Plate Edge Milling Machine PFM for wind tower construction Welding edge preparation with highest accuracy. 62nd MEPC: MARPOL amendments adopted 30

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1 JULY AUGUST nd MEPC: MARPOL amendments adopted 30 Offshore wind: Specialised installation vessels 34 Interview: Implem...

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JULY AUGUST

| 4 | 2011

62nd MEPC: MARPOL X

amendments adopted 30

www.shipandoffshore.net

Offshore wind: Specialised X installation vessels 34

Interview: Implementation of X ILO MLC, 2006 58

The international publication for Offshore & Marine Technology

Plate Edge Milling Machine PFM for wind tower construction Welding edge preparation with highest accuracy

www.linsinger.com

MULTIFLEX MODULES | OFFSHORE SUPPLY VESSELS www.imtechmarinegermany.com

Total Solutions & Worldwide Service Imtech Marine is a leading company in the global maritime market, operating as a full-service provider and system integrator of tailor-made, innovative technology solutions covering the whole ship. Imtech Marine specialises in automation (platform and bridge), navigation & communication including connectivity, energy and drive solutions, HVAC (heating, ventilation and air conditioning) solutions and fire protection technology, entertainment, lighting and maritime services. Imtech Marine provides innovative systems and reliable services during the full lifetime of the ship.

COMMENT

Dr.-Ing. Silke Sadowski Editor in Chief Hamburg [email protected]

Renewables, alternatives and sustainable solutions The rapidly expanding demand for energy and its environmentally compatible extraction are important technology and growth drivers in the offshore industry today. Renewable energies are therefore of increasing and vital significance. 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 becoming 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 survived – a single horizontal-axis turbine with blades – many concepts are still competing in the field 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 propulsion technology are covered in this Ship&Offshore issue. With the VLOC Ecore and Oshima ECO-Ship 2020, which are detailed on page 10, the classification society Det Norske Veritas (DNV) has presented two innovative concept designs for sustainable shipping engineered to lower fuel costs and increase overall efficiency. A completely different approach to improve sustainability, explained on page 26, is a system aimed at extending the life of the existing fleet of tankers and bulk carriers. Cleaner shipping throughout the Baltic Sea region is the goal of the transnational project Clean Baltic Sea Shipping. The development 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 efficient 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 Committee) session in London, the International Maritime Organization (IMO) recently adopted several amendments to the International 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 spearheading measures to reduce emissions of greenhouse gases from international shipping. To comply with these demanding regulations, shipyards and suppliers worldwide have been developing ”green technologies” and continuing to optimise their products accordingly. European marine equipment and offshore suppliers are extremely successful in this particular global marketplace. Many innovations focusing on energy efficiency and environmental compatibility have been developed in the last few months or are now under development. Technology’s contribution to environmentally sustainable shipping 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 significant 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

10

X

In Focus

3 Propulsion & Manoeuvring Technology

X Shipbuilding & Equipment

X Shipbuilding & Equipment

X Shipbuilding & Equipment

Green ship technology 10 Two sustainable designs for future shipping operations

19 Integrated Shaft Coupling design

Classification 28 Assessment of the potential for structural fatigue in vessels

20 DC power for vessels Expansion of G-type portfolio

Propulsion & manoeuvring technology 12 Next-generation Azipod® propulsion system 15 Rudder force detection

Cruise & Ferries 22 Wind power on board a ferry 23 Celebrity Silhouette delivered

16 Heavy-duty marine diesel engine and genset launched 17 Two engines added to portfolio 18 Marine gear oil formulated for extreme conditions

Ship design & construction 24 Optimising resources Survey data 26 Effective assessment of hull condition

The new www.shipandoffshore.net

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Ship & Offshore | 2011 | No 4

29 Monitoring hull integrity

Solution for low sulphur fuel Environmental protection 30 MARPOL amendments adopted Industry news 32 Next-generation centrifugal pump Cargo hold coating Supplier workshop Innovative ship concept

Website!

incl. online archive!

CONTENT | JULY/AUGUST 2011

40

65

X Offshore & Marine Technology

X Offshore & Marine Technology

X Ship

Offshore wind 34 Complete solutions for specialised offshore vessels

Oil & gas 42 Akcakoca steel jacket installed in southern Black Sea



44 Fully integrated derrick

Maritime environmental protection 60 Strategies for clean shipping in the Baltic Sea

Renewable energy 38 Heavy plates for offshore towers Propulsion for installation vessels 39 Offshore shuttle for wind parks Collaboration agreed on OWTIS design 40 Wave power collaboration

Multiflex modular concept for OSVs Free-standing offshore access system Industry news 46 Global offshore strategy Pipe cutter for decommissioning market

Operation

Interview 58 Seafarers’ rights

Data management 62 Cargo heating management service Navigation & communication 64 Simrad Argus series extends reach Voice distress service

X Regulars COMMENT ........................... 3 NEWS & FACTS ................... 6 BUYER‘S GUIDE ................ 47 IMPRINT ............................. 67

A100. The last word in single stage turbocharging.

65 Upgraded satellite TV antenna EU boosts navigation system 66 Maritime training online

The high pressure ratios and efficiencies of the A100 turbocharger are enabling IMO Tier II compliance at optimized fuel consumption. Its wide compressor maps facilitate cost effective dual ratings for standard cruising to slow steaming. www.abb.com/turbocharging

Ship & Offshore | 2011 | No 4

5

INDUSTRY | NEWS & FACTS

Fleet expansion

Marlin 2000 Blue at sea

Innovative container super feeders Marlin 2000 | The Cardiff-based Graig Group has

ordered a series of up to 26 fuel-efficient, new-generation Marlin 2000 design container feeders to be built at the Jin Hai shipyard in China. The first 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 classification 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 diesel-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-efficiency 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 LNGpowering. The initial order is for three Marlin 2000 Bluegeared vessels and three options followed by an understanding that the series be extended by up to 20 further vessels, including other Marlin designs. The first vessels have been ordered by Graig and a number of partners.

Jumbo | Dutch ship operator Jumbo Shipping, specialist in the transport of oversized and heavyweight cargo, has signed an agreement with the Brodosplit shipyard in Split, Croatia, for the construction of a heavylift 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 operations, the vessel will be prepared for future DP2 installation. Delivery is scheduled for March 2013 and the vessel will be operational in June 2013. Jumbo Shipping also has an option for a second vessel at the shipyard in Split. By this fleet expansion, Jumbo says, it will serve its customers with a versatile fleet of 13 (optional 14) heavy-lift vessels with lifting capacities ranging from 500t to 2,200t.

ME-GI engine makes debut MAN | The two-stroke ME-GI

Crest Olympus is 76m long and 18.5m wide

Delivery of OSV Crest Olympus | Drydocks World has delivered the anchor handling offshore support vessel (OSV) Crest Olympus to Singapore-based Pacific 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

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Ship & Offshore | 2011 | No 4

draft of 6.8m. The 150TBP vessel has DP2 capability and is of fire-fighting class 1. The vessel is equipped with deck machinery from Rolls-Royce Marine, main engine 9M32 from CAT, Kawasaki side thruster and Berg propulsion. It was designed by Wärtsilä Ship Design and classified by ABS.

gas engine by MAN Diesel & Turbo was recently unveiled at the company’s Diesel Research Centre in Copenhagen to a 300-strong audience of invited customers, licensees and journalists. The unveiling was the culmination of many years’ work that began in the 1990s with the company’s prototype MCGI dual-fuel engine. MAN Diesel & Turbo said the successful, full-scale demonstration and performance verification test of the GI principle for all kinds of marine applications had been carried out on its 4T50MEX R&D engine, rebuilt as a 4T50ME-GI engine operating on natural gas. South Korea’s Daewoo Shipbuilding & Marine Engineering Co., Ltd.

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

(DSME) provided the MEGI’s high-pressure, cryogenic gas supply system under a development agreement signed in February 2010.

Multi-purpose vessel named

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

STX | The polar supply and

research vessel ordered by the South African Department of Environmental Affairs 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 research stations on the Antarctic 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

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

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 approximately 134m long and will have accommodation for a crew of 45 and 100 researchers or passengers.

NEVA 2011 in St Petersburg Exhibition | This year’s interna-

tional maritime conference and exhibition NEVA takes place in St Petersburg, Russia, from September 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

X IN BRIEF

to the organisers, Dolphin Exhibition. The exhibition’s incorporation of port equipment and technology developments is said to provide a platform from which to improve the competitive position of Russian Federation ports. For the first time, NEVA 2011 has been officially recommended by

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

Acquisition | Atlas Copco SAE has acquired Grupo Electrógenos GESAN S.A. of Spain, a manufacturer of diesel and petrol generators 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 | Stratos 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 members to use their personal GSM phones to communicate with family and friends by voice and SMS.

INDUSTRY | NEWS & FACTS

Design of seismic support vessel

The vessels will support the fleet of seismic survey vessels OSD | Netherlands-based Off-

shore Ship Designers (OSD) has been chosen to design a series of six new fuel-efficient seismic support/chase vessels ordered by French offshore major Bourbon to be built at Du-

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

Conversion of oil rig

The Atlantic Labrador was built in 1983

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Ship & Offshore | 2011 | No 4

Atlantic Labrador | The jackup drill rig Atlantic Labrador is currently being converted to an offshore hotel accommodation at the Scheldepoort Repair & Conversion Yard in Vlissingen, Netherlands. The project involves the complete removal of the drilling installation from the rig, including the 80m drilling tower, sliding piece, cement and mud tanks as well as all the remaining drilling equipment and redundant cabling and piping. Scheldepoort will meanwhile build a new, 400-tonne accommodation block, which is to be placed on the deck, while the current accommodation facilities will be completely refurbished and new life saving equipment installed. The rig is also to be fitted with sponsons in order to comply with stability regulations. The refit will take a few months. Upon completion, the accommodation rig will go into service in the coastal waters of Denmark.

sels including transit speed, slow speed escort and support work and a high degree of manoeuvrability. Key features of the hybrid propulsion system include: X two main marine diesel propulsion engines, two controllable pitch propellers in nozzles, two main gearboxes, each with a PTI electric propulsion motor and three diesel-driven generating sets, as well as two electrically driven bow tunnel thrusters, X diesel-mechanical mode using main engines only used for the transit operation, X 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 delivery of the first vessels scheduled for the end of 2012.

Offshore wind management Symposium | Taking place in

Husum, Germany, on September 6th, 2011, the CAPP (Climate, Air, Personal Protection) Husum conference is aiming at wind park operators, manufacturers, insurers and consultants in the offshore wind industry. The one-day event focuses on the comprehensive, efficient and safe management of offshore wind turbines. Presentations and lectures alternate with sessions with open discussions, in which all participants will be invited to formulate questions about to the relevant themes. CAPP Husum is an initiative of Noske –Kaeser and Wind Energy Service Technik (WEST) in cooperation with htm offshore and windcomm schleswig-holstein. For more information visit www.capp-husum.com

Flexible dredging installation | Netherlands-based Damen Dredging Equipment has developed what it describes as a flexible dredging installation that overcomes the technical difficulties imposed by deeper sandwinning 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 flexibility, the company noted. First, the dredging equipment is placed on a platform supply vessel and pumps the mined sand onto barges, which take it away. SecDamen

ond, the steel suction pipes of the TSHD have been replaced by a flexible hose, so the dredging depth can vary and is independent 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 discharge spreaders.

Barge and tug alongside PSV at start of loading process

X IN BRIEF Anniversary | Rolls-Royce

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

Gensets for FPSO vessels Brazilian order | MTU do Brasil,

a wholly owned Tognum Group subsidiary in South America, has been awarded a contract to supply 16 generator sets for eight floating production storage and offloading (FPSO) vessels. The generator sets will be powered 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 first as an emergency standby and the second as an auxiliary. The auxiliary generator 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 first two sets will be delivered in September 2011. Work on the first vessel is expected to be completed by the beginning of 2012. The Brazilian oil and gas producer Petrobras will operate the vessels to service oil and gas rigs along the Brazilian coast.

Maritime show in Asia Exhibition | Marintec China 2011 will take place from November 29th to December 2nd, 2011 at Shanghai New International Expo Centre (SNIEC), Pudong, China. According to the organisers, the floor area of 15th edition of Marintec China has grown by 40%. A 20% increase in visitors is also expected. Themed “Green Agenda, Innovation and Development”, the Senior Maritime Forum will be held concurrently with Marintec China 2011. The forum will provide an interactive platform for renowned speakers and attendees. More information on the exhibition can be obtained at www.marintecchina.com

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

First model tests

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 flows and salt levels. Amendment | The global marine safety equipment provider, Mobilarm Limited has welcomed the International Telecommunications Union’s (ITU) decision to amend its Recommendation ITU-R M.585, on dentities of AIS-SART, EPIRB-AIS and man overboard (MOB) devices, at its recent meeting in Geneva. The amendments address the regulatory issues of allocating MMSI (Maritime Mobile Service Identity) numbers to MOB devices, which has impacted the adoption of sophisticated new personal safety devices. Agreement | Kelvin Hughes announced it had signed an agreement with Seagull to develop a product-specific computer-based training module for its MantaDigital ECDIS range. Logbook | The Interna-

MARIN | Twenty-five inter-

national PhD students and young researchers in the international offshore wind industry recently gathered at the Floating Wind Turbine Challenge, organised by the Maritime Research Institute Netherlands (MARIN) and International Network on Offshore Renewable Energy (INORE). At this event, seven teams had to develop a floating 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 lowest acceleration at the nacelle. All participants were provided 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 first prize was won by the “Wind Hammer”, which had a weight of only 3.5kg. The winner of the innovation prize was the “Cradle”, which had the lowest acceleration at the nacelle but a greater weight of 6kg.

tional Marine Contractors 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 references, such as any identifying numbers required by regulators.

Ship & Offshore | 2011 | No 4

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SHIPBUILDING & EQUIPMENT | GREEN SHIP TECHNOLOGY

Two sustainable designs for future shipping operations DNV The classification 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 efficiency.

D

NV 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 improve efficiency of operations. Consideration has been given, among other things, to the shape of the hull and propulsion and power systems of the carriers. VLOC design

Together with FKAB, TGE Marine, Cargotec and MAN Diesel & Turbo, DNV participated in a joint industry project to develop Ecore, designed to lower fuel costs and improve loading efficiency.

The VLOC concept Ecore

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Ship & Offshore | 2011 | No 4

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 efficient self-loading system. According to DNV project manager Pål Wold, these elements will not only improve 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 efficiency 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 demands, and designed the vessel for a recognised trade – iron ore between China and Australia. Conveyor system The vessel has two receiving 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 distribute material to both ends. To ensure that material is evenly distributed throughout the cargo hold, a slewable boom conveyor is fitted 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 midship-form was developed to minimise the need for ballast, and to enable more efficient 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 bunkering and retraining onboard personnel, Ecore’s analysis of the competence issue has shown that solutions are being developed. “Engine makers – including MAN Diesel & Turbo – are already developing training modules to build competence”, he says. ECO-Ship 2020

In cooperation with Oshima Shipbuilding Co, Ltd, the classification society also announced the completion of the first milestone of a joint programme to develop the ECO-Ship 2020, a concept design for an open hatch bulk carrier (OHBC) developed to significantly 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 profile and time spent in different modes of operation was assessed in the design process, too. The ECO-Ship 2020 is an energy-efficient and cost-effective concept design developed to help owners and operators improve 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 flexible propulsion and power generation system with shaft generator/motor (PTO/PTI). The concept also includes a waste-heat recovery system that can feed electric

Keeps Your Running Costs in View

power into the PTI to be used as a supplement to ship propulsion power, bringing about 5% fuel savings at normal cruising speeds. The ECO-Ship is outfitted 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 specifically designed to be fully compliant with future IMO, ECA and Tier III emission requirements, emitting about 50% less CO2 than typical existing OHBCs. A significant part of the reduction is due to the propulsion system running on LNG. LNG as fuel The ECO-Ship has a singlefuel system with all engines running on LNG. This is the most reasonable solution 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 cylindrical, vacuum-insulated C-type pressurised LNG tanks. Two tanks are located in the lower part of cargo hold No. 8, a cargo hold that in many OHBCs is fitted with benches. The remaining two tanks are located above the machinery room. This arrangement is feasible since fourstroke, 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 approximately 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 flexible power use. Frequency converters provide stable electric power from variable propeller RPM and generator load. The ship has two high-efficiency controllable pitch (CP) propellers and the Promas (propulsion manoeuvring system). The system is adapted to twisted full-spade rudders with a rudder bulb smoothly connected to the propeller hub. The design speed of 14.5 knots is somewhat lower compared with what is typical for existing OHBCs. The effect of lowering the speed is a significant 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 efficiency. High propulsive efficiency along with low hull resistance and fuel consumption are main features of the design, with some of the improvements being: X Air-lubrication system: Supplies air to the wide, flat bottom, thus reducing the hull’s frictional resistance. X Oshima’s Seaworthy bow for less resistance (speed loss) in waves. X Flipper fins improve the hydrodynamic flow to the propeller.

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

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SHIPBUILDING & EQUIPMENT | PROPULSION & MANOEUVRING TECHNOLOGY

Next-generation Azipod® propulsion system ABB 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-generation Azipod XO pod design, the company aims to further improve operational performance, reliability, maintainability and environmental protection. Jukka Varis

T

he propulsion efficiency of the Azipod 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 measurements with earlier identical sister ships with traditional diesel-electric shaft line driven propellers. By changing the shape of the Azipod and hydrodynamically optimising the positioning 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 efficiency over that of shaft lines in the mid-1990s. ABB compared shaft lines with Azipod propulsion in model tests last year at MARIN (Maritime Research Institute Netherlands) and found that Azipod propulsion compared to latest fixed shaft line propulsion designs still had a 6% - 8% lead in propulsion efficiency. Factory workshop tests at the VTT Technical Research Centre of Finland, which were also conducted in 2010, focused on different 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 retrofit 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 operating conditions. Using hydraulics, both axial and radial forces were induced. The roller bearing typically has a minimum oil film 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 film thickness, which proved sufficient even during the toughest impact tests, simulating extremely heavy ice loads.

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Ship & Offshore | 2011 | No 4

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

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 inflatable seal placed around the pod.This method is for an emergency, however, as the seal would normally be changed during a dry-docking. Current orders

Celebrity Cruises’ fifth generation vessel Celebrity Reflection, which is under construction at Meyer Werft in Germany and due for delivery in 2012, will be the first of the operator’s five sister ships to be fitted with the new XO pods. In addition, Norwegian Cruise Line has agreed a USD 50 million 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 consumption and equipment costs. The propulsion power was reduced to 2x17.5 MW from approximately 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 larger main dimensions. However, the smaller Azipod units performed as well as the previous larger pods and the difference in power input was gained through the higher efficiency of the new XO pod in spite of the smaller torque of the motor and the smaller propeller diameter. “ABB’s comprehensive solutions for our shipbuilding customers ensure reliable power supplies on board, as well as technologically advanced propulsion systems that help big ships navigate quickly and safely, using less fuel,” said Veli-Matti Reinikkala, head of ABB’s Process Automation X division.



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SHIPBUILDING & EQUIPMENT | PROPULSION & MANOEUVRING TECHNOLOGY

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

Interspace shaft seal arrangement makes it possible to maintain seals inside the Azipod® XO

Arctic operation

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 sufficiently above the water surface.” Furthermore, ABB recently established a dedicated US-based Azipod service organisation and a range of Azipod service products. Service operations are overseen from ABB Marine’s service centre in Miami. ABB also has a network of dedicated centres in Houston, Murmansk and Shanghai, where operations started in February and the group now employs 15,000 people. Last autumn ABB and Eniram Oy announced a research and development study to optimise the energy efficiency of Azipod installations on board vessels. The joint project is based on the finding that further fuel consumption savings can be

The concept of azimuthing propulsion using a variable-speed electric motor placed inside the propeller pod, which is controlled by frequency converters onboard the diesel-electric vessel, was developed for an ice-going vessel in Finland. The turning pods make the vessels particularly manoeuvrable and by going astern, with the Azipod propulsion 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 recently been fitted on five 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 developments

Last year ABB Marine introduced the concept of long-term service agreements. “It should be possible 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 developed the sliding thrust bearing in a way that allows the wearing parts, the thrust pads, to be replaced from inside the pod. It takes one day to replace the seal, and the thrust bearing components can be replaced in about eight hours, meaning critical parts can be replaced during a normal port call. Also the turn-

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 consumption of the vessel can be reduced by up to 2% by optimising Azipod toe angles. The savings reached have been evaluated and verified 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 Management System), currently developed for optimisation of the vessel’s trim. The system is to be used on both newbuildings fitted with Azipod propulsion and on existing vessels. The author: Jukka Varis, Vice President, Product Management Propulsion Products, ABB Oy Marine, Helsinki, Finland

YOUR COMPETENT PARTNER FOR MARITIME IHR KOMPETENTER PARTNER FÜR MARITIME AND LAND-BASED APPLICATIONS UND STATIONÄRE APPLIKATIONEN

Gensets with Diesel Engines | Diesel Engines Gearboxes | Exhaust gas aftertreatment systems

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Schiffsdieseltechnik Kiel GmbH Kieler Straße 177 24768 Rendsburg /Germany Phone: +49 (0) 43 31 – 44 71-0 Fax: +49 (0) 43 31 – 44 71-199 email: [email protected] www.sdt-kiel.de

Rudder force detection DYNAMIC POSITIONING | Af-

ter an 18-month joint development project, Kongsberg Maritime and Becker Marine Systems have launched KBIMS (Kongsberg Becker Intelligent Monitoring System), a tool designed to make more efficient use of propellers and rudders during dynamic positioning (DP) operations, at this year’s Nor-Shipping. A first pilot installation for KBIMS has already been agreed: on a new Volstad offshore construction vessel currently being built by Norway’s Bergen Group Fosen.

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 Maritime said, was to find a more direct indicator of manoeuvring performance than the vessel’s motion reaction detected 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

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

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

According to Kongsberg Maritime, a Norwegian marine technology company, using the main propeller and rudder instead of azimuth thrusters offers several advantages during DP operations. For instance, there is no limitation of installed power and response times may be improved, thereby improving overall stationkeeping performance. These advantages, including potentially lower vessel emissions, are not always available with conventional rudder-propeller arrangements, however, so Kongsberg Maritime

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 measurements of the actual rudder force improve station-keeping performance, and more precise 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 fulfils regulatory requirements on DP and propulsion systems for long-haul offshore operations.

www.zf.com/marine 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 Classification Society standards. With a worldwide sales and service network in place, ZF Marine helps you run a smooth and successful business.

Driveline and Chassis Technology

SHIPBUILDING & EQUIPMENT | PROPULSION & MANOEUVRING TECHNOLOGY

Heavy-duty marine diesel engine and genset launched VOLVO PENTA | Sweden’s

Volvo Penta recently launched the D13 MH, a 13-litre diesel engine designed for medium- and heavy-duty marine commercial applications. In addition, the engine maker offers a genset version, the D13 MG. D13 MH diesel engine

Describing the D13 MH as powerful, fuel-efficient and meeting Tier III standards, the manufacturer said the engine combined the exceptional durability, low fuel consumption and minimal emissions that came from its automotive background and the high torque and power from its thorough marinisation. The D13 MH is available in five models with outputs from 400 to 600hp. The focus when developing the D13 MH was to offer a Tier III-compliant marine diesel engine that also had lower fuel consumption, more power-to-volume and even higher durability than the current D12, Volvo Penta said. Maximum torque is reached at about 800-900rpm, which facilitates 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 regulations. The low emissions are combined with high power and low fuel consumption, largely owing to the advanced and efficient charge air system, 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-

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ficient turbo, it is combined with Miller inlet valve timing. Here, the inlet valve closes earlier, reducing engine temperature and mechanical stress, which allows for higher boost pressure. Equally important for durability is the cooling system. D13 MH features a plate heat exchanger – a proven and reliable technology, Volvo Penta said.

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 operating four valves per cylinder and the injectors. This contributes to smooth running, high reliability and long-term

ters plus seawater pump positioned at the port rear end, making it easy to service and maintain. The 500-hour service interval makes for good uptime, the company noted. The engine is fully classifiable to meet the demands of all major classification societies and meets the latest EU IWW, CCNR, IMO and EPA emission legislation requirements. The engines and the control system are type-approved by LR, DNV, GL, IRS, RS and CCS. D13 MG marine genset

The new Volvo Penta D13 MH engine

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 consumption for the D13 MH some 4% lower than for the previous model. Noise levels are also low, to the benefit of crew and passengers. At operational speed, the reduction is significant compared with the existing model. The D13 MH has the same robust basic architecture as

durability, according to the manufacturer. The engine is available with two type-approved onboard electronic control alternatives: 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 classified for all SOLAS and society demands, including oceangoing. The D13 MH features a selfdiagnostic function, which indicates at the helm if a failure occurs. Volvo Penta said the engine had a compact and clean design, with all fluid fil-

As for the new D13 MG marine 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 delivered complete with electric generator and onboard electronics, tested and classified. 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 suitable for auxiliary and emergency applications, harbour operations and diesel electric propulsion. Its noise level has been further reduced thanks to variable injector pressure and a new, efficient cooling system. The harbour and emergency gensets with radiator cooling system can offer 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 interface with leading suppliers of ship control systems.

Two engines added to portfolio WÄRTSILÄ | Ship power system integrator Wärtsilä has bolstered its offering in the mid-size, low-speed engine sector by adding 62- and 72bore low-speed engines to its portfolio. The Helsinki-based company said the standardised engines provided high propulsion efficiency, reliability, and optimised total cost of ownership for customers in the bulker, tanker, and feeder container markets. Both engines employ Wärtsilä low-speed technology and incorporate electronically controlled fuel supply and control. 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 engine (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 Wärtsilä’s Low-Speed Competence Centre in Winterthur, Switzerland, following a feasibility study in 2010. Wärtsilä’s licensee partners in Asia are closely involved in the manufacturing process. The first 62-bore engine will be available for deliv-

ery in September 2013, and the first 72-bore engine approximately one year later. The new engines are designed to serve the merchant fleet in vessels that use smaller engines. The primary targets for the 62bore engine are smaller Capesize bulk carriers, Panamax bulk carriers, Aframax tankers, and handysize container vessels, while Capesize bulk carriers, Suezmax tankers, and SubPanamax to Panamax container vessels are ideal applications for the 72-bore engines. According to Wärtsilä, the new engines are IMO Tier II compatible 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 first priority, the company said, adding that the design enabled the lowest possible manufacturing costs. Since the engine design parameters 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. Furthermore, owners can rationalise their crew training and spares for the entire fleet.

Benefits for shipowners, operators and shipyards

The new engines offer significant benefits to both shipowners and operators, Wärtsilä said. The stroke/bore ratio has good internal efficiency with a gain of 1-2% compared with current engines, and depending on the vessel type, the lower engine speeds make it possible to improve propulsion efficiency by 2-6%. The layout fields of both engines are extended to maintain output, while allowing an increased shaft speed. The extended fields offer added flexibility to select the most efficient propeller speed for the lowest daily fuel consumption, and the most economic propulsion equipment, for a wide variety of vessel types. This concept was first applied successfully with the Wärtsilä RTA/RT-flex 82-bore engines. The new engine designs also offer de-rating possibilities, which can further improve either the engine’s internal efficiency or its propulsion efficiency, or both. Overall efficiency gains of 5-8% at vessel level can therefore be expected. 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 (Energy Efficiency Design Index) requirements. Common-rail technology

The new engines incorporate the latest electronically controlled common-rail technology for fuel injection, valve actuation, engine starting, and cylinder lubrication with direct benefits to shipowners, the company said. Wärtsilä said its common-rail technology provided a high degree of flexibility in engine settings to give lower fuel consumption, very low minimum running speeds, smokeless operation at all running speeds and outstanding control of exhaust emissions. The integrated redundancy of the engines ensures high reliability, it noted. Furthermore, the excellent regulation of engine operation provided by the Wärtsilä electronically controlled engine system allows for good manoeuvring capabilities and the lowest possible operating speed, for example during canal passages and port entrance.

Ship & Offshore | 2011 | No 4

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SHIPBUILDING & EQUIPMENT | PROPULSION & MANOEUVRING TECHNOLOGY

Marine gear oil formulated for extreme conditions

Electric propulsion

LUBRICANTS

STADT AS | With the launch of the electric drive system Stadt Stacho, Norwaybased Stadt AS has enhanced its portfolio of electric propulsion. The system has specifically been developed for marine propulsion systems, where it is used together with controllable pitch propellers. 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 propulsion system, where speed and pitch is controlled optimally. The Stadt system is totally integrated with the ship’s propulsion plant as well as the power generation system and its PMS. It has its own configurable power controller, touch screen and interface to other systems on the ship. The system is normally aircooled 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 interesting features of the new patented drives are: X Extremely low electric losses at full load X Sinusoidal technology X Fuel and emission reduction X Extremely low harmonic distortion (THD) X Reliability and long lifetime X Space and weight savings of up to 80% compared with AFE drive solutions.

| ExxonMobil Marine Lubricants has introduced Mobilgear SHC MT 68, a fully synthetic extreme pressure (EP) marine gear oil formulated 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 Mobil said. Mobilgear SHC MT 68 was developed to meet global marketplace demand for a synthetic EP gear oil with excellent wear and corrosion protection, operability at both high and low temperatures and compatibility with industry-standard gearbox seal materials. The oil is approved by Brunvoll AS, one of the world’s leading manufacturers of thruster systems. All gear oils are made from base oils and various additives to enhance performance. Exxon Mobil said that Mobilgear SHC MT 68’s synthetic base oils and proprietary 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 formulated to meet these challenges, help-

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Ship & Offshore | 2011 | No 4

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

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 including 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.

Integrated Shaft Coupling design

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VULKAN COUPLINGS | German transmission technology specialist Vulkan Couplings has introduced a version of its RATO DS coupling connected directly to a composite shaft. The high radial stiffness and comparably low axial and bending stiffness make the RATO DS suitable not only as a torsional coupling, 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 intermediate shaft – either a steel membrane or Metaflex coupling – creates the second bending flexible pivot, providing a double cardanic design. The new combination of RATO DS and intermediate shaft is called the Vulkan Integrated Shaft Coupling (ISC). Vulkan said the angular deflection of the RATO DS caused – even at high misalignment 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 intermediate shaft is limited by the radial natural frequency of half the shaft and the inner part of the RATO DS. The radial 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 intermediate shaft, the company said. The advantages of the new ISC design, according to Vulkan, are a significant reduction of parts, no bearings and lighter weight. This means lower installation and alignment costs. Furthermore, there is no noise transmission path over metallic or bearing parts between engine

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The new ISC design by Vulkan Couplings

and gearbox. The ISC provides excellent sound isolation against structure-borne noise thanks to the RATO DS rubber element. The combination of torsional compliance of the RATO DS and torsional compliance 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.

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Ship & Offshore | 2011 | No 4

19

SHIPBUILDING & EQUIPMENT | PROPULSION & MANOEUVRING TECHNOLOGY

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, senior vice president of LowSpeed Sales and Promotions, MAN Diesel & Turbo, the company has experienced great interest in the G-type engine during extensive consultation with industry partners and is currently working on a variety of projects with shipyards and major shipping lines.

DC power for vessels ENERGY EFFICIENCY | ABB has introduced a DC (direct current) electrical system for marine applications that the Zurichbased power and automation technology group said would provide highly efficient power distribution and electric propulsion for a wide range of vessels. Part of a revival of DC power solutions, it is designed for ships with low-voltage onboard electrical 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 propulsion vessels, multiple DC connections are made from the AC circuit to thrusters and propulsion drives, which account for more than 80% of electrical power consumption. ABB’s onboard DC system connects all DC links and distributes the power through one main DC circuit. It

incorporates proven products already operating on today’s ships, such as AC generators, inverter modules, AC motors, etc., but eliminates the main AC switchgear and transformers. The advantage of a DC power system, ABB said, is that the ship’s engines no longer have to run at a fixed 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 footprint by eliminating the need for bulky transformers and main switchboards. This leaves more space for passengers or cargo, and also provides greater flexibility in the positioning of system components in the vessel. In addition, ABB’s onboard DC system allows supplementary DC energy sources such as solar panels, fuel cells, or batteries to be plugged directly into the ship’s DC electrical system, for further fuel savings.

Solution for low-sulphur fuel ACS

| Danish companies Novenco and Alfa Laval have joined forces to provide a complete cooling solution: the Alfa Laval advanced cooling system (ACS). The system will allow

The Alfa Laval fuel conditioning module

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Ship & Offshore | 2011 | No 4

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

chiller unit delivers chilled water to the Alfa Laval fuel conditioning module (FCM) at a very stable temperature, enabling accurate control of fuel oil viscosity in all conditions. The viscosity of LSFO can be accurately controlled regardless of sea water temperature, which gives the crew the confidence to operate the ship safely anywhere in the world. This capability is increasingly important 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 Grundfos CRN MAGdrive is available with a rated power up of to 22 kW and a flow range of 120 m3/hour

SECA operation VISCOSITY

| Denmarkbased Grundfos AS is offering a centrifugal pump for vessels operating in SECAs (Sulphur Emission Control Areas), thus having to switch to lowsulphur fuels. The centrifugal pumps are said to maintain high performance even if the decreased viscosity of the lowsulphur fuel oils approaches that of water. Reduced viscosity will not lead to increased wear or maintenance costs for the centrifugal 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. Magnets drive the shaft and impellers in the CRN MAGdrive. Furthermore, the drive on the CRN MAGdrive as much as 50% more efficient than that on similar-sized gear- or screw pumps with magnetic couplings for low-sulphur fuel, says Grundfos portfolio manager Peter Ørsted.

SHIPBUILDING, MARINE, PLANT, OFFSHORE 해양 종합 산업 전시회 “KORMARINE”

국제 조선 및 해양 산업전 October, 26(Wed)~29(Sat), 2011 BEXCO, BUSAN, KOREA

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Ship & Offshore | 2011 | No 4

21

SHIPBUILDING & EQUIPMENT | CRUISE & FERRIES

Air conditioning for cruise ships NOSKE-KAESER | Air condi-

tioning and ventilation specialist Noske-Kaeser has developed 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

The CabinCon units were designed to meet strict environmental regulations

operation and air flow can be regulated in three steps. Cabin climate can be controlled individually by cruise passengers 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 completely recyclable. Noske-Kaeser said it was also expanding its range of standard 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 requirements. The units are suitable for different ship sizes due to the wide range of available air flow volumes and cooling capacities. The ACUs provide an air flow of 1,500 to 10,000m³ and cooling capacity of 30 to 100kW. The FCUs have an air flow of 750 to 3,000m³ and cooling capacity of 3 to 21kW. NoskeKaeser said the units had complete stainless steel coatings and met all hygienic and other cruise requirements.

Wind power on board a ferry STENA LINE | As part of Stena Line’s environmental efforts, an innovative pilot project is now getting under way. The Stena Jutlandica, deployed on the GothenburgFredrikshaven route, will be equipped with two wind turbines at the prow – the first such passenger ferry in the world. This will contribute to the vessel’s efficiency both by supplying energy and by reducing fuel consumption.

The solution is based on two turbines that will be mounted on 4m-high masts on the prow of the ship. The turbines will produce current for the ship’s electricity grid. Since they are to be placed on the prow, they will also contribute to a reduction in air resistance. “The two turbines will generate about 23,000 kWh per year, equivalent to the domestic electricity consump-

tion of four normal homes during one year. Among other things, the electricity will be used to power the lighting on Jutlandica’s car deck,” says Robert Åkerlund, Director 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.

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

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Stena Line’s operations in Scandinavia are already environmentally certified according to ISO 14001. There are electricity connections for all ships in Gothenburg, and a number of environmental improvement measures have been implemented in recent years that have resulted in either reduced energy consumption or lower fuel consumption, according to Stena Line.

Photos: Stena Line

Lifts for new cruise ferry KONE | Finland’s Kone Corporation has announced it will provide marine lifts for a new cruise ferry to be built at the STX shipyard in Turku, Finland. The eco-efficient, new-generation vessel will be built for Viking Line ABP, with delivery scheduled for January 2013. Kone said that its contract included an option to supply the same kind of lifts to a sister ship, whose construction will be decided later in 2011. To provide optimal People Flow™ on board the vessel, Kone assessed passenger traffic. It will deliver a total of 14 Kone MonoSpace® machine room-less lifts and Kone MiniSpace® lifts with compact machine room, all powered by the Kone EcoDisc® hoisting machine. These eco-

efficient lifts, the company said, are equipped with regenerative drives that utilise the braking energy of the lifts to generate electric power. Furthermore, the KONE EcoDisc® technologies are said to ensure that passengers are transported safely and reliably, with ease and comfort. The 214m-long Viking Line cruise ferry will accommodate 2,800 passengers and have a 200-member crew. According to Kone, the ship will be the most environmentally friendly passenger vessel to date and has been specially designed for the shallow waters of the Swedish and Finnish archipelago. Besides minimised wave forming and noise generation, the ship will have no marine emissions and very low aerial emissions, Kone said.

The maiden voyage brought Celebrity Silhouette to Barcelona

Celebrity Silhouette delivered MEYER WERFT | The German shipyard Meyer Werft recently delivered the 122,000gt Celebrity Silhouette to Celebrity Cruises (Miami, USA) in the Dutch port of Eemshaven. Celebrity Silhouette is the fourth ship out of a series of five cruise ships the shipyard is building for Celebrity Cruises. The 319m-long and 36.8mwide cruise vessel Celebrity

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

SHIPBUILDING & EQUIPMENT | SHIP DESIGN & CONSTRUCTION Shipbuilding requires powerful integration to maximise efficiency

Optimising resources INTEGRATED SHIPBUILDING A wide range of shipyard disciplines are addressed by Integrated Shipyard solutions under one collaborative information management framework. The timely measurement and availability of accurate project, material and production information significantly improves productivity and profitability, reducing overall production cost and time. Stephane Neuveglise

I

n mid-2010, AVEVA completed the acquisition of Logimatic’s Mars business, which introduces advanced marine materials

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

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design, production and information management processes, an “Integrated Shipbuilding” strategy was subsequently developed. This strategy involves the use of a collaborative infrastructure (the AVEVA digital information hub) to combine a comprehensive set of planning, engineering, design and information management solutions, including AVEVA Marine, AVEVA Mars, AVEVA Net and AVEVA Global This interrelationship among solutions is delivered without the traditional close-coupling that has limited design and engineering interoperability. It enables the management of virtually all activities within the shipyard processes, but without limiting the user in his choice of solutions. Diverse business operations

To capture the varying needs and interests of different groups within the shipyard, the ship construction process has been divided into nine key business operations: X Executive management information X Business capture and sales X Planning and control X Engineering and design X Procurement and supply chain X Stock and logistics

X Production X Commission and delivery X Extended shipyard Shipyard business intelligence

The AVEVA Mars BI-(business intelligence) module is a key component of the comprehensive Integrated Shipbuilding strategy, which was designed in consultation with shipyards. Developed for rapid implementations and simple applications, the module also reduces deployment costs, and forms a naturally close fit with shipbuilding-specific business processes. The BI-module is based on the following three principles: Tight data integration The AVEVA Mars BI-solution delivers a flexible and dynamic report generation. This enables an easy setup modification of both regular and on/off report templates. By definition, this can only work effectively if the reporting module is tightly integrated with data that are already encapsulated within the wider planning and materials management system. Conventionally, this has been achieved by the use of a separate (dedicated) database containing replicated production data that

need to be indexed to ensure an acceptable performance. To improve efficiency, the BImodule is applied directly on top of the main Oracle database, using standard Microsoft development and integration tools. It presents the information kept in the database tables in a recognisable format (e.g. “Purchase order number”, “Supplier name”, “Production Group”, “Department”, “Order number” etc.). All data – whether productionspecific (like materials, parts lists, stock picks, activities, jobs) or enterprise-related (like purchase costs or clocking-in times) – map straight from the database into the same fields in the BI-module. Reporting flexibility Reporting is the key to any effective overview and measurement of business processes; however, the reporting format process must be able to accommodate diverse users and information priorities. The Microsoft application on top of the database in the BI-module translates the power of the Oracle relational database structure into an accessible and meaningful tool for the user, and ensures that the data can be managed using simple and familiar office applications like Excel. Thus, it becomes easier to generate flexible reports and to define and create reporting templates. Shipyard reporting is based around some broadly standardised categories that, individually, may nonetheless require significant customisation to meet the specific 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, covering areas such as procurement, warehouse management, budgeting and cost follow-up, production performance etc. The customisation is provided by the user’s ability to specify the fields and the information to be output from the database for each of these Views. The user can also define what further operations should be performed on the data and who should receive the report and with what frequency.

Customising can also provide a variable level of information detail, as well as differing degrees of information access, to suit different types of user. Information delivery

Furthermore, the BI-module gives attention to the dissemination 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 shipyard 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 database regularly changes as users across different departments update and add information, so it is essential that those changes are automatically reflected in the templates. As soon as a report template has been defined, the module is automatically enabled to extract updated database information whenever the report is executed, and present the results in the predefined template format. The templates in the BI-module can be defined very easily; the standard pivot table and pivot diagram functionalities available in Excel can be used to set up the customised format that is of specific interest to that particular user.

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Conclusion

The BI-module helps to provide 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 information. The author: Stephane Neuveglise, Product Strategy Manager, AVEVA Marine, AVEVA Solutions Ltd Ship & Offshore | 2011 | No 4

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SHIPBUILDING & EQUIPMENT | SURVEY DATA

Effective assessment of hull condition FLAGSHIP 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 Condition Assessment (HCA) project, the partly EU-funded Flagship consortium has developed a system aimed at extending the life of the existing fleet of tankers and bulk carriers by up to five years, with a 10% to 20% reduction in service repair costs throughout their life cycle. Ben Hodgson

T

raditionally, the process of inspecting and surveying ships has been based on the class rules, which define what must be inspected, combined with the knowledge and experience of the individual 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 HCA

Flagship’s Hull Condition Assessment (HCA) sub-project has developed a framework and methodology designed to encourage the recording of survey data in a way that can be utilised to focus future inspections and extend the service life of vessels. By encouraging a more structured and uniform approach to capturing, recording and sharing data from structural inspections, 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 developed 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 Germanischer 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 carrier Angela, managed by Portline -Transportes Marítimos Internacionais SA and belonging to Portline’s group. The plans

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

of Angela were used to create the first 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 package

To 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 vessel under inspection. SAT provides a userfriendly interface displaying 3D drawings of the vessel with the option to select individual elements that have been identified for inspection. Structural elements, particular compartments or individual plates can be selected and added to a survey plan with comment and notation. Once the surveyor has defined the scope of the survey, he can send the annotated survey plan electronically 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 information 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 efficient and unambiguous exchanges of hull-related information between all parties: owner, ship crew and surveyor. In order to ensure ease of exchange of compatible information between the parties, the Flagship HCA team used a special file format called Hull Condition Model (HCM) standard. Each individual HCM file 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-

tronic communication is not only fast but allows all interested parties to use their experience 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 classification society. Once the survey is completed, the detailed results can be input into SAT with reference to the condition of the various elements based on the surveyor’s visual assessment. Details such as peeling paint, more severe coating degradation or corrosion of the base metal itself can be recorded for future reference or action. Following the first SAT-enabled survey, the owners, classification societies and any other interested parties will have access to a detailed survey, recorded digitally as an HCM file and viewable as an extremely accessible 3D model. In this first iteration of the process, the data can be used to identify any maintenance that is required in the same way as a traditional inspection. Subsequent replacement, repainting or recoating will be recorded via the SAT to ensure 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 Flagship HCA software applies a mathematical model that predicts the rate at which a particular element will corrode based on the sort of environmental conditions it is exposed 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 surveys are completed, it will be possible to fine-tune the corrosion model. Thus, the lifespan of a particular element can be accurately estimated and ensure that repair and maintenance is carried out at the most appropriate time. This enhanced asset control would be particularly beneficial during the current economic uncertainty, when shipping margins are under so much pressure and it is imperative to keep vessels working while minimising 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 problematic. Surveys and maintenance could be carried out far more efficiently, minimising downtime. Furthermore, the working life of a vessel could be extended by utilising the enhanced ability to monitor and manage 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 becomes 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 specific types of ship. A shipowner or operator could use the system to compare survey results from a fleet of multiple ships of the same type in order to identify specific corrosion hotspots. Similarly, classification societies could obtain large amounts of corrosion data from every ship that is under their jurisdiction and use this information to refine class rules and guidelines. The author: Ben Hodgson, Project Manager, BMT, UK

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27

SHIPBUILDING & EQUIPMENT | CLASSIFICATION

Assessment of the potential for structural fatigue in vessels ICY WATERS | The classification society

Lloyd’s Register is providing shipowners and operators with a new tool to help assess designs and reduce the risk of fatigue damage in the hull structures of icestrengthened vessels. The new procedures under the notation, ShipRight FDA ICE were developed in response to changes in the exploitation of natural resources, the climate, world trade and marine infrastructure that are increasing 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 industry 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 department. “Designers and owners need to have confidence in the structural performance of the latest generation of large ships. The fatigue 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 procedure examines ship-ice interaction loads, ice-load impact frequency, ice-load distribution, structural responses and the fatigue behaviour of hull structures in cold temperatures including associated fatigue

Example of steel fatigue failure after experimental testing at low temperature

responses. The fatigue-response assessment 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 quality of the design details, particularly in the higher risk regions of the hull, according to the classification 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 structural 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 responses to these loads and the associated “S-N curves”, which define 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-strengthened 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 assigned the notation ShipRight FDA ICE.

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 terminals seeking to reduce local air pollution emissions. While work to develop internationally 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

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using shore-side power to supply electrical loads. ABS says that its guidance has been developed to fill the gap in the absence of universally adopted standards for high voltage connections. Current class rules address low voltage shore connections, which are typically 450V. The new ABS guide addresses connections of 6.6 kV or 11 kV. Cold ironing using high voltage brings with it a variety of unique safety considerations. One of the more important is the risk of arc flash, 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 flash is of particular concern so the reference requirements during their design, installation and operations are paramount. ABS provides guidance for system design issues such as shore power compatibility, safety grounding, overvoltage protection and safety interlocks as well as operational issues.

Monitoring hull integrity GL | 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 classification society said, can reduce downtime and increase vessel profitability by preventing unnecessary or misguided maintenance and giving early warning of equipment failure. Typically, monitoring is done by appointed crew members through periodic visual inspections. The location and extent of coating breakdown, defects or corrosion are documented, using only text descriptions and photos. Because of the size and complexity of the tanks and cargo holds, however, expressing the location of breakdowns reliably and with sufficient accuracy 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 findings visually is particularly helpful when shipping companies 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 throughout 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 condition. A dashboard overview of the entire ship helps crew or third party inspectors to pinpoint any critical findings. Systematic and comprehensive data collection is supported and information on the condition of hull structures can be made available to any company employee after the inspection results have been approved 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 vessels from the same fleet can also be easily compared. A well-chosen and effectively implemented hull maintenance strategy not only ensures hull integrity but reduces the risk of incidents and safeguards the environment, GL said.

Design standards NICKEL ORE BULKERS | The classifica-

tion society RINA has established strict design standards for the modification or newbuilding of dry bulk cargo carriers to enable them to carry fine ores safely at any moisture content. Using RINA’s standards, ships would be safe even if the cargo liquefied, according to the classification 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 constructional and operative requirements. But they do not set out details of how to

carry nickel ore and other unprocessed ores, which may liquefy during transportation, 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 fitted 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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SHIPBUILDING & EQUIPMENT | ENVIRONMENTAL PROTECTION

MARPOL amendments adopted IMO | At its recent, 62nd MEPC (Marine

Environment Protection Committee) session in London, the International Maritime Organization (IMO) adopted several amendments to the International Convention for the Prevention of Pollution from Ships (MARPOL), including mandatory measures to reduce emissions of greenhouse gases from international shipping. Moreover, the MEPC approved a number of ballast water management systems and adopted guidelines related to the implementation of both the ballast water management and ship recycling conventions. The MEPC also designated the US Caribbean 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 measures

As the classification society ABS summarises the session’s results in a first 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 certified with an International Energy Efficiency Certificate and have an “Attained EEDI” (Energy Efficiency Design Index) that does not exceed a maximum allowable “Required EEDI.” New ships in this context are defined as follows: X The building contract was placed on or after January 1st 2013 X 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 X 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 – container 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 January 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

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Ship & Offshore | 2011 | No 4

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 energy efficiency 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 efficiency measures for ships, scheduled to take place in February/March 2012, will be tasked with: X further improving – with a view to finalisation 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 certification of the EEDI; and draft interim guidelines for determining minimum propulsion power and speed to enable safe manoeuvring in adverse weather conditions; X considering the development of EEDI frameworks for other ship types and propulsion systems not covered by the draft guidelines on the method of calculation of the EEDI for new ships, X identifying the necessity of other guidelines or supporting documents for technical and operational measures, X considering the EEDI reduction rates for larger tankers and bulk carriers, X considering the improvement of the guidelines on the Ship Energy Efficiency Operational Indicator (EEOI) (MEPC.1/ Circ.684).

Group of Experts on the Scientific Aspects of Marine Environment Protection (GESAMP) Ballast Water Working Group, the MEPC granted final approval to two and basic approval to seven ballast water management 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 environment 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 particulate matter under MARPOL Annex VI Regulations for the Prevention of Air Pollution from Ships. Another amendment will make old steamships exempt from the requirements 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.

Ship recycling

The 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 Hazardous 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 ratification, by five countries, and to review the programme of technical assistance aimed at supporting its early implementation. Ballast water treatment

Following the recommendations of the 15th, 16th and 17th meetings of the Joint

Biofouling guidelines

Since research has indicated that biofouling is a significant mechanism for species transfer by vessels, the MEPC adopted the first set of international recommendations to address biofouling of ships, to minimise the transfer of aquatic species. The guidelines 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, fish, sea stars, molluscs and plankton.

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SHIPBUILDING & EQUIPMENT | INDUSTRY NEWS

Cargo hold coating BULK CARRIERS | International Paint Ltd has introduced Intergard®7020, a cargo hold coating for all bulk carrier types. Specially designed for operators who do not need or cannot justify the investment in the highest performing cargo hold coatings, Intergard®7020 offers good abrasion resistance and long-term corrosion protection combined with many of the features normally associated with more expensive products, the UK-based manufacturer said. Available in the colours red and grey, Intergard®7020 is an aluminium-containing, low-VOC, pure epoxy coating that can be applied to surfaces prepared to a minimum of Sa2. Applicable at temperatures between -50°C and +350°C, the product has a smooth, glossy, easy clean surface, is grain certified 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 modified epoxy cargo hold coatings and offered improved performance.

Supplier workshop CRUISE 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 countries 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 first time, this year’s European convention for the cruise industry will host a supplier workshop, giving all marine 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. Suppliers who wish to enter this market can use “speed dating” sessions to introduce themselves to the top buyers at the shipyards. 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 at www.seatrade-europe.com

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Next-generation centrifugal pump ALLWEILER | By launching the centrifugal pump Allmarine MI-D, Allweiler, a leading marine pump brand in Colfax Corporation’s Commercial Marine unit, has expanded its product range to optimise major ballast and seawater cooling applications demanded by large vessels. The MI-D pump broadens the portfolio of US-based Colfax to cover all requirements of engine rooms for pump applications independent of vessel size and duty. Colfax said the highly corrosionand cavitation-resistant MI-D range had a flow capacity up to 3,500m3/h and delivery 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 Allmarine MI/MA pump range. Featuring double suction and double volute, MI-D 350-250 offers the lowest axial and radial loads, Colfax said. Compared with similar pumps on the market, according to the company, MI-D enables up to 44% in weight savings and 38% in space savings. It offers higher flow rates with a smaller pump. Driven by a powerful, highly energy-efficient 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 fourpole motor is higher and so the size of the pump is much smaller. This is more cost-efficient and results in lower aggregate 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 aggregates for the same duties with single volutes. Each piece of MI-D equipment is optimised for low weight, minimal space requirements and cost-efficient installation, operation and maintenance. Describing MI-D as robust and designed for continuous duty, Colfax said Allweiler placed great importance on providing energy-efficient solutions backed by durable 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. Furthermore, 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 without 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 handle ten times that weight, requiring additional lifting tools during maintenance. Colfax said. The complete pump unit weighs about 900kg, while the pump volute alone weighs about 500kg. According to Colfax, key MI-D benefits are: X High strength, durable materials X Double suction design and double volute X At least two years or 17,500 running hours maintenance-free X Minimal spare parts.

Innovative ship concept AWARD | Rolls-Royce has received the “Next Generation Ship Award” for its Enviroship concept. The winning ship design, announced at this year’s Nor-Shipping trade fair, was for a short-sea general cargo vessel that integrates a highly efficient gas power and propulsion system with an innovative hull design to provide a significant 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 significant decrease in fuel consumption and greater operational efficiency. When incorporated within a highly innovative hull design, as shown on our Enviroship Concept, further efficiency gains can be achieved, and CO2 emissions reduced by more than 40%,” said John Paterson, president – Marine, Rolls-Royce. The concept is already being applied to a wide range of ship types including passenger vessels, LNG/LPG tankers, bulk carriers, LNG bunkering vessels and superyachts.

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TWENTY YEARS DEVELOPMENT OF THE RUSSIAN COMMERCIAL MARITIME INDUSTRIES

THE 11TH NEVA EXHIBITION & CONFERENCE FOR SHIPPING, SHIPBUILDING, OFFSHORE ENERGY, PORTS & OCEANOGRAPHY Contact Dolphin Exhibitions: Tel: +44 1449 741801 • Fax: +44 1449 741628 E-mail: [email protected] • Web: www.transtec-neva.com

OFFSHORE & MARINE TECHNOLOGY | OFFSHORE WIND

Complete solutions for specialised offshore vessels WIND 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 technologies, a holistic approach for these vessels is vital. Christian Mueller

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

I

nstallation vessels for offshore wind parks have to be able to travel at a reasonable speed, position themselves dynamically, and independently transform into a stable platform. In addition, their design has to take environmental issues and safety concerns into consideration – from the conception phase to day-to-day operation. Innovations from Siemens Marine Solutions provide a comprehensive picture of what is possible in this exceedingly specialised field. According to forecasts, wind energy in Europe holds enormous 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 hundred megawatts of energy. Developing wind parks carries a number of logistical challenges, and as a result demand

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is growing for specialised ships that can transport, install and maintain offshore wind turbines. 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 vessels 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 subsidiary 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 conventional systems. In addition, lightweight construction and an improved distribution of weight mean less wear and tear on the mechanisms. These improved 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 process control system Simatic PCS 7 and the individual drives. The Blue Jack system itself comprises converters and electrical motors that are arranged in a multi-layer safety and drive system. In addition to these benefits, environmentally harmful hydraulic oils are not necessary, in contrast to traditional solutions.

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 electrical hoisting devices on platforms in the North Sea have led to follow-up contracts from the oil and gas industry. Furthermore, Gusto MSC and Siemens see a bright future for equipping electrical hoisting systems in ships used for the installation of offshore wind turbines. Monitoring the entire operation

Efficient and environmentally friendly ship operations depend on a comprehensive overview of all onboard processes, and it is imperative that all operational data be coordinated and optimised. The innovative Siship EcoMAIN IT platform gives operators the ability to monitor all onboard systems in an office

environment via a standardised interface. If needed, operators can also make adjustments using the interface. In addition, suitable fleet-management systems can be set up. The basis for this ship-management solution is a platform on which all operational data is collected and saved in a uniform format. Existing system modules, for example for energy management, as well as new and thirdparty systems can be installed and supplied with the collected data. Behind every module is an individual process simulation to visualise possible operational procedures and give the operator suggestions, such as how to optimise ship navigation or reduce fuel consumption. Until now, systems like these successfully managed individual processes 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 interfaces enable data exchange among each individual system. As a result, this innovative technology helps to reduce costs, energy use and emissions. Commanding all processes

Operating 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. Integrated automation solutions can eliminate error sources in all onboard processes and take advantage of optimisation potential. At the same time, these solutions decrease possible operational errors, and therefore protect both personnel and machinery. All technical processes on board are integrated in a standardised automation system – their interplay is driven according to strictly defined parameters. System overviews are simple to operate and the integration of subsystems via a standardised interface allows the operating team

to make sound decisions. As a result, the personnel managing the ship have a comprehensive overview of all processes, enabling them to react quickly and precisely at all times. Thanks to standardised industrial components for converters and automation, all onboard systems are strategically coordinated with one another. For example, 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 components is possible, which saves space, weight and costs. All systems – 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 constructed with proven industrialstandard components. Homogenously linked, the automation system takes over all control and monitoring functions, thereby allowing efficient and universal control of vital systems. Considerable savings potential is achieved using a uniform technological platform with automation and drive technology for nearly all of the onboard systems – and this applies not only to ship operation but also to spare-parts management and personnel training. Increased performance, safety and profitability

Efficient 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 impact on safety and profitability as well as on ship operation. Moreover, fuel consumption is an integral area in which savings 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 position. It is crucial that drive performance be sufficiently dimensioned and all systems highly reliable. The highest precision and coordination between the systems is especially important when a vessel switches from X

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OFFSHORE & MARINE TECHNOLOGY | OFFSHORE WIND

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

floating to stationary service. The risks of wind gusts or rough seas can only be prevented in stationary-service mode – such events can jam or even break the legs. Once the ship is positioned on stilts, the steadfastness 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 floating state, dynamic ballast compensation in the ship’s automation is indispensible for safe operations. Further prerequisites for different areas of operation and procedure profiles include sufficient performance reserves and good manoeuvrability. The modular, space-saving drive design also reduces onboard space requirements. Customised solution for each vessel

From electrical and diesel-electric drives, azimuth drives and boosters all the way to highly efficient hybrid concepts, all systems developed and built by Siemens are tailored exactly to the individual requirements of the particular vessel. The Skandi Aker, a service ship used for oil extraction, is equipped with modern dieselelectric drive technology from Siemens, which has a positive effect on sailing, positioning and speed. This vessel is currently the largest single-hull service ship used for underwater drilling. It can be used for deepsea drilling with risers as well as for construction and installation work in water depths of up to 3,000m. To ensure readily available and efficient drives, Siemens delivered the complete diesel-electric drive system, including medium-voltage power production and distribution as well as drive controls. The drive technology on the Skandi Aker includes a medium-voltage drive, two azimuth rudder propellers, two retractable rudder

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propellers and two lateral thrust units. In addition, transformers and electric motors with the accompanying Blue Drive frequency converters were installed. These converters were specifically constructed to withstand harsh onboard conditions in regard to temperature changes, vibration and humidity. The onboard network is supplied by six generators, including a power-management system for the distribution of medium-voltage 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 operational 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 similar to those of oil-extraction vessels. The

Sea Installer from Danish wind power specialist A2SEA is currently being equipped with a complete propulsion system including 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 selfelevating 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. Furthermore, the contract covers installation of medium-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 electrotechnical facilities on board the ship. Additional contracts for special offshore ships are in the pipeline, including the equipment of a new wind farm installation vessel, which will be built by the J.J. Sietas KG shipyard, Hamburg. Siemens will deliver the main generators and the distribution transformers for the ship’s medium-voltage distribution as well as the switchgear and powermanagement 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 onboard operations.

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

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

SHIP OPERATION | RENEWABLE ENERGY

Heavy plates for offshore towers

Linsinger’s plate edge milling machine

LINSINGER | To withstand the

marine environment, offshore wind parks require heavier duty materials and technologies than land-based ones. Austrian company Linsinger Maschinenbau GmbH provides major plate suppliers to the offshore sector with its plate edge milling technology. The Linsinger machinery 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 profiles on trapezoidal and tapered plates. These are required for the tapered geometry

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of wind tower structures. Plate edges for plate thickness reductions (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 thermal impact. The machine is designed for short processing times and efficient plate-handling. 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 capacity is said to significantly reduce the overall operating cost. The plates are positioned automatically according to higher level data input, then clamped hydraulically with tongs and fixed 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 control system are further elements guaranteeing plates with the highest precision, says Linsinger Maschinenbau.

Propulsion for installation vessels ABB | 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-capacity, 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 efficient and have minimal impact on the marine environment. ABB said it was delivering electric 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 operators in European waters, where several thousand wind turbines are expected to be erected within the next decade. One of ABB’s most recent orders was from South Korea’s Samsung Heavy Industries for a ship to be owned and operated by Swire Blue Ocean of Denmark. ABB is supplying an Azipod® CO integrated power, 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 Netherlands-based Seafox Group. The first vessel, Seafox 5, is to be launched in 2012 and will carry up to 12 turbines and foundations for installation at depths of up to 65-70m and in the most severe weather conditions. Other notable wind turbine installation vessels for which ABB is supplying electric propulsion systems include two (with an option for a third) for Germany’s RWE Energy built by DSME of South Korea, one for Norway’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.

The MOTS is installed at the bow of the shuttle

Collaboration agreed on OWTIS design INSTALLATION

Offshore shuttle for wind parks VOITH | Germany-based Voith Turbo Marine Engineering has developed the Voith Offshore 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 allows safe transfers of people and goods from vessel to vessel or vessel to offshore wind energy plant even if seas are rough, the company said. The robot is fitted with a freely adjustable arm and a transport basket with a maximum capacity 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 Inline Thruster in the bow. In the stern are two Voith Schneider Propellers (VSP 18R5EC/1501). The body of the Voith Schneider Propeller, which is fitted 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 propulsion system allowing highly accurate manoeuvring as well as active roll stabilisation to reduce 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 seawaterlubricated bearings, the drive is completely maintenance-free, the company said. Noting that offshore wind energy plants have to be accessed two to three times a year, on average, for maintenance work, Voith said it saw a growing market 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, according 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 service technicians. Tank capacities enable the ship to operate in an offshore wind park for up to 14 days. The maximum sailing 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 unloading.

| Scotlandbased W3G Marine (W3GM) and IHC Merwede of the Netherlands 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 existing assets, mainly in its ability 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 preinstalled 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 onethird 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 expected OWTIS to be the first of a series of vessels enabling the offshore wind industry to meet economic targets for round three of offshore wind farm development in the UK and similar projects elsewhere in Europe.

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Ship & Offshore | 2011 | No 4

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OFFSHORE & MARINE TECHNOLOGY | RENEWABLE ENERGY

Wave power collaboration

Using ocean waves as a source of renewable energy

SCHAEFFLER | Pelamis Wave

Power Ltd (PWP) of Scotland has achieved a breakthrough in the development of a new generation of wave energy converters thanks to close collaboration with the Schaeffler Group, a leading manufacturer of rolling bearings with headquarters in Germany. With its Pelamis machine, PWP became the first company to generate electricity from offshore wave energy, which it fed into the UK grid in 2004. The Pelamis, in PWP’s description, comprises a number of cylindrical sections connected by hinged joints and sits “snakelike” on the surface of the water.

As waves pass down the length of the machine, these sections flex relative to one another. The motion at each joint is resisted by hydraulic cylinders that pump fluid into high-pressure accumulators, generating continuous 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 Schaeffler’s INA and FAG brands. Each of the main joints has four pivoting hydraulic rams.

Photo: Schaeffler Group

As Mike Woods, senior engineer and bearings group leader at PWP, explained, “Our biggest challenge has always been how we manage the loads and motions from such an active and constantly variable environment, 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 problems for the bearings as they have to take up the reactive forces coming back through the joints.” The first 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 unable to manage the combined motions necessary for the P2 configuration. Also, the bearings themselves were relatively high-friction, making the system less energy-efficient. 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. However, this meant a completely new bearing solution that was able to manage combined angles in a single package, so Pelamis engineers turned to the Schaeffler Group for help and support. Key to the success of this new joint concept was a new lowfriction material designed and developed in-house by Schaeffler engineers. This modified 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 first P2 unit, ordered by German power company E.ON, was nearing completion and would be fully tested 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)

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OFFSHORE & MARINE TECHNOLOGY | OIL & GAS

Load out of steel jacket by floating sheer-leg crane

Akcakoca steel jacket installed in southern Black Sea DEEP-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 subcontractor of the Romanian offshore service provider and installation contractor Grup Servicii Petroliere (GSP), the Hamburg-based company performed work that included the detailed design of the jacket and topsides, fabrication engineering assistance and installation engineering.

T

he Akcakoca platform is part of Turkish Petroleum’s (TPAO) field development in the Turkish Black Sea for gas production. It was installed at a depth of 95m about seven nautical miles north of the town of Akcakoca. The 101m-long jacket structure, weighing 1,450 tonnes, was fabricated at GSP’s yard at Agigea, Constanta South, along

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

Steel jacket transportation by oceangoing barge

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

rience in the field 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

ing from the oceangoing barge in the afternoon, the installation was briefly interrupted for nightfall and completed late at night the following day without 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 fleet and additional contractors. While piling and grouting of the eight piles was performed by the accommodation and work barge Bigfoot 3, the floating 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, 16hour operation covering mooring of vessels, cutting of sea fastening, lifting and final set-down of the jacket. The topsides were installed with a clear upper deck, which later

ʮ

other tasks. Transport and installation engineering was performed for the tow of both, jacket and topsides, to the installation 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 upending lift from the floating horizontal state into the vertical. Legs and pile sleeves of the jacket were sealed to assure sufficient buoyancy. Their controlled flooding during the upending phase was performed by remotely operated vehicles (ROVs). The jacket was positioned 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-

Topside assembly at night

accommodated one of GSP’s 1,200-tonne drilling units. Subsequently, the drilling rig was lifted onto the topsides deck in a further marine operation 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-setting project was seen as a great success by all involved.

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Ship & Offshore | 2011 | No 4

43

OFFSHORE & MARINE TECHNOLOGY | OIL & GAS

Fully integrated derrick

Multiflex modular concept for OSVs

DRILLING | At the recent Offshore Technology Conference (OTC) in Houston, Netherlands-based Ulstein Sea of Solutions – part of Norway’s Ulstein Group – and NLI of Norway introduced an integrated derrick using drilling equipment readily available in the market. The companies said that their Northern Light drilling derrick offered contractors and shipyards worldwide an alternative solution based on proven technologies. The fully integrated derrick includes the drill floor and substructure and can be transported, delivered and installed as one turnkey unit either from a shipyard or NLI’s construction yard. The derrick consists of a boxbeam structure with a collaps-

IMTECH MARINE | At this year’s Nor-Shipping exhibition in Oslo, Imtech Marine launched its modular and flexible “Multiflex” concept for offshore support vessels (OSV). On the basis of this concept, Imtech Marine works closely with shipowners and builders and offers them expert systemindependent advice and selection from a wide range of technology solutions. These technology modules include diesel-electric propulsion, power distribution, vessel automation, dynamic positioning, navigation and communication, HVAC (heating, ventilation and air conditioning), fire protection and fire-fighting as well as safety systems.

ible/retractable top to pass under bridges. Pipes, cables and elevator all run inside the derrick legs, providing a sheltered environment, reduced maintenance costs and increased safety, the companies said, noting that the derrick could easily be upgraded for arctic operations. While making use of conventional drilling equipment, the new derrick design offers a clean drill floor and much more operational flexibility 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 outside the derrick, as is the case for Christmas tree deployment. Stand /casing building is conducted within the derrick.

“From the perspective of Imtech Marine, the key success factor is the seamless integration of all chosen technologies into the vessel and the support and maintenance during the full life cycle, wherever the ship operates”, says Eric van den Adel, managing director of Imtech Marine. The company aims to provide efficient solutions for the customer’s requirements, while minimising every possible risk. According to Imtech Marine, this starts with early involvement in conceptual 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 offshore access system OFFSHORE 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 significantly 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 allow quayside installation to be completed in one day and eliminate the need for structural modifications to the vessel to accommodate the pedestal 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 precommissioned and, once installed on a suitable vessel with class-two dynamic posi-

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The free-standing offshore access system

tioning capability, it is ready for immediate operation. This makes it extremely suitable and more cost-effective for short-term hires, according to OSBV.

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The German Society for Maritime Technology Schiffbautechnische Gesellschaft e.V.

OFFSHORE & MARINE TECHNOLOGY | INDUSTRY NEWS

Global offshore strategy CARGOTEC | With constantly expanding 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 specialist Cargotec sees remarkable growth in its MacGregor product line. An example of the increasing scale is the MacGregor 400-tonne semi-active heavecompensated offshore crane recently delivered by Cargotec to North Sea Shipping’s offshore construction vessel North Sea Giant, 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 actively 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 sufficiently to adversely affect its stability; Cargotec addressed 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 MacGregor 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 fibre 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, because the weight of thousands of metres of submerged rope does not have to be subtracted from the crane’s total load capacity. Existing offshore cranes can be retrofitted with the system and still employ their

The MacGregor 250-tonne AHC subsea crane

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

Cargotec is also supplying two MacGregor offshore deck cranes for installation on an offshore converter platform, BorWin beta, which will feed 800MW of renewable energy 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 luffing cranes have a safe working load of 10 tonnes at 41m outreach and will be used to offload 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 stations

Cargotec’s advanced MacGregor Onboard Care concept offers services to suit customers’ individual needs. Cargotec recently completed a major overhaul of a large MacGregor AHC crane that had been working in Ghana. “We have taken a wide variety of major offshore crane work around the world, including repairs and upgrades as new solutions become available,” says Trond Karlsen, manager of the Offshore Competence Centre in Kristiansand, Norway. There are currently some 60 Cargotec marine service stations worldwide, strengthening the company’s local presence and establishing new strategic partnerships.

Pipe cutter for decommissioning market IHC MERWEDE | A pipe cutter for use

The new pipe cutter

46

Ship & Offshore | 2011 | No 4

in the expanding market for decommissioning offshore structures has been introduced by IHC Handling Systems, a global supplier of offshore installation and removal equipment and unit of Netherlands-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 cutting capacity of 1,000 tonnes.

Ship&Offshore

Buyer´s Guide 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.

1 2 3 4 5 6 7 8 9

Shipyards

Propulsion plants

Engine components

Corrosion protection

Ships´equipment

Hydraulic + pneumatic

On-board power supplies Measurement + control devices Navigation + communication

10 11 12 13 14 15 16 17 18

Ship´s operation systems

Deck equipment

Construction + consulting

Cargo handling technology

Alarm + security equipment

Port construction Offshore + Ocean Technology

Maritime services Buyer‘s Guide Information

1.10 Equipment for shipyards Siemens AG AVEVA Group plc

1

High Cross, Madingley Rd Cambridge CB3 0HB England Tel: +44 1223 556655 INFO AVEVACOMswww.aveva.com

Shipyards

2.03 Couplings + brakes

Dockstraße 19sD-27572 Bremerhaven Tel. +49 (471)7997-10s&AX +49 (471)7997-18 [email protected]

Heise Schiffsreparatur & Industrie Service GmbH Hoebelstrasse 55 D-27572 Bremerhaven 0HONE   s&AX    e-mail: [email protected] Internet: www.heise-schiffsreparatur.de

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

Engineering design and information management solutions for the Plant and Marine industries

1.06 Repairs + conversions

Repairs and Conversions

Am Industriepark 2 46562 Voerde - Friedrichsfeld / Germany Tel.:   s&AX    CONTACT MD SIEMENSCOMswww.siemens.com

KTR Kupplungstechnik GmbH

2

Propulsion plants

2ODDER$AMMs$ 2HEINE Tel. +49(0)59 71 798 0 &AX   E MAILMAIL KTRCOMswww.ktr.com

Couplings

2.01 Engines 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

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

Ortlinghaus-Werke GmbH +ENKHAUSER3TRs$ 7ERMELSKIRCHEN Tel.:   s&AX    INFO ORTLINGHAUSCOMswww.ortlinghaus.com Ortlinghaus, a leading specialist for plates, clutches, brakes and systems.

Diesel engines for main and auxiliary drives from 78 to 1.900 kW

MWB Motorenwerke Bremerhaven AG Barkhausenstraße 60 D 27568 Bremerhaven 4EL   s&AX   

E-Mail: [email protected] Internet: www.mwb.ag 2 floating docks 167m x 24m, +PANMAX size, 1.000m pier facilities

REICH-KUPPLUNGEN SCHIFFSDIESELTECHNIK KIEL GmbH Kieler Str. 177 D-24768 Rendsburg Tel. +49(0)4331 / 4471 0 &AX   E MAILINFO SDT KIELDEswww.sdt-kiel.de

Dipl.-Ing. Herwarth Reich GmbH 6IERHAUSSTRA”Es$ "OCHUM Tel. +49 (0)234 959 16 0 &AX   e-mail: [email protected] www.reich-kupplungen.de highly flexible, flexible and rigid couplings

mtu, John Deere,Perkins and Sisu engines Generating Sets

www.shipandoffshore.net

1.07 Work boats + authority crafts HATECKE GMBH

Your representative for Denmark, Finland, Norway and Sweden ÖRN MARKETING AB 0HONE s&AX  E-mail: [email protected]

2.02 Gears

1.09 Offshore vessels

Ships' propulsion systems from 250 to 30.000 kW

REINTJES GmbH Eugen-Reintjes-Str. 7 D-31785 Hameln Tel. +49 (0)5151 104-0 &AX    [email protected]

SCHIFFSDIESELTECHNIK KIEL GmbH Kieler Str. 177 D-24768 Rendsburg Tel. +49(0)4331 / 4471 0 &AX   E MAILINFO SDT KIELDEswww.sdt-kiel.de

II

!LEXANDER7IEGAND3TRA”E D-63911 Klingenberg / Germany Fon: +49 (0)9372-9864-0 &AX +49 (0)9372-9864-20 email: [email protected] www.rwcouplings.com Couplings, seawater resistent

Am Ruthenstrom 1 21706 Drochtersen / Germany Phone +49 (0)4143 91 52 0 &AX +49 (0)4143 91 52 40 Email: [email protected] www.hatecke.de Lifesaving solutions you can rely on - for cruise and shipping industries.

www.stxomv.com

R+W Antriebselemente GmbH

ZF - Gears

Voith Turbo GmbH & Co. KG Voithstr. 1 74564 Crailsheim/Germany Tel. +49 (0)7951 32 - 0 &AX   E-mail: [email protected] Internet: www.voithturbo.com/industry Fluid couplings, Highly flexible couplings, Universal joint shafts, Safety couplings

VULKAN Kupplungs - und Getriebebau B. Hackforth GmbH & Co. KG Heerstraße 66 D-44653 Herne Phone: + 49 (0)2325 922 - 0 &AX + 49 (0)2325 71110 e-mail: [email protected] www.vulkan.com

Highly flexible couplings, dampers, elastic mounts and driveline components

2.04 Shaft + shaft systems

2.09 Exhaust systems

SCHOTTEL-Schiffsmaschinen GmbH

Couple Systems GmbH

Schottelweg 1 $ 7ISMAR Tel. +49 (0) 3841 / 20 40 &AX+49 (0) 3841 / 20 43 33 E MAILINFO SSW SCHOTTELDEswww.schottel.de

Hamburger Landstr. 49 D-21357 Bardowick Tel. +49 (0) 40 526000900 &AX +49 (0) 40 526000939 e-mail: [email protected] www.couple-systems.com

Controllable-pitch propeller systems, Shaft lines

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

2.12 Service + spare parts

HHM

Hudong Heavy Machinery see NIPPON Diesel Service

KOBE DIESEL see NIPPON Diesel Service

MITSUBISHI DIESEL/TURBOCHARGER

see NIPPON Diesel Service

2.05 Propellers ANDRITZ HYDRO GmbH %SCHER 7YSS 7EG D-88212 Ravensburg Tel. +49(0)751 29511 0 &AX   e-mail: [email protected] www.escherwysspropellers.com

H+H Umwelt- und Industrietechnik GmbH Industriestr. 3-5 D-55595 Hargesheim Tel. +49 (0)671 92064-10 &AX    E-mail: [email protected] Internet: www.HuHGmbH.com Catalytic Exhaust Gas Cleaning for Combustion Engines on Ships

MOTOR-SERVICE SWEDEN AB Mölna Fabriksväg 8 SE-610 72 VAGNHÄRAD 37%$%. 0HN   s&AX    www.motor-service.ses [email protected]

WORLDWIDE SPARE PART DELIVERIES

Controllable Pitch Propellers

SCHOTTEL-Schiffsmaschinen GmbH Schottelweg 1 $ 7ISMAR Tel. +49 (0) 3841 / 20 40 &AX+49 (0) 3841 / 20 43 33 E MAILINFO SSW SCHOTTELDEswww.schottel.de

Hug Engineering AG )M'ERENs#(%LSAU Phone +41 52 368 20 20 &AX  INFO HUG ENGCHswww.hug-eng.ch Exhaust Gas Purification Systems / Diesel Particulate Filters / SCR Catalysts

Johnson Matthey Catalysts (Germany) GmbH "AHNHOFSTRs2EDWITZ'ERMANY 4EL  s&AX  E MAILSINOX SYSTEMS MATTHEYCOM www.jmcatalysts.com Complete SCR and Oxidation Catalyst-Systems

7ILHELM "ERGNER 3TRs$ 'LINDE 4EL  s&AX   e-mail: [email protected] www.vdvelden.com BARKE® Rudders and COMMANDER Steering Gears

- High-Tech Manoeuvring Equipment -

4EL   s&AX   

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

Controllable-pitch propeller systems, Shaft lines

2.06 Rudders + rudder systems

MWB Motorenwerke Bremerhaven AG Barkhausenstraße 60 D 27568 Bremerhaven

Your representative for Eastern Europe Wladyslaw Jaszowski PROMARE Sp. z o.o. Tel.: +48 58 6 64 98 47 &AX  E-mail: [email protected]

www.shipandoffshore.net 2.10 Special propulsion units

Development, modification and maintenance of engines

NIPPON Diesel Service Hermann-Blohm-Strasse 1 D-20457 Hamburg Tel. +49 (0)40 31 77 10-0 &AX   E MAILINFO NDS MARINECOMswww.nds-marine.com After Sales Service - Spare Parts Distribution - Technical Assistance

SCHIFFSDIESELTECHNIK KIEL GmbH Kieler Str. 177 D-24768 Rendsburg Tel. +49(0)4331 / 4471 0 &AX   E MAILINFO SDT KIELDEswww.sdt-kiel.de Repairs - Maintenance on-board service - after sales

2.07 Manoeuvring aids

Jastram GmbH & CO. KG "ILLWERDER"ILLDEICHs$ (AMBURG 4EL  s&AX   e-mail: [email protected] Internet: www.jastram-group.com Transverse Thrusters, Azimuth Grid Thrusters

SCHOTTEL GmbH

SIWO GmbH

Mainzer Str. 99 D-56322 Spay/Rhein Tel. + 49 (0) 2628 / 6 10 &AX   E MAILINFO SCHOTTELDEswww.schottel.de

Spare Parts Center Oststrasse 84 D-22844 Norderstedt Tel. +49 (0)40 51 31 88-02 &AX    [email protected]

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

2.11 Water jet propulsion units

SCHOTTEL GmbH

SCHOTTEL GmbH

Mainzer Str. 99 D-56322 Spay/Rhein Tel. + 49 (0) 2628 / 6 10 &AX   E MAILINFO SCHOTTELDEswww.schottel.de

Mainzer Str. 99 D-56322 Spay/Rhein Tel. + 49 (0) 2628 / 6 10 &AX   E MAILINFO SCHOTTELDEswww.schottel.de

Rudderpropellers, Transverse Thrusters, Pump-Jets

Pump-Jets for main and auxiliary propulsion

Spare Parts for Marine, Mining, Industrial

TAIKO KIKAI INDUSTRIES CO.,LTD see NIPPON Diesel Service

YANMAR DIESEL see NIPPON Diesel Service

www.shipandoffshore.net III

TURBO CADIZ S.L. Pol.Ind. PELAGATOS - C/ del Progreso Parcela 17A - 20A 11130 Chiclana de la Fra. (Cadiz) España Tel. +34 956 407 949/50 Fax +34 956 407 951 e-mail: [email protected] • www.turbocadiz.com Maintenance and Repair of Industrial and Marine Turbochargers and Heat Exchangers in Spain

3

Engine components 3.07 Filters

3.01 Heat exchangers

18 Tuas Avenue 18A Singapore 638868 Tel: +65 68611433 ·&AX  [email protected] · www.heatec.com.sg

"ESELERALLEEs$ +IEL Tel. +49 (0) 431 90892500 &AX +49 (0) 431 90892520 FAXES !LPHASTONEEUswww.alphastone.eu

PURADYN Oil filtration system Keep it clean ® & keep it green!

(AUPTSTRA”EsD-38271 Baddeckenstedt Tel. +49 (0)5062-9641973 &AX  2-9641975 e-mail: [email protected] Maintenance and optimisation of plate heat exchangers, separators and fresh water generators

3.09 Fuel treatment plants ELWA-ELEKTROWÄRME-MÜNCHEN A.Hilpoltsteiner GmbH & Co KG Postfach 0160 D-82213 Maisach Tel. +49 (0)8141 22866-0 &AX    E MAILSALES ELWACOMswww.elwa.com Viscosity Control Systems EVM 3 Standard Booster Modules

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

BOLL & KIRCH Filterbau GmbH (AUPTSTRA”EsD-38271 Baddeckenstedt Tel. +49 (0)5062-9641973 &AX  2-9641975 e-mail: [email protected] Maintenance and optimisation of plate heat exchangers, separators and fresh water generators

3.02 Guide + roller bearings PAN-METALLGESELLSCHAFT Baumgärtner GmbH & Co. KG Am Oberen Luisenpark 3 D-68165 Mannheim / Germany Phone: +49 (0)621 42303-0 e-mail: [email protected] www.pan-metall.com

3IEMENSSTR s$ +ERPEN 4EL  s&AX   INFO BOLLFILTERDEswww.bollfilter.de Automatic, duplex and simplex filters for lubrication oil, fuel oil and sea water

FIL-TEC Rixen GmbH /STERRADEs$ (AMBURG Tel. +49 (0)40 656 00 61 +49 (0)40 656 856-0 &AX +49 (0)40 656 57 31 INFO FIL TEC RIXENCOMsWWWFIL TEC RIXENCOM Filter spare parts and accessories, bilge water elements, maintenance, repair and service.

since 1931

Special bronzes for plain bearings and sliding plates Self lubricating plain bearings

www.shipandoffshore.net

3.05 Starters

MAHLE Industriefiltration GmbH Schleifbachweg 45 s$ ½HRINGEN 4EL   s&AX    E-mail: [email protected] Internet: www.mahle-industrialfiltration.com Automatic, single and duplex filters for lubricating oil, fuel, hydraulic and cooling water simplex, duplex and back-flushing filters + special systems for lubricating oil, fuel and heavy oil

Air Starters for Diesel and Gas Engines up to 9.000 kW

3.06 Turbochargers

ABB Turbocharging more than 100 service stations world-wide ABB Turbo Systems Ltd (head office) Bruggerstrasse 71a, CH-5400 Baden 0HONE s&AX  TURBOCHARGING CHABBCOMswww.abb.com/turbocharging

Service for ABB and BBC turbochargers Original ABB spare parts

IV

4ARPENRING s$ (AMBURG Tel. +49 (0) 40 53 00 40 - 0 &AX +49 (0) 40 53 00 40 - 24 19 3 E-mail: [email protected] Internet: www.mahle-industrialfiltration.com Fuel treatment systems Filter/water separators

3.10 Injection systems L'Orange GmbH Porschestrasse 30 D-70435 Stuttgart Tel. +49 711 / 8 26 09 -0 &AX  711 / 8 26 09 - 61 e-mail: [email protected] www.lorange.com High pressure fuel injection systems up to 2.000 bar for diesel engines from 1.000 to 40.000 kW

3.12 Indicators

LEHMANN & MICHELS GmbH Sales & Service Center

DÜSTERLOH Fluidtechnik GmbH Abteilung Pneumatik Starter Im Vogelsang 105 D-45527 Hattingen 4EL  s&AX   % MAILINFO DUESTERLOHDEswww.duesterloh.de

MAHLE Industriefiltration GmbH

Pall GmbH Marine Office Hamburg 4EMPOWERKRINGs$ (AMBURG 4EL    s&AX     ANDREASBARKENTIN EUROPEPALLCOMswww.pall.com

3IEMENSSTRs$ 2ELLINGEN Tel. +49 (0)4101 5880-0 &AX    e-mail: [email protected] www.lemag.de

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

3.08 Separators Alfa Laval Tumba AB Marine & Diesel Equipment SE-147 80 TUMBA Sweden 4EL  s&AX   INFO ALFALAVALCOMs www.alfalaval.com A never-ending commitment to a sustainable environment

3.13 Preheaters ELWA-ELEKTROWÄRME-MÜNCHEN A.Hilpoltsteiner GmbH & Co KG Postfach 0160 D-82213 Maisach Tel. +49 (0)8141 22866-0 &AX    E MAILSALES ELWACOMswww.elwa.com Oil and Cooling Water Preheating

5.05 Galleys + stores

Hotstart GmbH Am Turm 86 53721 Siegburg / Germany Tel. +49 (0) 2241 12734 10 &AX +49 (0) 2241 12734 29 e-mail: [email protected] www.hotstart.com Engine heaters for diesel engines and dual fuel electric driven propulsion systems

www.shipandoffshore.net

www.loipart.com

5

Ships´ equipment

5.01 Sheet- + profile steel

The world´s No. 1 supplier of marine foodservice equipment, laundry systems and pantry appliances. Global specialist in turnkey deliveries of ship catering areas.

5.06 Furniture + interior fittings

SIN HIAP CHUAN HARDWARE & ENGINEERING PTE LTD Co. Reg. No. 199801942M 4UAS7EST3TREET 3INGAPORE Tel. +65 6897 8860 ·&AX +65 6897 8861 [email protected] · www.singrating.com Steel and FRP grating Industrial racking systems

4

Corrosion protection

5.02 Insulating technology S&B Beschläge GmbH

4.02 Coatings WIWA Wilhelm Wagner GmbH & Co. KG Gewerbestr. 1-3 D-35633 Lahnau Tel. +49 (0)6441 609-0 &AX    E MAILINFO WIWADEswww.wiwa.de

4.04 Cathodic protection

Balver Zinn Josef Jost GmbH & Co. KG "LINTROPER7EGs$ "ALVE Tel. +49(0)2375 915 0 &AX   #)! "ALVERZINNCOMswww.Balverzinn.com

R&M Ship Technologies GmbH 7ITTERNSTRA”E 21107 Hamburg, Germany 4EL s&AX  E MAILCONTACT SHIPTECINFOswww.shiptec.info )NSULATIONs)NTERIOROUTFITTINGs!CCOMMODATION SYSTEMSs(6!#s-ARINEFURNITURE

Your Representative for Germany Austria and Switzerland Friedemann Stehr Tel. +49 6621 9682930 E-mail: [email protected]

5.03 Refrigeration • HVAC

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

Refrigeration, air-conditioning, ventilation

Ship, boat and yacht hardware In brass and stainless steel material

G. Schwepper Beschlag GmbH & Co. Velberter Straße 83 D 42579 Heiligenhaus Tel. +49 2056 58-55-0 &AX    e-mail: [email protected] www.schwepper.com Lock and Hardware Concepts for Ship & Yachtbuilders

5.07 Ship’s doors + windows

Alarichstraße 22a $ 7UPPERTAL Tel.: +49 (0)202/94695-0 &AX  2/94695-10 %MAILINFO WIGO METALLDEswww.wigo-metall.de Watertight / Gastight / Pressure Ship doors, Hatches, Flaps, Vent heads, Fans

Steel Doors - Fire Doors - Ship Doors

Balver Zinn Josef Jost GmbH & Co. KG "LINTROPER7EGs$ "ALVE Tel. +49(0)2375 915 0 &AX   #)! "ALVERZINNCOMswww.Balverzinn.com zinc anodes, zinc-aluminum anodes, anodes for electroplating finishing

Gießerei und Metallwarenfabrik Illingheimer Str. 10 D-59846 Sundern 4EL  s&AX +49 (0)2393 1074 [email protected] www.sub-beschlaege.de

WIGO Metall GbR

zinc anodes, zinc-aluminum anodes, anodes for electroplating finishing

4.05 Anodic protection

R&M Ship Technologies GmbH 7ITTERNSTRA”E 21107 Hamburg, Germany 4EL s&AX  E MAILCONTACT SHIPTECINFOswww.shiptec.info )NSULATIONs)NTERIOROUTFITTINGs!CCOMMODATION SYSTEMSs(6!#s-ARINEFURNITURE

Established in 1919

Podszuck ® GmbH +LAUSDORFER7EGs 24148 Kiel sGermany Tel. +49 (0) 431 6 6111-0 s&AX    E-mail: [email protected] s www.podszuck.eu

Axial fans & centrifugal fans www.pollrichdlk.com

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

TILSE Industrie- und Schiffstechnik GmbH Sottorfallee 12 D-22529 Hamburg Tel. +49 (0)40 432 08 08 0 &AX   % MAILTILSE TILSECOMswww.tilse.com Anti marine growth and corrosion system MARELCO

R&M Ship Technologies GmbH 7ITTERNSTRA”E 21107 Hamburg, Germany 4EL s&AX  E MAILCONTACT SHIPTECINFOswww.shiptec.info )NSULATIONs)NTERIOROUTFITTINGs!CCOMMODATION SYSTEMSs(6!#s-ARINEFURNITURE

TEDIMEX GmbH (ITTFELDER+IRCHWEGs$ 3EEVETAL 4EL    s&AX     E MAILSALES TEDIMEXDE Internet: WWWTEDIMEXDE glare protection sun protection and black-outs

V

5.15 Other marine equipment

TILSE Industrie- und Schiffstechnik GmbH Sottorfallee 12 D-22529 Hamburg Tel. +49 (0)40 432 08 08 0 &AX   % MAILTILSE TILSECOMswww.tilse.com

FORMGLAS SPEZIAL® Yacht glazing bent and plane, with installation

5.08 Supply equipment DVZ-SERVICES GmbH Boschstrasse 9 D-28857 Syke Tel. +49(0)4242 16938-0 &AX   e-mail: [email protected] internet: www.dvz-group.de Oily Water Seperators, Oil-in-Water - Monitors, Sewage Treatment Plants, Ballast Water Treatment, R/O - Systems

ENWA Water Treatment AS "OX&ORUS NO-4066 Stavanger Norway Tel. +47 5163 4300s&AX +47 5163 4301 [email protected] Water treatment systems for the international maritime and oil&gas industry

MAHLE Industriefiltration GmbH 4ARPENRING s$ (AMBURG Tel. +49 (0) 40 53 00 40 - 0 &AX +49 (0) 40 53 00 40 - 24 19 3 E-mail: [email protected] Internet: www.mahle-industrialfiltration.com Bilge water deoiling systems acc. MEPC.107(49), deoiler 2000 < 5 ppm & membrane deoiling systems of 1 ppm, oil monitors, oil treatment systems

BOLL & KIRCH Filterbau GmbH 3IEMENSSTR s$ +ERPEN 4EL  s&AX   INFO BOLLFILTERDEswww.bollfilter.de Ballast Water Treatment

DVZ-BALLAST-SYSTEMS GmbH Boschstrasse 9 D-28857 Syke Tel. +49(0)4242 16938-0 &AX   e-mail: [email protected] internet: www.dvz-group.de

Pall GmbH Marine Office Hamburg 4EMPOWERKRINGs$ (AMBURG 4EL    s&AX     ANDREASBARKENTIN EUROPEPALLCOMswww.pall.com

5.09 Waste disposal systems DVZ-SERVICES GmbH Boschstrasse 9 D-28857 Syke Tel. +49(0)4242 16938-0 &AX   e-mail: [email protected] internet: www.dvz-group.de Oily Water Seperators, Oil-in-Water - Monitors, Sewage Treatment Plants, Ballast Water Treatment

DECKMA HAMBURG GmbH Kieler Straße 316, D-22525 Hamburg Tel: +49 (0)40 548876-0 &AX    eMail: [email protected] Internet: www.deckma.com 15ppm Bilge Alarm, Service + Calibration

DVZ-SERVICES GmbH Boschstrasse 9 D-28857 Syke Tel. +49(0)4242 16938-0 &AX   e-mail: [email protected] internet: www.dvz-group.de Oily Water Seperators, Oil-in-Water - Monitors, Sewage Treatment Plants, Ballast Water Treatment

VI

6

Hydraulic + pneumatic

6.01 Pumps

von-Thünen-Str. 7 D-28307 Bremen 4EL  s&AX   e-mail: [email protected] Internet: www.behrenspumpen.de Ship Centrifugal Pumps

MAHLE Industriefiltration GmbH 4ARPENRING s$ (AMBURG Tel. +49 (0) 40 53 00 40 - 0 &AX +49 (0) 40 53 00 40 - 24 19 3 E-mail: [email protected] Internet: www.mahle-industrialfiltration.com Ballast water treatment (Ocean Protection System - OPS)

Bornemann GmbH )NDUSTRIESTRA”Es$ /BERNKIRCHEN Phone:  s&AX   INFO BORNEMANNCOMswww.bornemann.com

Twin-Screw Pumps, Progressive Cavity Pumps, High Pressure Pumps

www.shipandoffshore.net Grundfos A/S

5.12 Yacht equipment Veinland GmbH

5.10 Oil separation

Separators, filters, pumps, boilers, gas-kits, valves

5.11 Ballast water management

N.E.I. VOS Venturi Oxygen Stripping Ballast Water Treatment

Fresh water generation by MF/RO systems

"ESELERALLEEs$ +IEL Tel. +49 (0) 431 90892500 &AX +49 (0) 431 90892520 FAXES !LPHASTONEEUswww.alphastone.eu

Pappelallee 19 D-14554 Seddiner See OT Neuseddin, Germany Tel.: +49 33205 26 97-0 &AX   e-mail: [email protected]

www.veinland.net 3D Sonar System Forward Looking Sonar System

5.14 Shock + vibration systems

Poul Due Jensens Vej 7 DK-8850 Bjerringbro Denmark Tel. +45 87501400s&AX +45 87501402 [email protected] BE > THINK > INNOVATE >

Körting Hannover AG Badenstedter Str. 56 D-30453 Hannover Tel. +49 511 2129-247 s&AX   Internet: www.koerting.de "àRO3CHIFFBAU4EL &AX  e-mail: [email protected]

7ATERJETEJECTORSs"ILGEEJECTORS

Sebert Schwingungstechnik GmbH Hans-Böckler-Str. 35 D-73230 Kirchheim Tel. +49 (0)7021 50040 &AX   % MAILINFO SEBERTORGswww.sebert.de subsidiaries in Bremen, France, Netherlands, Rumania

More than 25 years experience in shock and vibration systems

KRACHT GmbH 'EWERBESTRs$ 7ERDOHL 4EL  s&AX   INFO KRACHTEUswww.kracht.eu Transfer pumps – Flow measurement Mobile hydraulics – Industrial hydraulics

6.04 Valves

KRAL AG Bildgasse 40, 6890 Lustenau, Austria www.kral.at, e-mail: [email protected] KRAL Screw Pumps for Low Sulfur Fuels. Magnetic Coupled Pumps.

FAK-ARMATUREN GmbH Lademannbogen 53 D-22339 Hamburg Tel. +49 40 538949-0 &AX  E-mail: [email protected] Internet: www.fak-armaturen.de Marine valves, indication, remote controls, ship spare parts

6.05 Piping systems aquatherm GmbH Biggen 5 D-57439 Attendorn 4EL  s&AX   e-mail: [email protected] Internet: www.aquatherm.de fusiotherm® piping systems for shipbuilding - Approval by GL, RINA + BV

Heise Schiffsreparatur & Industrie Service GmbH Hoebelstrasse 55 D-27572 Bremerhaven

NETZSCH Mohnopumpen GmbH Geretsrieder Straße 1 7ALDKRAIBURG'ERMANY Tel. +49 (0) s&AX +49 (0)8638 67981 [email protected]

Industriestraße $ 7EDDINGSTEDT Tel. +49 (0)481 903 - 0 &AX    [email protected] www.goepfert-ag.com

Valves and fittings for shipbuilding

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

Premium Armaturen + Systeme

6.02 Compressors

3TEINTORSTRs$ $UDERSTADT 4EL  s&AX   e-mail: [email protected] www.dhv-palmai.de Spare parts for water and air-cooled compressors

Neuenhauser Kompressorenbau GmbH Hans-Voshaar-Str. 5 D-49828 Neuenhaus

OVENTROP GmbH & Co. KG Paul-Oventrop-Straße 1 s D-59939 Olsberg Telefon +49 (0)29 62 82-0 &AX    E-Mail: [email protected] s www.oventrop.de Hydronic Balancing Valves and Pipesystems, appr. by GL and DNV

Ritterhuder Armaturen GmbH & Co. Armaturenwerk KG Industriestr. 7-9 D-27711 Osterholz-Scharmbeck 4EL  s&AX   E MAILCONTACT RITAGCOMswww.ritag.com

Steel Construction, Mechanical Engineering Pipe Works on ships, Repair + Newbuilding

KME Germany AG & Co. KG +LOSTERSTRA”Es$ /SNABRàCK Tel. +49 (0) 541 321 3011 &AX   e-mail: [email protected] Internet: www.marine-applications.com OSNA® - 10 pipes and components of CuNi 90/10 for seagoing vessels

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

Pipeline: repair, conversion, new building

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

4EL   s&AX    e-mail: [email protected] www.neuenhauser.de s www.nk-air.com Air- and water-cooled compressors, air receivers with valve head, bulk head penetrations

0HONE   s&AX    e-mail: [email protected] Internet: www.heise-schiffsreparatur.de

Wilhelm Schley (GmbH & Co.) KG Valve manufacturer #ARL :EISS 3TRs$4RITTAU 0HONE s&AX  -AILINFO WILHELM SCHLEYCOMswww.wilhelm-schley.com

R&M Ship Technologies GmbH 7ITTERNSTRA”E 21107 Hamburg, Germany 4EL s&AX  E MAILCONTACT SHIPTECINFOswww.shiptec.info )NSULATIONs)NTERIOROUTFITTINGs!CCOMMODATION SYSTEMSs(6!#s-ARINEFURNITURE

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

Schubert & Salzer Control Systems GmbH Postfach 10 09 07 Water- and air-cooled compressors

D-85009 Ingolstadt 4EL  s&AX   E-mail:

[email protected]

Internet: www.schubert-salzer.com

www.shipandoffshore.net

6.03 Hydraulic systems

Pall GmbH Marine Office Hamburg 4EMPOWERKRINGs$ (AMBURG 4EL    s&AX     ANDREASBARKENTIN EUROPEPALLCOMswww.pall.com

Filtration components and systems, Monitoring systems

WALTHER-PRÄZISION Carl Kurt Walther GmbH & Co. KG 7ESTFALENSTRA”E 42781 Haan, Germany Tel. +49(0)2129 567-0s&AX +49(0)2129 567-450 e-mail: [email protected] www.walther-praezision.de

Quick Couplings & Multicouplers for shipbuilding, offshore & deepwater applications

www.shipandoffshore.net

7

On-board power supplies

7.01 Generating sets SCHIFFSDIESELTECHNIK KIEL GmbH Kieler Str. 177 D-24768 Rendsburg Tel. +49 4331 / 4471 0 &AX  E MAILINFO SDT KIELDEswww.sdt-kiel.de Individual generating sets with mtu, MAN, Deutz, Volvo and other engines

VII

8.06 Automation equipment Swisscom Broadcast AG Jürgen Thiet GmbH 'UTENBERGSTRs26632 Ihlow-Riepe / Germany Tel.  s&AX+49 4928 9192-40 E-Mail: [email protected]

6ERMIETUNGs6ERKAUFs3ERVICE Emergency power plants, generators, transformers 5 - 2000 kVA, 400 V - 20 kV, 50/60 Hz

7.06 Cable + pipe transits AIK Flammadur Brandschutz GmbH Otto-Hahn-Strasse 5 D-34123 Kassel Phone : +49(0)561-5801-0 &AX : +49(0)561-5801-240 e-mail : [email protected] GEAQUELLO® + FLAMMADUR®

Fire protection systems

Bachmann electronic GmbH Kreuzäckerweg 33 6800 Feldkirch, Austria Tel. +43 / 55 22 / 34 97-0 &AX +43 / 55 22 / 34 97-102 INFO BACHMANNINFOswww.bachmann.info Automation solutions for ships and offshore installations

"AHNHOFSTRs$ 2OSENGARTEN +LECKEN 4EL   s&AX    INFO DECKMA GMBHDEswww.deckma-gmbh.de

Maritime Communication Ostermundigenstrasse 99 CH-3050 Bern Tel. +41 800 817 620 E-mail: [email protected] www.swisscom.ch/maritime Maritime Communication: a cost-efficient solution for communication over HF, satellite & GSM networks incl. crew mail application

Your representative for Eastern Europe Wladyslaw Jaszowski PROMARE Sp. z o.o. Tel.: +48 58 6 64 98 47 &AX  E-mail: [email protected]

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

9.04 Navigation systems Schaller Automation GmbH & Co. KG

8

)NDUSTRIERINGs$ "LIESKASTEL 4EL   s&AX    E MAILINFO SCHALLERDEswww.schaller.de VISATRON Oil Mist Detection Systems against Engine Crankcase Explosions

Measurement + control devices

8.04 Level measurement systems Barksdale GmbH Dorn-Assenheimer Strasse 27 D-61203 Reichelsheim Tel: +49 (0) 6035-949-0 &AX     e-mail: [email protected] www.barksdale.de

Sensors & Switches to control Pressure, Temperature, Level, Flow

TILSE Industrie- und Schiffstechnik GmbH Sottorfallee 12 D-22529 Hamburg Tel. +49 (0)40 432 08 08 0 &AX   % MAILTILSE TILSECOMswww.tilse.com

8.09 Test kits

Am Lunedeich 131 D-27572 Bremerhaven Tel.: +49 (0)471-483 999 0 &AX    e-mail: [email protected] www.cassens-plath.de

Manufacturers of Nautical Equipment

Martechnic GmbH Adlerhorst 4 D-22459 Hamburg Tel. +49 (0)40 85 31 28-0 &AX    E-mail: [email protected] Internet: www.martechnic.com Test kits, autom. monitoring systems, sampling devices, ultrasonic cleaning

Your Representative for Germany Austria and Switzerland Friedemann Stehr Tel. +49 6621 9682930 E-mail: [email protected]

D-24100 Kiel, Tel +49 (0) 4 31-30 19 - 0, Fax - 291 Email [email protected] www.raytheon-anschuetz.com

Gerhard D. WEMPE KG Division Chronometerwerke 3TEINSTRA”Es$ (AMBURG Tel.: + 49 (0)40 334 48-899 &AX    E-mail: [email protected] www.chronometerwerke-maritim.de Manufacturer of finest marine chronometers, clocks and electrical clock systems

9.08 Telephone systems Neue A-TECH Advanced Technology GmbH Litzowstr. 15 D-22041 Hamburg 4EL  s&AX   e-mail: [email protected]

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

8.05 Flow measurement

Communication Systems

KRACHT GmbH 'EWERBESTRs$ 7ERDOHL 4EL  s&AX   INFO KRACHTEUswww.kracht.eu Transfer pumps – Flow measurement Mobile hydraulics – Industrial hydraulics

9

Navigation + communication

9.02 Satellite + radio communication

Marlink KRAL AG Bildgasse 40, 6890 Lustenau, Austria www.kral.at, e-mail: [email protected] Fuel Consumption and Lube Oil Measurement for Diesel Engines.

VIII

Offices in: Oslo, London, Hamburg, Brussels, Athens, Dubai, Mumbai, 3INGAPORE 4OKYO 7ASHINGTON$#AND(OUSTON Tel.(24/7) s&AX  CUSTOMERSERVICE MARLINKCOMswww.marlink.com

Connecting people and businesses at sea

9.09 Communication networks

Swisscom Broadcast AG Maritime Communication Ostermundigenstrasse 99 CH-3050 Bern Tel. +41 800 817 620 E-mail: [email protected] www.swisscom.ch/maritime Maritime Communication: a cost-efficient solution for communication over HF, satellite & GSM networks incl. crew mail application

9.11 Bridge equipment Pörtner GmbH 7ERTHER3TR D-33619 Bielefeld Tel. +49 (0) 521 10 01 09 &AX   E-Mail: [email protected] internet: www.poertner-gmbh.de Marine seat systems for yachts and commercial ships

11

Deck equipment

11.01 Cranes

12

Construction + consulting

12.01 Consulting engineers

BESCO

10

Nordheimstr.149 $ #UXHAVEN Tel. +49 (0) 4721 / 50 80 08-0 &AX    % -AILINFO BESCODEswww.besco.de

Ship‘s operation systems

10.01 Fleet management systems INTERSCHALT maritime systems AG Osterbrooksweg 42 D-22869 Schenefeld tel. +49 (0) 40 83033-0 fax +49 (0) 40 8302617 www.interschalt.de Fleet Management Systems, Terminal Management Systems

CODie software products e.K. ISMAN CODIECOMswww.codie-isman.com Integrated Fleet/Ship Management System Safety and Quality Management Maintenance

www.veinland.net ISM Software System Performance Indicator Monitor

10.03 Loading + stability computer systems Müller+Blanck Software GmbH Gutenbergring 38 22848 Norderstedt / Germany Phone : +49 (0) 40 500 171 0 &AX   % -AILINFO -PLUS"DEswww.Capstan3.com Capstan3 – the planners best friend C3-Obi – the onboard system Local Interface – Baplie/read and write

Veinland GmbH Pappelallee 19 D-14554 Seddiner See OT Neuseddin, Germany Tel.: +49 33205 26 97-0 &AX   e-mail: [email protected]

www.veinland.net Loading Computer Cargo Handling Simulator

www.abh-emden.com

Cranes - Lashings - Survival equipment

Ship Design since 1981

d-i davit international gmbh Sandstr. 20 D-27232 Sulingen 4EL s&AX  e-mail: [email protected] Internet: www.davit-international.de Cranes, davits and free-fall systems

Global Davit GmbH Graf-Zeppelin-Ring 2 D-27211 Bassum Tel. +49 (0)4241 93 35 0 &AX   e-mail: [email protected] Internet: www.global-davit.de Survival- and Deck Equipment

11.03 Lashing + securing equipment

Veinland GmbH Pappelallee 19 D-14554 Seddiner See OT Neuseddin, Germany Tel.: +49 33205 26 97-0 &AX   e-mail: [email protected]

INGENIEUR-TECHNIK GMBH Tel. +49 (0) 4921 9277 0 s &AX +49 (0) 4921 9277 26

Brunel Transport&Energy, Rostock Tel.: +49 (0) 381 / 8 57 63 05-0 [email protected] www.brunel.de/brunel-transport-energy.php Your R&D partner for plant construction, maritime industry, offshore industry and steel construction

Deltamarin Ltd. Purokatu 1 FI-21200 RAISIO Finland 4EL s&AX  INFO DELTAMARINCOMswww.deltamarin.com Contract management, engineering and consulting services for Marine and Offshore industries

GERMAN LASHING Robert Böck GmbH -ARCUSALLEEs$ "REMEN Tel. +49 (0)421 17 361-5 &AX +49 (0)421 17 361-99 E-Mail: [email protected] Internet: www.germanlashing.de

SDC

SHIP DESIGN & CONSULT GMBH

Naval Architectural Consultant and Calculation Services

www.shipdesign.de e-mail: [email protected] Bramfelder Str. 164 D-22305 Hamburg T.:+49(40)6116209-0 - F:+49(40)61162 09-18 Design – Construction – Consultancy Stability calculation – Project management

SEC Ship's Equipment Centre Bremen GmbH Speicherhof 5 D-28217 Bremen Tel.  s&AX  e-mail: [email protected] Internet: www.sec-bremen.de For container, RoRo and timber cargo Layout and optimization of lashing systems

11.06 Container cell guides SEC Ship's Equipment Centre Bremen GmbH Speicherhof 5 D-28217 Bremen Tel.  s&AX  e-mail: [email protected] Internet: www.sec-bremen.de Layout, 3D-design, delivery and installations of container related constructions

SEA2ICE LTD. & CO. KG .EUER7ALLs(AMBURG 'ERMANY 4EL   s&AX    ADVICE SEAICECOMswww.sea2ice.com Design and concepts for offshore structures in ice and open waters, evacuation concepts

S.M.I.L.E. Techn. Büro GmbH 7INKELs$ (EIKENDORF Tel. +49 (0)431 21080 10 &AX   e-mail: [email protected] Internet: www.smile-consult.de Basic Design - Detailed Design Outfitting - CAD/CAM - Technical Documentation

IX

S.M.I.L.E. FEM GmbH 7INKELs$ (EIKENDORF Tel. +49 (0)431 21080 20 &AX   e-mail: [email protected] Internet: www.smile-fem.de

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

FEM - Coupling - Optimization CFD - FSI - SHOCK - CRASH

12.02 Ship model basins

"RAMFELDER3TRs$ (AMBURG Tel. +49 (0) 40 69 20 30 &AX    E MAILINFO HSVADEswww.hsva.de THE HAMBURG SHIP MODEL BASIN $%3)'.s%80%2)-%.43s!.!,93)3

12.03 Classification societies

13

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

Cargo handling technology

13.03 Grabs

CM Hammar AB

MRS Greifer GmbH

August Barks gata 15 SE-421 32 Västra Frölunda 0HONE s&AX  INFO CMHAMMARCOMswww.cmhammar.com

4ALWEGs$ (ELMSTADT Tel. +49 7263 91 29 0 &AX  e-mail: [email protected] Internet: www.mrs-greifer.de Rope Grabs, Hydraulic Grabs, Motor Grabs with Electro Hydraulic Drive

DNV Germany GmbH #FJEFO.àISFOt)BNCVSH Tel.:    'BY:    IBNCVSH!EOWDPNtXXXEOWDPN

MANAGING RISK Classification and service beyond class

14.02 Life jackets

ORTS GmbH Maschinenfabrik Schwartauer Strasse 99 D-23611 Sereetz / Germany Tel. +49 451 39 88 50 &AX  Email: [email protected] Internet: www.orts-greifer.de The best link between ship and shore

12.04 Research + development

BETTER SOLUTIONS FOR SAFETY AT SEA

14.03 SOLAS Equipment

GLOBAL MARINE SAFETY (SINGAPORE) PTE LTD No. 6, Gul Street 3, Singapore 629264 Tel. +65 6897 7086 &AX +65 6897 8930 E-mail: [email protected] 7EBSITEwww.gms.com.sg Your One-Stop Solutions Provider for the Marine & Offshore Markets For Fire, Rescue & Safety Services

14.04 Fire protection

NORDSEETAUCHER GmbH "RAMKAMPWEGs$ !MMERSBEK Tel. +49 (0)4102 23180 &AX   E-mail: [email protected] Internet: www.nordseetaucher.eu /FFSHOREs)NSHOREs.UCLEAR $EEP4UNNELINGs5NDERWATER7ET7ELDING

14

Alarm + safety equipment

"AHNHOFSTRs$ 2OSENGARTEN +LECKEN 4EL   s&AX    INFO DECKMA GMBHDEswww.deckma-gmbh.de Fire-, Smoke-, FWBLAFFS Systems, Retrofit Systems

14.01 Lifeboats + davits d-i davit international gmbh Sandstr. 20 D-27232 Sulingen 4EL s&AX  e-mail: [email protected] Internet: www.davit-international.de

re.net

offsho .shipand

www

offers a complete listing of the maritime industry. In the section “Buyer‘s Guide“ a www-link to the listed companies gives full details of their products and services X

Cranes, davits and free-fall systems

Global Davit GmbH Graf-Zeppelin-Ring 2 D-27211 Bassum Tel. +49 (0)4241 93 35 0 &AX   e-mail: [email protected] Internet: www.global-davit.de Survival- and Deck Equipment

Uffelnsweg 10 20539 Hamburg +49 (40)78 12 93-0 [email protected] s www.k-j.de Fire Protection: KJ FireOff Systems, Sprinkler, CO

2

Neue A-TECH Advanced Technology GmbH Litzowstr. 15 D-22041 Hamburg 4EL  s&AX   e-mail: [email protected] &IRE$ETECTION3YSTEMSs3AFETY3YSTEMS

14.06 Searchlights

HATECKE GMBH Am Ruthenstrom 1 21706 Drochtersen / Germany Phone +49 (0)4143 91 52 0 &AX +49 (0)4143 91 52 40 Email: [email protected] www.hatecke.de Lifesaving solutions you can rely on - for cruise and shipping industries.

TEDIMEX GmbH (ITTFELDER+IRCHWEGs$ 3EEVETAL 4EL    s&AX     E MAILSALES TEDIMEXDE Internet: WWWTEDIMEXDE UV- and whitelight searchlights

NORDSEETAUCHER GmbH "RAMKAMPWEGs$ !MMERSBEK Tel. +49 (0)4102 23180 &AX   E-mail: [email protected] Internet: www.nordseetaucher.eu

16

/FFSHOREs)NSHOREs.UCLEAR $EEP4UNNELINGs5NDERWATER7ET7ELDING

Offshore + Ocean Technology

17.05 Insurance

,INDHORSTER3TRA”EsD-21218 Seevetal (Hittfeld) Tel. +49 (0)4105 77028-0 (24 hour service) &AX +49 (0)4105 77028-22 INFO #ARL 2EHDERDEswww.Carl-Rehder.de

Insurance agents for seagoing- and inland shipping and fishery

16.09 Marine equipment + components

16.07 Arctic + polar technology

SEA2ICE LTD. & CO. KG .EUER7ALLs(AMBURG 'ERMANY 4EL   s&AX    ADVICE SEAICECOMswww.sea2ice.com

TechnoFIBRE (S) Pte Ltd tel. +65 6266 1412 FAX +65 6266 1435 e-mail: [email protected] www.technofibre.com

ON LINE Safety Equipment "one stop" Shop

Design and concepts for offshore structures in ice and open waters, evacuation concepts

17.06 Professional Commercial Diver Baltic Taucherei- und Bergungsbetrieb Rostock GmbH Alter Hafen Süd 3 · D-18069 Rostock Tel.: +49 (0)381- 811 1000 &AX    E-mail: [email protected] www.baltic-taucher.de Diving, Salvage & Average Service Hydraulic Engineering - Maritime Services

16.08 Subsea technology

NORDSEETAUCHER GmbH

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SHIP OPERATION | INTERVIEW

Seafarers’ rights ILO 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 first 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.

ance with the international requirements for the working and living conditions of seafarers. Ships will be obligated to carry a Maritime Labour Certificate and a Declaration of Maritime Labour Compliance, documenting how the shipowner has implemented the relevant national regulations based on MLC, 2006. When is the convention expected to enter into force?

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

Mr Quas, could you please explain why it was necessary to introduce this new convention?

Due to low and partly insufficient ratification rates of the existing maritime labour standards, more needed to be done to substantially improve seafarers’ working and living conditions. Drawn up by the ILO through the tripartite efforts of representatives of shipowners, governments and seafarers, the MLC, 2006 defines a uniform standard for the working and living conditions of seafarers. Furthermore, it endeavours to create fair competitive conditions for

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shipowners, while giving individual countries certain flexibility in implementing the guidelines. What are the main issues included in the new convention?

The MLC, 2006 contains five titles. These mainly deal with key issues of maritime labour law such as the conditions of employment, like the minimum age of seafarers, regulations for dangerous work, health and safety and hygiene on board. Furthermore, issues like payment of wages, employment agreements or regulations for the use of recruitment are addressed. Also

complaint procedures have to be implemented by shipowners. MLC, 2006 thus covers the whole variety of maritime labour regulations now brought to a uniform level. Who will be affected by the new convention?

The Maritime Labour Convention, 2006 is applicable to all seafarers and to all ships commercially operated and engaged in international waters. By the time of implementation, some 55,000 seagoing vessels from 500 GT upwards – excluding traditional, navy and fishing vessels – will have to obtain certification to ensure compli-

The convention will enter into force 12 months after two criteria have been fulfilled: 30 members with a total share in the world gross tonnage of 33% have ratified the convention. And both criteria have to be fulfilled. Presently, one ratifying target has been achieved, and it is expected that the second target will be achieved by the end of 2011 when the European countries have submitted their ratifications. When would you recommend that your clients start compliance with the convention?

Although the convention is not yet in force, customers who start with early compliance have a number of benefits including competitive advantages in recruiting seafaring personnel through an early evidence of decent working and living conditions. Furthermore, the pre-planning of resources in advance of the expected high-demand period can be improved. By attendance of MLC ANALYSER gap analysis, customers

can see exactly how inspections are carried out by GL, which is less bureaucratic. If shipowners start compliance as early as possible, the inevitable certification bottleneck expected in 2011 and beyond can also be avoided. Additionally, a better preparation for Port State Control can be executed. Even flag states encourage shipowners to use this period of voluntary compliance. For vessels flying the flag of Marshall Islands, GL has already been authorised to carry out pre-certification on their behalf. What will be the impact on shipowners with newbuildings currently on order?

The MLC, 2006 also covers requirements related to construction and equipment applicable to newbuildings only. After MLC, 2006 has come into force, GL will offer a dedicated certification 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 & Vibration Pre-Check. The result of this risk assessment will assist in detecting the probability of exceeding the specified limits and identify hot spots and proposals for further investigation of design modifications. 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 ensure that shipowners are wellprepared for full compliance with the MLC, 2006 requirements. The MLC ANALYSER is tailored to the needs of ship managers and comprises two important MLC evaluation procedures, namely SELF-ASSESSMENT, a self-assessment tool that is a paper checklist provided by GL so that you are

able to assess your ships’ compliance, and GAP ANALYSIS, a shipboard inspection by specially 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 guarantees transfer to the Maritime Labour Certificate. It involves the ship manager’s preparation of DMLC II, his application for the flag 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 provides two tailored solutions: ILO 92/133, which is an existing standard to ensure compliance of crew accommodation if required by the flag state; and MLC APPROVAL, which ensures compliance of crew accommodation with the upcoming MLC, 2006. All of GL’s ILO CERT services can ideally be combined to provide a comprehensive planning, preparation, implementation and monitoring package for the MLC, 2006 certification.

™ SHIP&OFFSHORE TV X

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 at www.shipandoffshore.net/ILO-MLC-2006

Ship & Offshore | 2011 | No 4

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SHIP OPERATION | MARITIME ENVIRONMENTAL PROTECTION

Strategies for clean shipping in the Baltic Sea TRANSNATIONAL 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

F

ifty partners in the Baltic Sea region, including 13 port organisations, ferry lines as well as political organisations such as HELCOM (Helsinki Commission) and the Baltic Sea Parliamentary 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 measures for the Baltic Sea-wide introduction of new port infrastructure such as shoreside electricity, supply of liquefied gas (LNG) and sewage disposal. The project is co-financed by the European Union’s Baltic Sea Programme 2007-2013 and has two main objectives: firstly to abate eutrophication of the Baltic Sea by reducing nitrogen oxide input from ship exhausts, and secondly to provide competitive new fuels as prices of conventional fuels drastically 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 environment 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 identifiable 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 Organization (IMO) to make the Baltic Sea a control area under Annex IV of MARPOL 73/78 (NECA) and to prohibit the unauthorised discharge of untreated wastewater 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 “flagship 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 standardisation of shore-side electricity and LNG-

The project aims at a cleaner shipping in the Baltic Sea

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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 “marketbased instruments” as drivers for clean waterways. The results will influence the common 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 (Marine Fuel Gas Logistics) had mainly focused on LNG logistics from Norway as a starting point for further deliberations. Meanwhile, LNG-import terminals are planned or under construction in the Baltic Sea region. The first such LNG terminal, in Nynäshamn, near Stockholm, launched operations in March this year. It has a storage capacity of 20,000m3 with an option to expand to 30,000m3. This terminal will be used to supply the new Viking Line LNGpowered 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 terminals will make small-scale logistics for LNG-powered ships possible. A large LNG import terminal is under consideration in Klaipeda, Lithuania. The Lithuanian government 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, shoreside 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 important pilot projects in the Baltic Sea region to abate climate change.

Baltic Sea states are required to reduce vessels‘ emissions

Feeding the biogas plant will be agri- While LNG has the environmental benefit cultural waste, ship waste, seaweeds and of cutting CO2 emissions by about 25%, algae. The biogas will be condensed to a tremendous advantage for a fossil fuel, liquefied biogas (LBG). LBG will main- LBG reduces CO2 by almost 100%. ly be made available to road vehicles in Swedish ferry companies are thus highly interested in the supply of LBG. Under Sweden. Furthermore, ships travelling from Trel- the auspices of the Port of Stockholm, the leborg to Travemünde, Rostock, Sassnitz project Clean Baltic Sea Shipping will deMarinetec2011_183x125.ai AM velop11:57 an Environmental Port Index. or Swinoujscie can run on LBG. 1 02/02/2011

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 standard practice. However, one main question 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 advantageously. With its partners from the private and public sectors, the project aims to change energy utilisation in shipping. The overriding aim is a win-win situation 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 produce a clean shipping strategy for the Baltic Sea that will be a model for other European sea basins.

The author: Jörg D. Sträussler, President, Baltic Energy Forum e.V., Germany

Ship & Offshore | 2011 | No 4

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SHIP OPERATION | DATA MANAGEMENT

Cargo heating management service REPORTING SYSTEM | Indiabased marine consulting firm Blue Water Trade Winds has developed a service to optimise cargo heating on board ships by voyage-specific planning and heating-data monitoring. Using theoretical calculations and statistical record analysis of a number of heated cargo voyages by various ship models, the cargo heating management service compiles comprehensive data on operational losses. Along with reducing overall fuel oil consumption, the system significantly reduces the direct costs and man-hours incurred in running and maintaining auxiliary machines such as boilers and other ancillaries used to heat cargo, according to Blue Water. Functionality

The first stage in implementing the cargo heating management service for a particular ship includes the collection of relevant

inputs such as the vessel particulars and performance data of its steam-generation system. The data can be classified under two categories: Static factors The static factors of a vessel have a significant impact on the cargo heating system and remain constant irrespective 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 depending 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 operations are the grade and chemical qualities of the cargo oil and the fuel oil being used for each specific voyage. The initial report takes into consideration the vessel’s stowage plan and ballast plan for a particular 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 region 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.

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

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Processing of data

During the processing of data obtained in the initial report, the performance and characteristics curves of the boiler and burner are digitised and the optimum operational parameters to improve overall heating efficiency are calculated. Based on statistical records, fuel oil report analysis, cargo oil data sheets and mathematical calculations, 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 stowage plan and the weather during the voyage by referring to naval hydrographs. Heating plan, reporting and feedback

Once all the data received from the ship has been processed, a comprehensive cargo heating plan is developed and sent back to the ship staff. It covers all minute details required 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 voyage 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 heating efficiency and fuel savings. The cargo heating plan comprises a daily reporting and feedback system, which facilitates consistent recommendations and troubleshooting from the analysts throughout the voyage. At the end of the voyage, a post-voyage summary along with other optional reports are made for performance monitoring of the cargo heating operations.

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SHIP OPERATION | NAVIGATION & COMMUNICATION

Simrad Argus series extends reach

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

Voice distress service THRANE & THRANE | With its Sailor 3771 Alarm Panel FleetBroadband, Thrane & Thrane is the first manufacturer to offer a device taking advantage of Inmarsat’s new voice distress (non-SOLAS) service via FleetBroadband. The service is being launched to enhance safety communication on commercial and recreational vessels. It provides priority call access – interrupting all nondistress calls as soon as the red distress button is pushed – in both ship-to-shore and shore-to-ship communication. A voice distress call over Inmarsat’s FleetBroadband will be connected to an operator at an MRCC (maritime rescue coordination centre). Each Inmarsat-4 satellite region has a designated MRCC: RCC Australia, 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 Organization 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.

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NAVICO | With its Argus series, global marine electronics provider Navico has developed a series of radars under its Simrad brand for the commercial maritime and offshore markets. The series features tools to combat piracy, to prevent collisions and for precision docking, adapting to the challenges facing the maritime industry. The Simrad Argus radar system is a SOLAS approved radar, incorporating solid state frequency modulated continuous wave (FMCW) broadband radars for use on commercial vessels.

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-piracy, 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 operators 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

Operational features

The system is able to integrate standard pulse radar technology with the FMCW broadband radar, allowing the operator to monitor long and short ranges simultaneously. This means small suspicious targets can be found in-between waves, they can be zoomed in and their progress can be tracked while eliminating 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 monitor 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 navigation 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 antenna 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 requirements of the operator. Once the basic system is installed, enhancements can be flexibly added, without having the need to buy a whole new system when the user’s needs change. Also, as it employs off-shelf components, the Simrad Argus radar system is easy to maintain and users can easily

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

the system onboard, seafarers should feel more secure when sailing in pirateinfested 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 floating 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

Upgraded satellite TV antenna LNB MODULE | Intellian Technologies presented its t110W three-axis satellite TV antenna with on-demand content support to the European shipping industry at this year’s Nor-Shipping trade fair in Oslo. Giving greater coverage, programming 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 definition and high definition programming all over the world with one LNB module, providing captains and crew with on-demand entertainment offshore. The antenna’s control unit adjusts the WorldView LNB module and the patentpending Auto-Polariser to the required

polarisation and frequency for satellite reception, Intellian said. The satellite TV provider is selected electronically, eliminating the need to purchase multiple LNB modules, reconfigure complex systems and manually change the LNB unit inside the antenna dome each time the vessel crosses into a different satellite service region. The multi-band frequencies 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 satellite 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 automatic skew-angle control system. Its 19 inch rack mount control unit allows free system upgrades, when required.

The Intellian WorldView TM LNB module

EU boosts navigation system SAM ELECTRONICS | Research and de-

velopment done under Flagship, a maritime transport project partly funded by the European Union (EU), is being incorporated into the newest version of SAM Electronics’ enhanced navigation product, the Nacos Platinum series. Integrating radar, ECDIS and automation, INS Nacos is said to provide better help to the officer 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 utilises a common network supporting the complete portfolio of Radarpilot, ECDISpilot, Trackpilot, and Conning Display as well as the alarm, monitoring and control system, the propulsion control, and the power management system. The combination of networked architecture and use of modular components ensures unprecedented levels of system scalability, according 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 complete radar image from any work station. Similarly, the ECDIS display can be made available for viewing in an engine control room, the captain’s office, 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 competitiveness.

SHIP OPERATION | NAVIGATION & COMMUNICATION

Maritime training online SAFEBRIDGE | New ECDIS training re-

quirements under the Standards of Training, Certification and Watchkeeping for Seafarers (STCW) 2012, the International Safety Management (ISM) Code and strict Port State Control (PSC) regulations make type-specific training essential for today’s seafarers, according to Safebridge, a Web-based maritime trainer. The company, with headquarters in Hamburg, said it was launching detailed, type-specific 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 available 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, including a guided tutorial on the live system, selftesting with feedback and free play of the live system. After passing an interactive test, the seafarer will receive a type-specific training certificate by the manufacturer documenting successful completion of the course.

Online training layer prototype

Cooperation agreements have been reached with leading bridge equipment manufacturers such as Northrop Grumman Sperry Marine, Transas Marine and Imtech Marine Germany, Safebridge said. More are to follow, 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 Hamburg.

Meet the top managers of the offshore industry! Our sessions will be opened by the reputable key note speakers Mr JOHN WESTWOOD (day 1) and Mr ANDREW GARRAD (day 2).

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Deep sea mining and CO2 sequestration

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Offshore renewables, energy storage solutions

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Center of Maritime Technologies e. V.

X ADVERTISERS ABB Turbo Systems AG, CH-Baden. . . . . . . . . . . . . . . . . . . . . . . . . . . 5

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

Ahoy’ exhibition, congress & event management, NL-Rotterdam . . . . . . . . . 37

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

Astilleros Zamakona Pasaia, S.L., ES-Santurce, Vizcaya . . . . . . . . . . . . . . . 43 Becker Marine Systems GmbH & Co.KG, D-Hamburg . . . . . . . . . . . . . . . . 19

NAVIS Engineering OY, FIN-Vantaa. . . . . . . . . . . . . . . . . . . . . . . . . . 59 P+S Werften GmbH, D-Stralsund. . . . . . . . . . . . . . . . . . . . . . . . . . OBC

Boll & Kirch Filterbau GmbH, D-Kerpen . . . . . . . . . . . . . . . . . . . . . . . 35 Computational Dynamics Ltd. CD-adapco, D-Nürnberg . . . . . . . . . . . . . . . 38 Dolphin Exhibitions Ltd, UK-Ipswich . . . . . . . . . . . . . . . . . . . . . . . . . 33

ProfiSeal Hermann Aumüller, D-Schornsheim . . . . . . . . . . . . . . . . . . . . 65 Quest Offshore Resourses, USA-Sugar Land . . . . . . . . . . . . . . . . . . . . 41

DVV Media Group GmbH, D-Hamburg . . . . . . . . . . . . . . . . . . . . . 4,25,66

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

Fil-Tec Rixen, D-Hamburg . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

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

GEA Westfalia Separator GmbH, D-Oelde . . . . . . . . . . . . . . . . . . . . . . 11

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

Hamburg Messe und Congress GmbH, D-Hamburg . . . . . . . . . . . . . . . . . 31 HATLAPA, Uetersener Maschinenfabrik GmbH & Co., D-Uetersen . . . . . . . . . 39

Swiss Broadcast AG, CH-Bern . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 UBM Asia Ltd, PRC-Wanchai . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61

Imtech Marine Germany GmbH, D-Hamburg . . . . . . . . . . . . . . . . . . . IFC Jahnel-Kestermann Getriebewerke GmbH, D-Bochum . . . . . . . . . . . . . . . 44 K. Fairs Ltd., Reed Exhibitions E. J. Krause & Associates, Inc., ROK-Seoul. . . . . . 21

Franz Wölfer Elektromaschinenfabrik Osnabrück GmbH, D-Osnabrück . . . . . . 17 Yachtglass GmbH & Co. KG, D-Dersum . . . . . . . . . . . . . . . . . . . . . . . 23

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

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

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

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

SHIPBUILDING SINCE 1948

FROM THE EMERGENCY TOWING VESSEL UP TO THE HIGHTECH OFFSHORE VESSEL DESIGN AND CONSTRUCTION OF SEA-GOING VESSELS SHIP REPAIRS AND CONVERSIONS STEEL COMPONENTS AND DIVERSIFICATIONS UP TO PANMAX-SIZE SPECIAL VESSELS OFFSHORE

SPECIAL VESSELS NAVAL/AUTHORITIES P+S WERFTEN GmbH Site Peene-Werft Wolgast Schiffbauerdamm 1 17438 Wolgast GERMANY Phone: +49(0)3836-250-0 Fax: +49(0)3836-202-281

P+S WERFTEN GmbH Site Volkswerft Stralsund An der Werft 5 18439 Stralsund GERMANY Phone: +49(0)3831-66-0 Fax: +49(0)3831-66-2147

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

Facilities Roofed and heated area: Outfitting quay (L): Crane capacities: Dry dock (LxB): Max. size of vessels (LxB):

55,000 m² 1,100 m max. 320 t 180 m x 30 m 200 m x 27.7 m

Roofed and heated area: Outfitting quay (L): Crane capacities: Shiplift (LxB): Max. size of vessels (LxB):

90,000 m² 750 m max. 800 t 270 m x 34.5 m 295 m x 32.5 m

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