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The international publication for Offshore & Marine Technology

��Interview: Implementation of ILO MLC, 2006 58

��Off shore wind: Specialised installation vessels 34

��62nd MEPC: MARPOL amendments adopted 30

| 4 | 2011JULY AUGUST

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MULTIFLEX MODULES | OFFSHORE SUPPLY VESSELS

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Renewables, alternatives and sustainable solutionsThe rapidly expanding demand for energy and its environ-mentally compatible extraction are important technology and growth drivers in the offshore industry today. Renewable ener-gies are therefore of increasing and vital signifi cance. The offshore wind energy market, in which Europe currently plays the leading role worldwide, is developing especially quickly. It is also seen as one of the greatest global high-tech challenges and requires increasing investment. Demand for specialised vessels to install offshore wind power facilities, in particular, is growing fast.Interesting aspects of a holistic approach to the design of these sophisticated vessels – combining shipbuilding, offshore and hoisting technologies – are described on page 34.Wave energy is another renewable offshore energy source that is be-coming more and more important. The technology to exploit waves has now reached an initial demonstration phase after 30 years of R&D. In contrast to wind energy, where only one concept has sur-vived – a single horizontal-axis turbine with blades – many concepts are still competing in the fi eld of wave energy. Detailed information on one of the most advanced and promising systems can be found on page 40.Moreover, the shipping industry itself is doing a lot to promote sustainability. Some relevant examples of ship design and propul-sion technology are covered in this Ship&Offshore issue. With the VLOC Ecore and Oshima ECO-Ship 2020, which are de-tailed on page 10, the classifi cation society Det Norske Veritas (DNV) has presented two innovative concept designs for sustainable ship-ping engineered to lower fuel costs and increase overall effi ciency.A completely different approach to improve sustainability, ex-plained on page 26, is a system aimed at extending the life of the existing fl eet of tankers and bulk carriers.Cleaner shipping throughout the Baltic Sea region is the goal of the transnational project Clean Baltic Sea Shipping. The devel-opment of shore power connections and expansion of supply infrastructure for LNG-powered ships are among the measures

being taken towards that end; they are described in the article on page 60.An example of more effi cient propulsion is given in the article on page 12, which introduces the next generation of the azimuth thruster propulsion system Azipod®. The Azipod XO pod has been designed to further enhance operational performance, reliability, maintainability and environmental protection. At its 62nd MEPC (Marine Environment Protection Commit-tee) session in London, the International Maritime Organiza-tion (IMO) recently adopted several amendments to the Inter-national Convention for the Prevention of Pollution from Ships (MARPOL). As summarised in the article on page 30, the MEPC approved a number of ballast water management systems and adopted guidelines on the implementation of both the ballast water management and ship recycling conventions besides spear-heading measures to reduce emissions of greenhouse gases from international shipping. To comply with these demanding regulations, shipyards and sup-pliers worldwide have been developing ”green technologies” and continuing to optimise their products accordingly. European ma-rine equipment and offshore suppliers are extremely successful in this particular global marketplace. Many innovations focusing on energy effi ciency and environmental compatibility have been de-veloped in the last few months or are now under development. Technology’s contribution to environmentally sustainable ship-ping is of crucial importance; this is why the editorial department of Ship&Offshore has dedicated an entire issue (Ship&Offshore – Special GreenTech) to green shipping. The special publication, which will be distributed with this issue of Ship&Offshore in addition to being displayed at all relevant exhibitions and conferences over the next several months, covers the most signifi cant developments in the areas of ship design, propulsion, emission control, operational optimisation, ballast and wastewater treatment, corrosion protection and waste management.

Ship & Offshore | 2011 | No 4 3

COMMENT

Dr.-Ing. Silke SadowskiEditor in Chief

[email protected]

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10� In Focus�Propulsion & Manoeuvring Technology

Classifi cation28 Assessment of the potential for

structural fatigue in vessels

29 Monitoring hull integrity

Environmental protection30 MARPOL amendments adopted

Industry news32 Next-generation

centrifugal pump

Cargo hold coating

Supplier workshop

Innovative ship concept

� Shipbuilding & Equipment

19 Integrated Shaft Coupling design

20 DC power for vessels

Expansion of G-type portfolio

Solution for low sulphur fuel

Cruise & Ferries22 Wind power on board a ferry

23 Celebrity Silhouette delivered

Ship design & construction24 Optimising resources

Survey data26 Effective assessment of hull

condition

Green ship technology10 Two sustainable designs for

future shipping operations

Propulsion & manoeuvring technology

12 Next-generation Azipod® propulsion system

15 Rudder force detection

16 Heavy-duty marine diesel engine and genset launched

17 Two engines added to portfolio

18 Marine gear oil formulated for extreme conditions



The new Website!

www.shipandoff shore.net

incl. online

archive!

4 Ship & Offshore | 2011 | No 4

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40 65

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

� Interview 58 Seafarers’ rights

Maritime environmental protection

60 Strategies for clean shipping in the Baltic Sea

Data management62 Cargo heating

management service

Navigation & communication

64 Simrad Argus series extends reach

Voice distress service

65 Upgraded satellite TV antenna

EU boosts navigation system

66 Maritime training online

� Ship Operation

� Offshore & Marine Technology

� Offshore & Marine Technology

Offshore wind 34 Complete solutions for

specialised offshore vessels

Renewable energy38 Heavy plates for

offshore towers

Propulsion for installation vessels

39 Offshore shuttle for wind parks

Collaboration agreed on OWTIS design

40 Wave power collaboration

Oil & gas42 Akcakoca steel jacket installed in

southern Black Sea

44 Fully integrated derrick

Multifl ex modular concept for OSVs

Free-standing offshore access system

Industry news46 Global offshore strategy

Pipe cutter for decommissioning market

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CONTENT | JULY/AUGUST 2011

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ME-GI engine makes debutMAN | The two-stroke ME-GI gas engine by MAN Diesel & Turbo was recently unveiled at the company’s Diesel Re-search Centre in Copenhagen to a 300-strong audience of invited customers, licensees and journalists.The unveiling was the culmi-nation of many years’ work that began in the 1990s with the company’s prototype MC-GI dual-fuel engine.MAN Diesel & Turbo said the successful, full-scale dem-onstration and performance verifi cation test of the GI principle for all kinds of ma-rine applications had been carried out on its 4T50ME-X R&D engine, rebuilt as a 4T50ME-GI engine operating on natural gas. South Korea’s Daewoo Shipbuilding & Ma-rine Engineering Co., Ltd.

(DSME) provided the ME-GI’s high-pressure, cryogenic gas supply system under a de-velopment agreement signed in February 2010.

Delivery of OSVCrest Olympus | Drydocks World has delivered the anchor handling offshore support ves-sel (OSV) Crest Olympus to Sin-gapore-based Pacifi c Crest Pte Ltd. The vessel was built at the company’s shipbuilding yard in Nanindah, Indonesia. Crest Olympus has a length of 76m, a beam of 18.5m and

draft of 6.8m. The 150TBP ves-sel has DP2 capability and is of fi re-fi ghting class 1. The vessel is equipped with deck machin-ery from Rolls-Royce Marine, main engine 9M32 from CAT, Kawasaki side thruster and Berg propulsion. It was designed by Wärtsilä Ship Design and clas-sifi ed by ABS.

The demonstration included the engine’s operation with a simulated gas leak

Innovative container super feedersMarlin 2000 | The Cardiff-based Graig Group has ordered a series of up to 26 fuel-effi cient, new-gen-eration Marlin 2000 design container feeders to be built at the Jin Hai shipyard in China. The fi rst two vessels are scheduled for delivery in August and September 2013, with subsequent vessels to be delivered in pairs every two and half months. The Marlin series of designs has been developed by Wärtsilä, in cooperation with Graig and the classifi cation society Det Norske Veritas (DNV). There are three basic Marlin designs. All feature an optimised hull shape, increased capacity and forward accommodation. Marlin 2000 Blue is a Bangkok-max, direct die-sel-powered and is said to achieve fuel savings

of 30% per day per TEU carried while carrying 20% more boxes. Marlin 2500 Jade is slightly larger, diesel-powered and will be delivered with either scrubber or SCR technology, while offering similar fuel-effi ciency gains. Marlin 2500 Green is aimed at the market for feeder vessels in ECAs (Emission Control Areas) and provides an option for dual-fuel and LNG-powering.The initial order is for three Marlin 2000 Blue-geared vessels and three options followed by an understanding that the series be extended by up to 20 further vessels, including other Marlin designs. The fi rst vessels have been ordered by Graig and a number of partners.

Marlin 2000 Blue at sea

Fleet expansionJumbo | Dutch ship operator Jumbo Shipping, specialist in the transport of oversized and heavyweight cargo, has signed an agreement with the Brodos-plit shipyard in Split, Croatia, for the construction of a heavy-lift vessel. The new vessel, with a length of 152.6m and beam of 27.4m is equipped with two 1,100mt cranes (at 27.5m outreach). In tandem, the cranes can lift up to 2,200mt. This is said to make it the strongest heavy-lift vessel in the world. To be able to work in the Arctic, the vessel will be built to ice class. For offshore opera-tions, the vessel will be prepared for future DP2 installation.Delivery is scheduled for March 2013 and the vessel will be op-erational in June 2013. Jumbo Shipping also has an option for a second vessel at the shipyard in Split. By this fl eet expansion, Jumbo says, it will serve its cus-tomers with a versatile fl eet of 13 (optional 14) heavy-lift vessels with lifting capacities ranging from 500t to 2,200t.

Crest Olympus is 76m long and 18.5m wide


INDUSTRY | NEWS & FACTS

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STX | The polar supply and research vessel ordered by the South African Depart-ment of Environmental Af-fairs was recently named the S.A. Agulhas II and launched at STX Finland Oy’s Rauma shipyard.The multi-purpose vessel will operate as a supply, research and passenger ship as well as an icebreaker. Its core function will be to provide logistical support for South African re-search stations on the Antarc-tic mainland, Marion Island and Gough Island. The vessel will be equipped to conduct oceanographic studies and marine geological research. In addition, the vessel conducts continuous measurements of a range of meteorological parameters for transmission

to the South African weather services, and deploys weather balloons and weather buoys during certain transits. When completed, the vessel will also operate internation-

ally as a passenger ship. The ice-strengthened vessel is ap-proximately 134m long and will have accommodation for a crew of 45 and 100 research-ers or passengers.

Rockwool | As a result of the ongoing concentration on shipbuilding activities in the Far East, Rockwool Marine & Offshore has established a sales offi ce in Shanghai.Its marine activities had been coordinated from the Hong Kong based sales offi ce. The new Shanghai sales offi ce enables Rockwool to get closer to its customers and thus pro-vide improved service and support, the company says.

Acquisition | Atlas Copco SAE has acquired Grupo Electrógenos GESAN S.A. of Spain, a manufacturer of diesel and petrol genera-tors sold through a global distributor network. The deal is said to strengthen Atlas Copco’s product portfolio, especially for customers in emerging markets.

Operational assets | Stra-tos BV has announced it has purchased most of the operational assets of Blue Ocean Wireless Ltd. (BOW). BOW was a provider of shipboard GSM services that enabled crew mem-bers to use their personal GSM phones to commu-nicate with family and friends by voice and SMS.

NEVA 2011 in St PetersburgExhibition | This year’s interna-tional maritime conference and exhibition NEVA takes place in St Petersburg, Russia, from Sep-tember 20th to 23rd. More than 600 domestic and global exhibitors are expected at NEVA 2011, which is supported by leading administrations and enterprises in Russia, according

to the organisers, Dolphin Exhi-bition.The exhibition’s incorporation of port equipment and tech-nology developments is said to provide a platform from which to improve the competitive posi-tion of Russian Federation ports. For the fi rst time, NEVA 2011 has been offi cially recommended by

the Association of Russian Com-mercial Sea Ports as an event in which ASOP committees for investment, infrastructure and technology should participate.NEVA 2011 will be accompa-nied by a comprehensive con-ference programme for the maritime industry.www.transtec-neva.com

Multi-purpose vessel named

S.A. Agulhas II will be delivered in spring 2012

IN BRIEF �

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Offshore wind managementSymposium | Taking place in Husum, Germany, on Septem-ber 6th, 2011, the CAPP (Cli-mate, Air, Personal Protection) Husum conference is aiming at wind park operators, manufac-turers, insurers and consultants in the offshore wind industry. The one-day event focuses on the comprehensive, effi cient and safe management of off-shore wind turbines. Presentations and lectures al-ternate with sessions with open discussions, in which all par-ticipants will be invited to for-mulate questions about to the relevant themes. CAPP Husum is an initiative of Noske –Kaeser and Wind Energy Service Technik (WEST) in coop-eration with htm offshore and windcomm schleswig-holstein. For more information visitwww.capp-husum.com

Design of seismic support vessel

OSD | Netherlands-based Off-shore Ship Designers (OSD) has been chosen to design a series of six new fuel-effi cient seismic support/chase vessels ordered by French offshore ma-jor Bourbon to be built at Du-

bai’s Grandweld Shipyards. The 53m-long and 13m-wide vessels will have a fuel-effi cient hybrid propulsion system delivering a fl exible economic solution for the varied conditions required to support seismic survey ves-

sels including transit speed, slow speed escort and support work and a high degree of ma-noeuvrability. Key features of the hybrid pro-pulsion system include:

two main marine diesel pro- �pulsion engines, two controlla-ble pitch propellers in nozzles, two main gearboxes, each with a PTI electric propulsion motor and three diesel-driven generat-ing sets, as well as two electrical-ly driven bow tunnel thrusters,

diesel-mechanical mode us- �ing main engines only used for the transit operation,

diesel-electrical mode with �main engines declutched, using PTI propulsion motors powered by the gensets for chase and slow-speed operation.The vessels will be chartered by Bourbon to CGGVeritas with de-livery of the fi rst vessels sched-uled for the end of 2012.

The vessels will support the fl eet of seismic survey vessels

Conversion of oil rigAtlantic Labrador | The jack-up drill rig Atlantic Labrador is currently being converted to an offshore hotel accom-modation at the Scheldepoort Repair & Conversion Yard in Vlissingen, Netherlands. The project involves the complete removal of the drilling instal-lation from the rig, including the 80m drilling tower, sliding piece, cement and mud tanks as well as all the remaining drilling equipment and re-dundant cabling and piping. Scheldepoort will meanwhile build a new, 400-tonne ac-commodation block, which is to be placed on the deck, while the current accommodation facilities will be completely re-furbished and new life saving equipment installed. The rig is also to be fi tted with sponsons in order to comply with stabil-ity regulations. The refi t will take a few months.Upon completion, the ac-commodation rig will go into service in the coastal waters of Denmark.

The Atlantic Labrador was built in 1983

Flexible dredging installationDamen | Netherlands-based Damen Dredging Equipment has developed what it describes as a fl exible dredging installation that overcomes the technical dif-fi culties imposed by deeper sand-winning sites farther from shore. The RoRo Deep Dredge can work at depths of up to 200m.Two aspects of the installation are the key to its fl exibility, the company noted. First, the dredg-ing equipment is placed on a platform supply vessel and pumps the mined sand onto barges, which take it away. Sec-

ond, the steel suction pipes of the TSHD have been replaced by a fl exible hose, so the dredging depth can vary and is independ-ent of the vessel’s length. The installation consists of a submersed excavation unit, which includes a drag head and Damen dredge pump. A hose is connected to the unit and runs to a storage reel on deck. The hose can be rolled on and off the reel to alter the dredging depth. On deck, the dredge piping connects the reel to dis-charge spreaders.

Barge and tug alongside PSV at start of loading process


INDUSTRY | NEWS & FACTS

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Anniversary | Rolls-Royce recently celebrated 40 years of research at its Hydrodynamic Research Centre in Kristinehamn, Sweden. The HRC features two computer-controlled test tunnels, where water is circulated to assess the performance of a ship’s propulsion system. The tunnels simulate a wide range of sea conditions, replicating different sea temperatures, water fl ows and salt levels.

Amendment | The global marine safety equipment provider, Mobilarm Limited has welcomed the Interna-tional Telecommunications Union’s (ITU) decision to amend its Recommenda-tion ITU-R M.585, on denti-ties of AIS-SART, EPIRB-AIS and man overboard (MOB) devices, at its recent meeting in Geneva. The amendments address the regulatory issues of al-locating MMSI (Maritime Mobile Service Identity) numbers to MOB devices, which has impacted the adoption of sophisticated new personal safety de-vices.

Agreement | Kelvin Hughes announced it had signed an agreement with Seagull to develop a product-specifi c compu-ter-based training module for its MantaDigital ECDIS range.

Logbook | The Interna-tional Marine Contrac-tors Association (IMCA) has published the “Crane Logbook for Offshore Vessels”. The logbook comprises four sections: explanatory notes, crane identity, crane operations record and event record. The crane-identify section of the logbook provides a format for identifying the crane; companies may wish to include further ref-erences, such as any iden-tifying numbers required by regulators.

IN BRIEF �

Maritime show in AsiaExhibition | Marintec China 2011 will take place from No-vember 29th to December 2nd, 2011 at Shanghai New International Expo Centre (SNIEC), Pudong, China.According to the organisers, the fl oor area of 15th edition of Marintec China has grown by 40%. A 20% increase in visitors is also expected. Themed “Green Agenda, In-novation and Development”, the Senior Maritime Forum will be held concurrently with Marintec China 2011. The forum will provide an interactive platform for re-nowned speakers and attend-ees. More information on the ex-hibition can be obtained atwww.marintecchina.com

First model tests MARIN | Twenty-fi ve inter-national PhD students and young researchers in the in-ternational offshore wind industry recently gathered at the Floating Wind Tur-bine Challenge, organ-ised by the Maritime Re-search Institute Netherlands (MARIN) and International Network on Offshore Re-newable Energy (INORE). At this event, seven teams had to develop a fl oating structure for a 1/100 scale wind turbine in only 24 hours. The winner was the one with the lowest construction weight

in combination with the low-est acceleration at the na-celle. All participants were provid-ed with the same choice of basic materials (PVC pipes, foam blocks, weights, tapes).The concepts were tested in extreme waves up to 10m full scale, for more than two hours. The fi rst prize was won by the “Wind Hammer”, which had a weight of only 3.5kg. The winner of the in-novation prize was the “Cra-dle”, which had the lowest acceleration at the nacelle but a greater weight of 6kg.

The different fl oating offshore wind turbines at the MARIN testing facilities during the Floating Wind Turbine Challenge

Gensets for FPSO vesselsBrazilian order | MTU do Brasil, a wholly owned Tognum Group subsidiary in South America, has been awarded a contract to sup-ply 16 generator sets for eight fl oating production storage and offl oading (FPSO) vessels.The generator sets will be pow-ered by MTU 16V 4000 P83 diesel engines. Two generator sets, both with power outputs of

1,800 kW will be used on each vessel: the fi rst as an emergency standby and the second as an auxiliary. The auxiliary genera-tor will operate in parallel with the ship’s 100 MW gasturbine generating system and provide “black start” capabilities. The emergency standby generator set will be used to back up general electrical systems on the ship in

the event that the main source of power is lost.The fi rst two sets will be deliv-ered in September 2011. Work on the fi rst vessel is expected to be completed by the beginning of 2012.The Brazilian oil and gas pro-ducer Petrobras will operate the vessels to service oil and gas rigs along the Brazilian coast.

The shipyard Engevix will build the vessels, making them the fi rst FPSOs to be manufactured in Brazil


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Two sustainable designs for future shipping operationsDNV The classifi cation society Det Norske Veritas (DNV) introduced two concept designs for sustainable shipping at this year’s Nor-Shipping trade fair in Oslo. The VLOC Ecore and Oshima ECO-Ship 2020 were designed to lower fuel costs and increase overall effi ciency.

DNV reports that both the very large ore carrier (VLOC) concept Ecore and the open hatch bulk carrier

(OHBC) Oshima ECO-Ship 2020 feature a number of innovative solutions to im-prove effi ciency of operations. Considera-tion has been given, among other things, to the shape of the hull and propulsion and power systems of the carriers.

VLOC designTogether with FKAB, TGE Marine, Cargotec and MAN Diesel & Turbo, DNV partici-pated in a joint industry project to develop Ecore, designed to lower fuel costs and im-prove loading effi ciency.

Based on existing technology, the Ecore concept represents a step change in VLOC design. Powered by two-stroke, dual-fuel ME-GI engines, Ecore features a more ballast-friendly hull shape, a large centre cargo-hold layout and introduces a highly effi cient self-loading system.According to DNV project manager Pål Wold, these elements will not only im-prove the VLOC’s performance but also help lower fuel costs and emissions. “Our goal was to combine proven systems and design concepts to demonstrate how fuel costs can be reduced and loading effi cien-cy improved”, he says.DNV notes that while Ecore may challenge existing ideas on the design of VLOCs, the concept is built on real data. The project team sent out a survey to shipowners, cargo owners and brokers to ensure that the project was consistent with market de-mands, and designed the vessel for a rec-ognised trade – iron ore between China and Australia.

Conveyor system The vessel has two re-ceiving hoppers, one on each side, and bulk material is loaded into one of these at up to 16,000tph by the shore-based loader. From the hopper, cargo is fed into the loading conveyor, which travels on rails in the upper part of the cargo hold and ensures continuous loading throughout the length of the hold. The conveyor is reversible so that it can dis-tribute material to both ends. To ensure that material is evenly distrib-uted throughout the cargo hold, a slew-able boom conveyor is fi tted at each end of the loading conveyor. Optimum cargo distribution during loading removes the need for ballasting to minimise the bending and shear forces experienced when loading conventional multi-hold vessels.The cargo centre-hold layout and mid-ship-form was developed to minimise the need for ballast, and to enable more ef-fi cient cargo handling and allow space for LNG tanks to be stored below the main deck. The self-loading system allows the shore-based loader to operate at a single

point along the vessel, which is safer and reduces the time spent in port. At the same time, the ME-GI gas engines developed by MAN Diesel & Turbo make it possible to utilise both conventional fuels and LNG, thus providing a solution that will be robust in a range of fuel-price scenarios.While Pål Wold acknowledges that LNG fuel creates challenges with regard to bun-kering and retraining onboard personnel, Ecore’s analysis of the competence issue has shown that solutions are being devel-oped. “Engine makers – including MAN Diesel & Turbo – are already developing training modules to build competence”, he says.

ECO-Ship 2020In cooperation with Oshima Shipbuilding Co, Ltd, the classifi cation society also an-nounced the completion of the fi rst mile-stone of a joint programme to develop the ECO-Ship 2020, a concept design for an open hatch bulk carrier (OHBC) de-veloped to signifi cantly lower fuel costs, meet or exceed regulatory standards and improve commercial performance. A market and logistics study performed by DNV ProNavis was used to target the expected characteristics of the ECO-Ship. The study revealed, among other things, that the backbone of the OHBC segment was the pulp trades and that a ship size of about 62,000dwt met the expectations of owners and operators. The operational profi le and time spent in different modes of operation was assessed in the design process, too.The ECO-Ship 2020 is an energy-effi cient and cost-effective concept design devel-oped to help owners and operators im-prove commercial performance while lowering fuel costs. The LNG-fuelled open hatch bulk carrier concept features a number of solutions, including a wide twin skeg hull, lean-burn, four-stroke, medium-speed gas engines and a fl exible propulsion and power generation system with shaft generator/motor (PTO/PTI).The concept also includes a waste-heat recovery system that can feed electric

The VLOC concept Ecore


SHIPBUILDING & EQUIPMENT | GREEN SHIP TECHNOLOGY

SPI_004-11_10_ _20110802144605_468484.indd 10 02.08.2011 14:46:2

power into the PTI to be used as a sup-plement to ship propulsion power, bringing about 5% fuel savings at nor-mal cruising speeds. The ECO-Ship is outfi tted with four large-capacity electric jib cranes and hatch covers made of a composite material that weighs about 50% less than traditional steel covers. According to DNV, the vessel has been specifi cally designed to be fully compli-ant with future IMO, ECA and Tier III emission requirements, emitting about 50% less CO2 than typical existing OH-BCs. A signifi cant part of the reduction is due to the propulsion system running on LNG.

LNG as fuel The ECO-Ship has a single-fuel system with all engines running on LNG. This is the most reasonable solu-tion to satisfy all current and expected future emission regulations in EU ports, ECAs as well as in open-sea trade. In total, the ECO-Ship has four cylindri-cal, vacuum-insulated C-type pressur-ised LNG tanks. Two tanks are located in the lower part of cargo hold No. 8, a cargo hold that in many OHBCs is fi tted with benches. The remaining two tanks are located above the machinery room. This arrangement is feasible since four-stroke, medium-speed engines require less height in the machinery room than two-stroke engines, allowing more space for the LNG tanks. The total LNG tank net capacity of the four tanks is approxi-mately 2,700m3, giving an operational range of about 17,000 nautical miles.

Machinery and propulsion systems The propulsion power is generated by two main engines from Rolls-Royce Marine. The engines are lean-burn, four-stroke, medium-speed, natural-gas engines, each delivering about 4,000kW. There is one auxiliary engine delivering about 1,400kW. The propulsion system also includes a new Rolls-Royce Hybrid Shaft Generator (HSG) system with a 1,500kW PTO/PTI, which allows more fl exible power use. Frequency converters provide stable electric power from variable propeller RPM and genera-tor load. The ship has two high-effi ciency controllable pitch (CP) propellers and the Promas (propulsion manoeuvring system). The system is adapted to twisted full-spade rudders with a rudder bulb smoothly con-nected to the propeller hub.The design speed of 14.5 knots is some-what lower compared with what is typical for existing OHBCs. The effect of lowering the speed is a signifi cant fuel saving, which is important in times with high fuel prices.Reduced design speed allows for a wide hull form and a twin-screw propulsion system with high propulsive effi ciency. High propulsive effi ciency along with low hull resistance and fuel consumption are main features of the design, with some of the improvements being:

Air-lubrication system: Supplies air to �the wide, fl at bottom, thus reducing the hull’s frictional resistance.

Oshima’s Seaworthy bow for less resist- �ance (speed loss) in waves.

Flipper fi ns improve the hydrodynamic �fl ow to the propeller.

The Oshima Eco-Ship is a concept design for an open hatch bulk carrier, developed to signifi cantly reduce fuel consumption on board the vessel

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Liquids to Value

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Next-generation Azipod® propulsion systemABB MARINE Azipod®, the azimuth thruster propulsion system developed by ABB Marine, has so far been installed on more than 100 vessels of different types. By launching the next-genera-tion Azipod XO pod design, the company aims to further improve operational performance, reliability, maintainability and environmental protection.

Jukka Varis

The propulsion effi ciency of the Azi-pod propulsion, originally installed on the Carnival Cruise Lines Fantasy

class cruise ships Elation and Paradise in the mid-1990s, improved by around 9% when compared through full scale meas-urements with earlier identical sister ships with traditional diesel-electric shaft line driven propellers. By changing the shape of the Azipod and hydrodynamically optimising the posi-tioning and angular placement of the pods when integrated with the hull, ABB Marine has since improved the system by another 9%, representing a total optimisation of some 18% in propulsion effi ciency over that of shaft lines in the mid-1990s. ABB compared shaft lines with Azipod pro-pulsion in model tests last year at MARIN (Maritime Research Institute Netherlands)and found that Azipod propulsion com-pared to latest fi xed shaft line propulsion designs still had a 6% - 8% lead in propul-sion effi ciency.Factory workshop tests at the VTT Techni-cal Research Centre of Finland, which were also conducted in 2010, focused on dif-ferent types of thrust bearings, the sliding bearing intended primarily for the new XO pod and a roller bearing version of current type for comparison and retrofi t purposes. The two bearings were rigged against each other with a rotating shaft line in between and tested for full load, 1.6 times full load and almost 2.5 times the load expected in real operation. Rapid load changes were also applied to simulate changing oper-ating conditions. Using hydraulics, both axial and radial forces were induced. The roller bearing typically has a mini-mum oil fi lm between the surfaces of some 2 μ to 4μ, or 0.002mm to 0.004mm, respectively. With the sliding bearings tested, the minimum thickness was some 40μ even with higher loads. ABB Marine did continuous measurements of this fi lm thickness, which proved suffi cient even during the toughest impact tests, simulating extremely heavy ice loads.

The tests proved that the sliding bearing design has a very good safety margin for normal static and dynamic loads in the unacceptable event of metal beginning to slide against metal. The new seal design developed for the new Azipod drive can be changed from inside the pod by using a temporary in-fl atable seal placed around the pod.This method is for an emergency, however, as the seal would normally be changed dur-ing a dry-docking.

Current ordersCelebrity Cruises’ fi fth generation vessel Celebrity Refl ection, which is under con-struction at Meyer Werft in Germany and due for delivery in 2012, will be the fi rst of the operator’s fi ve sister ships to be fi tted with the new XO pods. In addition, Norwe-gian Cruise Line has agreed a USD 50 mil-lion deal for Azipod XO drives for its two newbuildings ordered from Meyer Werft. The vessels, each weighing 143,500 tonnes gross and capable of carrying 4,000 pas-

sengers, will be the largest cruise ships ever built in Germany. A key element in Celebrity’s decision was the requirement to reduce fuel consump-tion and equipment costs. The propulsion power was reduced to 2x17.5 MW from ap-proximately 2x20 MW, and the maximum speed of the vessel is some two knots less than the speed of the earlier vessels. The speed was also affected by the vessel’s larg-er main dimensions. However, the small-er Azipod units performed as well as the previous larger pods and the difference in power input was gained through the higher effi ciency of the new XO pod in spite of the smaller torque of the motor and the small-er propeller diameter. “ABB’s comprehensive solutions for our shipbuilding customers ensure reliable power supplies on board, as well as tech-nologically advanced propulsion systems that help big ships navigate quickly and safely, using less fuel,” said Veli-Matti Rein-ikkala, head of ABB’s Process Automation division. �

The new Azipod® XO comes with many innovative features, improved fuel effi ciency and reduced maintenance costs


SHIPBUILDING & EQUIPMENT | PROPULSION & MANOEUVRING TECHNOLOGY

SPI_004-11_10_ _20110802144605_468484.indd 12 02.08.2011 14:46: 0

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Arctic operationThe concept of azimuthing pro-pulsion using a variable-speed electric motor placed inside the propeller pod, which is control-led by frequency converters on-board the diesel-electric vessel, was developed for an ice-going vessel in Finland. The turning pods make the vessels particular-ly manoeuvrable and by going astern, with the Azipod propul-sion units “ahead”, less energy is needed for the vessel to proceed through ice, thanks to the pods that suck and blow the ice away from the vessel hull. Azipod propulsion has re-cently been fi tted on fi ve Arctic 70,000dwt shuttle tankers, built in South Korea and in Russia, and is used on a series of Arctic container ships built in Finland and Germany, all operating in Arctic Russia. In all, some 30 dedicated ice-breaking vessels use Azipod propulsion today. “If we can dimension the Azipod to reliably operate in conditions

where its pod and propeller hit several-metre-thick ice blocks, it makes the task of dimensioning pods for open water operation much easier.”

Recent developmentsLast year ABB Marine introduced the concept of long-term service agreements. “It should be pos-sible to serve, and even replace, the most critical components without dry-docking the vessel,” said Antti Ruohonen, director of Propulsion Products Services. “We developed a new type of shaft sealing that can be replaced from inside the pod, without the need for dry docking. We devel-oped the sliding thrust bearing in a way that allows the wear-ing parts, the thrust pads, to be replaced from inside the pod. It takes one day to replace the seal, and the thrust bearing compo-nents can be replaced in about eight hours, meaning critical parts can be replaced during a normal port call. Also the turn-

ing shaft seal, placed between the ship’s hull and the vertical pod structure, can now be changed from below and even without dry-docking, provided the vessel can be trimmed in such a way that the upper part of the pod can be raised suffi ciently above the water surface.” Furthermore, ABB recently es-tablished a dedicated US-based Azipod service organisation and a range of Azipod service prod-ucts. Service operations are over-seen from ABB Marine’s service centre in Miami. ABB also has a network of dedicated centres in Houston, Murmansk and Shang-hai, where operations started in February and the group now em-ploys 15,000 people.Last autumn ABB and Eniram Oy announced a research and development study to optimise the energy effi ciency of Azi-pod installations on board ves-sels. The joint project is based on the fi nding that further fuel consumption savings can be

reached by optimising the toe (steering) angle of the installed Azipod units, in addition to the angle optimisation already done at the design stage of the vessels. It is estimated that the fuel con-sumption of the vessel can be reduced by up to 2% by optimis-ing Azipod toe angles. The sav-ings reached have been evaluated and verifi ed by the partners, who are to develop and manufacture intelligent systems providing Azipod toe angle optimisation in real-time operation based on the Eniram’s VMS (Vessel Man-agement System), currently de-veloped for optimisation of the vessel’s trim. The system is to be used on both newbuildings fi t-ted with Azipod propulsion and on existing vessels.

The author:Jukka Varis, Vice President, Product Management Propulsion Products, ABB Oy Marine,Helsinki, Finland

Each of the the two cruise ships, Allure of the Seas and Oasis of the Seas is fi tted with three 20MW Azipod® propulsion units

Interspace shaft seal arrangement makes it possible to main-tain seals inside the Azipod® XO

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SPI_004-11_10_33_20110802144605_468484.indd 14 02.08.2011 14:46:31

Rudder force detectionDYNAMIC POSITIONING | Af-ter an 18-month joint devel-opment project, Kongsberg Maritime and Becker Marine Systems have launched KBIMS (Kongsberg Becker Intelligent Monitoring System), a tool de-signed to make more effi cient use of propellers and rudders during dynamic positioning (DP) operations, at this year’s Nor-Shipping. A fi rst pilot installation for KBIMS has al-ready been agreed: on a new Volstad offshore construction vessel currently being built by Norway’s Bergen Group Fosen.

According to Kongsberg Mari-time, a Norwegian marine technology company, using the main propeller and rud-der instead of azimuth thrust-ers offers several advantages during DP operations. For in-stance, there is no limitation of installed power and response times may be improved, there-by improving overall station-keeping performance.These advantages, including potentially lower vessel emis-sions, are not always available with conventional rudder-pro-peller arrangements, how-ever, so Kongsberg Maritime

and Becker Marine Systems, a Hamburg-based manoeuvring and power-savings specialist, set about developing KBIMS to improve performance for DP operations.The challenge, Kongsberg Mar-itime said, was to fi nd a more direct indicator of manoeu-vring performance than the vessel’s motion reaction detect-ed by GPS or gyros. It turned out that the closest value to describe performance was the rudder force itself, so this is what KBIMS measures.Once KBIMS is integrated with a Kongsberg Maritime K-Pos

DP system, it can learn the characteristics of the rudder so that the correct combination of rudder angle and propeller pitch/rpm is used. Exact meas-urements of the actual rudder force improve station-keeping performance, and more pre-cise rudder control reduces wear and tear on steering gear, rudder stock and bearings. As a result, less downtime and lower maintenance costs are possible. Using KBIMS also fulfi ls regulatory requirements on DP and propulsion sys-tems for long-haul offshore operations.

Exact measurements of the actual rudder force are said to improve station-keeping performance

Driveline and Chassis Technology

Ease of maintenance, low through-life cost and enduring performance is what ZF Marine equipment stands for.

ZF Marine provides complete propulsion systems, both traditional shaft line systems and a large variety of azimuth thrusters, meeting all Classifi cation Society standards. With a worldwide sales and service network in place, ZF Marine helps you run a smooth and successful business.

ZF Technology –the intelligent choice. Proven thruster solutions for demanding applications.

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SPI_004-11_10_33_20110802144605_468484.indd 15 02.08.2011 14:46:34

Heavy-duty marine diesel engine and genset launchedVOLVO PENTA | Sweden’s Volvo Penta recently launched the D13 MH, a 13-litre diesel engine designed for medi-um- and heavy-duty marine commercial applications. In addition, the engine maker offers a genset version, the D13 MG.

D13 MH diesel engineDescribing the D13 MH as powerful, fuel-effi cient and meeting Tier III standards, the manufacturer said the engine combined the exceptional durability, low fuel consump-tion and minimal emissions that came from its automo-tive background and the high torque and power from its thorough marinisation. The D13 MH is available in fi ve models with outputs from 400 to 600hp. The focus when developing the D13 MH was to offer a Tier III-compliant marine die-sel engine that also had lower fuel consumption, more pow-er-to-volume and even higher durability than the current D12, Volvo Penta said. Maxi-mum torque is reached at about 800-900rpm, which fa-cilitates manoeuvring and is also important when towing at low speed, using the power take-off, performing a crash stop, etc. According to Volvo Penta, the D13 MH has very low levels of NOx emissions and no visible smoke, regardless of load. All D13 MH models comply with IMO Tier III emission regula-tions. The low emissions are combined with high power and low fuel consumption, largely owing to the advanced and effi cient charge air sys-tem, the company said. The D13 MH has a mid-position, twin-entry turbo with waste gate. This turbo offers pulse charging with high charge air pressure directly from low rpm. To fully utilise this ef-

fi cient turbo, it is combined with Miller inlet valve timing. Here, the inlet valve closes earlier, reducing engine tem-perature and mechanical stress, which allows for high-er boost pressure. Equally im-portant for durability is the cooling system. D13 MH fea-tures a plate heat exchanger – a proven and reliable tech-nology, Volvo Penta said.

EMS 2, the engine control system developed by Volvo, regulates fuel injection and monitors engine conditions. The system controls the unit injectors, one per cylinder, which operate at a pressure of as much as 2000 bar and atomise the fuel for optimum combustion. The result is maximum power fuel con-sumption for the D13 MH some 4% lower than for the previous model. Noise levels are also low, to the benefi t of crew and passengers. At oper-ational speed, the reduction is signifi cant compared with the existing model. The D13 MH has the same robust basic architecture as

the engine platform for Volvo D9, D11, and D16 in-line 6 diesel, Volvo Penta said. The platform features a rigid block design, wet liners, rear-end transmission, ladder frame and a single cylinder head with overhead camshaft oper-ating four valves per cylinder and the injectors. This con-tributes to smooth running, high reliability and long-term

durability, according to the manufacturer. The engine is available with two type-approved onboard electronic control alterna-tives: EVC or MCC. EVC is Volvo Penta’s own electronic platform with integrated controls and features such as low speed and cruise control. MCC is the option for the operator who needs a system fully classifi ed for all SOLAS and society demands, includ-ing oceangoing. The D13 MH features a self-diagnostic function, which indicates at the helm if a fail-ure occurs. Volvo Penta said the engine had a compact and clean design, with all fl uid fi l-

ters plus seawater pump po-sitioned at the port rear end, making it easy to service and maintain. The 500-hour serv-ice interval makes for good uptime, the company noted.The engine is fully classifi -able to meet the demands of all major classifi cation socie-ties and meets the latest EU IWW, CCNR, IMO and EPA emission legislation require-ments.The engines and the control system are type-approved by LR, DNV, GL, IRS, RS and CCS.

D13 MG marine gensetAs for the new D13 MG ma-rine genset, Volvo Penta said it offered more power and high load acceptance. Power outputs range from 310kVA at 1,500rpm, 50Hz to 475kVA at 1,800rpm, 60Hz. Like all of the company’s marine gensets, the D13 MG is de-livered complete with electric generator and onboard elec-tronics, tested and classifi ed. The engine is made by the Volvo Group, the generator by Britain’s Newage Stamford, and the complete gensets are assembled and tested at Volvo Penta. Available with keel cooling, heat exchanger or radiator cooling, the D13 MG is suit-able for auxiliary and emer-gency applications, harbour operations and diesel electric propulsion. Its noise level has been further reduced thanks to variable injector pressure and a new, effi cient cool-ing system. The harbour and emergency gensets with ra-diator cooling system can of-fer even lower sound pressure with an optional visco fan.The D13 MG genset comes with the MCC control system, which Volvo Penta said was expandable and is easy to in-terface with leading suppliers of ship control systems.

The new Volvo Penta D13 MH engine



SPI_004-11_10_33_20110802144605_468484.indd 16 02.08.2011 14:46:34

Two engines added to portfolioWÄRTSILÄ | Ship power sys-tem integrator Wärtsilä has bolstered its offering in the mid-size, low-speed engine sector by adding 62- and 72-bore low-speed engines to its portfolio. The Helsinki-based company said the standardised engines provided high propul-sion effi ciency, reliability, and optimised total cost of owner-ship for customers in the bulk-er, tanker, and feeder container markets.Both engines employ Wärtsilä low-speed technology and in-corporate electronically con-trolled fuel supply and con-trol. The 62-bore engine (with a bore of 620mm) has four to eight cylinders, each with an output of 2660kW at a speed of 97-103 rpm. The 72-bore en-gine (with a bore of 720 mm) has four to eight cylinders, each with an output of 3610kW at a speed of 84-89 rpm.Development work on the new engines is carried out at Wärt-silä’s Low-Speed Competence Centre in Winterthur, Switzer-land, following a feasibility study in 2010. Wärtsilä’s licen-see partners in Asia are closely involved in the manufacturing process. The fi rst 62-bore en-gine will be available for deliv-

ery in September 2013, and the fi rst 72-bore engine approxi-mately one year later. The new engines are designed to serve the merchant fl eet in vessels that use smaller engines. The primary targets for the 62-bore engine are smaller Cape-size bulk carriers, Panamax bulk carriers, Aframax tankers, and handysize container ves-sels, while Capesize bulk carri-ers, Suezmax tankers, and Sub-Panamax to Panamax container vessels are ideal applications for the 72-bore engines.According to Wärtsilä, the new engines are IMO Tier II com-patible at launch and available with “IMO Tier III solutions”. The design philosophy and main engine parameters have been selected to give high levels of reliability as the fi rst priority, the company said, adding that the design enabled the lowest possible manufacturing costs.Since the engine design param-eters also allow for a compact engine room, shipyards can now use the same engine room module for various vessel types, from bulk carriers and tankers to container vessels. Further-more, owners can rationalise their crew training and spares for the entire fl eet.

Benefits for shipowners, operators and shipyardsThe new engines offer signifi -cant benefi ts to both shipown-ers and operators, Wärtsilä said. The stroke/bore ratio has good internal effi ciency with a gain of 1-2% compared with current engines, and depend-ing on the vessel type, the low-er engine speeds make it pos-sible to improve propulsion effi ciency by 2-6%.The layout fi elds of both en-gines are extended to main-tain output, while allowing an increased shaft speed. The extended fi elds offer added fl exibility to select the most effi cient propeller speed for the lowest daily fuel consump-tion, and the most economic propulsion equipment, for a wide variety of vessel types. This concept was fi rst applied successfully with the Wärtsilä RTA/RT-fl ex 82-bore engines.The new engine designs also offer de-rating possibilities, which can further improve either the engine’s internal effi ciency or its propulsion effi ciency, or both. Overall ef-fi ciency gains of 5-8% at ves-sel level can therefore be ex-pected. As this directly reduces the emission levels of carbon

dioxide (CO2), sulphur oxides (SOx), and nitrogen oxides (NOx), it will be easier for shipyards to satisfy EEDI (En-ergy Effi ciency Design Index) requirements.

Common-rail technologyThe new engines incorporate the latest electronically con-trolled common-rail technol-ogy for fuel injection, valve actuation, engine starting, and cylinder lubrication with direct benefi ts to shipowners, the company said.Wärtsilä said its common-rail technology provided a high degree of fl exibility in engine settings to give lower fuel consumption, very low mini-mum running speeds, smoke-less operation at all running speeds and outstanding con-trol of exhaust emissions. The integrated redundancy of the engines ensures high reliabil-ity, it noted. Furthermore, the excellent regulation of engine operation provided by the Wärtsilä electronically con-trolled engine system allows for good manoeuvring capa-bilities and the lowest possi-ble operating speed, for exam-ple during canal passages and port entrance.


SPI_004-11_10_33_20110802144605_468484.indd 17 02.08.2011 14:46:35

Marine gear oil formulated for extreme conditionsLUBRICANTS | ExxonMobil Marine Lubricants has introduced Mobilgear SHC MT 68, a fully synthetic extreme pressure (EP) marine gear oil formu-lated to optimise the performance of equipment operating under extreme conditions. The new product resists micropitting while protecting marine thruster gear drives against conventional forms of wear and corrosion, Exxon Mo-bil said.Mobilgear SHC MT 68 was developed to meet global marketplace demand for a synthetic EP gear oil with excellent wear and corrosion protection, operabil-ity at both high and low temperatures and compatibility with industry-stand-ard gearbox seal materials. The oil is approved by Brunvoll AS, one of the world’s leading manufacturers of thrust-er systems.All gear oils are made from base oils and various additives to enhance perform-ance. Exxon Mobil said that Mobilgear SHC MT 68’s synthetic base oils and pro-prietary combination of additives were balanced to minimise wear and enhance the performance of all critical gearbox components—including gears, bearings and seals.Noting that today’s marine thrusters operate under higher temperatures and under more stress, a spokesperson for the American multinational said that Mobilgear SHC MT 68 was specially for-mulated to meet these challenges, help-

ing its customers optimise equipment performance, reduce oil consumption, extend oil drain intervals and reduce maintenance costs.Mobilgear SHC MT 68 is recommended for enclosed marine gear drives includ-ing steel-on-steel spur, helical and bevel gears operating at bulk oil temperatures up to 100°C (212°F). It is particularly suitable for gear sets working under heavy or shock loads. The product meets or exceeds AGMA 9005-E02-EP, DIN 51517 CLP (Part 3) and ISO 12925-1 Type CKD.

Mobilgear SHC MT 68 is said to resist micropitting while protecting marine thruster gear drives against conventional forms of wear and corrosion

Electric propulsionSTADT AS | With the launch of the elec-tric drive system Stadt Stacho, Norway-based Stadt AS has enhanced its port-folio of electric propulsion. The system has specifi cally been developed for ma-rine propulsion systems, where it is used together with controllable pitch propel-lers. The technology used in Stadt Stascho is based on IGBT transistors, thyristors and bypass switching. The system also works as an integrated part of the CP propul-sion system, where speed and pitch is controlled optimally. The Stadt system is totally integrated with the ship’s propul-sion plant as well as the power genera-tion system and its PMS. It has its own confi gurable power controller, touch screen and interface to other systems on the ship. The system is normally air-cooled due to its very low losses, making it easy to install the drives in the control room of the ship. As the company reported, the most in-teresting features of the new patented drives are:

Extremely low electric losses at full �loadSinusoidal technology �Fuel and emission reduction �Extremely low harmonic distortion �(THD)Reliability and long lifetime �Space and weight savings of up to �80% compared with AFE drive solu-tions.



SPI_004-11_10_33_20110802144605_468484.indd 18 02.08.2011 14:46:35

Integrated Shaft Coupling design

VULKAN COUPLINGS | German trans-mission technology specialist Vulkan Couplings has introduced a version of its RATO DS coupling connected di-rectly to a composite shaft. The high ra-dial stiffness and comparably low axial and bending stiffness make the RATO DS suitable not only as a torsional cou-pling, the company said, but also as an integrated misalignment coupling when rigidly connected to an intermediate shaft. A torsionally stiff misalignment coupling at the rear end of the interme-diate shaft – either a steel membrane or Metafl ex coupling – creates the second bending fl exible pivot, providing a dou-ble cardanic design. The new combina-tion of RATO DS and intermediate shaft is called the Vulkan Integrated Shaft Coupling (ISC).Vulkan said the angular defl ection of the RATO DS caused – even at high misalign-ment levels – a rather low strain level compared with the torque load and thus a low power loss. So no misalignment coupling is required between RATO DS and shaft. The intermediate shaft can be directly connected to the inner ring of the coupling, while the RATO DS is not supported radially. The mass of the in-termediate shaft is limited by the radial natural frequency of half the shaft and the inner part of the RATO DS. The radi-al natural frequency is designed to be no less than 120% of rpm. In most cases a lightweight Vulkan composite shaft will be the preferred solution for the inter-mediate shaft, the company said.The advantages of the new ISC design, according to Vulkan, are a signifi cant re-duction of parts, no bearings and lighter weight. This means lower installation and alignment costs. Furthermore, there is no noise transmission path over me-tallic or bearing parts between engine

and gearbox. The ISC provides excellent sound isolation against structure-borne noise thanks to the RATO DS rubber ele-ment.The combination of torsional compli-ance of the RATO DS and torsional com-pliance of the composite shaft, Vulkan said, results in a reduction of vibratory torque in all parts of the drive train. Depending on the shaft speed, the ISC design can be combined with composite shafts up to 7m in length. All RATO DS coupling elements can be used, whether single row or dual.

The new ISC design by Vulkan Couplings

environ

mentally friendly

be

cker productsreliable


SPI_004-11_10_33_20110802144605_468484.indd 19 02.08.2011 14:46:37

DC power for vesselsENERGY EFFICIENCY | ABB has introduced a DC (direct cur-rent) electrical system for marine applications that the Zurich-based power and automation technology group said would provide highly effi cient power distribution and electric propul-sion for a wide range of vessels. Part of a revival of DC power solutions, it is designed for ships with low-voltage onboard elec-trical systems, such as offshore support vessels, tugboats, ferries and yachts. According to ABB, it can reduce fuel consumption and emissions by as much as 20%.In traditional electrical propul-sion vessels, multiple DC con-nections are made from the AC circuit to thrusters and propul-sion drives, which account for more than 80% of electrical power consumption. ABB’s on-board DC system connects all DC links and distributes the power through one main DC circuit. It

incorporates proven products al-ready operating on today’s ships, such as AC generators, inverter modules, AC motors, etc., but eliminates the main AC switch-gear and transformers.The advantage of a DC power sys-tem, ABB said, is that the ship’s engines no longer have to run at a fi xed speed. Consequently, the engine’s speed can be adjusted to optimise fuel consumption. It also cuts as much as 30% from the electrical equipment’s foot-print by eliminating the need for bulky transformers and main switchboards. This leaves more space for passengers or cargo, and also provides greater fl ex-ibility in the positioning of sys-tem components in the vessel.In addition, ABB’s onboard DC system allows supplementary DC energy sources such as so-lar panels, fuel cells, or batteries to be plugged directly into the ship’s DC electrical system, for further fuel savings.

Expansion of G-type portfolio

MAN | Following the introduc-tion of its G80ME-C9 engine in October 2010, MAN Diesel & Turbo has announced the addition of further bore sizes to its ultra-long-stroke engine programme. The updated programme supplements the original G-type engine with G70ME-C9, G60 MEC9 and G50ME-B9 engines.The G-type designs follow the principles of the large-bore Mk-9 engine series, which was launched in 2006. According to Ole Grøne, sen-ior vice president of Low-Speed Sales and Promotions, MAN Diesel & Turbo, the company has experienced great interest in the G-type engine during extensive con-sultation with industry part-ners and is currently working on a variety of projects with shipyards and major ship-ping lines.

Solution for low-sulphur fuelACS | Danish companies Novenco and Alfa Laval have joined forces to provide a com-plete cooling solution: the Alfa Laval advanced cooling system (ACS). The system will allow

ships to operate safely with any quality of low-sulphur fuel oil (LSFO). ACS is specifi cally designed to simplify installations in restrict-ed space areas. Novenco’s QCM

chiller unit delivers chilled wa-ter to the Alfa Laval fuel condi-tioning module (FCM) at a very stable temperature, enabling accurate control of fuel oil vis-cosity in all conditions. The viscosity of LSFO can be accurately controlled regard-less of sea water temperature, which gives the crew the confi -dence to operate the ship safely anywhere in the world. This capability is increasingly im-portant due to tightening SECA restrictions. Alfa Laval and Novenco have seen a steady increase in the demand for ACS. Their close cooperation, which has started in March 2010, ensures the best possible support and service for customers, according to the companies.

The Alfa Laval fuel conditioning module

SECA operationVISCOSITY | Denmark-based Grundfos AS is offering a centrifugal pump for vessels operating in SECAs (Sulphur Emission Control Areas), thus having to switch to low-sulphur fuels. The centrifugal pumps are said to maintain high per-formance even if the de-creased viscosity of the low-sulphur fuel oils approaches that of water. Reduced viscosity will not lead to increased wear or maintenance costs for the cen-trifugal pump because it does not need the lubrication from the pumped liquid, according to the company. Furthermore, the centrifugal pump is not affected by debris in diesel fuels because its moving parts do not come into contact with each other as do those in screw- or gear pumps.The pump is hermetically sealed against leaks, with no physical connection between the pump and engine. Mag-nets drive the shaft and impel-lers in the CRN MAGdrive. Furthermore, the drive on the CRN MAGdrive as much as 50% more effi cient than that on similar-sized gear- or screw pumps with magnetic couplings for low-sulphur fuel, says Grundfos portfolio manager Peter Ørsted.

The Grundfos CRN MAGdrive is available with a rated power up of to 22 kW and a fl ow range of 120 m3/hour



SPI_004-11_10_33_20110802144605_468484.indd 20 02.08.2011 14:46:38

SHIPBUILDING, MARINE, PLANT, OFFSHORE해양 종합 산업 전시회 “KORMARINE”

October, 26(Wed)~29(Sat), 2011BEXCO, BUSAN, KOREA

국제 조선 및 해양 산업전


SPI_004-11_10_33_20110802144605_468484.indd 21 02.08.2011 14:46:44

Air conditioning for cruise shipsNOSKE-KAESER | Air condi-tioning and ventilation spe-cialist Noske-Kaeser has devel-oped a new series of fan coil units (FCUs), the smallest of which, called CabinCon, is designed especially for cruise vessels. Considerably lighter than comparable units at just 22kg, CabinCon is easy to install, durable, extremely quiet and low maintenance, the Hamburg-based company said. It is delivered ready for

operation and air fl ow can be regulated in three steps. Cabin climate can be controlled in-dividually by cruise passen-gers or via a central control station.CabinCon can be replaced in 15 to 20 minutes with plug connections, according to the company, which added that the units were designed to meet strict environmental regulations and almost com-pletely recyclable.Noske-Kaeser said it was also expanding its range of stand-ard components, including cooling components for all ship types as well as air con-

ditioning units (ACUs) for cruise vessels, with a focus on reducing energy consumption and maintenance require-ments. The units are suitable for different ship sizes due to the wide range of available air fl ow volumes and cooling ca-pacities. The ACUs provide an air fl ow of 1,500 to 10,000m³ and cooling capacity of 30 to 100kW. The FCUs have an air fl ow of 750 to 3,000m³ and cooling capacity of 3 to 21kW. Noske-Kaeser said the units had com-plete stainless steel coatings and met all hygienic and other cruise requirements.

The CabinCon units were designed to meet strict environmental regulations

Wind power on board a ferrySTENA LINE | As part of Stena Line’s environmental efforts, an innovative pilot project is now getting under way. The Stena Jutlandica, de-ployed on the Gothenburg-Fredrikshaven route, will be equipped with two wind tur-bines at the prow – the fi rst such passenger ferry in the world. This will contribute to the vessel’s effi ciency both by supplying energy and by re-ducing fuel consumption.

The solution is based on two turbines that will be mount-ed on 4m-high masts on the prow of the ship. The tur-bines will produce current for the ship’s electricity grid. Since they are to be placed on the prow, they will also con-tribute to a reduction in air resistance.“The two turbines will gen-erate about 23,000 kWh per year, equivalent to the do-mestic electricity consump-

tion of four normal homes during one year. Among oth-er things, the electricity will be used to power the light-ing on Jutlandica’s car deck,” says Robert Åkerlund, Direc-tor Technical and HR at Stena Line. The reduced air resistance at sea will cut fuel consumption by approximately 80 to 90 tonnes per year, comparable to a year’s consumption of heating oil for 28 homes, notes Åkerlund.

Stena Line’s operations in Scandinavia are already envi-ronmentally certifi ed accord-ing to ISO 14001. There are electricity con-nections for all ships in Gothenburg, and a number of environmental improve-ment measures have been implemented in recent years that have resulted in either reduced energy consumption or lower fuel consumption, according to Stena Line.

The generator capacity of the vertical wind turbines on board the Stena ferry will be 4 kW each Photos: Stena Line


SHIPBUILDING & EQUIPMENT | CRUISE & FERRIES

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Lifts for new cruise ferryKONE | Finland’s Kone Cor-poration has announced it will provide marine lifts for a new cruise ferry to be built at the STX shipyard in Turku, Finland. The eco-effi cient, new-generation vessel will be built for Viking Line ABP, with delivery scheduled for Janu-ary 2013. Kone said that its contract included an option to supply the same kind of lifts to a sister ship, whose construc-tion will be decided later in 2011.To provide optimal People Flow™ on board the vessel, Kone assessed passenger traf-fi c. It will deliver a total of 14 Kone MonoSpace® machine room-less lifts and Kone MiniSpace® lifts with com-pact machine room, all pow-ered by the Kone EcoDisc® hoisting machine. These eco-

effi cient lifts, the company said, are equipped with re-generative drives that utilise the braking energy of the lifts to generate electric power.Furthermore, the KONE Eco-Disc® technologies are said to ensure that passengers are transported safely and reliably, with ease and comfort.The 214m-long Viking Line cruise ferry will accommo-date 2,800 passengers and have a 200-member crew. According to Kone, the ship will be the most environmen-tally friendly passenger vessel to date and has been specially designed for the shallow waters of the Swedish and Finnish ar-chipelago. Besides minimised wave forming and noise gen-eration, the ship will have no marine emissions and very low aerial emissions, Kone said.

Celebrity Silhouette deliveredMEYER WERFT | The Ger-man shipyard Meyer Werft re-cently delivered the 122,000gt Celebrity Silhouette to Celebrity Cruises (Miami, USA) in the Dutch port of Eemshaven. Ce-lebrity Silhouette is the fourth ship out of a series of fi ve cruise ships the shipyard is building for Celebrity Cruises.The 319m-long and 36.8m-wide cruise vessel Celebrity

Silhouette can accommodate 2,886 passengers, and a crew of 1,271. In total, the ship has 17 decks. Highly energy-effi cient systems, a solar power system, optimised hydrodynamics, a very effi cient underwater hull coating and an energy-saving lighting system us-ing LEDs will cut back the ship’s energy demands considerably, according to Meyer Werft.

The maiden voyage brought Celebrity Silhouette to Barcelona

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INTEGRATED SHIP-BUILDING A wide range of shipyard disciplines are addressed by Integrated Shipyard solutions under one collaborative informa-tion management frame-work. The timely measure-ment and availability of accurate project, material and production informa-tion signifi cantly improves productivity and profi tabil-ity, reducing overall pro-duction cost and time.

Stephane Neuveglise

In mid-2010, AVEVA completed the acquisition of Logimatic’s Mars business, which intro-

duces advanced marine materials

and resource planning software to the company.To enable shipyards to complete-ly synchronise all aspects of their

design, production and informa-tion management processes, an “Integrated Shipbuilding” strat-egy was subsequently developed. This strategy involves the use of a collaborative infrastructure (the AVEVA digital information hub) to combine a comprehen-sive set of planning, engineer-ing, design and information management solutions, includ-ing AVEVA Marine, AVEVA Mars, AVEVA Net and AVEVA Global This interrelationship among so-lutions is delivered without the traditional close-coupling that has limited design and engineer-ing interoperability. It enables the management of virtually all activities within the shipyard processes, but without limiting the user in his choice of solu-tions.

Diverse business operationsTo capture the varying needs and interests of different groups within the shipyard, the ship construction process has been divided into nine key business operations:

Executive management in- �formationBusiness capture and sales �Planning and control �Engineering and design �Procurement and supply �chainStock and logistics �

Production �Commission and delivery �Extended shipyard �

Shipyard business intelligenceThe AVEVA Mars BI-(business intelligence) module is a key component of the comprehen-sive Integrated Shipbuilding strategy, which was designed in consultation with ship-yards. Developed for rapid implementations and simple applications, the module also reduces deployment costs, and forms a naturally close fi t with shipbuilding-specifi c business processes. The BI-module is based on the following three principles:

Tight data integrationThe AVEVA Mars BI-solution delivers a fl exible and dynamic report generation. This enables an easy setup modifi cation of both regular and on/off report templates. By defi nition, this can only work effectively if the reporting module is tightly in-tegrated with data that are al-ready encapsulated within the wider planning and materials management system. Conven-tionally, this has been achieved by the use of a separate (dedi-cated) database containing replicated production data that

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SHIPBUILDING & EQUIPMENT | SHIP DESIGN & CONSTRUCTION

SPI_004-11_10_33_20110802144605_468484.indd 24 02.08.2011 14:47:10

need to be indexed to ensure an acceptable performance. To improve effi ciency, the BI-module is applied directly on top of the main Oracle database, using standard Microsoft devel-opment and integration tools. It presents the information kept in the database tables in a recognis-able format (e.g. “Purchase or-der number”, “Supplier name”, “Production Group”, “Depart-ment”, “Order number” etc.). All data – whether production-specifi c (like materials, parts lists, stock picks, activities, jobs) or enterprise-related (like pur-chase costs or clocking-in times) – map straight from the data-base into the same fi elds in the BI-module.

Reporting fl exibilityReporting is the key to any effec-tive overview and measurement of business processes; however, the reporting format process must be able to accommodate diverse users and information priorities. The Microsoft appli-cation on top of the database in the BI-module translates the power of the Oracle relational database structure into an ac-cessible and meaningful tool for the user, and ensures that the data can be managed using sim-ple and familiar offi ce applica-tions like Excel. Thus, it becomes easier to generate fl exible reports and to defi ne and create report-ing templates. Shipyard reporting is based around some broadly standard-ised categories that, individually, may nonetheless require signifi -cant customisation to meet the specifi c needs of the yard. In the BI-module, these categories, which are called Views, represent the various areas of the business. There are about 100 Views, cov-ering areas such as procurement, warehouse management, budg-eting and cost follow-up, pro-duction performance etc. The customisation is provided by the user’s ability to specify the fi elds and the information to be output from the database for each of these Views. The user can also defi ne what further op-erations should be performed on the data and who should re-ceive the report and with what frequency.

Customising can also provide a variable level of information de-tail, as well as differing degrees of information access, to suit dif-ferent types of user.

Information delivery Furthermore, the BI-module gives attention to the dissemi-nation of reports to the various users at the shipyard. Certain users may proactively log into the BI-module and retrieve the intelligence themselves, but this is not suitable for everyone. The BI-module addresses this by “pushing” reports through standard e-mail clients like Microsoft Outlook, so that the information can reach all ship-yard disciplines at all levels of authority and engagement.However, the ability to generate and disseminate reports is only as useful as the accuracy of the information contained. The da-tabase regularly changes as us-ers across different departments update and add information, so it is essential that those changes are automatically refl ected in the templates.As soon as a report template has been defi ned, the module is au-tomatically enabled to extract updated database information whenever the report is executed, and present the results in the predefi ned template format. The templates in the BI-module can be defi ned very easily; the stand-ard pivot table and pivot diagram functionalities available in Excel can be used to set up the custom-ised format that is of specifi c in-terest to that particular user.

ConclusionThe BI-module helps to pro-vide lucidity and measurement, which are critical components of every shipyard’s aim to minimise waste and optimise resources. Yet, the main prerequisite for an economically and operationally successful shipyard is to unite every stage of the design and construction process, through technology, data, and informa-tion.

The author:Stephane Neuveglise, Product Strategy Manager,AVEVA Marine, AVEVA Solutions Ltd

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SPI_004-11_10_33_20110802144605_468484.indd 25 02.08.2011 14:47:12

Effective assessment of hull conditionFLAGSHIP The ability to accurately predict the deterioration of a ship’s hull, its structure, coating and components at a given point in time is a sophisticated challenge. In its Hull Condi-tion Assessment (HCA) project, the partly EU-funded Flagship consortium has developed a system aimed at extending the life of the existing fl eet of tankers and bulk carriers by up to fi ve years, with a 10% to 20% reduction in service repair costs throughout their life cycle.

Ben Hodgson

Traditionally, the process of inspect-ing and surveying ships has been based on the class rules, which defi ne

what must be inspected, combined with the knowledge and experience of the in-dividual surveyor. However, information obtained from each inspection is usually not used for anything more than assessing a ship’s current condition, its compliance with class rules and suitability to put to sea at the time of the inspection. In essence, each inspection is a snapshot of a vessel’s condition, which provides little feedback as to possible issues in the future.

Objectives of HCAFlagship’s Hull Condition Assessment (HCA) sub-project has developed a frame-work and methodology designed to en-courage the recording of survey data in a way that can be utilised to focus future in-spections and extend the service life of ves-sels. By encouraging a more structured and uniform approach to capturing, recording and sharing data from structural inspec-tions, HCA provides a framework within which elements of a surveyor’s specialist knowledge and experience can be captured and utilised far more effectively than at present.In order to provide a baseline for all the survey data, the Flagship HCA team de-veloped a methodology utilising a digital model of the ship’s structural elements, sourced either from the vessel’s original construction drawings or a computer-aided design (CAD) 3D model. To ensure that the research was aligned with technology that is already available, the project used a piece of software from sub-project partner Ger-manischer Lloyd called Pegasus. As proof of concept and to ensure that the research was suitably grounded and applicable to real-world shipping, the project team was given access to the 52,500dwt bulk car-rier Angela, managed by Portline -Trans-portes Marítimos Internacionais SA and belonging to Portline’s group. The plans

of Angela were used to create the fi rst 3D model, and while she was in dry dock, real maintenance and survey data were used to provide a baseline, apply the theory and demonstrate that Flagship HCA’s work was suitable for the industry.

Software packageTo allow the surveyor to interact with the 3D digital model, a software package called the Survey Advisor Tool (SAT) was developed. This allows the user to upload the 3D digital model of the individual ves-sel under inspection. SAT provides a user-friendly interface displaying 3D drawings of the vessel with the option to select indi-vidual elements that have been identifi ed for inspection. Structural elements, partic-ular compartments or individual plates can be selected and added to a survey plan with comment and notation. Once the surveyor has defi ned the scope of the survey, he can send the annotated survey plan electroni-cally to any interested parties.

The shipowner has access to a Hull Health Programme Advisor (HHA) tool with the same 3D interface as the SAT tool and with similar functionality. The HHA tool also allows the onshore and onboard crew to collect their own observations and infor-mation about repairs. It can visualise the surveyors’ planned inspections to verify or suggest changes to the upcoming survey to best cover hull elements that the owner has reasons to prioritise. Furthermore, as the same HHA tool can reside both on board and on shore, the setup allows effi cient and unambiguous exchanges of hull-related in-formation between all parties: owner, ship crew and surveyor. In order to ensure ease of exchange of compatible information be-tween the parties, the Flagship HCA team used a special fi le format called Hull Con-dition Model (HCM) standard. Each indi-vidual HCM fi le contains the 3D model of the ship and all the attached data used for condition assessment (coating condition, steel thicknesses, etc.) This form of elec-

Flagship’s HCA project was developed to survey data for future purposes


SHIPBUILDING & EQUIPMENT | SURVEY DATA

SPI_004-11_10_33_20110802144605_468484.indd 26 02.08.2011 14:47:16

tronic communication is not only fast but allows all interested parties to use their ex-perience and provide input to the process in a way that adds value and is easily and accurately facilitated.Equipped with an up-to-date survey plan, the surveyor is able to undertake his work paying particular attention to issues that have been raised by the owner or classifi ca-tion society. Once the survey is completed, the detailed results can be input into SAT with reference to the condition of the vari-ous elements based on the surveyor’s visual assessment. Details such as peeling paint, more severe coating degradation or corro-sion of the base metal itself can be record-ed for future reference or action. Following the fi rst SAT-enabled survey, the owners, classifi cation societies and any other interested parties will have access to a detailed survey, recorded digitally as an HCM fi le and viewable as an extremely ac-cessible 3D model. In this fi rst iteration of the process, the data can be used to iden-tify any maintenance that is required in the same way as a traditional inspection. Subsequent replacement, repainting or re-coating will be recorded via the SAT to en-sure an up-to-date record of the condition of the vessel. Furthermore, any corrosion of the base metal that does not warrant immediate repair or replacement can be monitored as a separate task by using the SAT to record the residual thickness of the steel and degree of corrosion.Using the survey information, including the initial level of corrosion, whether the paint or coating is intact and whether any maintenance has been performed, the Flag-ship HCA software applies a mathematical model that predicts the rate at which a par-ticular element will corrode based on the sort of environmental conditions it is ex-posed to. This will relate to the boundary conditions where the plate is located, for example a ballast tank with fresh/salt water interface, a fuel tank, or cargo hold where abrasion due to contact with dry bulk may be an issue.By applying the model to a whole vessel, it is possible to identify which elements should be most closely inspected during the next survey. Furthermore, as more data becomes available and as subsequent sur-veys are completed, it will be possible to fi ne-tune the corrosion model. Thus, the lifespan of a particular element can be ac-curately estimated and ensure that repair and maintenance is carried out at the most appropriate time. This enhanced asset control would be par-ticularly benefi cial during the current eco-nomic uncertainty, when shipping margins are under so much pressure and it is imper-ative to keep vessels working while mini-mising time undergoing repair and mainte-

nance. With a robust estimate of corrosion available, surveys and inspections could be focused on areas that are likely to be prob-lematic. Surveys and maintenance could be carried out far more effi ciently, minimising downtime. Furthermore, the working life of a vessel could be extended by utilising the enhanced ability to monitor and man-age the condition of its structural elements. With access to projected rates of corrosion, shipowners and operators could manage and extend the working lives of their assets far more effectively. The iterative process proposed by HCA be-comes more powerful the more data that is fed into it. The loop gets its power and value not from any individual element but from the fact that it is capturing a large amount of good quality data in a way that

can be easily accessed to help improve the corrosion prediction model.Another value-add that the Flagship HCA system provides is that the HCM format makes it simple to share information about specifi c types of ship. A shipowner or op-erator could use the system to compare sur-vey results from a fl eet of multiple ships of the same type in order to identify specifi c corrosion hotspots. Similarly, classifi cation societies could obtain large amounts of corrosion data from every ship that is un-der their jurisdiction and use this informa-tion to refi ne class rules and guidelines.

The author:Ben Hodgson, Project Manager, BMT, UK

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Guide for design and operation of high voltage shore connections ABS | The use of shore-side power, com-monly called cold ironing, is becoming increasingly popular among ports and ter-minals seeking to reduce local air pollution emissions. While work to develop interna-tionally agreed standards for high voltage connections continues, the class society ABS has released a “Guide for High Voltage Shore Connection” to address key safety concerns as well as design considerations for shipboard installations. Cold ironing is the practice of shutting down a vessel’s generators while in port and

using shore-side power to supply electrical loads. ABS says that its guidance has been developed to fi ll the gap in the absence of universally adopted standards for high voltage connections. Current class rules ad-dress low voltage shore connections, which are typically 450V. The new ABS guide ad-dresses connections of 6.6 kV or 11 kV. Cold ironing using high voltage brings with it a variety of unique safety consid-erations. One of the more important is the risk of arc fl ash, an electrical breakdown of the resistance of air. This is often the re-

sult of a breakdown of electrical insulation caused by a build-up of conductive dust, dirt and other particles. According to ABS, the rapid release of high energy that results from an arc fl ash is of particular concern so the reference requirements during their design, installation and operations are par-amount. ABS provides guidance for system design issues such as shore power compatibility, safety grounding, overvoltage protection and safety interlocks as well as operational issues.

Assessment of the potential for structural fatigue in vessels ICY WATERS | The classifi cation society Lloyd’s Register is providing shipowners and operators with a new tool to help assess designs and reduce the risk of fa-tigue damage in the hull structures of ice-strengthened vessels.The new procedures under the notation, ShipRight FDA ICE were developed in re-sponse to changes in the exploitation of natural resources, the climate, world trade and marine infrastructure that are increas-ing marine activity in cold-climate areas.Greater trade through the Arctic is driving the demand for larger ice-class vessels, particularly oil tankers and LNG carriers. So it is increasingly important that the in-dustry develop a better understanding of the risks involved, including the potential

for fatigue to affect the strength of ships’ hull structures, according to Dr Shenming Zhang, project leader in Lloyd’s Register’s Marine Product Development depart-ment.“Designers and owners need to have con-fi dence in the structural performance of the latest generation of large ships. The fa-tigue performance of these hull structures as the ships navigate in ice-covered waters is a key component in their operational capability and reliability,” said Zhang. The ShipRight FDA ICE assessment proce-dure examines ship-ice interaction loads, ice-load impact frequency, ice-load distri-bution, structural responses and the fa-tigue behaviour of hull structures in cold temperatures including associated fatigue

responses. The fatigue-response assess-ment is determined for different winter conditions and ice thicknesses on typical routes for winter trade.This new level of comprehensive structural analysis puts greater emphasis on the qual-ity of the design details, particularly in the higher risk regions of the hull, according to the classifi cation society. Fatigue damage is a direct consequence of cyclic stresses and construction standards, with alignment also playing an important part. It can lead to a failure of key structural elements, which may result in major struc-tural failure.The procedure provides the measure to identify high-stress locations and to help reduce the risk of structural failure. Extensive fatigue testing on welded joints of mild and higher tensile steels at low temperature were carried out during the procedure’s development.By using a developed methodology on ice-load spectrum, structural stress re-sponses to these loads and the associated “S-N curves”, which defi ne the number of stress cycles that are needed to produce a fatigue crack in a structural detail), fatigue damage can be determined for the typical structural details of larger, ice-strength-ened ships. The results will identify the fatigue accumulation for different winter conditions and trading routes.Ships complying with the requirements of the procedure will be eligible to be as-signed the notation ShipRight FDA ICE.Example of steel fatigue failure after experimental testing at low temperature


SHIPBUILDING & EQUIPMENT | CLASSIFICATION

SPI_004-11_10_ _20110802144605_468484.indd 28 02.08.2011 14:4 :18

Monitoring hull integrityGL | Monitoring the condition of hull and machinery can generate great advantages for shipping lines, Germanischer Lloyd (GL) noted recently while presenting the latest version of its HullManager software. Switching to need-based maintenance schedules, the Hamburg-based ship clas-sifi cation society said, can reduce down-time and increase vessel profi tability by preventing unnecessary or misguided maintenance and giving early warning of equipment failure.Typically, monitoring is done by appoint-ed crew members through periodic visual inspections. The location and extent of coating breakdown, defects or corrosion are documented, using only text descrip-tions and photos. Because of the size and complexity of the tanks and cargo holds, however, expressing the location of break-downs reliably and with suffi cient accu-racy can be challenging.The latest hull integrity software systems use 3-D models of the vessel to visualise shortcomings within the structure. The ability to present fi ndings visually is par-ticularly helpful when shipping compa-nies need to prove to charterers that their ships are maintained to high standards, GL said.Structure checks are more accurate when 3-D imaging is paired with integrated reporting. GL HullManager uses a 3-D computer model to support the complete hull condition inspection and assessment process. The model can be used through-out the whole hull integrity process, from inspections to reporting and assessment of the conditions of tanks, cargo holds, and coatings, as well as visualisation and assessment of the hull’s structural condi-tion. A dashboard overview of the entire ship helps crew or third party inspectors to pinpoint any critical fi ndings.Systematic and comprehensive data col-lection is supported and information on the condition of hull structures can be made available to any company employee after the inspection results have been ap-proved and synchronised, GL said. Once stored in a life-cycle database, the hull condition data for each individual vessel can then be traced over time. Sister ves-sels from the same fl eet can also be easily compared.A well-chosen and effectively implement-ed hull maintenance strategy not only ensures hull integrity but reduces the risk of incidents and safeguards the environ-ment, GL said.

Design standardsNICKEL ORE BULKERS | The classifi ca-tion society RINA has established strict design standards for the modifi cation or newbuilding of dry bulk cargo carriers to enable them to carry fi ne ores safely at any moisture content. Using RINA’s standards, ships would be safe even if the cargo lique-fi ed, according to the classifi cation society. Paolo Salza, head of Technical Department at RINA, says, “The mandatory application of the International Maritime Solid Bulk Cargoes (IMSBC) Code enhances the safety of bulk carriers through the setting of con-structional and operative requirements. But they do not set out details of how to

carry nickel ore and other unprocessed ores, which may liquefy during transporta-tion, safely.” According to the IMSBC Code, Group A cargoes are those that may liquefy if shipped at moisture content in excess of their transportable moisture limit (TML). RINA’s new notation IMSBC-A may be assigned to ships specially constructed or specially fi tted for the carriage of Group A cargoes, having actual moisture content in excess of their TML. To meet RINA’s new standards, vessels may have to install additional longitudinal bulkheads in some holds.

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MARPOL amendments adoptedIMO | At its recent, 62nd MEPC (Marine Environment Protection Committee) ses-sion in London, the International Mari-time Organization (IMO) adopted several amendments to the International Conven-tion for the Prevention of Pollution from Ships (MARPOL), including mandatory measures to reduce emissions of green-house gases from international shipping. Moreover, the MEPC approved a number of ballast water management systems and adopted guidelines related to the imple-mentation of both the ballast water man-agement and ship recycling conventions.The MEPC also designated the US Carib-bean Sea as a new Emission Control Area (ECA) and the Baltic Sea as a Special Area with respect to pollution by sewage from ships. Also, the revised Annex V related to the control of garbage was adopted.

Energy efficiency measuresAs the classifi cation society ABS summaris-es the session’s results in a fi rst statement, the committee adopted a new Chapter 4 to MARPOL Annex VI, scheduled to enter into force on January 1st 2013, which calls for all new vessels of 400 gt and above to be certifi ed with an International Energy Effi ciency Certifi cate and have an “Attained EEDI” (Energy Effi ciency Design Index) that does not exceed a maximum allow-able “Required EEDI.” New ships in this context are defi ned as fol-lows:

The building contract was placed on or �after January 1st 2013

In the absence of a building contract, �the keel of which is laid or which is at a similar stage of construction on or after July 1st 2013

Regardless of the building, contract or �keel laying date, the delivery is on or after July 1st 2015. Furthermore, vessels that undergo major conversions are also subject to the EEDI requirement to varying degrees. Required EEDI baseline values are provided for seven types of ships (bulk carriers, gas tankers, tankers – oil, chemical, NLS – con-tainer ships, general cargo ships, refrigerated cargo carriers, and combination carriers) for a range of deadweights. The allowable EEDI values reduce in three 10% increments for new ships built over a period of 12 years. For example, the allowable EEDI for a ship contracted for construction on or after Janu-ary 1st 2025 will be 30% lower than for the same ship contracted for construction on January 1st 2013. Ships with diesel-electric propulsion, turbine propulsion or hybrid

propulsion systems are exempted until the method of calculation of attained EEDI for these categories of ships is established. Also, specialised dry cargo ships (e.g., barge or heavy lift ships) are exempted at this time. According to the IMO, the MEPC also agreed to a work plan to continue the work on en-ergy effi ciency measures for ships, to include the development of the EEDI framework for ship types and sizes, and propulsion systems, not covered by the current EEDI requirements and the development of EEDI and SEEMP-related guidelines.An intersessional working group on energy effi ciency measures for ships, scheduled to take place in February/March 2012, will be tasked with:

further improving – with a view to fi nali- �sation at MEPC 63 – draft guidelines on the method of calculation of the EEDI for new ships; draft guidelines for the development of an SEEMP; draft guidelines on survey and certifi cation of the EEDI; and draft interim guidelines for determining minimum pro-pulsion power and speed to enable safe ma-noeuvring in adverse weather conditions;

considering the development of EEDI �frameworks for other ship types and propul-sion systems not covered by the draft guide-lines on the method of calculation of the EEDI for new ships,

identifying the necessity of other guide- �lines or supporting documents for technical and operational measures,

considering the EEDI reduction rates for �larger tankers and bulk carriers,

considering the improvement of the �guidelines on the Ship Energy Effi ciency Operational Indicator (EEOI) (MEPC.1/Circ.684).

Ship recyclingThe MEPC adopted the 2011 guidelines for the development of the Ship Recycling Plan as well as updated guidelines for the development of the Inventory of Hazard-ous Materials, which are intended to assist in the implementation of the Hong Kong International Convention for the Safe and Environmentally Sound Recycling of Ships, adopted in May 2009.The committee encouraged governments to ratify the convention, which has been signed, subject to ratifi cation, by fi ve coun-tries, and to review the programme of tech-nical assistance aimed at supporting its early implementation.

Ballast water treatmentFollowing the recommendations of the 15th, 16th and 17th meetings of the Joint

Group of Experts on the Scientifi c Aspects of Marine Environment Protection (GE-SAMP) Ballast Water Working Group, the MEPC granted fi nal approval to two and basic approval to seven ballast water man-agement systems that make use of active substances. The MEPC also adopted the procedure for approving other methods of ballast water management in accordance with regulation B-3.7 of the Ballast Water Management Convention, which will open the door for new methods and concepts to prevent risks arising from the transfer of invasive species, provided that such methods will ensure at least the same level of protection of the en-vironment as set out in the convention and are approved in principle by the MEPC. The MEPC reiterated the need for countries to ratify the International Convention for the Control and Management of Ships’ Ballast Water and Sediments, 2004, to achieve its entry into force at the earliest opportunity.

New Emission Control Areas Following approval at its last session, the MEPC adopted MARPOL amendments to designate certain waters adjacent to the coasts of Puerto Rico (United States) and the Virgin Islands (United States) as an ECA for the control of emissions of nitrogen oxides (NOx), sulphur oxides (SOx), and particu-late matter under MARPOL Annex VI Regu-lations for the Prevention of Air Pollution from Ships. Another amendment will make old steamships exempt from the require-ments on sulphur relating to both the North American and US Caribbean Sea ECAs. The MARPOL amendments are expected to enter into force on January 1st 2013, with the new ECA taking effect 12 months later.

Biofouling guidelines Since research has indicated that biofoul-ing is a signifi cant mechanism for species transfer by vessels, the MEPC adopted the fi rst set of international recommendations to address biofouling of ships, to minimise the transfer of aquatic species. The guide-lines for the control and management of ships’ biofouling to minimise the transfer of invasive aquatic species will address the risks of introduction of invasive aquatic species through the adherence of sea life, such as algae and molluscs, to ships’ hulls. A single fertile fouling organism has the potential to release many thousands of eggs, spores or larvae into the water with the capacity to found new populations of invasive species such as crabs, fi sh, sea stars, molluscs and plankton.


SHIPBUILDING & EQUIPMENT | ENVIRONMENTAL PROTECTION

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Next-generation centrifugal pumpALLWEILER | By launching the centrifu-gal pump Allmarine MI-D, Allweiler, a leading marine pump brand in Colfax Corporation’s Commercial Marine unit, has expanded its product range to opti-mise major ballast and seawater cooling applications demanded by large vessels.The MI-D pump broadens the portfolio of US-based Colfax to cover all require-ments of engine rooms for pump appli-cations independent of vessel size and duty. Colfax said the highly corrosion- and cavitation-resistant MI-D range had a fl ow capacity up to 3,500m3/h and deliv-ery head of 50m, which would adequately meet upcoming water ballast duty points for ballast water treatment systems. For smaller duties up to 1,800m3/h requiring delivery heads up to 60m, shipowners can access units from the existing Allma-rine MI/MA pump range.Featuring double suction and double vo-lute, MI-D 350-250 offers the lowest axial and radial loads, Colfax said. Compared with similar pumps on the market, ac-cording to the company, MI-D enables up to 44% in weight savings and 38% in space savings. It offers higher fl ow rates with a smaller pump. Driven by a powerful, highly energy-ef-fi cient four-pole motor, the MI-D pump unit can handle up to 2,700 tonnes of seawater per hour, Colfax said. As the company explained, the speed of a four-pole motor is higher and so the size of the pump is much smaller. This is more cost-effi cient and results in lower aggre-gate costs than six-pole units required by competing pumps in the MI-D range.

Colfax estimates that MI-D’s four-pole operation represents a cost advantage of 20% to 40% compared with six-pole ag-gregates for the same duties with single volutes.Each piece of MI-D equipment is opti-mised for low weight, minimal space requirements and cost-effi cient instal-lation, operation and maintenance. De-scribing MI-D as robust and designed for continuous duty, Colfax said Allweiler placed great importance on providing energy-effi cient solutions backed by du-rable quality, operational safety and the lowest total cost of ownership (TCO). The MI-D’s no-split volute casing makes the pump easy to maintain and guarantees no tension or leakage, Colfax said. Fur-thermore, the unit’s radial gap improves operational safety, as there is no risk of touching between casing and impeller. MI-D’s wear parts can be exchanged with-out removing the insert unit. The total weight to handle when exchanging the bearing and shaft seal unit is about 25kg. Other systems in the market must han-dle ten times that weight, requiring addi-tional lifting tools during maintenance. Colfax said. The complete pump unit weighs about 900kg, while the pump vo-lute alone weighs about 500kg. According to Colfax, key MI-D benefi ts are:

High strength, durable materials �Double suction design and double �voluteAt least two years or 17,500 running �hours maintenance-freeMinimal spare parts. �

Supplier workshopCRUISE CONVENTION | This year’s Sea-trade Europe Cruise and River Cruise Convention will be held at the Hamburg Fair site from September 27th to 29th. More than 250 exhibitors from 50 coun-tries are expected at the event, which is open to trade visitors from 10 am to 6 pm on Tuesday and Wednesday and from 10 am to 2 pm on Thursday. For the fi rst time, this year’s European convention for the cruise industry will host a supplier workshop, giving all ma-rine equipment suppliers a chance to meet the head buyers from the world’s leading shipyards in the cruise sector, like Fincantieri (Italy), Meyer and Neptun Werft (Germany) and STX France. Sup-pliers who wish to enter this market can use “speed dating” sessions to introduce themselves to the top buyers at the ship-yards. The supplier workshop will be held on the second day of Seatrade Europe. More information on the exhibition areas and the workshop can be found atwww.seatrade-europe.com

Cargo hold coatingBULK CARRIERS | International Paint Ltd has introduced Intergard®7020, a cargo hold coating for all bulk carrier types. Spe-cially designed for operators who do not need or cannot justify the investment in the highest performing cargo hold coat-ings, Intergard®7020 offers good abrasion resistance and long-term corrosion protec-tion combined with many of the features normally associated with more expensive products, the UK-based manufacturer said.Available in the colours red and grey, Inter-gard®7020 is an aluminium-containing, low-VOC, pure epoxy coating that can be applied to surfaces prepared to a mini-mum of Sa2. Applicable at temperatures between -50°C and +350°C, the product has a smooth, glossy, easy clean surface, is grain certifi ed and ready to carry even the harshest cargoes after only ten days cure, according to International Paint.The company said that Intergard®7020 was particularly suitable for upgrading from modifi ed epoxy cargo hold coatings and offered improved performance.

Innovative ship conceptAWARD | Rolls-Royce has received the “Next Generation Ship Award” for its Enviro-ship concept. The winning ship design, an-nounced at this year’s Nor-Shipping trade fair, was for a short-sea general cargo vessel that integrates a highly effi cient gas power and propulsion system with an innovative hull design to provide a signifi cant reduction in emissions. “By combining our industry-leading Bergen C-Series gas engine with a Promas integrated rudder and propeller system, ship operators

will experience a signifi cant decrease in fuel consumption and greater operational effi -ciency. When incorporated within a highly innovative hull design, as shown on our En-viroship Concept, further effi ciency gains can be achieved, and CO2 emissions reduced by more than 40%,” said John Paterson, presi-dent – Marine, Rolls-Royce.The concept is already being applied to a wide range of ship types including passen-ger vessels, LNG/LPG tankers, bulk carriers, LNG bunkering vessels and superyachts.

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Complete solutions for specialised offshore vesselsWIND PARK INSTALLATION Requirements for specialised offshore ships are becoming more and more demanding, especially for vessels deployed to install offshore wind-power facilities. Since borders blur between the operational areas of shipbuilding, offshore and hoisting tech-nologies, a holistic approach for these vessels is vital.

Christian Mueller

Installation vessels for off-shore wind parks have to be able to travel at a reasonable

speed, position themselves dy-namically, and independently transform into a stable plat-form. In addition, their design has to take environmental is-sues and safety concerns into consideration – from the con-ception phase to day-to-day operation. Innovations from Siemens Marine Solutions pro-vide a comprehensive picture of what is possible in this ex-ceedingly specialised fi eld.According to forecasts, wind energy in Europe holds enor-mous growth potential. A large number of offshore wind parks are currently in the planning phase, and once these parks go on line, they will have the ability to deliver several hun-dred megawatts of energy. De-veloping wind parks carries a number of logistical chal-lenges, and as a result demand

is growing for specialised ships that can transport, install and maintain offshore wind tur-bines. Siemens offers a broad range of innovative solutions that span a wide spectrum of demands for equipping these vessels, from energy production and distribution to automation and complete jacking systems, including the necessary drives.

Positioning of drilling ves-sels and platforms Ships and platforms used for offshore oil production have to be lifted above sea level and wave activity to create a solid environment for the operations on board. Gusto MSC, a subsid-iary of Netherlands-based SBM Offshore, and Siemens Energy worked jointly to develop the VSD Rack & Pinion Jacking System, an electrical drive and control system for a hydraulic hoisting system also known as “Blue Jack.” The Blue Jack is

based on frequency-controlled electrical drives that position the legs on the seabed more quickly and precisely than con-ventional systems. In addition, lightweight construction and an improved distribution of weight mean less wear and tear on the mechanisms. These im-proved features have a positive impact on commissioning and actual vessel operation. Siemens supplies the electrical systems for the hoisting setup, which includes drive systems based on Sinamics S120, the Simatic S7 Controller, the proc-ess control system Simatic PCS 7 and the individual drives. The Blue Jack system itself com-prises converters and electrical motors that are arranged in a multi-layer safety and drive sys-tem. In addition to these ben-efi ts, environmentally harmful hydraulic oils are not necessary, in contrast to traditional solu-tions.

The converter-driven hoisting process is considerably easier to carry out than conventional hoisting systems, which means safer operation of the vessel. Two installations of the elec-trical hoisting devices on plat-forms in the North Sea have led to follow-up contracts from the oil and gas industry. Further-more, Gusto MSC and Siemens see a bright future for equip-ping electrical hoisting systems in ships used for the installa-tion of offshore wind turbines.

Monitoring the entire operationEffi cient and environmentally friendly ship operations depend on a comprehensive overview of all onboard processes, and it is imperative that all opera-tional data be coordinated and optimised. The innovative Si-ship EcoMAIN IT platform gives operators the ability to monitor all onboard systems in an offi ce

Enormous growth potential is projected for offshore wind energy in Europe. The Swedish offshore wind park in Öresund, between Malmö and Copenhagen, is pictured here Photo: Siemens

34 Ship & Offshore | 2011 | No 434 Ship & Offshore | 2011 | No 4

OFFSHORE & MARINE TECHNOLOGY | OFFSHORE WIND

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environment via a standardised interface. If needed, operators can also make adjustments us-ing the interface. In addition, suitable fl eet-management sys-tems can be set up. The basis for this ship-management solution is a platform on which all op-erational data is collected and saved in a uniform format.Existing system modules, for example for energy manage-ment, as well as new and third-party systems can be installed and supplied with the collected data. Behind every module is an individual process simulation to visualise possible operation-al procedures and give the op-erator suggestions, such as how to optimise ship navigation or reduce fuel consumption. Until now, systems like these success-fully managed individual proc-esses but the data consolidation of all system modules was not optimally processed or used. With EcoMAIN, a data platform and module are available to help monitor ship operation and optimisation holistically. In addition, standardised in-terfaces enable data exchange among each individual system. As a result, this innovative tech-nology helps to reduce costs, energy use and emissions.

Commanding all processesOperating a ship is a complex undertaking that involves a number of procedures that can only be optimally coordinated when controlled completely and transparently. Likewise, economical ship operation can only be ensured when all processes occur in concert. In-tegrated automation solutions can eliminate error sources in all onboard processes and take advantage of optimisation po-tential. At the same time, these solutions decrease possible op-erational errors, and therefore protect both personnel and ma-chinery. All technical processes on board are integrated in a standardised automation system – their inter-play is driven according to strict-ly defi ned parameters. System overviews are simple to operate and the integration of subsys-tems via a standardised inter-face allows the operating team

to make sound decisions. As a result, the personnel managing the ship have a comprehensive overview of all processes, ena-bling them to react quickly and precisely at all times.Thanks to standardised indus-trial components for converters and automation, all onboard systems are strategically coordi-nated with one another. For ex-ample, the inverter for the ship’s operation and the inverter for the jacking system can be fed from the same DC link. Because the required power changes over time, a better use of com-ponents is possible, which saves space, weight and costs. All sys-tems – whether the modular ship automation system Siship Imac, the Blue Drive propulsion system, the power-management system Siship PMA or the Blue Jack hoisting system – are con-structed with proven industrial- standard components. Homogenously linked, the au-tomation system takes over all control and monitoring func-tions, thereby allowing effi cient and universal control of vital systems. Considerable savings potential is achieved using a uniform technological platform with automation and drive tech-nology for nearly all of the on-board systems – and this applies not only to ship operation but also to spare-parts management and personnel training.

Increased performance, safety and profitabilityEffi cient and widely available drive technologies are the key to long-term competitiveness as well as investment security. Of all onboard systems, drive technology has the biggest im-pact on safety and profi tability as well as on ship operation. Moreover, fuel consumption is an integral area in which sav-ings can be achieved.Utilising a suitable drive also has impact on other factors. For the setup process, the drive has to hold the ship in an exact po-sition. It is crucial that drive per-formance be suffi ciently dimen-sioned and all systems highly reliable. The highest precision and coordination between the systems is especially important when a vessel switches from �

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fl oating to stationary service. The risks of wind gusts or rough seas can only be pre-vented in stationary-service mode – such events can jam or even break the legs. Once the ship is positioned on stilts, the steadfast-ness of the construction has to be monitored continually; changes in the pressure applied to the legs – for instance while a crane is in service – need to be detected early so that operators can make adjustments quickly and decisively. In a fl oating state, dynamic ballast compensation in the ship’s automa-tion is indispensible for safe operations. Further prerequisites for different areas of operation and procedure profi les include suffi cient performance reserves and good manoeuvrability. The modular, space-saving drive design also reduces onboard space re-quirements.

Customised solution for each vesselFrom electrical and diesel-electric drives, azimuth drives and boosters all the way to highly effi cient hybrid concepts, all sys-tems developed and built by Siemens are tailored exactly to the individual require-ments of the particular vessel. The Skandi Aker, a service ship used for oil extraction, is equipped with modern diesel-electric drive technology from Siemens, which has a positive effect on sailing, po-sitioning and speed. This vessel is currently the largest single-hull service ship used for underwater drilling. It can be used for deep-sea drilling with risers as well as for construc-tion and installation work in water depths of up to 3,000m. To ensure readily available and effi cient drives, Siemens delivered the complete diesel-electric drive system, includ-ing medium-voltage power production and distribution as well as drive controls.The drive technology on the Skandi Aker in-cludes a medium-voltage drive, two azimuth rudder propellers, two retractable rudder

propellers and two lateral thrust units. In addition, transformers and electric motors with the accompanying Blue Drive frequen-cy converters were installed. These convert-ers were specifi cally constructed to with-stand harsh onboard conditions in regard to temperature changes, vibration and humid-ity. The onboard network is supplied by six generators, including a power-management system for the distribution of medium-volt-age current. The generator power-adaptation system ensures that the generators are not overloaded and that the electricity supply does not cease in the event that a generator breaks down. The power-plant protection system immediately recognises critical op-erational conditions in the generators and ensures that the affected generator is taken off line before damage can occur. Ships used for the installation of offshore wind-power plants have requirements simi-lar to those of oil-extraction vessels. The

Sea Installer from Danish wind power spe-cialist A2SEA is currently being equipped with a complete propulsion system includ-ing power generation and distribution as well as an automation system. COSCO Shipyard Group Co, Ltd of Natong, China, is constructing the vessel, which has a self-elevating platform and can operate in waters with a depth of up to 45m. The ship will be used primarily for upcoming offshore projects in the UK as well as for the German offshore market. Siemens is also delivering the main generators and the distribution transformers for the ship’s medium-voltage distribution in addition to the switchgear and power-management system. Further-more, the contract covers installation of me-dium-voltage transformers and the drives for the bow, plus the motors for the main-drive rudder propeller. The ship’s automation system, Siship Imac, takes over monitoring, alarm and control functions of the electro-technical facilities on board the ship.Additional contracts for special offshore ships are in the pipeline, including the equip-ment of a new wind farm installation ves-sel, which will be built by the J.J. Sietas KG shipyard, Hamburg. Siemens will deliver the main generators and the distribution trans-formers for the ship’s medium-voltage distri-bution as well as the switchgear and power-management system. In addition, Siemens is providing the medium-voltage transformers and drives for the bow thruster as well as the soft starter and motors for the main drives. Siship Imac will control and coordinate on-board operations.

The need for special ships for the transport, installation and maintenance of offshore wind parks is growing Photo: A2SEA

Borders blur between the technologies for shipbuilding, offshore and hoisting technology when it comes to installation vessels Photo: A2SEA

The author:Christian Mueller,Sales Manager,Siemens Marine Solutions,Hamburg, Germany


OFFSHORE & MARINE TECHNOLOGY | OFFSHORE WIND

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SPI_004-11_ 4_46_20110802145006_468482.indd 02.08.2011 14:50:55

Propulsion for installation vesselsABB | Propulsion systems by ABB will soon be powering many wind turbine installation vessels currently being built, the Swiss company said. Belonging to a new generation of large-ca-pacity, high-performance ships for the construction of offshore wind farms, they will be able to carry more and larger turbines in deeper water under more challenging weather conditions than was previously possible. They also have to be energy effi -cient and have minimal impact on the marine environment.ABB said it was delivering elec-tric propulsion systems for eight wind turbine installation vessels on behalf of shipyards in China, Indonesia, Singapore and South Korea. Most of the vessels will be deployed by marine opera-tors in European waters, where several thousand wind turbines are expected to be erected with-in the next decade.One of ABB’s most recent or-ders was from South Korea’s Samsung Heavy Industries for a ship to be owned and oper-ated by Swire Blue Ocean of Denmark. ABB is supplying an Azipod® CO integrated pow-er, electrical propulsion and thruster system, which will en-

able the vessel to operate with centimetre precision at water depths of up to 75m and in year-round weather conditions, ABB said, noting that existing vessels can operate at depths of up to 45m and in non-extreme weather conditions only. ABB was also recently awarded a contract to supply the power and propulsion system for wind turbine installation vessels to be built by Singapore’s Keppel FELS and operated by the Neth-erlands-based Seafox Group. The fi rst vessel, Seafox 5, is to be launched in 2012 and will carry up to 12 turbines and founda-tions for installation at depths of up to 65-70m and in the most severe weather conditions. Other notable wind turbine in-stallation vessels for which ABB is supplying electric propulsion systems include two (with an option for a third) for Germa-ny’s RWE Energy built by DSME of South Korea, one for Nor-way’s Master Marine built by Labroy Offshore of Indonesia to install 88 wind turbines and two substation modules at the Sherringham Shoal wind farm in the North Sea, and two for UK-based MPI Offshore built by COSCO in China.

Heavy plates for offshore towers

LINSINGER | To withstand the marine environment, offshore wind parks require heavier duty materials and technologies than land-based ones. Austrian com-pany Linsinger Maschinenbau GmbH provides major plate suppliers to the offshore sector with its plate edge milling tech-nology. The Linsinger machin-ery mills plates up to a thickness of 120mm, a length from 4m to 25m, a width from 1.35m to 5m, and a weight up to 45 tonnes. In addition to rectangular plates, the milling machines can mill the edge profi les on trapezoidal and tapered plates. These are re-quired for the tapered geometry

of wind tower structures. Plate edges for plate thickness reduc-tions (taper edges) can also be milled. The plates are pulled through the two cutting stations on each side of the machine. The cutter heads are equipped with special carbide tips that harmlessly dissipate any ther-mal impact. The machine is designed for short processing times and effi cient plate-han-dling. All four plate edges are milled using only two milling units. One of the milling units is rotated ±90° to cross-mill the leading and trailing plate edges. Both longitudinal sides are processed simultaneously at a maximum milling speed of 10m/min. This increased capac-ity is said to signifi cantly reduce the overall operating cost. The plates are positioned automati-cally according to higher level data input, then clamped hy-draulically with tongs and fi xed by additional vacuum plates. This clamping system allows free overhead crane access to the plate. Highly accurate drives on over 40 axes and the CNC con-trol system are further elements guaranteeing plates with the highest precision, says Linsinger Maschinenbau.

Linsinger’s plate edge milling machine


SHIP OPERATION | RENEWABLE ENERGY

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Offshore shuttle for wind parksVOITH | Germany-based Voith Turbo Marine Engineering has developed the Voith Off-shore Shuttle for wind parks. It features the Momac Offshore Transport System (MOTS, by German machine builder Momac) installed at the bow, which consists of a swivel-arm robot that compensates for ship movements and thus al-lows safe transfers of people and goods from vessel to vessel or vessel to offshore wind ener-gy plant even if seas are rough, the company said.The robot is fi tted with a freely adjustable arm and a transport basket with a maximum capaci-ty of 250kg. According to Voith, the system can compensate for vertical differential movements of up to 3.2m.Voith combines the compactly designed MOTS in this ship concept with the new Voith In-line Thruster in the bow. In the stern are two Voith Schneider Propellers (VSP 18R5EC/150-1). The body of the Voith Sch-neider Propeller, which is fi tted with several axially parallel blades, rotates around its own vertical axle. Since this creates the same thrust in all directions, Voith said, the Voith Schneider Propeller is the only propul-sion system allowing highly accurate manoeuvring as well as active roll stabilisation to re-duce the rolling motions of the vessel – even at zero speed.In combination with the Voith Inline Thruster, this feature

enables dynamic positioning of the ship. The Voith Inline Thruster is a propeller drive, with a permanently excited electric motor acting as the housing. Thanks to its seawater- lubricated bearings, the drive is completely maintenance-free, the company said.Noting that offshore wind en-ergy plants have to be accessed two to three times a year, on average, for maintenance work, Voith said it saw a growing mar-ket for this new ship concept. The time slots during which service personnel can be safely transferred to these plants from feeder ships are often very short due to weather conditions and high seas. In the North Sea, for example, such transfers are possible on an average of only 230 days per year unless the operators make use of the combination of MOTS and dynamic positioning, accord-ing to Voith. With MOTS and the Voith Offshore Shuttle, the company said, the time slot can be extended by up to 35% to approximately 310 days.Apart from the six-man crew, the ship can hold up to 12 serv-ice technicians. Tank capacities enable the ship to operate in an offshore wind park for up to 14 days. The maximum sail-ing speed is 14 knots. A large deck surface offers room for four ten-foot containers. An onboard crane in the stern area is available for loading and un-loading.

The MOTS is in-stalled at the bow of the shuttle

Collaboration agreed on OWTIS designINSTALLATION | Scotland-based W3G Marine (W3GM) and IHC Merwede of the Nether-lands have agreed to collaborate on the development of W3GM’s patented design for an offshore wind turbine installation ship (OWTIS). They said the OWTIS concept had major advantages over ex-isting assets, mainly in its abil-ity to improve offshore safety by necessitating fewer tasks to be performed offshore. It is also environmentally friendly, as it has no contact with the seabed, and is able to operate in harsh weather and deploy large loads, they added. The OWTIS concept is not limited by water depth and is readily transferable to the oil and gas heavy-lift market. According to the companies, the purpose-designed OWTIS will be equipped with a 1,500-tonne crane, which will enable fully

assembled wind turbines to be installed in one lift onto pre-installed foundations when used in conjunction with the patented lift system. The new vessel, they said, would reduce the cost of installing offshore wind turbines and foundations by at least one-third compared with current methods. W3GM and IHC Merwede have expressed their commitment to complete the engineering design phase by the end of November 2011. This will allow a vessel to be delivered by the end of 2013, It will be built in one of IHC Merwede’s shipyards.The companies said they ex-pected OWTIS to be the fi rst of a series of vessels enabling the offshore wind industry to meet economic targets for round three of offshore wind farm devel-opment in the UK and similar projects elsewhere in Europe.

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Wave power collaboration

SCHAEFFLER | Pelamis Wave Power Ltd (PWP) of Scotland has achieved a breakthrough in the development of a new gen-eration of wave energy convert-ers thanks to close collaboration with the Schaeffl er Group, a lead-ing manufacturer of rolling bear-ings with headquarters in Ger-many. With its Pelamis machine, PWP became the fi rst company to generate electricity from off-shore wave energy, which it fed into the UK grid in 2004.The Pelamis, in PWP’s descrip-tion, comprises a number of cy-lindrical sections connected by hinged joints and sits “snake-like” on the surface of the water.

As waves pass down the length of the machine, these sections fl ex relative to one another. The motion at each joint is resisted by hydraulic cylinders that pump fl uid into high-pressure accumulators, generating con-tinuous electricity. The bearings and seals in the new Pelamis model, the P2, make a decisive contribution to its success. The main steel tube structures are connected by main bearing units that use a combination of different bearings from Schaeffl er’s INA and FAG brands. Each of the main joints has four pivoting hydraulic rams.

As Mike Woods, senior engi-neer and bearings group leader at PWP, explained, “Our big-gest challenge has always been how we manage the loads and motions from such an active and constantly variable envi-ronment, while at the same time extracting as much power as possible. The working forces generated across each joint can be several hundred tonnes, which can present huge prob-lems for the bearings as they have to take up the reactive forces coming back through the joints.”The fi rst wave energy converter, the P1, was a simpler design

that had separated hinged joints. Although this allowed useful working space between the axes, it had to carry high transferred loads and was un-able to manage the combined motions necessary for the P2 confi guration. Also, the bear-ings themselves were relatively high-friction, making the sys-tem less energy-effi cient.Woods said, “Our engineering team had been trying to work out a way of overcoming this problem and eventually came up with the idea of bringing the axes, or joints, together. Howev-er, this meant a completely new bearing solution that was able to manage combined angles in a single package, so Pelamis en-gineers turned to the Schaeffl er Group for help and support. Key to the success of this new joint concept was a new low-friction material designed and developed in-house by Schaef-fl er engineers. This modifi ed PTFE fabric liner is a member of the Elgoglide® family with low-friction characteristics that has effectively eliminated the problem of ‘stick-slip’. This has allowed the operating envelope of the machine to be extended beyond the capabilities allowed by standard bearing materials.”PWP said that the fi rst P2 unit, ordered by German power com-pany E.ON, was nearing com-pletion and would be fully test-ed in the spring of next year.

Each main structure is connected by means of bearing units that are subject to permanently changing loads of up to several hundred tonnes Source: Schaeffler Group (left), Pelamis Wave Power (right)

Using ocean waves as a source of renewable energy Photo: Schaeffler Group


OFFSHORE & MARINE TECHNOLOGY | RENEWABLE ENERGY

SPI_004-11_ 4_46_20110802145006_468482.indd 40 02.08.2011 14:51:02

4-6 October Riocentro Rio de Janeiro, Brazil

www.OTCBrasil.org

RiocentroRiocentro

Contact Info:

Email: [email protected] #: 1 (281) 491-5908

Fax #: 1 (281) 491-5902

The OTC Brasil 2011 technical program presents solutions for a wide assortment of topics and issues. These topics range from updates on major projects to new technologies and techniques to HSE and regulatory issues. At the topical luncheons and panel sessions, companies such as Shell, OGX, Latin American National Oil Companies and Halliburton will discuss current and future projects in the region.

REGISTER NOW

Main ExhibitionHall

Registration & Exhibition Hall

TechnicalSessions

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OTC Brasil will provide a unique Brazilian flair that allows attendees and exhibitors to experience memorable social and business networking events and learn from peer-selected technical presentations, making OTC Brasil a compelling event to participate in.

��

SPI_004-11_ 4_46_20110802145006_468482.indd 41 02.08.2011 14:51:12

Akcakoca steel jacket in-stalled in southern Black SeaDEEP-WATER ENGINEERING The offshore engineering company Overdick has contributed to the installation of the largest steel jacket ever constructed for services in the Black Sea. As a subcon-tractor of the Romanian offshore service provider and installation contractor Grup Servicii Petro-liere (GSP), the Hamburg-based company performed work that included the detailed design of the jacket and topsides, fabrication engineering assistance and installation engineering.

The Akcakoca platform is part of Turkish Petroleum’s (TPAO) fi eld development

in the Turkish Black Sea for gas production. It was installed at a depth of 95m about seven nau-tical miles north of the town of Akcakoca.The 101m-long jacket struc-ture, weighing 1,450 tonnes, was fabricated at GSP’s yard at Agigea, Constanta South, along

with the 850-tonne topsides. The platform’s foundation con-sists of eight 48” (1.22m) piles reaching penetrations of up to 120m. The successful com-pletion of the project marks a signifi cant accomplishment for all involved – especially as the offshore platform is the fi rst to be delivered by GSP. Within the context of this project and with a view to further business

development, GSP conducted a massive investment into the new Agigea fabrication yard and added several new vessels to its fl eet as well. Most notably, these include the 1,800-tonne sheer-leg crane Neptune, the pipe layer Bigfoot 1, the semi-submersible barge Bigfoot 2, and the crane barge Bigfoot 3.These investments were backed by Overdicks´s expe-

rience in the fi eld of offshore engineering. The basic design of the platform proposed by TPAO was further developed and brought to conclusion during the detail engineering. Overdick provided assistance to the GSP fabrication yard by conducting assembly lift engineering for the jacket and topsides segments, designing fabrication aids and various

Load out of steel jacket by fl oating sheer-leg crane

Steel jacket transportation by oceangoing barge


OFFSHORE & MARINE TECHNOLOGY | OIL & GAS

SPI_004-11_ 4_46_20110802145006_468482.indd 42 02.08.2011 14:51:14

other tasks. Transport and installation engineering was performed for the tow of both, jacket and topsides, to the in-stallation site on the barge Bigfoot 2 as well as lift and upending engineering for the sheer-leg crane Neptune. The load out of the jacket from the fabrication site onto the Bigfoot 2 barge was performed by the sheer-leg Neptune. At the installation site offshore, Neptune also performed the offshore installation lift from the barge and subsequent up-ending lift from the fl oating horizontal state into the ver-tical. Legs and pile sleeves of the jacket were sealed to assure suffi cient buoyancy. Their con-trolled fl ooding during the up-ending phase was performed by remotely operated vehicles (ROVs). The jacket was posi-tioned onto a set of docking piles to align the jacket with the drilling template and the two previously drilled wells on the seabed. After the lift-

ing from the oceangoing barge in the afternoon, the installa-tion was briefl y interrupted for nightfall and completed late at night the following day with-out any complications. For this operation, offshore contractor GSP employed some offshore specialists of various disciplines as well as several technical and support vessels mobilised from their own fl eet and additional con-tractors.While piling and grouting of the eight piles was performed by the accommodation and work barge Bigfoot 3, the fl oating crane Neptune and the transport barge Bigfoot 2 returned to Agigea to take on the topsides. The lift of the topsides onto the jacket was conducted in a smooth, 16-hour operation covering mooring of vessels, cutting of sea fastening, lifting and fi nal set-down of the jacket. The topsides were installed with a clear upper deck, which later

accommodated one of GSP’s 1,200-tonne drilling units. Subsequently, the drilling rig was lifted onto the topsides deck in a further marine op-eration involving many of the same vessels.

Overdick provided assistance to the offshore activities at various stages during jacket installation, pile driving and topsides lift. The record-set-ting project was seen as a great success by all involved.

Topside assembly at night

We couldn’t mass produce it if we tried.Supply could never meet the demand for the Neptune Class.Virtually every component is assembled by hand in our specially designed yards. It’s a labour intensive process undertaken by only the most experienced engineers. But a ship like this is worth taking time over.

The Neptune Class.Almost a Century of Experience. �

�

Astilleros Zamakona, S.A.Santurce - Bilbao - Spain t: (+34) 944 937 [email protected]

Astilleros Zamakona Pasaia, S.L.Pasaia-San Sebastián - Spain t: (+34) 944 937 [email protected]

RepnavalLas Palmas de Gran Canarias - Spain t: (+34) 928 466 [email protected]

Design Build Repair & Re�tfor the future unique ships with quality & ef�ciency Founded in 1914


SPI_004-11_ 4_46_20110802145006_468482.indd 4 02.08.2011 14:51:14

Fully integrated derrickDRILLING | At the recent Off-shore Technology Conference (OTC) in Houston, Nether-lands-based Ulstein Sea of Solu-tions – part of Norway’s Ulstein Group – and NLI of Norway in-troduced an integrated derrick using drilling equipment read-ily available in the market.The companies said that their Northern Light drilling derrick offered contractors and ship-yards worldwide an alternative solution based on proven tech-nologies. The fully integrated derrick includes the drill fl oor and substructure and can be transported, delivered and in-stalled as one turnkey unit ei-ther from a shipyard or NLI’s construction yard.The derrick consists of a box-beam structure with a collaps-

ible/retractable top to pass un-der bridges. Pipes, cables and elevator all run inside the der-rick legs, providing a sheltered environment, reduced mainte-nance costs and increased safe-ty, the companies said, noting that the derrick could easily be upgraded for arctic operations.While making use of conven-tional drilling equipment, the new derrick design offers a clean drill fl oor and much more operational fl exibility as three operations can be performed simultaneously, the companies pointed out. This is achieved due to the location of the BOP and riser string handling out-side the derrick, as is the case for Christmas tree deployment. Stand /casing building is con-ducted within the derrick.

Multifl ex modular concept for OSVsIMTECH MARINE | At this year’s Nor-Shipping exhibi-tion in Oslo, Imtech Marine launched its modular and fl ex-ible “Multifl ex” concept for off-shore support vessels (OSV). On the basis of this concept, Imtech Marine works closely with shipowners and builders and offers them expert system-independent advice and selec-tion from a wide range of tech-nology solutions.These technology modules include diesel-electric pro-pulsion, power distribution, vessel automation, dynamic positioning, navigation and communication, HVAC (heat-ing, ventilation and air condi-tioning), fi re protection and fi re-fi ghting as well as safety systems.

“From the perspective of Imtech Marine, the key suc-cess factor is the seamless integration of all chosen technologies into the vessel and the support and main-tenance during the full life cycle, wherever the ship oper-ates”, says Eric van den Adel, managing director of Imtech Marine.The company aims to pro-vide effi cient solutions for the customer’s requirements, while minimising every pos-sible risk. According to Im-tech Marine, this starts with early involvement in concep-tual ships design. Knowledge of the vessel’s functionality is used to create an optimal interface between the ship’s processes and the technology.

Free-standing off-shore access systemOFFSHORE INSTALLATION | Offshore Solutions B.V. (OSBV), a joint venture between AMEC and Cofely Nederland N.V., has launched a free-standing offshore access system (OAS) designed to signifi cantly reduce installation time. OSBV said it had worked with UK-based AKD Engineering to convert an existing OAS into a free-standing skid-mounted unit. The new design will al-low quayside installation to be completed in one day and eliminate the need for struc-tural modifi cations to the ves-sel to accommodate the ped-estal both above and below the deck. The 80m2 skid-mounted unit will reduce the footprint on the vessel, leaving more deck space free for storage and workshop facilities. The free-standing unit is pre-commissioned and, once installed on a suitable vessel with class-two dynamic posi-

tioning capability, it is ready for immediate operation. This makes it extremely suit-able and more cost-effective for short-term hires, accord-ing to OSBV.

The free-standing offshore access system


OFFSHORE & MARINE TECHNOLOGY | OIL & GAS

SPI_004-11_ 4_46_20110802145006_468482.indd 44 02.08.2011 14:51:16

Ship Operation and Ship Design

Future Fuels and Efficient Power

Conference Language: Venue: Special Hotel Rates:

Conference Fees: € €€ €€ €

€ €

The German Society for Maritime TechnologySchiffbautechnische Gesellschaft e.V.

SPI_004-11_ 4_46_20110802145006_468482.indd 45 02.08.2011 14:51:18

Global offshore strategyCARGOTEC | With constantly expand-ing demand for innovative solutions in the offshore sector as ships need to lift heavier loads in deeper waters and harsher climates, cargo and load handling special-ist Cargotec sees remarkable growth in its MacGregor product line. An example of the increasing scale is the MacGregor 400-tonne semi-active heave-compensated offshore crane recently deliv-ered by Cargotec to North Sea Shipping’s offshore construction vessel North Sea Gi-ant, the biggest ship in its class, the Finnish company reports.The crane’s slew bearing is more than 4.8m in diameter. The winch drum is over 3.5m in diameter and almost 4m wide. The 126mm-diameter lifting wire is 3km long. It has the capacity to lift 100 tonnes at the full boom outreach of 34m and can ac-tively heave-compensate a 400-tonne load with a 6m surface heave movement. The hook weighs 15 tonnes.However, a crane of this size could raise the ship’s centre of gravity suffi ciently to adversely affect its stability; Cargotec ad-dressed this issue by locating the winch, the hydraulic power unit and major hydraulic components below deck to maintain the vessel’s stability requirements.Cargotec also delivered a smaller MacGre-gor 50-tonne, active heave-compensated (AHC) crane to this vessel.Another sophisticated solution is the MacGregor ultra-deepwater lifting system (UDLS), which addresses the problem of operating at extreme depths by employing new multi-component fi bre ropes that are weight-neutral in water, according to the company. This allows a crane to deploy its full load down to an unlimited depth, be-cause the weight of thousands of metres of submerged rope does not have to be sub-tracted from the crane’s total load capacity.Existing offshore cranes can be retrofi t-ted with the system and still employ their

steel wire winches to make accurate active heave-compensated seabed landings. This ensures that there is limited wear and tear on the fi bre rope. The UDLS is available as a 150-tonne or 250-tonne capacity sys-tem and can be supplied ready for various lengths of fi bre rope.

Offshore windCargotec is also supplying two MacGregor offshore deck cranes for installation on an offshore converter platform, BorWin beta, which will feed 800MW of renewable en-ergy generated by two offshore wind farms into the German electricity grid. The power converter will begin test operation at the end of 2012.The MacGregor luffi ng cranes have a safe working load of 10 tonnes at 41m outreach and will be used to offl oad supply vessels, handle materials on BorWin beta’s open deck areas and lower them to the decks be-

low via hatches. They are also “man-riding approved.” The platform will be positioned about 125km from the German coast, and the cranes are designed to withstand harsh North Sea conditions.

New service stationsCargotec’s advanced MacGregor Onboard Care concept offers services to suit custom-ers’ individual needs. Cargotec recently completed a major overhaul of a large Mac-Gregor AHC crane that had been working in Ghana. “We have taken a wide variety of ma-jor offshore crane work around the world, including repairs and upgrades as new solu-tions become available,” says Trond Karlsen, manager of the Offshore Competence Cen-tre in Kristiansand, Norway. There are currently some 60 Cargotec ma-rine service stations worldwide, strength-ening the company’s local presence and establishing new strategic partnerships.

The MacGregor 250-tonne AHC subsea crane

Pipe cutter for decommissioning marketIHC MERWEDE | A pipe cutter for use in the expanding market for decommis-sioning offshore structures has been in-troduced by IHC Handling Systems, a global supplier of offshore installation and removal equipment and unit of Neth-erlands-based IHC Merwede. Unlike other equipment developed to date, the tool can

be repositioned under water, according to IHC Merwede.The pipe cutter creates smaller pieces of pipe for transportation in the process of decommissioning jackets. It can be used on a pipe range of 10-36”, a maximum wall thickness of 1.125” (28mm) and has a cut-ting capacity of 1,000 tonnes.

The new pipe cutter


OFFSHORE & MARINE TECHNOLOGY | INDUSTRY NEWS

SPI_004-11_ 4_46_20110802145006_468482.indd 46 02.08.2011 14:51:18

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. Clearly arranged according to references, you find the offers of international shipbuilding and supporting industry in the following columns.

II

1.06 Repairs + conversions

1 Shipyards

2.03 Couplings + brakes

2.01 Engines

2 Propulsion plants

Your representative forDenmark, Finland, Norway and Sweden

ÖRN MARKETING AB

E-mail: [email protected]

1.10 Equipment for shipyards

1.09 Offshore vessels

2.02 Gears


1.07 Work boats + authority crafts

Heise Schiffsreparatur & Industrie Service GmbHHoebelstrasse 55D-27572 Bremerhaven

e-mail: [email protected]: www.heise-schiffsreparatur.de

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

MWB Motorenwerke Bremerhaven AGBarkhausenstraße 60D 27568 Bremerhaven

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

1.000m pier facilities

Repairs and Conversions

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

[email protected] www.bredo.de

HATECKE GMBHAm Ruthenstrom 121706 Drochtersen / GermanyPhone +49 (0)4143 91 52 0

+49 (0)4143 91 52 40Email: [email protected]

www.hatecke.deLifesaving solutions you can rely on- for cruise and shipping industries.

www.stxomv.com

AVEVA Group plcHigh Cross, Madingley RdCambridge CB3 0HBEnglandTel: +44 1223 556655

www.aveva.com

Engineering design and information managementsolutions for the Plant and Marine industries

SCHIFFSDIESELTECHNIK KIEL GmbHKieler Str. 177D-24768 RendsburgTel. +49(0)4331 / 4471 0

www.sdt-kiel.de

mtu, John Deere,Perkins and Sisu enginesGenerating Sets

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

Ships' propulsion systems from 250 to 30.000 kW

REINTJES GmbHEugen-Reintjes-Str. 7D-31785 HamelnTel. +49 (0)5151 104-0

[email protected] www.reintjes-gears.de


www.sdt-kiel.de

ZF - Gears

NAVILUS gearboxes from 1,000 kW to 50,000 kW

Siemens AGAm Industriepark 2

46562 Voerde - Friedrichsfeld / GermanyTel.:

www.siemens.com

Voith Turbo GmbH & Co. KGVoithstr. 174564 Crailsheim/GermanyTel. +49 (0)7951 32 - 0

E-mail: [email protected]: www.voithturbo.com/industry

Fluid couplings, Highly flexible couplings, Universal joint shafts, Safety couplings

Couplings, seawater resistent

R+W Antriebselemente GmbH

D-63911 Klingenberg / GermanyFon: +49 (0)9372-9864-0

+49 (0)9372-9864-20email: [email protected]

Couplings

KTR Kupplungstechnik GmbH

Tel. +49(0)59 71 798 0

www.ktr.com

highly flexible, flexible and rigid couplings

REICH-KUPPLUNGENDipl.-Ing. Herwarth Reich GmbH

Tel. +49 (0)234 959 16 0

e-mail: [email protected]

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

Ortlinghaus-Werke GmbH

Tel.: www.ortlinghaus.com

Highly flexible couplings, dampers, elasticmounts and driveline components

VULKAN Kupplungs - und Getriebebau B. Hackforth GmbH & Co. KG Heerstraße 66D-44653 HernePhone: + 49 (0)2325 922 - 0

+ 49 (0)2325 71110e-mail: [email protected]

III

2.06 Rudders + rudder systems

2.12 Service + spare parts2.04 Shaft + shaft systems

2.05 Propellers

2.07 Manoeuvring aids

2.09 Exhaust systems



2.11 Water jet propulsion units

Controllable-pitch propeller systems,Shaft lines

SCHOTTEL-Schiffsmaschinen GmbHSchottelweg 1

Tel. +49 (0) 3841 / 20 40+49 (0) 3841 / 20 43 33

www.schottel.de

ANDRITZ HYDRO GmbH

D-88212 RavensburgTel. +49(0)751 29511 0


Controllable Pitch Propellers

Controllable-pitch propeller systems,Shaft lines

SCHOTTEL-Schiffsmaschinen GmbHSchottelweg 1

Tel. +49 (0) 3841 / 20 40+49 (0) 3841 / 20 43 33

www.schottel.de


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

Jastram GmbH & CO. KG

e-mail: [email protected]: www.jastram-group.com

Transverse Thrusters,Azimuth Grid Thrusters

Rudderpropellers, Transverse Thrusters, Pump-Jets

SCHOTTEL GmbHMainzer Str. 99D-56322 Spay/RheinTel. + 49 (0) 2628 / 6 10

www.schottel.de

Complete SCR and Oxidation Catalyst-Systems

Johnson Matthey Catalysts (Germany) GmbH

www.jmcatalysts.com

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

Couple Systems GmbH Hamburger Landstr. 49D-21357 BardowickTel. +49 (0) 40 526000900

+49 (0) 40 526000939e-mail: [email protected]

Exhaust Gas Purification Systems / Diesel Particulate Filters / SCR Catalysts

Hug Engineering AG

Phone +41 52 368 20 20

www.hug-eng.ch

2.10 Special propulsion units

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


www.schottel.de

Pump-Jets for main and auxiliary propulsion


www.schottel.de

Hudong Heavy Machinerysee NIPPON Diesel ServiceHHM

KOBE DIESELsee NIPPON Diesel Service

MITSUBISHI DIESEL/TURBOCHARGERsee NIPPON Diesel Service

MOTOR-SERVICE SWEDEN ABMölna Fabriksväg 8SE-610 72 VAGNHÄRAD

www.motor-service.se [email protected]

WORLDWIDE SPARE PART DELIVERIES

NIPPON Diesel ServiceHermann-Blohm-Strasse 1D-20457 HamburgTel. +49 (0)40 31 77 10-0

www.nds-marine.com

After Sales Service - Spare PartsDistribution - Technical Assistance

MWB Motorenwerke Bremerhaven AGBarkhausenstraße 60D 27568 Bremerhaven

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

Development, modification and maintenance of engines

YANMAR DIESELsee NIPPON Diesel Service

TAIKO KIKAI INDUSTRIES CO.,LTDsee NIPPON Diesel Service


www.sdt-kiel.de

Repairs - Maintenanceon-board service - after sales

Spare Parts for Marine, Mining, Industrial

SIWO GmbHSpare Parts CenterOststrasse 84D-22844 NorderstedtTel. +49 (0)40 51 31 88-02

[email protected] www.siwo.eu

Catalytic Exhaust Gas Cleaning forCombustion Engines on Ships

H+H Umwelt- und Industrietechnik GmbHIndustriestr. 3-5D-55595 HargesheimTel. +49 (0)671 92064-10

E-mail: [email protected]: www.HuHGmbH.com

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


IV

3.13 Preheaters

3.12 Indicators

3.02 Guide + roller bearings

3.06 Turbochargers 3.08 Separators

3 Engine components

3.01 Heat exchangers

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

D-38271 BaddeckenstedtTel. +49 (0)5062-9641973

2-9641975e-mail: [email protected] www.is-service.de

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

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

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

3.05 Starters

DÜSTERLOH Fluidtechnik GmbHAbteilung Pneumatik StarterIm Vogelsang 105D-45527 Hattingen

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

www.abb.com/turbocharging

Service for ABB and BBC turbochargersOriginal ABB spare parts

Maintenance and Repair of Industrial and Marine Turbochargers and Heat Exchangers in Spain

TURBO CADIZ S.L.Pol.Ind. PELAGATOS - C/ del Progreso Parcela 17A - 20A11130 Chiclana de la Fra. (Cadiz) EspañaTel. +34 956 407 949/50Fax +34 956 407 951e-mail: [email protected] • www.turbocadiz.com

3.07 Filters

FIL-TEC Rixen GmbH

Tel. +49 (0)40 656 00 61 +49 (0)40 656 856-0 +49 (0)40 656 57 31

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 GmbH

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

E-mail: [email protected]: www.mahle-industrialfiltration.com

Systems for water, oil and gas filtration,Oil Purification Systems

Pall GmbHMarine Office Hamburg

www.pall.com

Tel. +49 (0) 431 90892500 +49 (0) 431 90892520

www.alphastone.euPURADYN Oil filtration systemKeep it clean® & keep it green!

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

D-38271 BaddeckenstedtTel. +49 (0)5062-9641973

2-9641975e-mail: [email protected] www.is-service.de

A never-ending commitmentto a sustainable environment

Alfa Laval Tumba ABMarine & Diesel EquipmentSE-147 80 TUMBASweden

www.alfalaval.com

3.09 Fuel treatment plants

ELWA-ELEKTROWÄRME-MÜNCHEN A.Hilpoltsteiner GmbH & Co KGPostfach 0160D-82213 MaisachTel. +49 (0)8141 22866-0

www.elwa.comViscosity Control Systems EVM 3

Standard Booster Modules

Fuel treatment systemsFilter/water separators

MAHLE Industriefiltration GmbH

Tel. +49 (0) 40 53 00 40 - 0 +49 (0) 40 53 00 40 - 24 19 3


3.10 Injection systems

High pressure fuel injection systems up to 2.000 barfor diesel engines from 1.000 to 40.000 kW

L'Orange GmbH Porschestrasse 30D-70435 StuttgartTel. +49 711 / 8 26 09 -0

711 / 8 26 09 - 61e-mail: [email protected]

LEHMANN & MICHELS GmbH Sales & Service Center

Tel. +49 (0)4101 5880-0


ELWA-ELEKTROWÄRME-MÜNCHEN A.Hilpoltsteiner GmbH & Co KGPostfach 0160D-82213 MaisachTel. +49 (0)8141 22866-0

www.elwa.com

Oil and Cooling Water Preheating


V

4.05 Anodic protection

5.07 Ship’s doors + windows

5.05 Galleys + stores

5.03 Refrigeration • HVAC

5 Ships´equipment

5.02 Insulating technology

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

Hotstart GmbHAm Turm 8653721 Siegburg / GermanyTel. +49 (0) 2241 12734 10

+49 (0) 2241 12734 29e-mail: [email protected]

4.04 Cathodic protection

Balver Zinn Josef Jost GmbH & Co. KG

Tel. +49(0)2375 915 0

www.Balverzinn.comzinc anodes, zinc-aluminum anodes, anodes for electroplating finishing

Balver Zinn Josef Jost GmbH & Co. KG

Tel. +49(0)2375 915 0

www.Balverzinn.comzinc anodes, zinc-aluminum anodes, anodes for electroplating finishing

TILSE Industrie- und Schiffstechnik GmbHSottorfallee 12D-22529 HamburgTel. +49 (0)40 432 08 08 0

www.tilse.com

Anti marine growth and corrosion systemMARELCO

Steel and FRP gratingIndustrial racking systems

SIN HIAP CHUANHARDWARE & ENGINEERING PTE LTDCo. Reg. No. 199801942M

Tel. +65 6897 8860 · +65 6897 [email protected] · www.singrating.com

5.01 Sheet- + profile steel

R&M Ship Technologies GmbH

21107 Hamburg, Germany

www.shiptec.info



www.shiptec.info

Uffelnsweg 10 • 20539 Hamburg / Germany+49 (40)78 12 93-0 • [email protected] • www.k-j.de

Refrigeration, air-conditioning, ventilation

Axial fans & centrifugal fans www.pollrichdlk.com

Global specialist in turnkey deliveriesof ship catering areas.

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

www.loipart.com

5.06 Furniture + interior fittings

Lock and Hardware Concepts for Ship & Yachtbuilders

G. Schwepper Beschlag GmbH & Co.Velberter Straße 83D 42579 Heiligenhaus Tel. +49 2056 58-55-0

e-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 Sundern

+49 (0)2393 [email protected]



www.shiptec.info

TEDIMEX GmbH

Internet:

glare protectionsun protection and black-outs

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

Podszuck GmbH 24148 Kiel Germany

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

Steel Doors - Fire Doors - Ship DoorsEstablished in 1919

®

Watertight / Gastight / Pressure Ship doors, Hatches, Flaps, Vent heads, Fans

WIGO Metall GbRAlarichstraße 22a

Tel.: +49 (0)202/94695-02/94695-10

www.wigo-metall.de

Your Representative for Germany Austria and Switzerland

Friedemann StehrTel. +49 6621 9682930


4 Corrosion protection

4.02 Coatings

WIWA Wilhelm Wagner GmbH & Co. KGGewerbestr. 1-3 D-35633 LahnauTel. +49 (0)6441 609-0

www.wiwa.de


VI

6.01 Pumps

6 Hydraulic+ pneumatic

5.15 Other marine equipment

5.12 Yacht equipment

5.14 Shock + vibration systems


5.11 Ballast water management

5.10 Oil separation


www.tilse.com

FORMGLAS SPEZIAL Yacht glazingbent and plane, with installation

®

5.08 Supply equipment

DVZ-SERVICES GmbHBoschstrasse 9D-28857 SykeTel. +49(0)4242 16938-0

e-mail: [email protected]: www.dvz-group.deOily Water Seperators, Oil-in-Water - Monitors, Sewage Treatment

Plants, Ballast Water Treatment, R/O - Systems

Water treatment systems for theinternational maritime and oil&gas industry

ENWA Water Treatment AS

NO-4066 Stavanger NorwayTel. +47 5163 4300 +47 5163 [email protected] www.enwa.com

Fresh water generation by MF/RO systems


www.pall.com

5.09 Waste disposal systems



Plants, Ballast Water Treatment

DECKMA HAMBURG GmbHKieler Straße 316, D-22525 HamburgTel: +49 (0)40 548876-0

eMail: [email protected] Internet: www.deckma.com

15ppm Bilge Alarm, Service + Calibration



Plants, Ballast Water Treatment


Tel. +49 (0) 40 53 00 40 - 0 +49 (0) 40 53 00 40 - 24 19 3


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

DVZ-BALLAST-SYSTEMS GmbHBoschstrasse 9D-28857 SykeTel. +49(0)4242 16938-0

e-mail: [email protected]: www.dvz-group.de

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

Ballast Water Treatment

BOLL & KIRCH Filterbau GmbH

www.bollfilter.de


Tel. +49 (0) 40 53 00 40 - 0 +49 (0) 40 53 00 40 - 24 19 3


Ballast water treatment (Ocean Protection System - OPS)

3D Sonar SystemForward Looking Sonar System

Veinland GmbH Pappelallee 19D-14554 Seddiner See OT Neuseddin, GermanyTel.: +49 33205 26 97-0


More than 25 years experiencein shock and vibration systems

Sebert Schwingungstechnik GmbHHans-Böckler-Str. 35D-73230 KirchheimTel. +49 (0)7021 50040

www.sebert.desubsidiaries in Bremen, France, Netherlands, Rumania

Tel. +49 (0) 431 90892500 +49 (0) 431 90892520

www.alphastone.euSeparators, filters, pumps, boilers,

gas-kits, valves

Körting Hannover AGBadenstedter Str. 56D-30453 HannoverTel. +49 511 2129-247 Internet: www.koerting.de


KRACHT GmbH

www.kracht.euTransfer pumps – Flow measurement

Mobile hydraulics – Industrial hydraulics

Twin-Screw Pumps, Progressive CavityPumps, High Pressure Pumps

Bornemann GmbH

Phone: www.bornemann.com

von-Thünen-Str. 7 D-28307 Bremen

e-mail: [email protected]: www.behrenspumpen.de

Ship Centrifugal Pumps

BE > THINK > INNOVATE >

Grundfos A/SPoul Due Jensens Vej 7DK-8850 BjerringbroDenmarkTel. +45 87501400 +45 [email protected] www.grundfos.com

VII

6.02 Compressors

7 On-board power supplies

7.01 Generating sets

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

Tel. +49 (0) +49 (0)8638 [email protected] www.netzsch.com

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

e-mail: [email protected] www.nk-air.com

Air- and water-cooled compressors, air receivers with valve head, bulk head penetrations


Spare parts for water and air-cooled compressors

Water- and air-cooled compressors

6.03 Hydraulic systems

6.05 Piping systems



6.04 Valves

Filtration components and systems,Monitoring systems


www.pall.com

Industriestraße

Tel. +49 (0)481 903 - 0

[email protected]

Valves and fittings for shipbuilding

Marine valves, indication,remote controls, ship spare parts

FAK-ARMATUREN GmbHLademannbogen 53D-22339 HamburgTel. +49 40 538949-0

E-mail: [email protected]: www.fak-armaturen.de

aquatherm GmbHBiggen 5D-57439 Attendorn

e-mail: [email protected]: www.aquatherm.defusiotherm® piping systems for shipbuilding- Approval by GL, RINA + BV

Heise Schiffsreparatur & Industrie Service GmbHHoebelstrasse 55D-27572 Bremerhaven

e-mail: [email protected]: www.heise-schiffsreparatur.de

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

KME Germany AG & Co. KG

Tel. +49 (0) 541 321 3011

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

OSNA® - 10 pipes and componentsof CuNi 90/10 for seagoing vessels



www.shiptec.info

Uffelnsweg 10 • 20539 Hamburg / Germany+49 (40)78 12 93-0 • [email protected] • www.k-j.de

Pipeline: repair, conversion, new building

SCHIFFSDIESELTECHNIK KIEL GmbHKieler Str. 177D-24768 RendsburgTel. +49 4331 / 4471 0

www.sdt-kiel.de

Individual generating sets withmtu, MAN, Deutz, Volvo and other engines

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

Ritterhuder Armaturen GmbH & Co. Armaturenwerk KGIndustriestr. 7-9 D-27711 Osterholz-Scharmbeck

www.ritag.com

Wilhelm Schley (GmbH & Co.) KGValve manufacturer

www.wilhelm-schley.com

Reducing valves, Overflow valves, Ejectors,Safety valves, Shut-off valves, etc.

Hydronic Balancing Valves andPipesystems, appr. by GL and DNV

OVENTROP GmbH & Co. KGPaul-Oventrop-Straße 1 D-59939 Olsberg

Telefon +49 (0)29 62 82-0

E-Mail: [email protected] www.oventrop.de

Premium Armaturen + Systeme

Quick Couplings & Multicouplers for shipbuilding, offshore & deepwater applications

WALTHER-PRÄZISION Carl Kurt Walther GmbH & Co. KG

42781 Haan, GermanyTel. +49(0)2129 567-0 +49(0)2129 567-450e-mail: [email protected]

www.walther-praezision.de

Schubert & SalzerControl Systems GmbHPostfach 10 09 07 D-85009 Ingolstadt

E-mail: [email protected]: www.schubert-salzer.com

VIII

9.08 Telephone systems

9.04 Navigation systems

9.02 Satellite + radio communication

8.09 Test kits

8.05 Flow measurement

8.06 Automation equipment

Your Representative for Germany Austria and Switzerland

Friedemann StehrTel. +49 6621 9682930


9 Navigation + communication

8.04 Level measurement systems

7.06 Cable + pipe transits

8 Measurement + control devices

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

Jürgen Thiet GmbH26632 Ihlow-Riepe / Germany

Tel. +49 4928 9192-40E-Mail: [email protected] www.thiet.de

GEAQUELLO® + FLAMMADUR®

Fire protection systems

AIK Flammadur Brandschutz GmbHOtto-Hahn-Strasse 5D-34123 KasselPhone : +49(0)561-5801-0

: +49(0)561-5801-240 e-mail : [email protected]

Sensors & Switches to controlPressure, Temperature, Level, Flow

Barksdale GmbHDorn-Assenheimer Strasse 27D-61203 ReichelsheimTel: +49 (0) 6035-949-0

e-mail: [email protected] www.barksdale.de


www.tilse.com

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

KRAL AGBildgasse 40, 6890 Lustenau, Austria

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

KRACHT GmbH

www.kracht.euTransfer pumps – Flow measurement

Mobile hydraulics – Industrial hydraulics

VISATRON Oil Mist Detection Systems against Engine Crankcase Explosions

Schaller Automation GmbH & Co. KG

www.schaller.de

Automation solutions for ships and offshore installations

Bachmann electronic GmbH Kreuzäckerweg 336800 Feldkirch, AustriaTel. +43 / 55 22 / 34 97-0

+43 / 55 22 / 34 97-102www.bachmann.info

www.deckma-gmbh.de

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

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

Martechnic GmbHAdlerhorst 4D-22459 HamburgTel. +49 (0)40 85 31 28-0

E-mail: [email protected]: www.martechnic.com

Connecting people and businesses at sea

MarlinkOffices in: Oslo, London, Hamburg,Brussels, Athens, Dubai, Mumbai,

Tel.(24/7)www.marlink.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 0


Manufacturer of finest marine chronometers,clocks and electrical clock systems

Gerhard D. WEMPE KGDivision Chronometerwerke

Tel.: + 49 (0)40 334 48-899


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

Email [email protected]

Neue A-TECHAdvanced Technology GmbHLitzowstr. 15D-22041 Hamburg


Communication Systems

9.09 Communication networks

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

Your representative for Eastern EuropeWladyslaw JaszowskiPROMARE Sp. z o.o.

Tel.: +48 58 6 64 98 47


IX

12.01 Consulting engineers

12 Construction + consulting

9.11 Bridge equipment

11.01 Cranes

11 Deck equipment

10.01 Fleet management systems

10 Ship‘s operation systems

11.03 Lashing + securing equipment

11.06 Container cell guides

10.03 Loading + stability computer systems

Marine seat systems for yachts and commercial ships

Pörtner GmbH

D-33619 BielefeldTel. +49 (0) 521 10 01 09

E-Mail: [email protected] internet: www.poertner-gmbh.de

Integrated Fleet/Ship Management SystemSafety and Quality Management Maintenance

CODie software products e.K.www.codie-isman.com

ISM Software SystemPerformance Indicator Monitor



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

Müller+Blanck Software GmbHGutenbergring 3822848 Norderstedt / GermanyPhone : +49 (0) 40 500 171 0

www.Capstan3.comCapstan3 – the planners best friend

Loading ComputerCargo Handling Simulator



Global Davit GmbH Graf-Zeppelin-Ring 2 D-27211 BassumTel. +49 (0)4241 93 35 0

e-mail: [email protected]: www.global-davit.de

Survival- and Deck Equipment

d-i davit international gmbhSandstr. 20D-27232 Sulingen

e-mail: [email protected]: www.davit-international.de

Cranes, davits and free-fall systems

Cranes - Lashings - Survival equipment

BESCONordheimstr.149

Tel. +49 (0) 4721 / 50 80 08-0

www.besco.de

GERMAN LASHING Robert Böck GmbH

Tel. +49 (0)421 17 361-5 +49 (0)421 17 361-99

E-Mail: [email protected]: www.germanlashing.de

SEC Ship's Equipment Centre Bremen GmbHSpeicherhof 5 D-28217 BremenTel. e-mail: [email protected]: www.sec-bremen.de

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

SEC Ship's Equipment Centre Bremen GmbHSpeicherhof 5D-28217 BremenTel. e-mail: [email protected]: www.sec-bremen.deLayout, 3D-design, delivery and installations

of container related constructions

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

SEA2ICE LTD. & CO. KG

www.sea2ice.comDesign and concepts for offshore structures in ice and open waters, evacuation concepts

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

and steel construction

Brunel Transport&Energy, RostockTel.: +49 (0) 381 / 8 57 63 [email protected]/brunel-transport-energy.php

Ship Design since 1981

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

www.abh-emden.com

INGENIEUR-TECHNIK GMBH

Contract management, engineering and consultingservices for Marine and Offshore industries

Deltamarin Ltd.Purokatu 1FI-21200 RAISIOFinland

www.deltamarin.com

S.M.I.L.E.Techn. Büro GmbH

Tel. +49 (0)431 21080 10

e-mail: [email protected]: www.smile-consult.de

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

Fleet Management Systems, Terminal Management Systems

INTERSCHALT maritime systems AGOsterbrooksweg 42D-22869 Schenefeldtel. +49 (0) 40 83033-0fax +49 (0) 40 8302617www.interschalt.de

14.06 Searchlights

X

14 Alarm + safety equipment

14.01 Lifeboats + davits

13.03 Grabs

13 Cargo handling technology

12.03 Classification societies

12.02 Ship model basins

S.M.I.L.E. FEM GmbH

Tel. +49 (0)431 21080 20

e-mail: [email protected]: www.smile-fem.de

FEM - Coupling - OptimizationCFD - FSI - SHOCK - CRASH

THE HAMBURG SHIP MODEL BASIN

Tel. +49 (0) 40 69 20 30

www.hsva.de

DNV Germany GmbH

Tel.: :

Classification and service beyond class

MANAGING RISK

Tel. +49 (0)4102 23180

E-mail: [email protected]: www.nordseetaucher.eu

NORDSEETAUCHER GmbHNORDSEETAUCHER GmbH

12.04 Research + development

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

MRS Greifer GmbH

Tel. +49 7263 91 29 0

e-mail: [email protected]: www.mrs-greifer.de

The best linkbetween ship and shore

ORTS GmbH MaschinenfabrikSchwartauer Strasse 99D-23611 Sereetz / GermanyTel. +49 451 39 88 50

Email: [email protected]: www.orts-greifer.de

Global Davit GmbH Graf-Zeppelin-Ring 2 D-27211 BassumTel. +49 (0)4241 93 35 0

e-mail: [email protected]: www.global-davit.de

Survival- and Deck Equipment

d-i davit international gmbhSandstr. 20D-27232 Sulingen

e-mail: [email protected]: www.davit-international.de

Cranes, davits and free-fall systems

HATECKE GMBHAm Ruthenstrom 121706 Drochtersen / GermanyPhone +49 (0)4143 91 52 0

+49 (0)4143 91 52 40Email: [email protected] www.hatecke.de

Lifesaving solutions you can rely on- for cruise and shipping industries.

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

Vanguard Composite Engineering Pte Ltd tel. +65 6887 5034

+65 6887 5043e-mail: [email protected] www.vanguardlifeboat.com

14.02 Life jackets

BETTER SOLUTIONS FOR SAFETY AT SEA

CM Hammar ABAugust Barks gata 15SE-421 32 Västra Frölunda

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 7086

+65 6897 8930E-mail: [email protected]

www.gms.com.sg

14.04 Fire protection

Neue A-TECHAdvanced Technology GmbHLitzowstr. 15D-22041 Hamburg


www.deckma-gmbh.de

Fire-, Smoke-, FWBLAFFS Systems,Retrofit Systems

Uffelnsweg 1020539 Hamburg

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

Fire Protection: KJ FireOff Systems, Sprinkler, CO2

TEDIMEX GmbH

Internet:

UV- and whitelight searchlights

offers a completelisting of the

maritime industry.In the section “Buyer‘s Guide“

a www-link to thelisted companiesgives full detailsof their products

and services


16 Offshore + OceanTechnology

16.07 Arctic + polar technology

17.06 Professional Commercial Diver

17 MaritimeServices

16.08 Subsea technology

XI

16.09 Marine equipment + components

17.05 Insurance

Buyer's Guide4

Price per entry per issue:

Size I H 30/B 58mm

Size II H 40/B 58mm

1 Keyword € 90,– € 120,–2 Keywords each € 85,– each € 115,–

3 Keywords each € 80,– each € 110,–



from 6 Keywords each € 65,– each € 95,–

Online: In addition to the printed issues, the Buyer's Guide is also provi-ded online. The premium online entry, including an active link, logo and e-mail, is free of charge for all customers of the Buyer’s Guide print issue.

Time span and discounts:Minimum time span for your booking is one year in one tar-get region! Each target region can be booked individually. For bookings in several regions, we offer the following rebate off the total price:

Two target regions/year: 10%

Three target regions/year: 20%

The Buyer’s Guide provides a market overview and an index of sup-ply sources. It is clearly organised according to key words. Every entry in the Buyer’s Guide includes your company logo (4 colour), address and communications data plus a concise description of product or services offered.

Europe International Select

Target

regions

Germany/ Central Europe Worldwide Vietnam, China,

Russia

Issues

January – –– February February/Vietnam

April April –June June June/China

– August –September – September/Russia

– October –November – November/China

– December –

You can advertise in these categories:

1ShipyardsWerften 10

Ship´s operation systemsSchiffsführungssystemeHệ thống điều khiển tàu

2Propulsion systemsAntriebsanlagen 11

Deck equipmentDecksausrüstung

3Engine componentsMotorenkomponenten 12

Construction & consultingKonstruktion & Consulting

4Corrosion protectionKorrosionsschutz 13

Cargo handling technologyUmschlagtechnikKỹ thuật vận hành hàng hóa

5Ship's equipmentSchiffsausrüstung 14

Alarm and safety equipmentWarn- und Sicherheitsausrüstung

6Hydraulic & pneumatic equipmentHydraulik & Pneumatik 15

Port constructionHafenbau

7On-board networksBordnetze 16

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

8Measurement & control devicesMess- und Regeltechnik 17

Maritime servicesMaritime DienstleistungenDịch vụ hàng hải

9Navigation & communicationsNavigation & Kommunikation 18

InformationBuyer´s Guide

18 Buyer‘s Guide Information

ON LINE Safety Equipment "one stop" Shop

TechnoFIBRE (S) Pte Ltdtel. +65 6266 1412

+65 6266 1435e-mail: [email protected]

www.technofibre.com

Tel. +49 (0)4102 23180



SEA2ICE LTD. & CO. KG

www.sea2ice.comDesign and concepts for offshore structures in ice and open waters, evacuation concepts

Insurance agentsfor seagoing- and inland shipping and fishery

D-21218 Seevetal (Hittfeld)Tel. +49 (0)4105 77028-0 (24 hour service)

+49 (0)4105 77028-22www.Carl-Rehder.de

Tel. +49 (0)4102 23180



Diving, Salvage & Average ServiceHydraulic Engineering - Maritime Services

Baltic Taucherei- undBergungsbetrieb Rostock GmbHAlter Hafen Süd 3 · D-18069 RostockTel.: +49 (0)381- 811 1000


Diving, Salvage & Average ServiceHydraulic Engineering - Maritime Services

Baltic Taucherei- undBergungsbetrieb Rostock GmbHAlter Hafen Süd 3 · D-18069 RostockTel.: +49 (0)381- 811 1000


Seafarers’ rightsILO MLC, 2006 The Maritime Labour Convention, 2006 (MLC, 2006) adopted by the International Labour Organization (ILO) is a challenge to the entire maritime community. Replacing earlier labour conventions, it regulates working and living conditions for seafarers and helps to create conditions of fair competition for shipowners. However, many open questions remain. In the fi rst edition of Ship&Offshore TV, Editor in Chief Dr Silke Sadowski spoke with Olaf Quas, Head of Department Global Practice ISM/ISPS/MLC, 2006 at Germanischer Lloyd (GL), about the most relevant aspects of MLC, 2006.

Mr Quas, could you please explain why it was necessary to introduce this new conven-tion?Due to low and partly insuf-fi cient ratifi cation rates of the existing maritime labour standards, more needed to be done to substantially im-prove seafarers’ working and living conditions. Drawn up by the ILO through the tripar-tite efforts of representatives of shipowners, governments and seafarers, the MLC, 2006 defi nes a uniform standard for the working and living con-ditions of seafarers. Further-more, it endeavours to create fair competitive conditions for

shipowners, while giving indi-vidual countries certain fl ex-ibility in implementing the guidelines.

What are the main issues in-cluded in the new convention?The MLC, 2006 contains fi ve titles. These mainly deal with key issues of maritime labour law such as the conditions of employment, like the mini-mum age of seafarers, regu-lations for dangerous work, health and safety and hygiene on board. Furthermore, is-sues like payment of wages, employment agreements or regulations for the use of re-cruitment are addressed. Also

complaint procedures have to be implemented by shipown-ers. MLC, 2006 thus covers the whole variety of maritime la-bour regulations now brought to a uniform level.

Who will be affected by the new convention?The Maritime Labour Conven-tion, 2006 is applicable to all seafarers and to all ships com-mercially operated and engaged in international waters. By the time of implementation, some 55,000 seagoing vessels from 500 GT upwards – excluding traditional, navy and fi shing vessels – will have to obtain certifi cation to ensure compli-

ance with the international requirements for the working and living conditions of seafar-ers. Ships will be obligated to carry a Maritime Labour Cer-tifi cate and a Declaration of Maritime Labour Compliance, documenting how the ship-owner has implemented the relevant national regulations based on MLC, 2006.

When is the convention expect-ed to enter into force?The convention will enter into force 12 months after two cri-teria have been fulfi lled: 30 members with a total share in the world gross tonnage of 33% have ratifi ed the conven-tion. And both criteria have to be fulfi lled.Presently, one ratifying target has been achieved, and it is expected that the second tar-get will be achieved by the end of 2011 when the European countries have submitted their ratifi cations.

When would you recommend that your clients start compli-ance with the convention?Although the convention is not yet in force, customers who start with early compli-ance have a number of ben-efi ts including competitive advantages in recruiting sea-faring personnel through an early evidence of decent work-ing and living conditions.Furthermore, the pre-planning of resources in advance of the expected high-demand period can be improved.By attendance of MLC ANA-LYSER gap analysis, customers

Ship&Offshore‘s Editor in Chief, Dr Silke Sadowski, spoke with Olaf Quas of Germanischer Lloyd about the Maritime Labour Convention, 2006


SHIP OPERATION | INTERVIEW

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can see exactly how inspec-tions are carried out by GL, which is less bureaucratic.If shipowners start compliance as early as possible, the inevita-ble certifi cation bottleneck ex-pected in 2011 and beyond can also be avoided. Additionally, a better preparation for Port State Control can be executed. Even fl ag states encourage ship-owners to use this period of voluntary compliance. For ves-sels fl ying the fl ag of Marshall Islands, GL has already been authorised to carry out pre-cer-tifi cation on their behalf.

What will be the impact on shipowners with newbuildings currently on order?The MLC, 2006 also cov-ers requirements related to construction and equipment applicable to newbuildings only. After MLC, 2006 has come into force, GL will offer a dedicated certifi cation for newbuildings stating that the construction and equipment requirements are in compli-

ance with the new MLC, 2006 requirements. In addition, GL offers shipyards a Noise & Vi-bration Pre-Check. The result of this risk assessment will as-sist in detecting the probabil-ity of exceeding the specifi ed limits and identify hot spots and proposals for further in-vestigation of design modifi -cations.

How does Germanischer Lloyd assist shipowners in gaining compliance?GL offers a variety of services covering all aspects of the MLC, 2006. GL’s ILO CERT services en-sure that shipowners are well-prepared for full compliance with the MLC, 2006 require-ments. The MLC ANALYSER is tai-lored to the needs of ship managers and comprises two important MLC evaluation procedures, namely SELF-AS-SESSMENT, a self-assessment tool that is a paper checklist provided by GL so that you are

able to assess your ships’ com-pliance, and GAP ANALYSIS, a shipboard inspection by spe-cially trained ML inspectors to determine the present status. The MLC PRE CERT is geared to shipowners and managers and is a voluntary statement of compliance that guaran-tees transfer to the Maritime Labour Certifi cate. It involves the ship manager’s prepara-tion of DMLC II, his applica-tion for the fl ag state’s DMLC I, reviews and inspections by GL and an MLC Statement of Compliance issued by GL.

The ILO ACCOM is a service geared to shipyards and pro-vides two tailored solutions: ILO 92/133, which is an existing standard to ensure compliance of crew accommodation if re-quired by the fl ag state; and MLC APPROVAL, which ensures com-pliance of crew accommodation with the upcoming MLC, 2006.All of GL’s ILO CERT serv-ices can ideally be combined to provide a comprehensive planning, preparation, imple-mentation and monitoring package for the MLC, 2006 certifi cation.

With this new video series, the editorial department of Ship&Offshore aims to provide comprehensive interviews on relevant maritime subjects.

At regular intervals an editor of S&O will speak with reputable decision-makers of the shipbuilding, shipping or offshore industry.

The entire interview with Mr Quas can be accessed online atwww.shipandoffshore.net/ILO-MLC-2006

SHIP&OFFSHORE TV��


SPI_004-11_58_66_20110802145106_468481.indd 5 02.08.2011 14:55:42

Strategies for clean shipping in the Baltic SeaTRANSNATIONAL PROJECT The comprehensive introduction of shore power connections and expansion of supply infrastructure for LNG-powered ships throughout the Baltic Sea region could make a major contribution to cleaner shipping there. These and other measures are on the agenda of the transnational project Clean Baltic Sea Shipping.

Jörg D. Sträussler

Fifty partners in the Baltic Sea region, including 13 port organisations, ferry lines as well as political or-

ganisations such as HELCOM (Helsinki Commission) and the Baltic Sea Parlia-mentary Conference have committed to developing a joint clean shipping strategy for the Baltic Sea within the next two and a half years. The project focuses on meas-ures for the Baltic Sea-wide introduction of new port infrastructure such as shore-side electricity, supply of liquefi ed gas (LNG) and sewage disposal. The project is co-fi nanced by the European Union’s Baltic Sea Programme 2007-2013 and has two main objectives: fi rstly to abate eu-trophication of the Baltic Sea by reducing nitrogen oxide input from ship exhausts, and secondly to provide competitive new fuels as prices of conventional fuels dras-tically increase beginning in 2015 with the introduction of the sulphur threshold of 0.1% in Europe’s Sulphur Emission Control Areas (SECAs). HELCOM, an intergovernmental cooperation network for the protection of the marine environ-ment of the Baltic Sea area, has in recent years repeated its calls for a reduction of

eutrophication in the Baltic Sea. While the biggest polluters by far are agriculture and sewage, HELCOM says that shipping is the largest identifi able single source of nitrogen deposition via air, hence from marine engine emissions. The HELCOM Baltic Sea Action Plan (HELCOM BSAP) calls on Baltic Sea states to take measures to reduce ships’ emissions and provide wastewater reception facilities in ports. HELCOM member states have suggested to the International Maritime Organi-zation (IMO) to make the Baltic Sea a control area under Annex IV of MARPOL 73/78 (NECA) and to prohibit the unau-thorised discharge of untreated wastewa-ter by passenger ships. The EU strategy for the Baltic Sea region, backed by all Baltic Sea states and the European Commission, is to make the Baltic “a model region for clean shipping”, and Clean Baltic Sea Shipping was made a “fl agship project.” With this status it receives support from the highest political levels.In the past, shipping companies and port organisations have repeatedly expressed the need for harmonisation and standardi-sation of shore-side electricity and LNG-

supply before costly investments on ships and in ports are undertaken. The project is therefore meant to elaborate strategies for the harmonisation and standardisation of “ecological infrastructure” and “market-based instruments” as drivers for clean wa-terways. The results will infl uence the com-mon clean shipping strategy. The working groups for LNG, shore-side electricity and wastewater reception have begun their work. The project intends to take up existing trends and transform them into joint activities. The predecessor project MAGALOG (Ma-rine Fuel Gas Logistics) had mainly fo-cused on LNG logistics from Norway as a starting point for further deliberations. Meanwhile, LNG-import terminals are planned or under construction in the Bal-tic Sea region. The fi rst such LNG terminal, in Nynäshamn, near Stockholm, launched operations in March this year. It has a stor-age capacity of 20,000m3 with an option to expand to 30,000m3. This terminal will be used to supply the new Viking Line LNG-powered ferries.The LNG terminal in Swinoujscie, Poland, with a storage capacity of 2 x 150,000m3, will be operational in 2012. It is thought that these big LNG import ter-minals will make small-scale logistics for LNG-powered ships possible. A large LNG import terminal is under consideration in Klaipeda, Lithuania. The Lithuanian gov-ernment has made a general decision in favour of the terminal and a decision on its type and scope will be made within the next few weeks.The Port of Klaipeda is also investigating the possibility of LNG fuel supply from a large LNG-import terminal. Another pilot project is a large-scale, shore-side electricity facility for Color Line ferries in the Port of Oslo. Thirdly, the Port of Trelleborg, which will be the base of one of the largest biogas plants worldwide, joins the list of impor-tant pilot projects in the Baltic Sea region to abate climate change. The project aims at a cleaner shipping in the Baltic Sea


SHIP OPERATION | MARITIME ENVIRONMENTAL PROTECTION

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Feeding the biogas plant will be agri-cultural waste, ship waste, seaweeds and algae. The biogas will be condensed to liquefi ed biogas (LBG). LBG will main-ly be made available to road vehicles in Sweden. Furthermore, ships travelling from Trel-leborg to Travemünde, Rostock, Sassnitz or Swinoujscie can run on LBG.

While LNG has the environmental benefi t of cutting CO2 emissions by about 25%, a tremendous advantage for a fossil fuel, LBG reduces CO2 by almost 100%. Swedish ferry companies are thus highly interested in the supply of LBG. Under the auspices of the Port of Stockholm, the project Clean Baltic Sea Shipping will de-velop an Environmental Port Index.

The trend towards LNG and shore-side electricity is expected to intensify in the coming years. In the Baltic and North seas, there is hardly a shipping company not considering LNG as fuel. Shore-side electricity is increasingly becoming stand-ard practice. However, one main ques-tion is: will shore-side electricity and LNG compete with or complement each other? From the author’s viewpoint, it is more likely that there will be interaction, as price differences can be used advanta-geously. With its partners from the pri-vate and public sectors, the project aims to change energy utilisation in shipping. The overriding aim is a win-win situa-tion for all stakeholders, i.e. lower bunker prices on one hand and protection of the highly vulnerable Baltic Sea ecosystem on the other. By September 2013, the project will pro-duce a clean shipping strategy for the Baltic Sea that will be a model for other Europe-an sea basins.

Baltic Sea states are required to reduce vessels‘ emissions

The author:Jörg D. Sträussler, President, Baltic Energy Forum e.V.,GermanyMarinetec2011_183x125.ai 1 02/02/2011 11:57 AM


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Cargo heating management serviceREPORTING SYSTEM | India-based marine consulting fi rm Blue Water Trade Winds has developed a service to optimise cargo heating on board ships by voyage-specifi c planning and heating-data monitoring.Using theoretical calculations and statistical record analysis of a number of heated cargo voy-ages by various ship models, the cargo heating management service compiles comprehen-sive data on operational losses.Along with reducing overall fuel oil consumption, the sys-tem signifi cantly reduces the direct costs and man-hours incurred in running and main-taining auxiliary machines such as boilers and other ancillaries used to heat cargo, according to Blue Water.

FunctionalityThe fi rst stage in implementing the cargo heating management service for a particular ship in-cludes the collection of relevant

inputs such as the vessel par-ticulars and performance data of its steam-generation system. The data can be classifi ed un-der two categories:

Static factors The static factors of a vessel have a signifi cant impact on the cargo heating system and remain constant ir-respective of changing voyage plans, grades of cargo and the fuel oil being used. These factors include the plans of the ship’s structure, which give insight into constructional details, e.g. whether the vessel is single- or double-hulled, the total cargo capacity, number of cargo tanks and their layout. The constant factors also include details and recent performance reports of the vessel’s cargo heating steam systems and equipment such as details of the boiler, the boiler performance curves, the burner nozzle characteristics along with design details of the waste heat recovery system.

Variable factors The variable factors must be continuously monitored as they change de-pending on the cargo and fuel oil quality as well as on the stowage and voyage plans of the vessel. The variable factors affecting cargo heating opera-tions are the grade and chemi-cal qualities of the cargo oil and the fuel oil being used for each specifi c voyage. The initial report takes into considera-tion the vessel’s stowage plan and ballast plan for a particu-lar voyage in order to calculate estimated daily heat losses. In line with the voyage plan, the heating requirements in the expected climatic conditions for the particular oceanic re-gion are determined. During the voyage, a daily reporting system from the vessel to shore enables Blue Water analysts to monitor all variable parameters and suggest corrective actions in case of any deviations from the set values.

Processing of dataDuring the processing of data obtained in the initial report, the performance and character-istics curves of the boiler and burner are digitised and the optimum operational parame-ters to improve overall heating effi ciency are calculated. Based on statistical records, fuel oil report analysis, cargo oil data sheets and mathematical cal-culations, heating schedules and fuel oil consumption for cargo oil heating are estimated. The processing and analysis of the cargo heating management service also takes into account the effect of the vessel’s stow-age plan and the weather dur-ing the voyage by referring to naval hydrographs.

Heating plan, reporting and feedbackOnce all the data received from the ship has been proc-essed, a comprehensive cargo heating plan is developed and sent back to the ship staff. It covers all minute details re-quired to attain an optimum cargo heating management service on board. The plan provides an estimate of the number of heating days and the heating schedules to be followed for a particular voy-age along with the estimated daily fuel consumption. The cargo heating plan also gives the optimum boiler load, condensate temperatures and feedwater temperatures to be maintained to maximise heat-ing effi ciency and fuel savings. The cargo heating plan com-prises a daily reporting and feedback system, which facili-tates consistent recommenda-tions and troubleshooting from the analysts throughout the voyage. At the end of the voyage, a post-voyage summa-ry along with other optional reports are made for perform-ance monitoring of the cargo heating operations.

The cargo heating management system comprises the collection and processing of data as well as a cargo heating plan


SHIP OPERATION | DATA MANAGEMENT

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Simrad Argus series extends reachNAVICO | With its Argus series, global marine electronics provider Navico has developed a series of radars under its Simrad brand for the commercial mari-time and offshore markets. The series features tools to combat piracy, to pre-vent collisions and for precision dock-ing, adapting to the challenges facing the maritime industry.The Simrad Argus radar system is a SO-LAS approved radar, incorporating solid state frequency modulated continuous wave (FMCW) broadband radars for use on commercial vessels.

Operational featuresThe system is able to integrate standard pulse radar technology with the FMCW broadband radar, allowing the opera-tor to monitor long and short ranges simultaneously. This means small suspi-cious targets can be found in-between waves, they can be zoomed in and their progress can be tracked while eliminat-ing noise and clutter. Designed to detect targets as close as 1.83m from the antenna and able to separate targets that are 9.14m apart, the system allows the operator to moni-tor the entire perimeter of the vessel and represents a breakthrough in reducing vessel blind zones. Traditionally, SOLAS radars onboard vessels require large antennas and high power for their prime purpose of navi-gation and tracking other large vessels, at long distances. The Simrad Argus range differs as it combines one or more conventional antennas with broadband antennas mounted on the bows and the stern quarters. As the broadband anten-na is compact and light, and emissions claimed to be about 10% of those from a mobile phone, Navico says it can be safely and easily mounted anywhere on the ship. It uses an Ethernet connection, and with only a few moving parts it is said to need little maintenance.The modular Simrad Argus radar system can be installed to suit the exact require-ments of the operator. Once the basic system is installed, enhancements can be fl exibly added, without having the need to buy a whole new system when the user’s needs change.Also, as it employs off-shelf compo-nents, the Simrad Argus radar system is easy to maintain and users can easily

source spare parts. The broadband radar is tried and tested and Navico says it has over 1,000 units successfully installed on light marine vessels since the radar was commercially introduced in 2009. Simrad Argus is also a tool for anti-pira-cy, the company says. The Simrad Argus radar system uses a combination of pulse radar and FMCW broadband radar to identify objects such as small skiffs in the water ahead of time so that opera-tors can employ defensive manoeuvres and radio for assistance. It is expected that pirates will no longer be able to operate “under the radar” and by having

the system onboard, seafarers should feel more secure when sailing in pirate-infested waters. The system can also be utilised as an effective anti-collision and precision docking device, as the broadband radar can identify small vessels and fl oating objects and targets as close as 2m away.According to Navico, the introduction of Argus marks its strategic breakthrough for the Simrad brand into the SOLAS vessel segment and a prospective ship protection market with an estimated value of up to EUR 13.6 billion. Angela Velasco London Correspondent

Voice distress serviceTHRANE & THRANE | With its Sailor 3771 Alarm Panel FleetBroadband, Thrane & Thrane is the fi rst manufacturer to offer a device taking advantage of Inmarsat’s new voice distress (non-SOLAS) service via Fleet-Broadband. The service is being launched to enhance safety communication on com-mercial and recreational vessels. It provides priority call access – interrupting all non-distress calls as soon as the red distress but-ton is pushed – in both ship-to-shore and shore-to-ship communication.A voice distress call over Inmarsat’s Fleet-Broadband will be connected to an opera-tor at an MRCC (maritime rescue coordi-nation centre). Each Inmarsat-4 satellite region has a designated MRCC: RCC Aus-tralia, RCC Den Helder (Netherlands) and RCC Norfolk (USA), which assesses the call and directs details to a suitable rescue coordination centre closer to the scene of the incident.Inmarsat, headquartered in London, said it was working towards bringing the system to the International Maritime Organiza-tion in order to establish it as a full part of the Global Maritime Distress Safety System in the future.The Thrane & Thrane’s Sailor 3771 Alarm Panel FleetBroadband has been designed for straightforward integration with the Danish company’s Sailor 150, 250 and 500 FleetBroadband terminals. Thanks to Thrane & Thrane’s new network protocol, ThraneLINK, the new service can be connected via a single Ethernet cable.

Thrane & Thrane Sailor 3771 Alarm Panel FleetBroadband for new FleetBroadband voice distress calling

Simrad Argus radar system features tools to combat piracy and prevent collisions Photo: Navico


SHIP OPERATION | NAVIGATION & COMMUNICATION

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Upgraded satellite TV antennaLNB MODULE | Intellian Technologies presented its t110W three-axis satellite TV antenna with on-demand content sup-port to the European shipping industry at this year’s Nor-Shipping trade fair in Oslo. Giving greater coverage, program-ming and functionality, the upgraded Intellian t110W incorporates the newly designed, multi-band WorldView™ LNB (low noise block-down converter) and decoder for DVB-S2 digital TV reception, the Seoul-based company said.According to Intellian, the 1.05m t110W delivers a “virtually limitless” selection of free and pay standard defi nition and high defi nition programming all over the world with one LNB module, provid-ing captains and crew with on-demand entertainment offshore.The antenna’s control unit adjusts the WorldView LNB module and the patent-pending Auto-Polariser to the required

polarisation and frequency for satellite reception, Intellian said. The satellite TV provider is selected electronically, elimi-nating the need to purchase multiple LNB modules, reconfi gure complex sys-tems and manually change the LNB unit inside the antenna dome each time the vessel crosses into a different satellite service region. The multi-band frequen-cies and auto-polarised design, Intellian noted, allow seamless connectively to any channel on any satellite worldwide.The antenna is compatible with Ku-band and has a wide elevation range of -15° to +120° and a maximum roll of +/- 25° and pitch of +/- 15°. The high gain design with minimum EIRP 42 dBW gives a broad coverage area, making the system ideally suited to vessels travelling through varying sat-ellite service regions, the manufacturer said.

The t110W is easy to install, operate and maintain. It contains minimal cables and accessories, has built-in GPS and an au-tomatic skew-angle control system. Its 19 inch rack mount control unit allows free system upgrades, when required.

EU boosts navigation systemSAM ELECTRONICS | Research and de-velopment done under Flagship, a mari-time transport project partly funded by the European Union (EU), is being incor-porated into the newest version of SAM Electronics’ enhanced navigation prod-uct, the Nacos Platinum series.Integrating radar, ECDIS and automa-tion, INS Nacos is said to provide better help to the offi cer on watch, whose main tasks are navigation, collision avoidance and control of the vessel’s safe track. SAM Electronics’ Nacos Platinum series is

based on identical components and uti-lises a common network supporting the complete portfolio of Radarpilot, ECDIS-pilot, Trackpilot, and Conning Display as well as the alarm, monitoring and control system, the propulsion control, and the power management system. The combi-nation of networked architecture and use of modular components ensures unprec-edented levels of system scalability, ac-cording to the Hamburg-based company.The versatility of the Nascos Platinum series, it said, is illustrated by the new

IP-radar. Directly connected to the ship’s IP network, it allows access to the com-plete radar image from any work sta-tion. Similarly, the ECDIS display can be made available for viewing in an engine control room, the captain’s offi ce, or public rooms of a cruise ship or ferry – a capability tested and perfected as part of Flagship, a consortium of more than 40 European maritime organisations focused on improving maritime safety, environmental friendliness and com-petitiveness.

The Intellian WorldViewTM LNB module

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Maritime training onlineSAFEBRIDGE | New ECDIS training re-quirements under the Standards of Training, Certifi cation and Watchkeeping for Seafarers (STCW) 2012, the International Safety Man-agement (ISM) Code and strict Port State Control (PSC) regulations make type-spe-cifi c training essential for today’s seafarers, according to Safebridge, a Web-based mari-time trainer. The company, with headquar-ters in Hamburg, said it was launching de-tailed, type-specifi c online ECDIS training – developed in cooperation with leading marine equipment manufacturers – offering seafarers intensive, hands-on practice with the navigational devices installed on ships.The new online training portal will be availa-ble for various manufacturers’ ECDIS late this summer. Radar and other maritime software will follow starting in 2012. Users will log on to the Safebridge server via the Internet to access a range of e-learning modes, includ-ing a guided tutorial on the live system, self-testing with feedback and free play of the live system. After passing an interactive test, the seafarer will receive a type-specifi c training certifi cate by the manufacturer documenting successful completion of the course.

Cooperation agreements have been reached with leading bridge equipment manufac-turers such as Northrop Grumman Sperry Marine, Transas Marine and Imtech Marine Germany, Safebridge said. More are to fol-low, making the majority of ECDIS soft-

ware on the market available for training via the Safebridge online training portal. A close collaboration has also been formed with MSG MarineServe, a well-established maritime training company based in Ham-burg.

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Jahnel-Kestermann Getriebewerke GmbH, D-Bochum . . . . . . . . . . . . . . . 44

K. Fairs Ltd., Reed Exhibitions E. J. Krause & Associates, Inc., ROK-Seoul. . . . . . 21

Knaack & Jahn Schiffbau GmbH, D-Hamburg . . . . . . . . . . . . . . . . . . . . 29

Linsinger Maschinenbau GmbH, A-Steyrermuehl . . . . . . . . . . . . . . . . . . FC

MAN Diesel & Turbo, DK-Copenhagen . . . . . . . . . . . . . . . . . . . . . . . . 13

Navingo BV, NL-Rotterdam. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63

NAVIS Engineering OY, FIN-Vantaa. . . . . . . . . . . . . . . . . . . . . . . . . . 59

P+S Werften GmbH, D-Stralsund. . . . . . . . . . . . . . . . . . . . . . . . . . OBC

Profi Seal Hermann Aumüller, D-Schornsheim . . . . . . . . . . . . . . . . . . . . 65

Quest Offshore Resourses, USA-Sugar Land . . . . . . . . . . . . . . . . . . . . 41

Schiffbautechnische Gesellschaft e.V. . . . . . . . . . . . . . . . . . . . . . . . . 45

Schiffsdieseltechnik Kiel GmbH, D-Rendsburg . . . . . . . . . . . . . . . . . . . 14

Seatrade Communications Ltd., UK-Colchester . . . . . . . . . . . . . . . . . . . 27

Swiss Broadcast AG, CH-Bern . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24

UBM Asia Ltd, PRC-Wanchai . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61

Franz Wölfer Elektromaschinenfabrik Osnabrück GmbH, D-Osnabrück . . . . . . 17

Yachtglass GmbH & Co. KG, D-Dersum . . . . . . . . . . . . . . . . . . . . . . . 23

ZF Padova S.R.l., I-Caselle D. Selvazzano (PD) . . . . . . . . . . . . . . . . . . . . 15

Zollern GmbH & Co. KG, D-Sigmaringen . . . . . . . . . . . . . . . . . . . . . . . 18

ADVERTISERS �

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FROM THE EMERGENCY TOWING VESSEL UP TO THE HIGHTECH OFFSHORE VESSEL

SHIPBUILDING SINCE 1948

DESIGN AND CONSTRUCTION OF SEA-GOING VESSELS SHIP REPAIRS AND CONVERSIONS

STEEL COMPONENTS AND DIVERSIFICATIONS UP TO PANMAX-SIZE

SPECIAL VESSELS NAVAL/AUTHORITIES

P+S WERFTEN GmbH Site Peene-Werft Wolgast Schiffbauerdamm 1 17438 Wolgast GERMANYPhone: +49(0)3836-250-0 Fax: +49(0)3836-202-281

SPECIAL VESSELS OFFSHORE

P+S WERFTEN GmbH Site Volkswerft Stralsund

An der Werft 5 18439 Stralsund

GERMANYPhone: +49(0)3831-66-0

Fax: +49(0)3831-66-2147

Facilities

Roofed and heated area: 55,000 m² Outfitting quay (L): 1,100 m Crane capacities: max. 320 t Dry dock (LxB): 180 m x 30 m Max. size of vessels (LxB): 200 m x 27.7 m

Facilities

Roofed and heated area: 90,000 m² Outfitting quay (L): 750 m Crane capacities: max. 800 t Shiplift (LxB): 270 m x 34.5 m Max. size of vessels (LxB): 295 m x 32.5 m

www.pus-werften.de • [email protected]

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