0Fax : +49 (0) 40 500 171 71E-Mail : [email protected] • www.Capstan3.com

Capstan3 – the planners best friend

Loading ComputerCargo Handling Simulator


www.veinland.net

Loading and Stability Computer Systems


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Marine seat systems for yachts and commercial ships

Pörtner Seats -��;��'��%��3��=��!��Tel. 23��>�?��7�8�23��>�?��=��3�=�:�@��!"#�"��%��&&&%�"��%�

X

12.04 Research + development

12.01 Consulting engineers

12 Construction + consulting

11.06 Container cell guides

Your representative for Eastern Europe

Wladyslaw JaszowskiPROMARE Sp. z o.o.Tel.: +48 58 6 64 98 47

Fax: +48 58 6 64 90 69


11.01 Cranes

11 Deck equipment

11.03 Lashing + securing equipment


Global Davit GmbH Graf-Zeppelin-Ring 2 D-27211 BassumTel. +49 (0)4241 93 35 0 Fax +49 (0)4241 93 35 25e-mail: [email protected]: www.global-davit.de

Survival- and Deck Equipment

d-i davit international gmbhSandstr. 20D-27232 SulingenTel. (04271) 9 32 70 • Fax (04271) 93 27 27e-mail: [email protected]: www.davit-international.de

Cranes, davits and free-fall systems

GERMAN LASHING Robert Böck GmbHMarcusallee 9 • D-28359 BremenTel. +49 (0)421 17 361-5Fax: +49 (0)421 17 361-99E-Mail: [email protected]: www.germanlashing.de

Design – Construction – ConsultancyStability calculation – Project management

SDC SHIP DESIGN & CONSULT GMBHNaval Architectural Consultant and Calculation Services

www.shipdesign.dee-mail: [email protected]

Bramfelder Str. 164 - D-22305 HamburgT.:+49(40)6116209-0 - F:+49(40)61162 09-18

Ship Design since 1981

Tel. +49 (0) 4921 9277 0 • Fax +49 (0) 4921 9277 26

www.abh-emden.com

INGENIEUR-TECHNIK GMBH

Your R&D partner for plant construction,maritime industry, offshore industryand steel construction

Brunel Transport & Energy, Rostockt. +49 381 857 63 05-0

[email protected]

www.brunel.de/brunel-transport-energy.php

Advice, concepts and concept/design reviewsfor offshore systems in ice and/or open waters

SEA2ICE LTD. & CO. KGNeuer Wall 80 • 20354 Hamburg, Germany

Tel. +49-40-22614633 • Houston [email protected] • www.sea2ice.com

advice+service in: procedures & method statements !��!� ��*�+�+�,�-.�-�,/0�!�� 1�� !�� '�1��

OFFCON GmbHDehnthof 34D-24376 KappelnTel. +49 4642 9225950Fax +49 4642 924071e-mail: [email protected] · www.offcon24.de

S.M.I.L.E.Techn. Büro GmbHWinkel 2 • D-24226 HeikendorfTel. +49 (0)431 21080 10Fax +49 (0)431 21080 29e-mail: [email protected]: www.smile-consult.de

Basic Design - Detailed DesignOutfitting - CAD/CAM - Technical Documentation

S.M.I.L.E. FEM GmbHWinkel 2 • D-24226 Heikendorf

Tel. +49 (0)431 21080 20

Fax +49 (0)431 21080 29


Internet: www.smile-fem.de

FEM - Coupling - OptimizationCFD - FSI - SHOCK - CRASH

Dipl.-Ing. Wolfgang Schindler GmbHIngenieurbüro für SchiffbauMühlenweg 16 • D-24983 HandewittTel. (04608) 60 95-0Fax (04608) 60 95-50e-mail: [email protected]

12.02 Ship model basins

THE HAMBURG SHIP MODEL BASIN��

Bramfelder Str. 164 • D-22305 HamburgTel. +49 (0) 40 69 20 30

Fax +49 (0) 40 69 20 3-345e-mail: [email protected] • www.hsva.de

12.03 Classification societies

DNV Germany GmbH

Tel.: :

Classification and service beyond class

MANAGING RISK

Germanischer Lloyd AktiengesellschaftBrooktorkai 18 · 20457 Hamburg , GermanyPhone +49 40 36149-0 · Fax +49 40 [email protected] · www.gl-group.com

&��!�,��!�2�� /��3��!�4��% ��

Bramkampweg 9 • D-22949 AmmersbekTel. +49 (0)4102 23180

Fax +49 (0)4102 231820E-mail: [email protected]

Internet: www.nordseetaucher.eu

NORDSEETAUCHER GmbHNORDSEETAUCHER GmbH

SEC Ship’s Equipment Centre Bremen GmbH & Co.KG'��;�;"!��Tel. >�3��?��=�� 7�8�>�3��?��!"#��*��%�<�� &&&%��*��%�

For container, RoRo and timber cargoLayout and optimization of lashing systems

SEC Ship’s Equipment Centre Bremen GmbH & Co.KG'��;�;"!��Tel. >�3��?��=�� 7�8�>�3��?��!"#��*��%�<�� &&&%��*��%�Layout, 3D-design, delivery and installations

of container related constructions

Design for Naval and Machine Engineering

L+P Naval Consult Lasse+Pache GmbH ��U��*;��% j��?D�D��D[�[�M�

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e-Mail: �;VM�U��M��U� www.lup-ing.de

14.06 Searchlights

XI

14 Alarm + safety equipment

14.01 Lifeboats + davits

13.03 Grabs

13 Cargo handling technology

14.02 Life jackets

14.04 Fire protection

14.09 Gas detection + alarmsystems

16 Offshore + OceanTechnology

16.07 Arctic + polar technology

16.08 Subsea technology

13.02 Cranes

13.01 Material handling equipment


Scheuerle Fahrzeugfabrik GmbHPostfach 20 • D-74627 PfedelbachTel. +49 7941-691-0 • Fax +49 [email protected] • www.scheuerle.com

Drahtseilwerk GmbHAuf der Bult 14-16D-27574 Bremerhaven Tel. +49 471 931 89 0 Fax +49 471 931 89 [email protected] • www.drahtseilwerk.de

Steel wire ropes up to 84 mm,special ropes for hoisting and luffing

Rope Grabs, Hydraulic Grabs, Motor Grabs with Electro Hydraulic Drive

MRS Greifer GmbHTalweg 11 • D-74921 Helmstadt

Tel. +49 7263 91 29 0 • Fax +49 7263 91 29 [email protected] • www.mrs-greifer.de

Global Davit GmbH Graf-Zeppelin-Ring 2 D-27211 BassumTel. +49 (0)4241 93 35 0 Fax +49 (0)4241 93 35 25e-mail: [email protected]: www.global-davit.de

Survival- and Deck Equipment

d-i davit international gmbhSandstr. 20D-27232 SulingenTel. (04271) 9 32 70 • Fax (04271) 93 27 27e-mail: [email protected]: www.davit-international.de

Cranes, davits and free-fall systems

Lifeboats, SPHL, Rescue Boats, Patrol Boats & Davit Systems

Vanguard Composite Engineering Pte Ltd tel. +65 6887 5034fax +65 6887 5043e-mail: [email protected] www.vanguardlifeboat.com

BETTER SOLUTIONS FOR SAFETY AT SEA

CM Hammar ABAugust Barks gata 15SE-421 32 Västra FrölundaPhone +46 31 709 65 50 • Fax +46 31 49 70 [email protected] • www.cmhammar.com

14.03 SOLAS Equipment

Your One-Stop Solutions Provider for the Marine & Offshore Markets For Fire, Rescue & Safety Services

GLOBAL MARINE SAFETY (SINGAPORE) PTE LTDNo. 6, Gul Street 3, Singapore 629264Tel. +65 6897 7086Fax +65 6897 8930E-mail: [email protected]: www.gms.com.sg

Liferafts, boats and special productsfor shipping and offshore industry

DSB Deutsche Schlauchboot GmbH & Co. KGAngerweg 5 • D-37632 EschershausenTel. +49(0) 5534 301-0Fax +49(0) 5534 [email protected]

Neue A-TECH Advanced Technology GmbHLitzowstr. 15D-22041 HamburgTel. +49(0)40 32 29 26 • Fax +49(0)40 32 69 04e-mail: [email protected]

5��/��!��

Bahnhofstr. 79 • D-21224 Rosengarten-KleckenTel. +49(0)4105 65 60-0 • Fax +49(0)4105 65 [email protected] • www.deckma-gmbh.de

Fire-, Smoke-, FWBLAFFS Systems,(��

Uffelnsweg 1020539 Hamburg

+49 (40)78 12 [email protected] • www.k-j.de

Fire Protection: KJ FireOff Systems, Sprinkler, CO2

Hittfelder Kirchweg 21 • D-21220 SeevetalTel. +49-4105-59862-10 • Fax +49-4105-59862-20e-mail: [email protected]: www.tedimex.de

UV- and whitelight searchlights

Handheld & Portable DevicesMonitoring with user identified locations

SIKA Dr. Siebert & Kühn GmbH & Co. KGStruthweg 7-9D-34260 KaufungenTel. (05605) 803-0 • Fax (05605) 803-54e-mail: [email protected] • www.sika.net

Advice, concepts and concept/design reviewsfor offshore systems in ice and/or open waters

SEA2ICE LTD. & CO. KGNeuer Wall 80 • 20354 Hamburg, Germany

Tel. +49-40-22614633 • Houston +1-281-7630434 [email protected] • www.sea2ice.com

Diving- Salvage & Average ServiceHydraulic Engineering - Maritime Services

Baltic Taucherei- undBergungsbetrieb Rostock GmbHAlter Hafen Süd 3 · D-18069 RostockTel.: +49 (0)381- 811 1000Fax: +49 (0)381- 811 1001E-mail: [email protected]

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Diving- Salvage & Average Service Hydraulic Engineering - Maritime Services

Baltic Taucherei- undBergungsbetrieb Rostock GmbH Alter Hafen Süd 3 · D-18069 RostockTel.: +49 (0)381- 811 1000Fax: +49 (0)381- 811 1001E-mail: [email protected]

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Insurance Brokerfor seagoing- and inland shipping and fishery

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1ShipyardsWerften

Estaleiro navalВерфи

2Propulsion systemsAntriebsanlagen

Equipamentos de propulsãoСиловые установки

3Engine componentsMotorenkomponenten

Componentes de motorКомпоненты двигателей

4Corrosion protectionKorrosionsschutz

Proteção anticorrosãoАнтикоррозийная защита

5Ship's equipmentSchiffsausrüstung

Equipamento de navioСудовое оборудование

6Hydraulic & pneumatic equipmentHydraulik & Pneumatik

Hidráulica + pneumáticaгидравлические + пневматический

7On-board networksBordnetze

Alimentação elétrica de bordoБортовые сети

8Measurement & control devicesMess- und Regeltechnik

Aparelhos de medição + controleИзмерительная и регулирующее оборудование

9Navigation & communicationsNavigation & Kommunikation

Técnica de navegação e comunicaçãoСистемы навигации и связи

10Ship´s operation systemsSchiffsführungssystemeHệ thống điều khiển tàu

Sistemas de operação de naviosСистемы управления движением судов

11Deck equipmentDecksausrüstung

Equipamento de convésПалубное оборудование

12Construction & consultingKonstruktion & Consulting

Construção e consultaКонструирование и консультации

13Cargo handling technologyUmschlagtechnik ~��O;��O��OO��O�

Tecnologia de manejamento de cargaПогрузочное оборудование

14Alarm and safety equipmentWarn- und Sicherheitsausrüstung

Equipamento de alarme e segurançaСигнальное и защитное оборудование

15Port constructionHafenbau

Construção portuáriaПортовое строительство

16Offshore & ocean technologyOffshore & MeerestechnikOffshore + và công nghệ hải dương

Offshore + tecnologia oceânicaОффшорное и морское оборудование

17Maritime servicesMaritime DienstleistungenDịch vụ hàng hải

Serviços marítimosМорские услуги

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Optimising ship operation ECOMAIN | Nuremberg-based Siemens Drive Technologies division has launched the Eco-Main system platform, an opera-tions management system that, Siemens says, saves costs and energy by helping ship operators and owners to optimise onboard operating procedures. EcoMain has been developed to collect all operating data and store them in a standard format. New about the Siemens solution is its holistic approach – avail-able up to now have only been separate solutions that did not process or utilise the systems‘ data pool optimally, the com-pany said. Software applications like the Siemens energy effi cien-cy module for optimising heat recovery systems and third-party applications like trim optimisa-tion can be implemented on the EcoMain platform and fed with data from the consolidated da-tabase. Usually each energy effi -ciency module is backed up by its own process simulation to visu-alise the best possible operating procedure and provide recom-mendations to the operator on ways to optimise ship navigation and reduce fuel consumption. However, each of the various sys-tems such as automation, power management, HVAC, navigation and drive has its specifi c data protocols and structure. EcoMain enables the exchange of data with the ship’s operating systems via modular and open interfaces. It uses industry standards like Modbus, NMEA, Profi bus, OPC and RS422, which are connected to standardised IT hardware. The hardware is based on COTS products adapted for installation and operation on ships. These features allow the system to be installed both on new ships and as retrofi ts on commercial and naval ships.

Main featuresEcoMain collects and processes data from a maximum of 60,000 data points. Sensor data such as temperatures, revolutions, pres-sures, torsions and weather are retrieved each second where necessary, and consolidated and

stored in a shared database. The bi-directional data exchange among the applications is done via a standardised data protocol that enables communication be-tween the database and the ap-plications, as well as between the applications. Each application is able to import all data from the database via a standard applica-tion interface (API) and include it in its calculations. Among oth-er things, energy consumption, related emissions, storage of liq-uid, maintenance schedules and document and knowledge man-agement can be analysed and subsequently optimised. The information platform also pro-vides secure access to the owner’s fl eet management system.The applications do not require any dedicated control or moni-toring hardware (HMI), saving space and costs on board, Sie-mens said. Workstations already present in an existing adminis-trative network can serve as Eco-Main clients. The applications are installed in virtual machines on the EcoMain server and can be accessed via the web server feature. Applications are visual-ised via a graphical user interface (GUI) in standard browsers, like any web application. The web server serves various web clients on board and ashore, such as the ones used for fl eet management.The EcoMain onboard system can connect with the EcoMain ashore fl eet system via a secure satellite uplink. It is possible to transmit pure data over an ISDN line at 64 or 128 kbit/s, or by e-mail as binary data sev-eral times a day. The EcoMain data are encrypted in binary and can only be decrypted by the EcoMain ashore station or by the onboard systems. The customer’s fi rewalls and VPN tunnels can be incorporated in the security concept at the same time. The data explorer allows the selection of individual or several data to be displayed in a graphical format for debugging on board, as well as in a table for further analysis ashore. The supplied information is also validated to avoid working with

obviously incorrect informa-tion. Remote access for system diagnostics is similarly pos-sible, even when the ship is in operation, upon approval by ship management. Service tech-nicians on board and ashore can use this module to perform system diagnostics. EcoMain has also been devel-oped to assess the total con-sumption of heavy oil per nautical mile (total specifi c oil consumption) in kg/nm, and calculate the specifi c energy consumption in kWh/nm, sub-dividing it among the consum-ers such as propulsion or fresh-water generation. The fi nancial aspects can be visualised in EUR or USD. Emission applications can display the specifi c emis-sions of the contaminants CO2, SOx and NOx per nautical mile in kg/nm. Maintenance applica-tions calculate the number of repairs and the repair costs per year. An intelligent analysis of such applications determines the

optimum time for maintenance based on current and historical operating data, and makes sug-gestions accordingly.By comparing archived data in EcoMain, the system is also able to determine the status of the hull and propeller, and thus propose required maintenance.Another EcoMain application from Siemens is the decision support for optimising the op-eration even of complex waste-heat recovery systems. The sys-tem feeds electrical energy from the exhaust of the main engine via a turbine generator back into the ship’s network. Again, current operating data are com-pared with calculated operating data, which are established by means of a process simulation. The simulation calculates all optimum operating parameters to make maximum use of the turbine generator. A graphical visualisation provides an easy overview and can easily be cus-tomised if needed.

EcoMain collects and processes data of the entire fl eet, and provides recommendations to the crews and shipowner


SHIP OPERATION | NAVIGATION & COMMUNICATION

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Need for comprehensive training solutions

ECDIS Under the 2010 Manila amendments to the STCW Conven-tion and Code, every offi cer sailing on a SOLAS vessel to which the ECDIS (electronic chart display and information system) carriage requirements apply will have to complete generic ECDIS training before 2017. Although the deadline may seem distant, experts urge shipping companies not to wait. Detailed information on the applica-ble national and international regulations during the transition period, set down both by the fl ag state and respective port states, is essential to perform the gap analy-sis identifying each company’s ECDIS training needs, writes Julie Ann Chan, maritime IT and communications correspondent.

Accident reports have revealed that the majority of ECDIS-related acci-dents at sea can be attributed to a

defi cit in training. To improve safety at sea, international regulations such as the Ma-nila amendments to the STCW Convention and Code (adopted on June 25th 2010) set down competence requirements making

ECDIS training mandatory for masters and offi cers.Although the requirements do not come into effect until January 1st 2017, there is no consistent international standard dur-ing the transition period. Consequently, there are a number of national regulations set by different stakeholders that neces-

sitate a thorough review of the individual shipping company’s fl ag state, planned routes as well as other signifi cant factors. Flag state administrations have issued vary-ing ECDIS training regulations for the tran-sition period. The MCA (UK), for example, stipulates that both generic and type-spe-cifi c ECDIS training be completed before

Installation of ECDIS in vessels has become mandatory

GENERAL REGULATIONS �

At the 86th session of its Maritime Safety Committee in June 2009, the International Maritime Organization (IMO) approved amendments to the International Convention for the Safety of Life at Sea (SOLAS) making it compulsory for vessels worldwide to install electronic chart display and information systems (ECDIS).

As required by SOLAS regulation V/19.2.10, a rolling timetable went into effect in July 2012. ECDIS installation is to be phased in by vessel type and size, and will eventually apply to almost all large merchant and passenger ships. ECDIS compliance dates by ship type and sizes Image: Courtesy of Admiralty



SPI_008-12_59_ _20121113135919_491384.indd 0 13.11.2012 14:01:13

2017. In addition, training has to be ap-proved by the MCA or an EU member state (such as the BSH in Germany), and failure to provide the respective certifi cation has been known to lead to refusal of recogni-tion and imposition of sanctions. In addition, Port State Control inspection requirements differ signifi cantly. It is es-sential that shipping companies be aware of the different standards. The AMSA (Aus-tralia), for example, has issued a marine notice concerning Port State Control in-spections. Accordingly, port inspectors are expected to ensure that both generic and type-specifi c ECDIS training have been undertaken by the master and offi cers in charge of a navigational watch.Whether or not additional ECDIS training is required during the transition period may also depend on the type of vessel. Although the international regulations do not come into effect until 2017 with regard to crew certifi cation, vetting inspection regulations such as SIRE (Ship Inspection Report Programme, OCIMF) stipulate the completion of ECDIS training for crew on tankers.Fragmented national standards and lim-ited training capacity worldwide mean that shipping companies have to carry out a thorough assessment of the training gap as well as take timely action. Since the new ECDIS training standards have already been integrated into the nautical education of young offi cers, crew with older training certifi cates are especially in need of addi-tional ECDIS training.

Generic ECDIS trainingAccording to the 2010 Manila amend-ments to the STCW Convention and Code, offi cers must complete a training course that enables them to use and understand ECDIS in the context of navigation – the generic ECDIS training.IMO Model Course 1.27 on the “Opera-tional Use of Electronic Chart Display and Information Systems”, introduced in 2000 and revised in 2012, offers guidance on the standard scope of the training. Topics cov-ered include the minimum duration (40 hours), the elements of training as well as the time needed to address each element. On top of that, standards concerning the assessment and instructor-trainee ratio (limited to 1:12) are determined. There are also a number of requirements in the STCW Code concerning the training centre. Training institutes offering generic ECDIS training must be approved by a member government that is a party to the STCW Convention.Generic ECDIS training contains certain mandatory exercises that require classroom training. Distance learning courses are con-sequently only optional within the frame-

work of an on-site training programme. Some training institutes offer “blended learning” courses, however, whereby part of the training is provided on-site while the rest may be completed in a distance learn-ing course.“Despite the general perception that ECDIS is simply another tool that can be mastered alongside everything else on the bridge, my experience as a trainer is that crew frequently fi nd a 40-hour course to be too short,” said Björn Röhlich, sales di-rector at Hamburg-based SevenCs GmbH and an ECDIS training expert. “This holds true especially for crew that have been sail-ing for a long time. ECDIS is a complex system, and sound and diligent training is essential for the safe handling of modern navigation.”

Type-specific ECIDS trainingThe 2010 Manila amendments to the STCW Convention and Code stipulate that the crew be familiar with safety and navi-gational equipment prior to boarding. The ISM Code obliges shipping companies to ensure that such training is provided and completed. These international regulations are regular-ly supplemented by fl ag-state-specifi c and Port State Control inspection requirements. The importance of type-specifi c training is further highlighted by the safety recom-mendations of maritime casualty investi-gation authorities (e. g. MAIB/BSU). Lastly, charter parties, vetting inspections and P&I clubs may raise additional demands.Type-specifi c training should comprise exercises with practical relevance and fa-miliarise crew with the ECDIS equipment they will use on board, including its back-

up arrangements, sensors and related pe-ripherals. Due to the dual nature of ECDIS training, some or most of the elements of familiarisation may have been already met with the generic training. Whether or not an additional type-specifi c training needs to be completed therefore depends mainly on the respective fl ag state regulations. Where-as some demand full double qualifi cation (partly with the provision that training be manufacturer-approved), others accept ge-neric ECDIS training if completed on the same system as used later on board.Some fl ag states also allow type-specifi c knowledge to be passed on to new crew members by experienced offi cers, so-called trickle-down training.In addition, the Port State Control Com-mittee instructions urge inspectors to en-sure that the master and deck watchkeep-ing offi cers are able to produce appropriate documentation that generic and type-spe-cifi c ECDIS familiarisation has been under-taken. Port state authorities handle these instructions differently, and some conduct profi ciency tests according to their profes-sional judgment. If the crew does not meet the expected standards, the vessel may be detained or departure made subject to ful-fi lment of certain additional conditions. Type-specifi c training can be conducted on-site in a (mobile) classroom or on board, but also online and via CBT.

Train-the-trainerLarge shipping companies often operate their own training centres, in which case it may be practical to integrate the ECDIS training into conventional training to save both time and costs. In order to offer man-ufacturer-approved ECDIS training, �

Screenshot of the Safebridge web-based VisionMaster


SPI_008-12_59_ _20121113135919_491384.indd 1 13.11.2012 14:01:1

shipping companies need an adequately educated instructor. Manufacturer-ap-proved train-the-trainer courses ensure that instructors are able to convey the relevant knowledge.Train-the-trainer courses regularly last be-tween fi ve and 14 days, depending on pre-vious knowledge and qualifi cation. Dur-ing the course, type-specifi c knowledge is taught intensively.

ECDIS training providers – an overviewTraining is traditionally offered both by manufacturers and independent training providers. Some manufacturers, such as Furuno, offer their own ECDIS training in their own training facilities. Others, such as Transas and Chartworld, additionally develop ECDIS course material, which is distributed to a number of different inde-pendent training providers who carry out the training. Many authorities and shipping companies request manufacturer-approved training as they are expected to adhere to certain quality standards.In addition, there are a number of in-dependent providers, for example ETC (MSG’s ECDIS training consortium), Inter-schalt and ECDIS Ltd, which offer training for different ECDIS models. They may or may not be approved by some (or all) of the ECDIS manufacturers, and offer train-ing on the basis of the manufacturer’s course material or their own.

Finding the optimum training conceptDue to the variety of non-transparent regu-lations and dependence on different stake-holders, tailor-made training concepts for each shipping company are required. Experts therefore advise shipping compa-nies to conduct a gap analysis. This model should take into account everything from

the crew’s existing certifi cates to fl ag state regulations, the practices of the respective port state authorities, charter agreements and vetting inspection instructions.A target-performance comparison could, for example, determine the exact target, which is to bring the entire crew up-to-date regarding ECDIS training require-ments. At this point it is necessary to assess whether additional training will be needed before 2017. Consequently, a shipping company will initially have to determine its fl ag state requirements and then take into account the respective port authority practices as well as other stake-holders’ demands. Lastly, the established target has to be matched with the current state to reveal the training gap.Once the ECDIS training gap has been determined, shipping companies have a huge number of options, culminating in the choice of the ideal training provider for both generic and type-specifi c ECDIS train-ing. Several aspects should be taken into consideration before this decision is made. In view of the varying transition rules and 2017 deadline, however, it is advisable that training courses fulfi l the requirements of the revised IMO Model Course 1.27 (2012 Edition). “Standardisation among ECDIS solutions is limited if compared with other onboard systems such as radar,” Röhlich explained. “Both the principal design and the user interface and nomenclature vary greatly from manufacturer to manufacturer. And although generic ECDIS training can be completed on any ECDIS system, it is ad-visable that shipping companies choose training facilities according to the ECDIS in use.” Ideally, the number of different ECDIS systems that shipping companies choose for their fl eet is small. Whereas some shipping companies equip their vessels

with a large number of different ECDIS solutions, others commit to one manu-facturer or even a single model. This ap-proach pays off when it comes to select-ing the right ECDIS training partner. If all offi cers are trained on the same system, interchanges between the vessels are sig-nifi cantly simplifi ed. In addition, ship-ping companies can save on training costs as familiarisation is only needed for one ECDIS solution. A further advantage is that shipping companies with their own train-the-trainer trained inspectors/train-ers have the fl exibility to send trainers out to vessels at short notice in cases of unex-pected crew changes.Globally operating shipping companies may want to train their entire crew accord-ing to the same standard. In this case it may be benefi cial to select a training provider or training network that offers global training concepts. In addition to cost considera-tions, there are a number of other impor-tant aspects when choosing a training pro-vider. The regional distribution of training centres may play an important role as well as the availability of trainers to come on board if need be. Large shipping companies with their own training centres, in particular, may fi nd it useful if a training provider offers train-the-trainer courses in which a designated employee is trained as an instructor. Ship-ping companies may also want to look into training providers that offer approved blended learning concepts as the time spent away from the vessel as well as travel-ling costs may be signifi cantly reduced.Although the prospect of deferring training until the current diffi cult economic situa-tion has improved is attractive, large ship-ping companies that need to train hun-dreds or thousands of offi cers are advised to start in due course as ECDIS training is often underestimated.

ECDIS screenshot Sound training methods are essential



SPI_008-12_59_ _20121113135919_491384.indd 2 13.11.2012 14:01:18

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Ecological trends and drivers of the maritime industrySHIPPING 2020 The classifi cation society Det Norske Veritas (DNV) has run an extensive project to develop a simulation model of technologies likely to be implemented in the maritime industry by 2020. The following article by Tore Longva, business development manager at DNV, summarises the background and results presented in the report “Shipping 2020”.

Forthcoming environmen-tal regulations will force shipowners to address

technologies that can impact SOx emissions, NOx emis-sions, ballast water cleaning and energy effi ciency. The in-dustry is developing solutions at a fast pace for all these areas. For each regulation, shipown-ers will have multiple feasible technologies to choose from. Making the right choice will re-quire knowledge of the effects, side effects and operational im-plications.DNV has identifi ed four trends, each with a number of under-lying drivers: world growth and demand for seaborne trade, regulatory development as we move towards 2020 and beyond, technology and fuel developments. Looking at the current state of the shipping industry across segments and

actors – owners, yards, manu-facturers, banks, brokers and so forth – the development of these four trends will strongly infl uence, if not determine, the state of the industry in 2020.

ScenariosThe trends are used to build four distinct scenarios concen-trating on main global trends and drivers that affect the de-velopment of the industry. The trends and drivers are defi ned around two main axes: eco-nomic growth, and regulatory and stakeholder pressure.History shows that major tech-nology updating in shipping is driven primarily by regulatory changes as a consequence of major accidents. Furthermore, in an increasingly competitive business, operating costs and fuel prices in particular are infl uencing the shipowner’s

decisions. Technology uptake also depends on the degree to which a technology is imple-mented, as fi nancial and infor-mation costs tend to decrease as technologies mature.As part of this study, DNV con-ducted a survey during spring 2012 exploring shipowners’ at-titudes and investment choice characteristics. Not surpris-ingly, one of the fi ndings of the survey was that new regulations are major drivers in technology uptake, as they have to be met in order to be able to operate.Each shipowner will have an investment policy that de-pends on market conditions, willingness to take risk, area of operation and type of trade. The required payback time is a crucial decision parameter for many shipowners. Some have a long-term perspective and may invest in technologies that take

many years before they result in positive returns on investment, while others are more con-cerned about short-term profi t and the second-hand value of the ship. A technology that is profi table for one owner may not be for another. According to the survey, 75% of the re-spondents have a payback ho-rizon of zero to fi ve years, while 25% have a horizon of only up to two years.DNV has used a bottom-up ap-proach to simulate newbuild-ing and retrofi t technology de-cisions for a representative set of ships and shipowners, us-ing regulatory compliance and net present value (NPV) as the main decision criteria.

Engine technology and marine equipment

Gas-fuelled enginesMore than one in ten newbuild-ings in the next eight years will be delivered with gas-fuelled engines.The number of liquefi ed natu-ral gas (LNG)-fuelled ships by 2020 depends heavily on fuel prices. With an LNG price 10% above heavy fuel oil (HFO), 7 to 8% of newbuildings from 2012 to 2020 will be able to run on LNG. If the LNG price drops to 30% below HFO, the uptake of LNG increases to 13%, and in the extreme case of an LNG price 70% below HFO, the LNG share of newbuildings is 30%. In total numbers, 13% is equiv-alent to approximately 1,000 ships. The global sulphur limit combined with the 20% EEDI reduction requirement are the most important drivers for implementation of gas-fuelled

Four future scenarios modelled on economic growth and regulatory and stakeholder pressure Source: DNV


SHIP OPERATION | GREEN SHIPPING

SPI_008-12_59_ _20121113135919_491384.indd 4 13.11.2012 14:03:23

engines, provided the capacity and fuel supply are there.

Marine distillatesIn 2020, the demand for ma-rine distillates could be as high as 200-250 million tonnes an-nually.The current global demand for marine distillates is approxi-mately 30 million tonnes an-nually. The 0.1% limit in Emis-sion Control Areas (ECAs) will increase the demand to approximately 45 to 50 mil-lion tonnes by 2015. However, the largest increase will be ex-perienced in 2020, with the introduction of the global sul-phur limit. This marks a huge increase in the need for distil-lates of up to 200-250 million tonnes. In the short term, the use of LNG and scrubbers will have only a limited impact on the need for low sulphur fuel. DNV estimates that the demand for LNG will be 8 to 33 million tonnes in 2020 depending on the scenario se-lected, the equivalent of 400 to 1,700 MMBtu.

CO2 emissionsNewbuildings in 2020 will emit up to 10 to 35% less CO2 than today’s ships.

Environmentally effi cient de-signs will gradually improve throughout this decade and a newbuilding contracted in 2020 will, depending on type, emit 10-35% less CO2 than a current ship with an EEDI equal to the IMO refer-ence line. Between one-third and one-half of this reduction will be motivated by cost ef-fi ciency alone and would be implemented regardless of the EEDI requirements. EEDI will be an important driver for the remaining reductions, in particular from 2020 forward, when Phase 2 of the EEDI is implemented, requiring new ships to be 20% below IMO reference lines.

ScrubbersThe global sulphur limit will have a signifi cant impact on the implementation of scrubbers. This technology may poten-tially be fi tted to thousands of ships if there is availability and the capacity to deliver. In Sce-nario C, with a high LNG price and MGO price, the number of scrubbers in 2020 is expected to be nearly 20,000, while in scenarios B and D, 13-14,000 installations would be expect-ed. The uncertainty of whether

the limit will be enforced in 2020 or in 2025 may delay the use of scrubbers, as shipowners would not be expected to take on the additional cost without this being resolved.

Ballast water treatment systemsThe Ballast Water Management Convention (BWMC) has not yet entered into force, but the schedule for mandatory treat-ment of ballast water is fi xed independently of when the convention is ratifi ed. In addi-tion, the US has decided to im-plement a similar scheme for all ships in US waters, which would force a signifi cant part of the world fl eet to implement a treatment system irrespec-tive of BWMC progress. For the two scenarios A and B, which assume the ballast conven-tion does not enter into force, a signifi cant number of instal-lations of treatment systems is still expected.

ECR/SCRThe Tier III 80% reduction re-quirement in ECAs is the main challenge for NOx. In scenarios A and C, approximately 40% of ships built between 2016 and 2020 will have implemented an

exhaust gas recirculation (EGR) or selective catalytic reactors (SCR) system, while in scenar-ios B and D, the numbers are approximately 30% and 35%, respectively. The difference in fuel prices seems to account for this difference. When the price of LNG is low compared with MGO, NOx requirements are met with LNG-fuelled engines. Without a Tier III-compliant engine, a ship built after 2016 will not be able to enter the two existing ECAs.The results of the simulation give a picture of expected ship-owner response given the as-sumptions provided.The model determines how each shipowner individually will seek to comply with regu-lations and increase energy effi ciency, and how the result-ing macro picture would look. The strategy of a shipowner on how to cope with environmen-tal requirements and high fuel prices in the coming decade is dependent on which assump-tions the owner thinks are most likely to be realised, how other shipowners are likely to act, and the willingness to take risks.The variety of choices gives the shipowner an opportunity to differentiate.

Comprehensive environmental management software releasedABS | Houston-based interna-tional classifi cation society ABS (American Bureau of Shipping) has announced the release of the Energy & Environmental Manager module within the as-set management software suite NS5 Enterprise. The module complements the ABS portfo-lio of services meant to help owners and operators meet the environmental and operational demands faced by the maritime industry. Energy effi ciency, emission controls and ballast water management regulations are impacting the amount of infor-

mation an owner or operator is required to capture in day-to-day operations, ABS noted. At the same time, rising fuel costs and anticipated environmental requirements are forcing own-ers and operators to fi nd ways to improve effi ciencies. A key objective of the Energy & Environmental Manager, ABS said, is to help owners and operators realise more en-vironmentally sound voyage management by tracking and recording key voyage-related events, including fuel and lube oil consumption, fuel oil switching, cargo informa-

tion and ballast activities. By simplifying and centralising real-time environmental and energy data collection, this comprehensive module makes it easy to track, trend and re-port the information required for various regulation require-ments, including Ship Energy Effi ciency Management Plans, ballast water management and MARPOL VI (fuel switching), according to ABS. The Energy & Environmental Manager also trends performance data at a ship and fl eet level, allowing users to maximise operational effi ciencies.

The value of the new module is enhanced by a trim optimi-sation tool for improved fuel savings. It performs multiple analyses to obtain the most optimised ballast confi gura-tion for minimum hull resist-ance.Using these two tools, vessel operators can achieve better performance while reducing costs through streamlined data collection and analysis, more accurate reporting, demonstra-ble evidence of regulatory com-pliance and more effi cient and environmentally sound opera-tions, ABS said.


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EMMA helps shipowners to improve fuel effi ciency

Reliable HRG solution

Call for guidelines on LNG mooring ropes

ADVISORY SYSTEM | ABB, the Swiss power and automation technology group, recently won an order from Ger-many’s Rickmers Group to supply advi-sory systems for dynamic trim optimisa-tion and fl eet management solutions for fi ve multi-purpose vessels.ABB’s delivery will help the ship man-agement teams to operate the vessels in the most effi cient way to save a maxi-mum of fuel. The company will supply trim optimisation systems, energy man-agement systems and fl eet management solutions. ABB’s trim optimisation sys-tem dynamically measures the actual

trim and advises the crew on the opti-mal fl oating position of the ship with easy-to-understand and user-friendly displays. All data generated on board are transferred to a cloud-based applica-tion for vessel benchmarking. This pro-vides the management onshore with full visibility of the fl eet’s energy consump-tion, as all systems are linked by ABB’s solution. The solutions are part of ABB’s newly developed EMMA Advisory Suite of software and will help the Rickmers vessels save a considerable amount of fuel every year, thereby also reducing their environmental emissions. ABB ex-

panded its portfolio of solutions for ves-sel information and control systems in 2011. They consist of a broad range of marine advisory and fl eet management solutions; integrated automation, vessel management and control systems; and marine instrumentation and sensors, all of which help to optimise vessel opera-tions and performance, improve energy effi ciency, onboard equipment reliability and availability, and operational safety. Installation of the system will be done vessel by vessel. The complete system for all fi ve vessels is expected to be fully op-erational by the end of the year.

BLUENAUTETM | France-based Sagem (Safran group) has introduced a new at-titude and heading reference system called BlueNauteTM. The unit, which the company says is completely adapted to the needs of maritime navigation in conformity with the requirements of SOLAS (Safety of Life at Sea) regulations, relies on hemispherical resonator gyroscope (HRG) technology. Sagem-patented HRG takes advantage of the inertial characteristics of the vibratory plane of a resonating wave inside a mini-ature demisphere that is mechanically de-coupled from the external world. It is extremely robust and experiences no me-chanical wear, thereby giving it a virtually unlimited service life, unlike mechanical gyroscopes, Sagem noted. Initially used for space applications, it is said to be the only technology that has never malfunctioned, after more than 18 million cumulative hours of operation. While the characteristics of high perform-ance and extreme reliability are renowned throughout the scientifi c community, up until now the technology has not been economically feasible for use in a civilian gyrocompass. Sagem says it has been able to meet this particular challenge thanks to major technical innovations and signifi -cant industrial investments. Due to its small size and insensitivity to harsh environments, the maintenance-free BlueNaute™ may be easily integrated into all types of vessels and maritime struc-tures.

UHMWPE | DSM Dyneema, inventor and manufacturer of the ultra-high mo-lecular weight polyethylene (UHMWPE) fi bre Dyneema®, says it has called for industry-wide standard guidelines for specifying and testing LNG mooring lines to ensure that the right mooring line is commissioned for any particular working task and environment. The call is among a number of recom-mendations to address what the Dutch company says are changing market de-mands and the 3% failure rate of HMPE-based LNG mooring lines. The introduction of new and larger types of LNG carriers like the Q-Flex and Q-Max (with a capacity of 210,000 to 216,000m3 and 266,000m3, respectively), along with new, often more exposed terminals have changed mooring dynamics, according to DSM Dyneema, which has done a study on LNG mooring lines and belongs to an LNG community users group created to investigate HMPE mooring line failures. Meanwhile, the need to maintain work-ers’ safety at all times while delivering maximum operational effi ciency through lower costs and faster turnaround times remains unchanged, the company notes.HMPE-based mooring lines have been used in the LNG industry for more than a decade and have proven their benefi ts in many different maritime applications such as oil tankers, containers, carriers, bulk cargo vessels as well as cruise lin-ers, RoRo and naval ships. Ropes with

Dyneema®, used in 50% of LNG moor-ing lines, are as strong as steel-wire ropes of the same diameter but only one-sev-enth of the weight, allowing easier han-dling, says DSM Dyneema, adding that ropes with Dyneema® are about 60% of the diameter and 30% of the weight of equally strong polyester or polyamide ropes. BW Shipping, part of the BW Group, has equipped a fl eet of 11 tankers with Dyneema® mooring lines made by Sam-son Rope Technologies and is seeing sig-nifi cant benefi ts, DSM Dyneema says. A search for mooring lines that would be safer than conventional steel wire re-sulted in the selection of AmSteel® Blue mooring lines with Dyneema®.According to DSM Dyneema, the lower weight of Dyneema®-based ropes means reduced deckhand injuries. Moreover, in the unlikely event of a rope failure, ropes with Dyneema® show no snap-back like that shown by steel-wire rope or polyester and nylon-based ropes. Due to the nature of the fi bre, effects like fi sh hooks or broken wire are not present, thus preventing hand injuries.Marketing Dyneema® as “the world’s strongest fi bre”, DSM Dyneema says it is up to 15 times stronger than quality steel and up to 40% stronger than aramid fi -bres – both on a weight for weight basis – fl oats on water and is extremely durable and resistant to moisture, UV light and chemicals.

The Rickmers Singapore is the fi rst ship to be equipped with EMMA Photo:ABB


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