Annual Report 2009 - GL Group

Annual Report 2009

2006 2007
Revenues
Increase. Particularly as a result of acquisitions, sales
developed dynamically. Compared to 2008, they grew
by 24.5 per cent to 685.5 million euros.
700
Figures in million euros
600
500
400
300
200 90
80
Angaben in Mio. BRZ insgesamt 6903 Schiffe
100 70
600
50 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009
40
30
20 Fleet in Service
10
Growth. 0 In comparison with the previous year, the
700 tonnage 1999 2000of
2001 GL-classed 2002 2003 2004 ships 2005rose
2006 2007 by 6.5 2008million
2009 to
84.5 million Angaben in GT. Mio. EUR
600
90
500 80
Figures in million GT 6,903 ships in total
70
400
60
300 50
40
200 30
100 20
10
0
1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009
1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009
Cultural Diversity
Different background. The commonest nationalities
of GL´s staff.
30
25
20
15
10
5
0
7000
6000
5000
4000
3000
2000
1000
7,000
3,241
2,929
2,546
2,148
1,962
2002
German
British
US American
Indian
Figures of Employees of
GL Group
2003
2004
2005
Chinese
2006
Figures in per cent
Egyptian
More Employees
In 2009, the GL Group’s total number of employees
increased by nearly 1,500, mainly due to company
acquisitions. This represents a 28-per-cent increase.
4,436
2007
Malayian
5,294
2008
6,760
2009
6,760
Status as per 31.12.2009 Status as per 31.12.2009 Status as per 31.12.2009
Status as per 31.12.2009
Germanischer Lloyd
in Brief
Germanischer Lloyd (GL) is a technical advisor and
trusted partner for assurance, consulting and classification.
The GL Group provides a unique blend of technical
expertise, business understanding and client
relationships within three major business segments:
Maritime, Oil & Gas and Renewables. The global
network consists of more than 200 locations in 80
countries. GL’s head office is located in Hamburg.
GL’s total turnover in 2009 was approximately 685.5
million euros. Compared to the previous year sales
rose by 24.5 per cent.
As an international enterprise based in Germany, GL
employs almost 6,800 engineers, surveyors, experts
and administrative staff around the world, 74 per cent
of whom are not German nationals.
In the course of 2009, GL completed 508 orders for the
classification of newbuildings. A total of 6,903 vessels,
equivalent to 84,502,115 GT, were classed with GL by
year-end.
GL is authorized by 130 flag states to act
on their behalf.
GL added three new companies to its global service
network in 2009: International Refinery Services (Singapore),
Noble Denton (UK) and Garrad Hassan (UK).
Safety, quality, sustainability and environmental
protection all enjoy utmost priority at Germanischer
Lloyd. The backbone of the company’s safety and quality
philosophy is its staff of highly skilled, well-trained,
internationally-minded experts who are well prepared to
work in diverse cultural environments.
As an independent, third-party service provider, GL
is a dynamic, innovative, forward-thinking, expansionminded
organization. A major focus of its work is on the
development of state-of-the-art rules, procedures and
guidelines that deliver highly relevant answers to an
industry facing economic challenges and tight regulatory
regimes.
As an inspection, certification and technical consultancy
company for the energy industry, GL offers sophisticated
technical services addressing all safety and risk
issues relating to energy production, storage and transportation.
Germanischer Lloyd’s consultants all over the
world offer their customers a comprehensive portfolio of
services across the asset life cycle.

ANNUAL REPORT 2009
Annual Report
2009
GL Group
3

4
CONTENTS
Topics of the Year
Opening
6 Effi ciency as a Key Factor
The Members of the Executive Board,
Dr Hermann J. Klein, Pekka Paasivaara
and Dr Joachim Segatz about
business development at GL and
current challenges
Oil & Gas
12 Optimism Prevails
The economic crisis caused the price of
crude oil to take a nose dive, prompting
the oil and gas industry to hold back new
investment. But now the sector is rebounding.
Following its merger with Noble
Denton, GL is well-positioned to seize new
opportunities. A number of recent projects
attest to the company’s potential
14 Spain
15 China, Malaysia, Russia
16 USA, Italy
17 Egypt, Kazakhstan, Abu Dhabi
Renewables
18 A Perfect Match
The merger of GL and Garrad Hassan
is breathing fresh air into the renewables
market
20 Interdisciplinary Effort
21 Marine Energy: Tidal Power
22 Milestones of Wind Energy: Thanet,
Borkum West II, Bard Offshore 1
Maritime Solutions
24 Four for the Customers
One-Stop Service: The new Maritime
Solutions business unit combines
Germanischer Lloyd’s complete, non-classifi
cation services, covering everything from
consulting to complex software solutions
to customized training
24 FutureShip
26 GL Maritime Software
27 Systems Certifi cation
28 GL Academy
ANNUAL REPORT 2009

Classifi cation
30 Growing Fleet, Sinking Utilization
The economic crisis precipitated a massive
downturn in shipping. GL is assisting its
customers with a range of services
33 New Class Representative
GL provides the chairman of the Internatio-
nal Association of Classifi cation Societies
34 Prime Clime
Intelligent solutions to improve effi ciency
and reduce emissions of ships
37 More Performance, Less Risk
GL has developed new design rules
for Offshore Service Vessels (OSV)
Standards
ANNUAL REPORT 2009
47 Information Communication for Change
48 Boards Executive and Supervisory Board
49 Membership Committees and Commissions
54 Rules Relevant new standards and regulations
Research & Development
38 Safety as a Design Objective
Successful conclusion of the SAFEDOR project
41 Economy Meets Science
Technical Achievement Award for GL
42 Containerships of the Future
Innovative design: “Baby Post-Panamax” –
more width, higher effi ciency
44 Sweeping Changes for Cleaner Air
New, stringent emission regulations are forcing
the shipping industry to rethink its fuelling
options. GL supports the industry’s green
transformation
56 Locations Know-how
on a global scale – the GL Group network
58 Imprint Photo credits
5

6
REPORT BY THE EXECUTIVE BOARD
“The vision of the GL Group is to embody the trust placed in
it by the industry as a world-class provider of technological
services and as a preferred partner for technical inspection and
certifi cation, consultancy and classifi cation. We achieve this goal
through high technical competence, entrepreneurial farsighted-
ness and careful attendance to our customer relationships.”
ANNUAL REPORT 2009

ANNUAL REPORT 2009
The consequences of the most severe fi nancial
and economic crisis of the last sixty years presented
Germanischer Lloyd with a number of
unusual challenges in 2009. The downturn in the
global economy is affecting the company in several
ways. The slump in the real economy triggered
by the fi nancial crisis has crippled the demand for
sea transport capacities and thus also newbuilding
tonnage and energy carriers. The problems of the
international fi nance industry are obstructing investment
in many sectors.
This situation becomes evident in the number of
ship lay-ups and the low price of oil, which does
Head Offi ce.
The GL Group has moved
to its new offi ces in the
heart of Hamburg’s
port district.
not allow any investment in costly offshore exploration
projects. The demand for technical inspection
and advisory services has accordingly been weak.
The fi nancing of wind farms also became more diffi
cult, which had a negative impact on the order
situation in our renewables business segment.
A Necessary Change of Course
BUSINESS DEVELOPMENT
In response to the decline in orders for the Ship
Classifi cation and Oil and Gas business segments
the Executive Board decided to take early measures
directed at securing the international competitiveness
of Germanischer Lloyd as a leading
7

8
REPORT BY THE EXECUTIVE BOARD
inspection and consultancy group. As part of
a strategic human resources planning process, the
headcount was adjusted to meet the workload expected
for the coming years.
FURTHER ACQUISITIONS
Despite the diffi cult economic environment, GL
was able to continue its programme of inorganic
growth initiated in 2007. With Noble Denton and
Garrad Hassan, two heavyweights of the oil & gas
and wind energy sectors joined the GL Group. The
market presence and competence portfolio in these
important business areas and growth markets were
expanded considerably.
In the Maritime Services business segment, the
new Maritime Solutions unit was established to
support and advise the maritime customers of GL
with complex technical and commercial issues (see
page 24 ff.). The basis for the reorganization was
the increased demand for technical advisory services
during the newbuilding boom of recent years.
Moreover, the current fi nancial and economic
crisis, the volatility of the energy prices and tightening
of emission limits have led to an appreciable
increase in the consultation needs of shipping companies
and newbuilding yards. Maritime Solutions
offers consulting and engineering, training, certifi -
cation and software – all under the same roof.
The fi eld of consulting is covered by the fi rm
FutureShip GmbH, founded at the beginning of
2009. This GL subsidiary offers an entire catalogue
of services to optimize both newbuildings and ships
already in service. The new consultancy arm was
strengthened by the experts and expertise of the
Potsdam-based company Friendship Consulting,
which was acquired in January and then integrated
into FutureShip.
International Involvement
The examination of the EU Commission regarding
the competitive behaviour of classifi cation societies
was concluded in October 2009 without any
apportionment of blame (see page 33). The IACS
came to an agreement with the European Union on
changing the membership criteria from quantitative
aspects to qualitative ones. In addition, non-members
are now also able to participate in the technical
development work of the IACS.
From now on, the IACS quality system will be
reviewed by external certifi cation bodies. With this
outcome, the ongoing efforts of the industry towards
increasing ship safety have been bolstered
on an international level. The Association will
“We had already
implemented
imp
strategic measures
to strengthen
our international
competitiveness well
before the economic
crisis started.”
Dr Joachim Segatz
ANNUAL REPORT 2009

Higher Turnover
Dynamics. The development in turnover refl ects the organic
and inorganic growth of GL. In 2009, year-on-year
turnover grew by 24.5 per cent to 685.5 million euros
(status as at 31.12.2009).
700
600
500
400
300
200
100
Workforce
Acquisitions: The GL Group has a total of 6,760
employees (status as at 31.12.2009), with most of the
growth resulting from company mergers and acquisitions.
7,000
6,000
5,000
4,000
3,000
2,000
1,000
2,929
3,241
2,546
1,962
2,148
2002
2003
2004
2005
Fleet in Service
Continuous rise: The tonnage of GL-classed ships has
risen to 84.5 million GT. In total, the GL fl eet includes
6,903 vessels (status as at 31.12.2009).
90
80
70
60
50
40
30
20
10
0
Figures in million euros
1999
Industrial Services
Maritime Services
2000
2001
Figures in million GT
2002
2003
2004
2005
2006
2006
4,436
2007
5,294
2008
6,903 ships in total
2007 2008 2009
6,760
0
1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009
ANNUAL REPORT 2009
2009
BUSINESS DEVELOPMENT
“Rising “Ris energy prices
and tighter emis-
sion standards are
increasing
the consultation
needs of shipping
companies and
newbuilding
yards.”
Dr Hermann J. Klein
9

10
REPORT BY THE EXECUTIVE BOARD
In spite of the economic
and fi nancial crisis, the
newly installed capacity of
wind turbines increased in
2009 in relation to the previous
year. The strongest
growth was exhibited by
China (+34.7%). Worldwide
oil production, on the other
hand, suffered a setback.
However, by December
2009, the daily output had
returned to 86,17 million
barrels, the average level
Wind Energy
Boom: newly installed turbine capacity
40,000
35,000
30,000
25,000
20,000
15,000
10,000
5,000
Figures in MW
0
of 2008. 2006
1999
2000
2001
2002
2003
2004
2005
“There The are indications of a
stronger stro willingness by the
international int energy companies
to invest.”
2007
2008
2009
Pekka Paasivaara
continue to support the maritime industry as
well as the IMO, fl ag states and port states in the
development of and compliance with technical
safety standards.
Quality Assurance
At the beginning of the year, Maritime Services and
Corporate Services business segments were certifi
ed to DIN EN ISO 9001:2008 for the fi rst time.
Auditors of DQS, the German society for the certifi
cation of management systems, examined the
performance of GL’s quality management system
on the basis of this industrial standard.
TURNOVER DEVELOPMENT
In a challenging market environment, Germanischer
Lloyd performed well during 2009. The
Group’s combined turnover grew by roughly 25%
compared to the previous year (refer to graph
on page 9). In spite of the crisis in the shipping
Oil Production
Setback: global oil production
90 Millionen Barrel per Day
88
86
84
82
80
78
76
74
72
2003
2004
2005
2006
2007
2008
2009
ANNUAL REPORT 2009

sector, Maritime Services succeeded in improving
slightly on the result of 2008. The major part of
the revenue growth was contributed by the Industrial
Services business segment, which has been
expanding vigorously owing to several recent acquisitions
(Oil & Gas and Renewables businesses).
Early capacity adjustments made in response to
the recession weakening demand began bearing
fruit as the year progressed. The positive effect
on business performance even accelerated during
the first quarter of 2010. The efforts made during
the 2009 business year have been instrumental in
securing the GL Group’s competitiveness for the
coming years.
OUTLOOK
At the present time, it is diffi cult to assess the
long-term consequences of the economic and
fi nancial crisis. In view of the prevailing reservations
against capital investment, it is unlikely that the order
level for ship newbuildings will improve in the
near future.
The stimulus programmes initiated in 2009 by
many industrialized countries will also contribute
to a stabilization of the individual national economies
in the course of the current year. There are in-
ANNUAL REPORT 2009
Dr Joachim Segatz
creasing signs of a recovery in the global economy.
In the energy sector too, there are indications of a
stronger willingness by the national and international
energy companies to invest. The politically
favoured expansion of renewable energy sources
in many countries will have a positive effect on the
future development of the Renewables business
segment. The demand for technical services from
the growth markets China, the USA and Europe is
already rising.
Thanks to the expertise and dedication of its
staff, the GL Group has gained an enviable reputation
in the maritime industry and the energy sector.
Our objective is to expand this favourable position
in future. Over the past three years alone, 2,500
employees from 11 companies in Europe, North
America and Asia have joined the GL Group.
With a new corporate vision and mission and
with the corresponding corporate values, the cohesion
and the teamwork within the GL Group will be
enhanced and extended.
Our very special thanks are due to all members
of staff for their exemplary creativity and commitment.
These are fundamental prerequisites with
which innovative projects can be implemented to
the benefi t of our clients over entire continents and
many different cultures. In closing, we thank our
customers for their valued trust in GL.
BUSINESS DEVELOPMENT
Dr Hermann J. Klein Pekka Paasivaara
11

12
MARITIME OIL & GAS
DIENSTE
Optimism Prevails
The economic crisis caused the price of crude oil to take a nosedive, prompting
the oil and gas industry to hold back new investment. But now the sector is
rebounding. GL Noble Denton, GL’s oil and gas business segment, is well-positioned
to seize new opportunities. A number of recent projects attest the potential
Are we at peak oil yet? That question
seemed to be in the air when oil and gas
leaders met for the World Economic Forum
in Davos at the beginning of 2010. “Peak oil”
denotes the point in time global petroleum production
reaches its maximum rate; some expect it
to occur in the immediate future, fearing that oil
prices will rise exponentially once the line has been
crossed. According to one of the opinions voiced
in Davos, the industry would have a hard time
exceeding a production rate of 95 million barrels
per day, which is about 10 per cent above current
production levels. Others contended that the fears
over peak oil are exaggerated.
In early 2009, oil prices dipped below 50 dollars
per barrel due to weak demand in Western countries.
Towards the end of the year, prices were rising
again. All this has stifl ed investments in new
exploration, a trend continuing today. As long as
the oil price remains at a relatively low level, most
ANNUAL REPORT 2009

140
120
100
80
60
40
20
expensive exploration projects, especially offshore,
will be postponed. According to estimates of the
International Energy Agency, worldwide investment
in development and extraction has dropped by 15
to 20 per cent.
The direction the oil and gas business takes will
largely depend on the investment activity of the
industry. To secure the global energy supply, about
four times the fossil fuel deposits of Saudi Arabia
will have to be developed. But for now, GL Noble
Denton’s orderbooks inevitably refl ect the investment
restraint exercised by the oil and gas industry.
Nevertheless, the dynamic development of GL’s
oil and gas business reached a preliminary cli-
Oil Price: Dramatic Rollercoaster Ride
During the past three years, the dynamics of crude oil prices took on a new dimension. Following the recent drop caused by
the economic downturn, experts are expecting a new hike in the near future.
Figures in US dollar per barrel
0
0
01/2007 01/2008 01/2009 01/2010
Source: eia
ANNUAL REPORT 2009
PERSPECTIVES & PROJECTS
1140
1120
100 1
80 8
60 6
40 4
20 2
13

14
OIL & GAS
max during the fi rst half of 2009. In January,
International Refi nery Services (IRS), an asset management
consultancy based in Singapore, was acquired.
“With IRS, the GL Group adds substantial
expertise in risk management and boosts its capacity
in advanced inspection techniques, especially for the
Asia/Pacifi c region,” said Pekka Paasivaara, Member
of the GL Executive Board, at a press conference in
Singapore.
Previous acquisitions in Great Britain, Canada, the
U.S. and Malaysia over the past 18 months had already
strengthened the industrial services portfolio of the GL
Group considerably. Three months later, GL was able
to announce its biggest acquisition in the oil and gas
sector to date when Noble Denton, the British-based,
globally represented offshore engineering and marine
consultancy, joined the group. GL’s oil and gas business
segment now has more than 3,000 employees and is
represented in all important oil and gas centres of the
world. Effective February 2010, GL’s oil and gas activities
were merged into a new business unit named “GL
Noble Denton”.
“The merger of Noble Denton and Germanischer
Lloyd was followed by a period of careful integra-
Noble
Denton
Milestones
1904 – Establishment
of Noble Denton
1970 – Noble Denton
initiates international
expansion, opening
offi ce in Singapore
2008 – Acquisition of
offshore engineering
and marine consultancies
Standard &
Brevik Engineering
April 2009 – Noble
Denton joins the GL
Group
1 Feb, 2010 –
The GL Group’s oil
and gas business is
rebranded “GL Noble
Denton”
tion and strategic development using customer consultations
as a basis,” says John Wishart, President
of GL Noble Denton. “The aim of GL Noble Denton
is to be a trusted and independent advisor to the
upstream, mid-stream and downstream sectors of
the oil and gas business.” The new organisation offers
a broad range of consulting, design, assurance
and project execution services combining in-depth
engineering and analytical skills with operational experience
covering the complete asset life cycle.
SPAIN
Gas Storage Contract
In May 2009, Spanish ACS Cobra Castor UTE contracted
Noble Denton to provide project management
and support services for an underground
gas storage development initiative. The project
involves the redevelopment of the abandoned Amposta
reservoir as a back-up gas storage for the
Mediterranean coast of Spain during periods of
high gas demand. The technical specifi cation of
the work will comprise a wellhead platform bridge
Quality assurance.
Shell refi nery in China
ANNUAL REPORT 2009

linked to a production, utilities and quarters platform
in approximately 60 m of water. The platform
will support gas injection into the reservoir at fl ow
rates up to 8 MMSCMD and gas withdrawal and
transfer to shore at up to 25 MMSCMD.
CHINA
Quality Assurance for Shell
Shell’s business relations with China date back more
than a century. The same is true for Germanischer
Lloyd. Recently GL and Shell China Ltd signed a
Procurement Arrangement for Services agreement
that includes Quality Assurance (QA) and Quality
Control (QC) audits, inspections as well as fi eld
expediting services within China for Shell’s global
procurement. GL now performs auditing services
to qualify preselected manufacturers as suppliers
to Shell. In addition, GL has been put in charge
of inspecting products at fi nal suppliers’ sites. GL
China is now one of Shell’s authorized third-party
inspection agencies. GL Industrial Services has
been active in China for many years, delivering its
full range of inspection, testing, certifi cation and
consulting services for oil and gas, petrochemical,
wind power, management systems and materials
testing customers and others.
MALAYSIA
Major Float-Over Project
The fl oat-over method is an attractive, relatively
low-cost option for topside installation but poses
a number of technical and operational challenges.
Dynamic Positioning (DP) is a leading-edge navigation
method allowing transport and installation
vessels to install topsides on their supporting jackets
without the use of costly mooring systems.
ANNUAL REPORT 2009
Bunga Orkid.
Installation
using the
innovative
dynamic
positioning
method.
The heaviest topside installations using DP to
date were performed in the northern Gulf of Thailand’s
Joint Development Area, with Noble Denton
providing all associated engineering and monitoring
services for load-out, transport and installation of
the topside module.
The Bunga Orkid A topside for operator Talisman
Malaysia Limited weighed 13,300 tonnes, and was
transported on board a specialized semi-submersible
HLV, one of a small number of vessels capable of
carrying out fl oat-over operations of this magnitude.
Noble Denton also advised Talisman and Aker
during the project pre-feed and feed stages on installation
issues, including vessel selection.
The project was successfully completed, despite a
number of challenges. The topsides were at the vessel
limit for draught, stability and strength. Furthermore,
the installation took place during the monsoon
season, so the time window was small. Thanks
to DP, the installation was completed within an exceptionally
short time span.
RUSSIA
PERSPECTIVES & PROJECTS
Warranty and Classifi cation for Oil Platforms
In the Yuri Korchagin oil field in the Russian sector
of the North Caspian Sea, Noble Denton assisted
in the transportation and installation of two
ice-resistant fixed offshore platforms. The marine
warranty experts, collaborating with Crane Marine
Contractor Ltd. (CMC), had been requested
by Lukoil to provide technical expertise for the
operation.
Platform LSP-1, built at the Astrakhansky Korabel
shipyard in Kaliningrad, will be used to drill
and operate wells and to collect and pre-treat reservoir
content. It carries a 560-tonne rig capable
of drilling up to 7,400-metre wells. LSP-1 will be
equipped with living quarters for up to 105 employees.
LSP-2 accommodates the health care area,
service quarters, the galley, foodstuff larder and
a helipad. The two platforms will be joined by a
74.2-metre bridge.
Upon completion in Astrakhan, the platform modules
were taken on barges from the Volga Delta seaport
and installed using CMC’s sheerleg crane. LSP-
1 was towed down the Volga Caspian Canal under
the guidance of marine specialists from CMC and
Noble Denton. Among the challenges the experts
tackled successfully were a draught problem on the
canal, low power lines, and identifying overnight
“parking” locations during the tow. After installation,
platform LSP-1 was connected via a pipeline to a
fl oating storage unit, which in turn feeds the Transneft
pipeline system.
15

16
OIL & GAS
Following a fi ve-year project implementation
period, the two new Sakhalin offshore platforms
Lunskoye A and Piltun B were classed. The handingover
of the classifi cation certifi cates marked the successful
completion of one of GL’s most ambitious oil
and gas projects to date. A large number of GL surveyors
and plan approvers working at many different
sites around the world contributed to this.
USA
New Interface for Maintenance
GL’s asset integrity management tool GALIOM,
designed to ensure reliable and cost-efficient
operation of a plant during its entire lifetime,
is now available with SAP integration. The SAP
Plant Maintenance (PM) module is one of the
most popular electronic maintenance management
systems in the world. To provide SAP customers
with a complete, integrated solution,
GALIOM now comes with built-in, plug-and-play
SAP adapter software.
To enable the SAP integration, GL and Junot Systems,
Inc. entered into a reseller agreement allowing
GL to embed the NLINK® product into GALIOM. GL
offers full implementation support, including changes
required in the baseline confi guration, on-site interface
testing and full initial data mapping. Formal
training for IT administrators is also available. The
GALIOM
Installation. Towing, aligning, joining: GL Noble Denton provided
engineering support for the transport and installation of the
ice-resistant offshore platform LSP-1 and its connection
to the service platform, LSP-2.
GL’s Asset ManagementSoftware
helps ensure
reliable and effi
cient operation
throughout the
equipment life
cycle.
GALIOM support team is ready to assist customers
via e-mail, telephone or on-site. The GALIOM SAP
interface is now ready for demonstration to customers
using live GALIOM and SAP software.
ITALY
Portovaya Technology Project
GL secured a major contract with Siirtec Nigi S.p.a.,
an engineering contractor and manufacturer based
in Milan, to supply GL’s ADAPT adsorption technology
services for the new Gazprom Portovaya Gas
Treatment Plant.
The facility near Vyborg in Russia will process
six bcf/d of natural gas in four silica gel adsorption
trains to meet water and hydrocarbon dew
point specifi cations. The treated gas will be compressed
and routed through the new 1,200 km
Nord Stream subsea pipeline across the Baltic Sea
to Germany for gas supply to Western Europe, including
the UK.
This is the largest ADAPT contract that GL has
secured and will be for the largest silica gel gas
processing plant ever constructed. GL will be providing
services from now through to commissioning
in 2011. The Basic Process Design will be initially
provided by GL and subsequent support to Siirtec
Nigi through the detailed design, construction and
commissioning phases will follow.
ANNUAL REPORT 2009

GL
Milestones
1867 – Establishment
of Germanischer
Lloyd
1960s – First oil platform
service orders
for Germanischer
Lloyd on “Mittelplate”
and “Ekofi sk”
platforms
August 2007 – Advantica
(UK) joins the
GL Group
December 2007 –
PV Inspection
(Canada) joins the GL
Group
May 2008 – Trident
Consultants (Malaysia)
joins GL Group
September 2008 –
Materials Consulting
Services (USA) joins
the GL Group
January 2009 – International
Refi nery
Services (Singapore)
joins the GL Group
April 2009 – Noble
Denton (UK) joins the
GL Group
February 2010 –
The GL Group’s oil
and gas business is
rebranded in “GL
Noble Denton”
ANNUAL REPORT 2009
EGYPT
Asset Integrity and Risk-Assessment Services
In a mega project begun in 2005 and scheduled to
complete in 2010, GUPCO, the Gulf of Suez Petroleum
Company, has been overhauling its entire infrastructure
of platforms, pipelines and other facilities.
GL Egypt has won a major contract to provide
inspection, assessment and other expert services associated
with the rehabilitation of GUPCO oil platforms
in the Badri GS315, July 10, July 4 and Ramadan
R6 complexes located in the Gulf of Suez.
GL delivers procedures, examination schemes and
maintenance schedules and performs extensive inspection
and monitoring of oil, water and gas risers,
topside piping and platform supply vessels (PSV).
KAZAKHSTAN
Engineering along the Caspian Sea
Kazakhstan’s growing petroleum industry accounts
for roughly 30 per cent of the country’s GDP and
over half of its export revenues. Responding to the
rising demand for local engineering services, GL
has established a local subsidiary, Germanischer
Lloyd Industrial Services Kazakhstan LLP.
“There are big opportunities to provide our services
for onshore, offshore, power construction,
drilling and environmental projects,” says Yerzhan
Syrymov, GL’s new Managing Director at GLIS Kazakhstan.
From the new offi ce located in Atyrau, GL
will be providing verifi cation and certifi cation services,
risk and integrity management services, supply
chain inspection, materials testing, non-destructive
testing services, ISO training and certifi cation as well
as GOST-K certifi cation. GOST-K is a document that
confi rms the quality of products and their compliance
with the norms and standards of the Republic
of Kazakhstan. Syrymov is looking forward to the
challenges ahead: “Our plan is ambitious: Keep up
and continue expanding the market in the country
with the GLIS service portfolio as a ‘one-stop shop’.
In a few years‘ time, we will then start looking to
provide our services in other ‘stan’ countries such as
Uzbekistan, Kirgizstan and Turkmenistan.”
ABU DHABI
PERSPECTIVES & PROJECTS
Kazakhstan. Kazakh Munai Gas headquarters
in the city of Almaty.
Inspection and Certifi cation of a Crude Oil Pipeline
The Abu Dhabi Crude Oil Pipeline (ADCOP) project
is receiving technical assurance and certifi cation by
GL. The contract on technical assurance, risk and
safety, asset management and industrial inspection
was awarded by China Petroleum Engineering and
Construction Corporation (CPECC), the main EPC
contractor, and signed by Mr Hassan Fahim, GL’s
Country Manager United Arab Emirates, and Mr
Liu Xihui, CPECC Project Director.
The 400-kilometre pipeline from Habshan in
Abu Dhabi to the Main Oil Terminal (MOT) in Fujairah,
United Arab Emirates, will transport 1.0 to
1.5 million bpd (barrels per day) of crude oil. It will
develop a reliable export capability on the eastern
seaboard of the UAE, which can accommodate
larger vessels. The project includes the construction
of 12 million barrel of storage tanks in the
Main Oil Terminal facilities (MOT) in the Emirate
of Fujairah for crude exports. Construction started
earlier in 2008 and is scheduled to be completed
by August 2011.
GL is delivering third-party inspection and certifi
cation services for the 400-kilometre crude oil
pipeline. More than 100 engineers of various disciplines
will ensure the high quality and integrity of
the pipeline construction work over the next 2.5
years. Upon completion GL will issue a Certifi cate
of Compliance for the entire project. Non-destructive
testing (NDT) services, including advanced automatic
ultrasonic testing (AUT) for the entire pipeline
and pump stations with more than 30,000
welds, are also part of GL’s services. Three subsea
pipelines which are part of the project will be certifi
ed by GL. Certifi cation includes a thorough design
review and regular site inspection.
“This project is considered as one of the most
strategic and high-potential projects in the UAE,”
says Hassan Fahim, GL’s Country Manager UAE.
“The pipeline will allow the world’s third-largest oil
exporter to pump around 60% of its crude exports
to Fujairah port, thereby avoiding the strategic
shipping choke at the Strait of Hormuz. GL
supports this important pipeline with technical assurance,
risk and safety, asset management and industrial
inspection services.”
17

18
RENEWABLES
A Perfect Match
Germanischer Lloyd and Garrad Hassan are breathing fresh air into
the renewables market. The merger of the two companies is the
response to a growing global demand for one-stop services
It was a major surprise at GL’s annual press conference
when the merger of British renewables consultant
Garrad Hassan and GL’s renewables business
was announced. The merged companies are positioning
themselves as a single leading independent,
globally-represented provider of engineering, turbine
design, certifi cation, measurement, project management,
strategic consulting and inspection services as
well as customized software. The combined portfolio
of engineering services covers the entire lifecycle
of wind, solar and marine power plants and other
power generation technologies relying on renewable
energy, including safety, technical integrity, reliability
and performance management.
Two Powerhouses Combined
GL’s Renewables business unit, that will operate under
the name GL Garrad Hassan, has a staff of more
than 600 highly qualifi ed engineers, technical experts
and other employees working at 34 locations
globally. Prior to this merger, GL had acquired Canadian
wind energy consulting and engineering fi rm
Helimax as well as WINDTEST, a German company
specializing in measurements for wind turbines. In
addition, GL had merged with Noble Denton earlier,
acquiring the expertise of proven expertise in the
fi eld of offshore wind energy project management.
These acquisitions have enabled GL to position
itself globally as a full-service wind energy consultant.
The combined expertise now includes the optimization
of wind farm plans, the optimizing of the
power output of wind farms in operation, compre-
hensive measurements (wind resource, turbine output,
structural integrity), inspection and certifi cation
of wind turbines. Garrad Hassan contributes substantial
engineering consultancy expertise, turbine
design services as well as a wide selection of software
products. The merger has placed GL at the
forefront of the global drive towards sustainable energy
supply to the world.
The integration of Garrad Hassan and GL joins
two partners who have been working together for
25 years and share the same values: independence
and technical rigour. Andrew Garrad heads the new,
combined GL Renewables business. The merger
brings benefi ts to both the clients and employees
alike, allowing them to provide an even more comprehensive
service with access to more engineers,
and enabling them to enter developing markets.
Twenty-Year Period
The merger of Garrad Hassan with GL’s Renewables
business was a major milestone in the evolution
of theGL Group last year. Numerous projects followed,
intensifying interdisciplinary collaboration
among the members of the GL Group (see pages
22/23). Many development projects for new and
existing rules and guidelines were also completed
successfully.
One example is the “Guideline for the Continued
Operation of Wind Turbines”. With the publication
of its international Guideline, Germanischer Lloyd
offers owners and operators of wind turbines, insurance
companies, lenders, manufacturers and
Garrad
Hassan
The British renewables
consultancy
as established in
1984 and offers
services worldwide.
At the time
of the merger
over 360 highly
skilled engineers
and consultants
in 18 countries
were serving
wind turbine
manufactures,
developers,
investors and
lenders.
ANNUAL REPORT 2009

ANNUAL REPORT 2009
MERGER
19

20
RENEWABLES
GERMANISCHER LLOYD
Interdisciplinary Effort
As an integrated business providing
engineering and consulting services,
the GL Group can offer one-stop solutions
to its customers around the
world. This is exemplifi ed by BELUGA
HOCHTIEF Offshore (BHO), a joint
venture of HOCHTIEF Construction AG
and heavy lift carrier Beluga
Shipping GmbH.
building authorities a secure regime for scrutinizing
and approving operational wind turbines for
continued use following the end of their calculated
lifetime.
Wind turbines are designed and certifi ed for a
period of twenty years. First-generation turbines
are now approaching the end of this period. The
question is what to do with these “legacy” systems.
Do they measure up to current technology?
Should they be allowed to continue running, or
should they be scrapped?
Wind turbines are subject to high dynamic
stress. Fluctuating loading conditions lead to
material fatigue of many components. When
the calculated twenty-year lifespan expires, a
thorough inspection of the entire wind power
plant is necessary, whether it is intended to remain
in service, be relocated or transferred to
another owner, operator, insurance company
or lender. Before individual components can be
replaced or a new location can be considered, an
inspection in line with current technology is essential.
GL offers two strategies for inspecting legacy
turbines: a physical and an analytical method.
The physical method consists of repeated inspections
of the turbine on site in accordance with the
Guideline for the Continued Operation of Wind
Turbines. GL experts will perform a detailed inspection
checking all critical parts of the turbine. A follow-up
inspection will take place one year later. If
the turbine has a condition monitoring system, the
timing of follow-up inspections may vary.
The analytical method involves a full re-analysis
of the turbine based on the load data gathered
over its years of operation. The inspection follows
BHO was established to develop heavylift
jack-up vessels capable of loading, transporting
and installing very large offshore
wind plant modules and performing maintenance
operations on offshore facilities in
water depths of up to 50 metres with overall
heights exceeding 120 metres. With an
8,000-tonne loading capacity, a 1,700-tonne
crane capacity and a 12-knot service speed,
Waves.
Gigantic
potential for
power
generation.
these next-generation, four-leg special lifting
vessels will be able to operate all year. Delivery
of the fi rst one is expected in 2012.
Following its merger with Noble Denton
in 2009, the GL Group can now offer all
services required for such projects from one
source: engineering, plan approval, optimization,
consulting, design support, DP analysis
and project management services.
the current version of the guideline that served as
a basis for the original building permit. This method
is particularly appropriate for large wind farms.
Certifi cation Guidelines Revised
Certifi cation of wind turbines is a requirement in
many places around the world and thus a prerequisite
for exporting. It is important for manufacturers
of wind turbines and components as well as the
banks and insurers involved to be familiar with the
relevant certifi cation processes and guidelines. GL’s
ANNUAL REPORT 2009

evised guidelines, refl ecting the state of the art in
certifi cation and the latest innovations in turbine
design, will be published in 2010.
The 2010 edition will describe how to obtain
type and project certifi cation. Type certifi cation
comprises design assessment, implementation of
the design requirements in production and construction,
evaluation of quality management, and
prototype testing. Using the type certifi cation results
as a basis, project certifi cation covers site design
conditions, site-specifi c design assessment,
MARINE ENERGY
Tidal Power – An Open-Ended Story
An eight-million-pound project that
will produce tools capable of accurately
estimating the energy yield of
major wave and tidal stream energy
has been approved by the Energy Technologies
Institute (ETI) of the United
Kingdom.
Performance Assessment of Wave and Tidal
Array Systems (PerAWaT), a project led by Garrad
Hassan, and including EDF Energy, E.ON,
the University of Edinburgh, the University of
Oxford, Queen’s University Belfast and the University
of Manchester, intends to accelerate the
development of sophisticated tools that will
enable the marine energy industry to mature.
To be successful, this emerging industry
needs certainty about the overall costs
ANNUAL REPORT 2009
Perspective.
Wind power is
booming.
surveillance during production, transport and construction,
witnessing of commissioning and periodic
monitoring.
The key element of type certifi cation is the assessment
of the design documentation, followed
by a full evaluation of the turbine and component
manufacturers’ quality management system. Prototype
testing serves to ensure product quality and
verify the performance of the safety and control
systems of the turbines. All measurements must be
based on the relevant standards and performed by
test laboratories accredited according to ISO 17025.
GL has taken an active role in the development
of national and international standards and is a
leading international certifi cation body for wind
turbines. The GL Guideline for the Certifi cation of
Wind Turbines forms the basis of GL’s certifi cation
activities for wind energy products and projects.
The upcoming 2010 edition will replace the current
2003 edition plus its 2004 Supplement. It will also
cover small wind turbines and provide current information
on major wind energy markets. It will infl
uence the development of wind turbines globally.
The GL Guideline for the Certifi cation of Offshore
Wind Turbines (2005 edition) remains in effect.
involved and the potential returns on investment.
Large-scale arrays of marine energy
conversion devices will not be built unless
project developers have suffi cient confi -
dence in their future earnings.
The core objective of the ETI is to accelerate
the commercial deployment of energy
technologies that reduce greenhouse gas
emissions. The PerAWaT project will both
establish and validate numerical models
capable of predicting the performance of
wave and tidal energy converters when operating
in arrays. These models will enhance
the general level of confi dence in this technology,
encouraging and accelerating the
construction of large-scale wave and tidal
power plants. By speeding up deployment
MERGER
ISO 17025
This standard
is essential for
testing laborato-
ries. It was initial-
ly published by
the International
Organization for
Standardization
(ISO) in 1999.
WINDTEST and
Garrad Hassan
are both accred-
ited to ISO 17025.
rates, the PerAWaT project will directly support
the goal of the ETI Marine Energy Programme:
To increase deployment to 2 GW by
2020 and 30 GW by 2050.
The PerAWaT consortium brings together
universities, utilities and an engineering
consultancy which, in combination, provide
the skills and facilities necessary to boost
the understanding of the performance of
wave and tidal stream energy farms and
encapsulate that understanding in robust,
validated numerical models for use by the
wider industry.
There is currently no software package or
validated method of estimating the average
annual energy production of a wave or tidal
stream energy farm.
21

22
RENEWABLES
MILESTONES OF WIND ENERGY
THANET
Renewable Electricity for 250,000 Homes
During 2009, GL Noble Denton successfully oversaw
the installation of 72 monopiles and 62 transition
pieces as part of the foundation works for the
Thanet Offshore Wind Farm project.
The wind farm is located 11 km off Foreness Point,
the easternmost area of Kent. In March 2009, specialized
vessels began driving the 100 monopiles, each up to 500
tonnes in weight, to a target penetration of up to 30 m
into the seabed. Once completed in August 2010, Thanet,
which is operated by Vattenfall, will be the world’s largest
offshore wind farm. Its combined 300-MW capacity
will be suffi cient for nearly a quarter of a million homes.
The Thanet project, the largest single renewables
contract award for GL Noble Denton to date, represents
a milestone for the company’s offshore renewables busi-
BORKUM WEST II
GL’s business segment will support the leading
European utilities cooperative Trianel GmbH with
engineering and project management services for
the 400 MW offshore wind farm “Borkum West II”.
The fi rst installation phase, involving 40 of a total
of 80 turbines and the offshore substation, is
scheduled to begin in 2011/2012. The wind farm
will be located approximately 45 km north of the
North Sea island of Borkum, immediately adjacent
to the smaller “alpha ventus” site.
ness. The contract sees Noble Denton providing overall
project management and foundation installation management
services as well as undertaking the marine warranty
surveyor’s role.
Noble Denton is in charge of managing and coordinating
the installation process in line with the
output from the fabrication facilities to ensure optimum
offshore working progress. The installation of the
turbine towers, nacelles and blades began in December,
followed in January 2010 by work on the offshore
substation.
The Vestas V90 turbines, rated at 3.0 MW use the
latest in control technology. It is possible to operate the
rotors at variable speed and optimize power output by altering
the pitch of the three rotor blades individually.
Starting Signal for a New Wind Farm in the North Sea
Wind farm. 100 wind
turbines located off
England’s southeastern
coast will
generate up to 300
MW of electricity.
Turbines. The Borkum West II
wind farm will be built right
next to the “alpha ventus” site.
ANNUAL REPORT 2009

The project will be headed by a team consisting of
Trianel and GL staff. GL will handle the programme and
interface management. The team will provide technical
consulting, package management, project logistics management,
development of capital expenditure models and
supplier identifi cation for the construction phase.
GL’s renewables business will deliver health and safety
support services, operation and maintenance modelling
as well as consulting for technical permitting requirements.
Drawing on the expertise of Garrad Hassan, GL will
ANNUAL REPORT 2009
BARD OFFSHORE 1
Commercial Wind Power From the German Bight
Garrad Hassan provides consulting services relating
to the fi nancing of the BARD Offshore 1 wind
farm in Germany. The offshore specialists have
been technical advisors to the project company,
Ocean Breeze, since 2008 and are currently advising
the potential equity (SüdWestStrom/WV) and
debt providers (HVB/UniCredit Group).
Located in the challenging environment of the German
Bight, Bard Offshore 1 is Germany’s fi rst fully commercial
offshore wind farm. Manufacturing and construc-
Offshore
specialist.
“Wind Lift I”
on a test cruise.
tion for the 400-MW wind farm are well underway. The
project is an important milestone in the German government’s
plans to increase the share of renewable electricity
to at least 20 per cent by 2020, and to 50 per cent
by 2050.
Garrad Hassan’s dedicated Offshore Wind Team has
been providing integrated multi-disciplinary services to the
sector since 2001. Specialists in both the UK and German
offi ces have contributed to this project. This collaboration
model enables the GL Group to deliver comprehensive support
on wind resource, operations strategy, project availability,
wind turbines, support structures, electrical systems and
installation, all from the same team drawing on the local
expertise of wind energy specialists from across Garrad
Hassan’s global network.
GL Renewables Certifi cation will provide type certifi -
cation for “BARD VM” and project certifi cation for the entire
wind farm. GL will also assess the transformer station
that will feed the wind-generated power into the onshore
power grid. Furthermore, the installation vessel “Wind
Lift I” is being classifi ed according to GL’s Construction
Rules and Guidelines.
also provide consultancy support to the project team during
the negotiations for the turbine and electrical systems
design contracts.
Offshore wind farm projects benefi t from GL’s in-depth
knowledge as an active member in national standardization
expert groups for Health, Safety and the Environment
and design rules. GL also contributes expertise and tools
in the fi elds of logistics infrastructure, wave climate, access
conditions and failure rates. All of these are factors
infl uencing the operating and maintenance costs.
MERGER
23

24 MARITIME SOLUTIONS
Four for the Customers
One-Stop Service: The new Maritime Solutions business unit combines
Germanischer Lloyd’s complete non-classifi cation services, covering everything from
consulting to complex software solutions to customized training
In 2009 the worldwide recession hit the maritime
industry with a full broadside. In a timely
response to the new, challenging business
environment, Germanischer Lloyd restructured its
maritime services business. Streamlining processes,
reinforcing its global presence and leveraging
synergies wherever possible, GL will continue to
strengthen its competence and performance in this
segment.
Maritime Solutions comprises the entire range of
services to the maritime industry with the exception
of classifi cation services. The new business unit has
four departments: FutureShip, Systems Certifi cation,
GL Maritime Software and GL Academy.
The guiding principle behind the restructuring
measures was to deliver enhanced benefi ts to clients,
enabling them to emerge from the crisis
stronger than they were before. This strategy has
been successful: in 2009 alone, the Maritime So-
lutions business unit saw double-digit growth. Its
expansion strategy will be pursued through 2010.
FUTURESHIP
Designing the Ship of the Future
Identifying the best parameters for on-board systems
and an optimal ship design are prerequisites
for effi cient ship operation. FutureShip, the new
maritime consultancy business of the GL Group,
helps shipowners and ship yards to optimize ship
design and ship operation.
Energy effi ciency is the new buzzword in all areas
of shipping. In the face of tighter environmental
restrictions and rising fuel costs, ship operators
have no other choice than to take advantage of
whatever means can be found to optimize ship operation,
on-board systems and hull designs.
ANNUAL REPORT 2009

While there is no shortage of tools aiming at
making ships more effi cient by tweaking individual
performance parameters here and there, GL takes
a holistic approach. FutureShip offers a range of
services addressing both, ships in service and
planned newbuildings. Design reviews, line optimization,
trim optimization (ECO assistant) or operational
fuel consumption analyses (ECO Practices)
are examples of how GL supports substantial fuel
reduction through a combination of expertise, software
and procedures (refer to insert).
The new subsidiary combines FRIENDSHIP Consulting,
which was acquired in early 2009, with GL’s
former competence centre Advanced Engineering.
At the time it became part of GL Group, FRIEND-
SHIP Consulting was mainly specializing in computer-aided
engineering for ship hulls, propellers, turbines,
pumps and other units. The new, merged
unit is a comprehensive, multidisciplinary consultancy
that scrutinizes all design aspects and onboard
systems of a ship for potential energy savings.
Cope With the Crisis
During the last year, the former GL competence centre
Advanced Engineering was also expanding its
range of service offerings. Recent activities included
the publication of a new guideline, “Safe Return to
Port”, successful validation of hydroacoustic predic-
ANNUAL REPORT 2009
ECO
Chances
Analysis for the
purpose of op-
timizing fuel
consumption and
emissions of ships.
tions through measurements, and the introduction
of effi ciency monitoring, a new machine operation
simulation method. To help customers cope with the
cris is, GL refocused on structural issues affecting ships
in operation (such as vibration, cracking, etc.) by providing
simulation and on-board measurement services.
FutureShip is a valuable addition to GL’s
portfolio as a full-service provider and consultancy
for the maritime market. ECO Chances, one of
the services offered by FutureShip, makes use of
advanced software, including fl ow simulation and
optimization tools as well as powerful parametric
modelling software. The models created incor-
AIDAblu. More effi ciency through GL ShipManager.
REORGANISATION
25

26 MARITIME SOLUTIONS
porate all key aspects of a ship, including main
dimensions, hull lines and, in particular, the shape
of the bulbous bow, information on the main
engine, the propulsion system, the type and condition
of the coating, auxiliary power sources
such as waste-heat recovery systems, operations
and systems monitoring, and peripheral powerconsuming
systems such as reefer container points
and thrusters.
FutureShip offers advice in the fi elds of fl eet development,
ship management, ship design, ship operation,
environmental and regulatory compliance as
well as certifi cation. The number of contracts covering
multiple services has increased signifi cantly.
Innovative Concepts
Customers tend to expect one-stop consulting services,
hoping to buy and operate the most reliable,
durable, effi cient and profi table ships they can
get. GL’s services range from general consultancy
(ship type, regulations) to best design (fi t for purpose,
means of propulsion), specifi c construction
phase (yard assessment, owner supervision, com-
CASE STUDY: FRIENDSHIP-FRAMEWORK
Aframax
This innovative
oil tanker boasts
exceptional
operating
effi ciency and
high safety
standards. It was
developed using
a new, risk-based
approach (read
more on page 41).
Optimization of a 14,000-TEU Container Vessel
Wave resistance. SHIPFLOW computes the
specifi c behaviour of each hull design variant.
Korean shipyard Daewoo Shipbuilding
& Marine Engineering (DSME) used
FRIENDSHIP-Framework and the embedded
fl ow code SHIPFLOW for the
hydrodynamic optimization of MSC
Danit, a 14,000-TEU container vessel.
The optimization of the vessel’s hull
shape achieved benefi cial results:
■ Effi ciency: 5 per cent less fuel consumption
than contemporary average
of competing designs at design speed
■ Speed: best in ULCS class for medium
and high speed
■ Power: signifi cant enhancement of
propulsion performance, stabilizing
wave patterns
■ Low drag: 50 per cent reduction in
wave resistance
Only few design steps were necessary
to produce the final, optimal design:
First, a series of variants were simulated
numerically to determine their wave
resistance. The findings suggested that
extending the parallel section of the
mid-body from 5 to 15 per cent of LPP
and adjusting the volume distribution
ponent selection) and lifetime operation support.
They may also cover staff and crew development
by raising the environmental, regulatory and certifi
cation awareness.
FutureShip’s team of more than 70 engineers and
consultants has delivered a number of industry-leading
effi ciency solutions, such as innovative conceptual
designs (e.g. Aframax tanker design, see page
41) or fl eet operation concepts developed in response
to the challenges of rising bunker costs and
the tremendous overcapacities in the industry. With
its advanced modelling and simulation-based hydrodynamic
optimization services, FutureShip helps its
customers make their new designs, refi ts or ships in
service more competitive by unlocking hidden potential
for energy savings and improved effi ciency.
GL MARITIME SOFTWARE
Focus on Performance Improvement
The maritime industry is facing tough challenges,
having to combat low demand, overcapacities
Optimized hull. MSC Danit putting to sea.
at the forward perpendicular would be
beneficial.
Ship model testing in a towing tank confi
rmed the stable wave patterns seen in the
numerical simulations, adding extra robustness
to the ship. The FRIENDSHIP-Framework
increased the number of auto mated steps
in the design process signifi cantly, speeding
up the optimization of the vessel’s hull form.
With fi ve per cent improved energy effi ciency
of the vessel, savings amount to a good
2,000 t fuel and about one million US dollars
in fuel costs per year.
ANNUAL REPORT 2009

and rising operating costs. Powerful software offers
a unique opportunity to improve competitiveness.
GL Maritime Software is a provider of specialized
software solutions, system integration services
and training and support to shipowners, shipping
companies and shipyards. GL’s software packages
are designed to improve productivity and enhance
transparency in fl eet management while ensuring
compliance with applicable regulations.
One example is the GL ShipManager: AIDA
Cruises’s latest newbuilt AIDAblu uses the software
for ship management. GL ShipManager, a comprehensive
software suite, supports scheduled maintenance,
purchasing, stock control, voyage management,
port clearance, incident management, and
quality and safety management.
The software installation process was completed
while AIDAblu was still in the yard. Performing the
ship software installation at an early time allowed
the applications to be used immediately upon
docking out and putting the vessel into service. All
ship-specifi c data, such as equipment, machinery
and spare parts information as well as maintenance
details had been captured and stored in the database
before the equipment was installed.
Supporting Business Processes
GL continued to develop its software solutions
throughout 2009, adding new functionality and
features. Current highlights of the GL software
portfolio include GL ShipManager, GL HullManager:
Supports (the entire hull integrity process), GL
CrewManager (crewing process), GL FleetAnalyzer:
(analysis, reporting and decision support) and GL
SeaScout (fi nds the appropriate navigation course
in heavy seas).
For forward-thinking shipyards, design offices,
designers and component manufacturers, GL
offers FRIENDSHIP-Framework, the world’s most
advanced software for simulation-driven design.
FRIENDSHIP-Framework allows engineers to model
and vary a design to create a range of alternative
options from which to select the optimal design.
Other proven GL tools, such as POSEIDON
(computer based structural design and Finite-
Element analysis), GL ShipLoad (integrated load
generation for global FE analyses of ship structures)
or GL Shipmodel (creates a global model
of any type of vessel for strength and vibration
analyses) top off the GL software portfolio, supporting
all aspects of the design and engineering
process.
ANNUAL REPORT 2009
FRIEND-
SHIP-
Framework
Leading-edge
software for
simulation-driven
design. It makes it
possible to model
and modify
variants of a ship
design to fi nally
select the optimal
hull form for enhancedperformance
and reduced
fuel consumption.
SYSTEMS CERTIFICATION
One-Stop Service
SOFTWARE
With new international standards and conventions
nearing their effective dates, the certifi cation business
has been streamlined to better accommodate
the needs of the industry. Covering the areas of
safety, security, quality, the environment, health
and risk assessment, a new organizational unit
called Systems Certifi cation now delivers one-stop
certifi cation services for maritime stan dards (ISM,
ISPS and others) as well as non-maritime standards
(such as ISO 9001, 14001, 18001). This has
a number of benefi ts: harmonized procedures, a
common audit philosophy and greater fl exibility.
To be close to its customers around the world
and develop its business, Systems Certifi cation is
represented by offi ces in Mexico, Brazil, Germany,
Poland, the Czech Republic, Romania, Egypt and
India.
Clean Development Mechanism
In March 2009, the Executive Board of the United
Nations Framework Convention on Climate
Change (UNFCCC) granted Systems Certifi cation
an accreditation to validate and verify project
activities under the Clean Development Mechanism
(CDM). Certifi cation is authorized to provide
assessment services for voluntary greenhouse gas
mitigation projects such as the Voluntary Carbon
Standard and the Gold Standard. Major focal areas
are the energy industry (renewables and non-renewables),
energy distribution and demand as well
as transport, volatile emissions from fuels (solid, oil
and gas) and waste handling. Servicesare provided
by an interdisciplinary team of engineers and scientistsbased
at offi ces in Brazil, Germany, India and
China. Current projects include wind, hydroelectric
and biomass power generation, energy effi ciency
and methane avoidance or reduction projects.
Maritime Labour Convention
GL encourages shipowners, managers and crewing
agents to prepare now for the imminent entry into
force of the Maritime Labour Convention (MLC,
2006). The convention stipulates common rights
for seafarers regarding their conditions of employment,
accommodation, recreational facilities, food,
accident prevention, welfare and medical care.
By March 2009, fi ve countries (Liberia, the Marshall
Islands, Bahamas, Panama and Norway)
27

28 MARITIME SOLUTIONS
had ratifi ed, fulfi lling one of the two criteria for
the convention’s entry into force. Another 25 countries
are needed to meet the ratifi cation goal of at
least 30 members and 33 per cent of the world’s
gross tonnage. In view of the EU target ratifi cation
date of December 2010 it is very likely that the convention
will enter into force at the end of 2011.
Once in effect, MLC 2006 will require all ships of
500 GT and above to carry on board a Maritime
Labour Certifi cate and a Declaration of Maritime
Labour Compliance.
Since compliance with the minimum requirements
arising from the Convention is mandatory
irrespective of ratifi cation, about 56,000 vessels
will be affected worldwide. GL offers a comprehensive
all-round package through its ILO CERT
service to ensure timely preparation for compliance
with MLC 2006 requirements. To help shipowners
identify necessary improvements, GL offers a selfassessment
tool. In addition, GL can perform an
on-board gap analysis to determine what needs to
be done so a given ship will fulfi l the requirements
of MLC 2006. The GL Academy provides seminars
and workshops on MLC 2006.
IMO Ship Recycling Convention
To facilitate effective implementation and compliance
with the upcoming IMO requirements on ship
GL HullManager is a software application
designed to support the
entire hull structure inspection process,
including planning, preparation,
execution, assessment and reporting.
GL HullManager is based on a
3D geometric representation of the
particular vessel. Input data is generated
both on board and on shore by
crew and superintendents. This easyto-use
tool assists with the defi nition
and implementation of hull condition
monitoring and the on-board inspection
process.
GL HullManager visualizes the vessel
using a 3D model and provides a
complete overview of upcoming inspections.
It supports the inspection process
Maritime
Labour
Certifi cate
The certifi cates
are issued by
the fl ag state
authorities. The
required on-
GL HULLMANAGER
Condition Monitoring for Ship Hulls
board inspections
can be delegated
to accredited
testing organizations.
The
certifi cate is valid
for fi ve years.
by supplying images of the shape and
internals of tanks, etc. and comes with
a conve nient reporting function that
pinpoints the exact location of points
of concern by interacting with the 3D
model. The tool also displays thickness
measurement results. Offering a fast
overview of the fl eet status, it helps to
avoid recurring problems among sister
vessels of a series.
GL HullManager gives ship managers
transparency into the fl eet they operate,
allowing them to take a systematic
approach in ensuring and documenting
the structural integrity of their ships. The
integrated reporting functionality improves
communication with repair yards
by generating sketches of the areas to
recycling, GL conducted a number of introductory
seminars for clients. Expected to enter into force in
2013, the convention will require around 56,000
vessels globally to carry an ‘Inventory of Hazardous
Materials’ (IHM) certifi cate on board, listing hazardous
materials present in the vessel’s structure and
equipment.
Hazardous material experts must be trained for
shipowners to comply with the ship recycling convention.
To help manage the enormous amount of
data and information needed for both new and existing
ships, GL gives clients access to a web-based
application. Once the convention is in force, every
new ship will need an IHM certifi cate to enter service.
Furthermore, ship recycling states will be required
to take effective measures to ensure that
facilities under their jurisdiction comply with the
convention.
GL ACADEMY
Training Creates a Competitive Advantage
Education is a key to personal, professional and
corporate success. Recruiting, developing and retaining
qualifi ed staff by offering training programmes
creates a competitive advantage. Following its
integration into the new Maritime Solutions busi-
3D modelling. Detecting problem areas.
repair. Since the hull maintenance information
is stored centrally onshore, fl eet
managers can compare the hull statuses
of different vessels. For the fi rst time ever,
identical hull status data is available on
board as well as on shore, indicating any
degradation symptoms present in the
structure. Warning managers proactively
about degrading hull conditions, the
software helps to avoid costly repairs.
ANNUAL REPORT 2009

ness segment, the organizational structure and
curriculum of GL’s training programme have been
redefi ned. GL Academy expanded its international
network of training facilities and experts in 2009,
opening new local offi ces all around the world.
The existing academies in Germany and Greece
were joined last year by new offi ces in Turkey, the
Netherlands, the United States, Cyprus, Singapore,
India, China and Brazil. This global expansion
course will be pursued throughout 2010. Beginning
this year, the GL Academy is offering its
programme in Dubai, Italy, South Korea, Peru and
Mexico, as well. More new local offi ces will follow.
Broad Educational Portfolio
With a seminar programme covering more than 80
different topics, the GL Academy offers one of the
most comprehensive educational portfolios in the
industry. The modular (training system) allows participants
to build their skills to suit their specifi c
needs and preferences. In addition, each academy
can tailor seminars to suit each client’s needs.
The new seminar programme will place greater
emphasis on economic aspects of the maritime industry.
The GL Academy’s decentralized structure
and global networking will strengthen its local
presence while helping to respond more rapidly to
changing training needs by offering leading-edge
training programmes and seminars.
Building up a local service competence means
being close to the customer in the area and speaking
the same language. Therefore GL Academy is
ANNUAL REPORT 2009
working together with local training managers.
They know their particular market and the demand
for specifi c topics so the country training programme
focuses on seminars that refl ect the local
demand.
In addition to the systematic setting-up of
training institutes, the local trainer network
has been expanded in order to assure consistent
quality and delivery. GL Academy is certified
to ISO 9001 stan dard and all GL Academy trainers
have to undergo a rigorous assessment programme
before beginning to teach.
Seminar. GL
offers an international
network of
training facilities.
FURTHER EDUCATION
The crew. The
MLC requires
uniform working
and living
conditions for
seamen.
Seminars
The programme
includes training
on more than 80
different topics.
The GL Academy’s
curriculum is one
of the broadest
educational
portfolios in the
industry.
29

30
CLASSIFICATION
Anchoring.
Laying ships up
helps to save costs
in economically
diffi cult times.
ANNUAL REPORT 2009

1.60
1.40
1.20
1.00
0.80
0.60
0.40
0.20
0
January
Standby Position
1.5%
2.9%
NOO TEU
Carrier TEU
February
March
Growing Fleet,
Sinking Utilization
The economic crisis precipitated a massive downturn in shipbuilding
and shipping. In response to the market overcapacities, GL is assisting
its customers with a range of services which include support with the
temporary laying-up of their ships
According to estimates by the World Trade
Organization (WTO), the volume of global
trade dropped by more than ten per cent
in 2009. Shipping was one of the sectors to suffer
most. Liner shipping companies recorded a decline
in transported cargo of up to 20 per cent; the surplus
in supply caused the charter rates to sag in
some cases by as much as 80 per cent.
At the beginning of 2009, GL had already issued
recommendations for laid-up vessels, with the
The chart illustrates the development of the volume of laid-up
container vessels in 2009. At the end of the year, almost fi ve
per cent of the fl eet or 2.3 million TEU were unemployed.
ANNUAL REPORT 2009
April
Non-Operating Owner
Carrier
May
June
July
August
September
4.6%
October
November
5.3%
December
Source: Alphaliner
SHIPPING
aim of giving shipowners a measure of technical
support in decisions regarding the management of
their idle ships. Published in January, the guide for
ship lay-ups contains recommendations and notes
for the maintenance of class, the ship’s safety as
well as preservation of the hull and machinery installations;
it also refers to the approval requirements.
Decision-Making Tool for Shipowners
The duration of the ship lay-up is decisive in determining
the scope of the measures to be taken
and ensuring successful, effi cient and cost-effective
recommissioning. The guide also helps shipowners
when weighing up the consequences of their decisions
in respect of the length of deactivation period.
Depending on the lay-up duration, various approaches
are possible. A “hot” lay-up means that
other factors must be considered in contrast to a
long-term “cold” lay-up. Over and above the technical
challenges, proper coordination with the port
and environmental authorities on a local and national
level is important for the lay-up process.
The nature and extent of preservation required
are governed by criteria such as duration of the layup
time, the place where the ship is laid up and the
corresponding climatic conditions, as well as the
general condition of the ship.
Hot or Cold?
A hot lay-up is used to deactivate a vessel for a
limited number of weeks. Reactivating a ship
31

22%
Japan
32
29%
Korea
CLASSIFICATION
6%
Others
2009
Newbuilding
Orders
In 2009, the three
big shipbuilding
nations China,
Korea and Japan
largely split the
market of newbuilding
orders
among themselves.
43%
China
Shipyard.
By the volume of
orders, Korea only
ranks second place
on the world’s shipbuilding
market.
Milestone. With the classifi cation of the gas tanker “MT GasChem Nordsee”, Germanischer Lloyd passed the 80 million
GT threshold for its gross tonnage under attendance. Currently, more than 6,900 ships are regularly surveyed by GL.
can then be a comparatively quick process. Hot
lay-up is achieved by having a small crew remain
on board the ship right around the clock in order
to maintain a full-time fi re, leakage, moorings and
security watch of the vessel with a minimum of machinery
running. This ensures that the machinery,
electrical and electronic systems are kept in operational
conditions by a crew that is familiar with the
vessel.
For vessels that will be off the market for an
extended period, a cold lay-up is most appropriate.
Effective reactivation to full operational readiness
from this type of deep lay-up can take anything
from some weeks to several months. Through
the assessment of lay-up plans and inspections on
board, GL provided assistance in the course of the
year to a number of shipping company customers,
helping them make an economically optimized decision
with regard to the berth and period of lay-up.
Collapse of Orders
Ever since the advent of the global fi nancial crisis
which followed the collapse of Lehman Brothers in
September 2008, the worldwide demand for ship
newbuildings has slumped dramatically. In 2009,
world bookings for new ships hit a new low: cus-
tomers scrambled to change their orders, postpone
delivery dates and cancel purchase contracts, all in
an attempt to reduce the volume of newly constructed
ships and limit the looming overcapacities.
The demand for bulk carriers and tankers has
dropped considerably, while containerships are at
present almost entirely unwanted. The major part
of the new contracts worldwide went to the Asian
shipbuilding industry. With a share of almost 43
per cent, the biggest volume of orders was given to
Chinese yards. South Korea received 29 per cent of
the contracts placed in 2009 worldwide. Japanese
yards were only able to win about 22 per cent of
all newbuilding orders.
Large Orderbook
At the turn of the year 2009/2010, the worldwide
order backlog was approximately 318 million GT
(gross tonnage). Measured in GT, the proportion of
bulk carriers was 46 per cent, oil and product tankers
accounted for 26 per cent, while containerships
made up 17 per cent. The share of Chinese yards in
this worldwide order level was 37 per cent, closely
followed by Korea’s shipbuilding industry at 35 per
cent. Japan ranked third with 17 per cent of the
worldwide orders on hand. The number of newbuilding
deliveries reached a record mark. In total,
the orderbook was reduced by 16 per cent as a result
of deliveries, cancellations and postponements.
84.5 Million GT to GL Class
Until the end of the year 2009, the gross tonnage
under attendance of Germanischer Lloyd increased
to 84.5 million GT. Currently, more than
6,900 ships are regularly surveyed by GL With
that, the fleet in service with Germanischer Lloyd
has grown by just 15 million GT since September
2007.
ANNUAL REPORT 2009

London.
The IACS is headquartered
in the
British capital.
IACS
The world’s
leading
classifi cation
societies are
represented in the
International
Association of
Classifi cation
Societies Ltd.
ANNUAL REPORT 2009
New Class
Representative
Safe ships, clean oceans, uncompromising quality: The International
Association of Classifi cation Societies (IACS) issues important
standards for the shipping industry. GL provides the chairman
Every year, the International Association of
Classifi cation Societies (IACS) elects a new
chairman. Since July 2009, the position has
been held by GL’s Dr Hermann J. Klein. To date, Mr
Klein has successfully settled the case with the European
Union on compliance with EU competition
law and supervised the implementation of commitments
to the EU Commission.
Agreement with the EU
In February 2008, the European Union’s Directorate
General for Competition initiated an investigation
against IACS and its member societies. The Association
was allegedly in violation of articles prohibiting
restrictive business practices. In autumn 2009,
the investigation of the European Commission was
closed. No infringement of competition law by the
IACS or its members was found. The commitments
made by IACS, which are now in force, include the
following:
1. The conditions for IACS membership have been
changed from quantitative to qualitative criteria.
2. A mechanism has been introduced allowing nonmember
classifi cation societies to participate in
the IACS’s technical work
IACS
3. The quality system of the IACS has been shifted
towards independent auditing and certifi cation,
allowing non-members to obtain QSCS certifi cation.
The decision is a boost to IACS’s credibility as the
leading technical advisor to the shipping industry
and the IMO. The association can continue to make
an essential contribution in maintaining an effective
global regime for enhancing safety in the shipping
industry.
IACS has a clear dedication to safe ships, clean
seas and quality that has been reinforced. All members
old and new will be vetted on a regular basis
to verify fulfi lment of all aspects of the new membership
criteria. IACS is determined to adhere to its
uncompromising stance on safety and quality matters.
Since the commission closed its probe, IACS
has received several new membership requests. The
new members will play their part in ensuring that
competition among classifi cation societies will benefi
t the common cause of quality.
Safe Ships
Apart from its ongoing efforts to harmonize the
Common Structural Rules for Tankers and Bulk Carriers,
the IACS has been addressing the issue of
mutual recognition of equipment certifi cates as required
by the EU. A viable solution must be found
within the next twelve months to avoid serious
consequences for the safety of ship construction
and ship operations.
Without rules and regulations shipping would be
an extremely risky business exposing people, assets
and the environment to severe hazards and soaring
costs. Classifi cation, including plan approval, inspection,
certifi cation of materials and components as well
as technical assessment of ships in service, mitigates
risks, ensures safe ships and ultimately keeps the cost
of shipping predictable and manageable.
33

34
MARITIME CLASSIFICATION
DIENSTE
Prime Clime
For the world of shipping, environmental protection is right at
the top of the agenda. GL offers intelligent solutions to improve
effi ciency and reduce emissions
Worldwide climate protection has become
the dominant topic for sea shipping
today. In the years to come, the
industry will have to cut its emissions even more,
not least to account for international conventions
and governmental regulations. Despite unsurpassed
energy effi ciency in comparison with all
other modes of transport and its low share of only
three per cent in the global emissions of carbon
dioxide, ocean shipping will have to improve its
environmental balance in a sustained manner by
phasing in better fuels and introducing more energy-effi
cient ships. Owing to the expected price hike
for marine diesel, this will trigger another wave of
innovations in modern shipbuilding.
Although the UN Climate Conference in Copenhagen
came to an end in December 2009 without
any conclusive results, the topic of climate protection
remains at the top of the agenda. Not only the
International Maritime Organization (IMO) but also
individual national states and the European Union
Climate summit. The United Nations Climate Conference
in Copenhagen yielded poor results.
are continuing to work on an agreement regarding
legally binding carbon-emissions targets for shipping.
Here the EU is demanding a 20 per cent reduction
in the absolute CO 2 emissions of shipping,
measured with respect to 2005. This decrease is
to be achieved by 2020. With this move, the EU
Commission is stressing its claim to a global leadership
role in the efforts against climate change. Until
now, emissions from shipping had been not included
in the Kyoto Protocol. Discussions were also
held in Copenhagen on a second commitment period
to the Kyoto Protocol, the fi rst of which ends
in 2012. Until this comes into effect, the IMO is to
draw up and implement suitable regimes for shipping
– according to the wishes of the EU. If this is
not done, steps will be taken on the European level.
Solutions for More Effi ciency
For years now, Germanischer Lloyd has been conducting
research into the topics of fuel consumption
reduction and emissions; a number of model
solutions for reducing fuel consumption and optimizing
ship design have already been presented
(see page 42). In this connection, alternative drives
and fuels are also gaining in importance, as shown
by the example of gas-fuelled propulsion (see right).
To cover the growing demand for consultancy
services in the design and operation of energyeffi
cient ships, GL has taken the necessary action
in terms of human resources and organizational
changes. Software, ship design, operations optimization:
a new business unit with the name “Maritime
Solutions” is concentrating the wide-ranging
activities of GL on the fi elds of energy effi ciency
and environmental protection (see page 24).
ANNUAL REPORT 2009

ANNUAL REPORT 2009
Symbol. Climate change is causing the
Arctic ice cap to melt, depriving polar
bears of their hunting range.
LNG AS AN ALTERNATIVE
GL Pushes Gas as a Ship Fuel
For a classifi cation and certifi cation society like
GL, updating its rules and regulations regularly and
drafting new ones in response to new technologies
and market demand is a core activity. With new
emission control regulations taking effect, gas as a
ship fuel, once banned, is now re-emerging as an
environmentally and economically attractive option.
GL has prepared new guidelines for gas as a ship
fuel, which will be published in early 2010, along
with supporting technical guidance on the application
of the relevant IMO regulations.
Compared to oil, natural gas has two key advantages:
high effi ciency and a lower environmental
impact. Engine problems and damage caused by
low-quality heavy fuel oils will be a thing of the
past for owners switching to gas as a ship fuel.
Risks associated with conventional ship fuels include
bunker quality issues, poor ignition and combustion,
and uneven heat and pressure distribution
on pistons, piston rings and cylinder liners.
In early June 2009 the IMO Committee on Maritime
Safety (MSC) lifted the ban on natural gas as
a ship fuel by adopting Resolution MSC 285(86),
called “Interim Guidelines on Safety for Natural
Gas-Fuelled Engine Installations in Ships”. Developed
by the IMO subcommittee on Bulk Liquid and
Gases (BLG) with GL assistance over the past few
years, the Interim Guidelines are the fi rst step towards
the envisioned general code for gas as a ship
fuel, the so-called IGF Code, which is currently under
development by IMO and is expected to enter
into force conjointly with the revision of SOLAS
2014.
Criteria for Construction
ENVIRONMENT
The GL guidelines will help shipowners and yards
prepare for the introduction of gas as a ship fuel in
the near future. The new guidelines provide criteria
for the design arrangements and installation
35

36
CLASSIFICATION
of propulsion and auxiliary machinery powered
by natural gas to ensure a level of integrity, safety,
reliability and dependability equivalent to that of
comparable, state-of-the-art machinery burning
conventional fuel oil.
The internal combustion engine installations
subject to the IMO Interim Guidelines may be single-fuel
(i.e. natural gas) or dual-fuel (gas and fuel
oil) machines, and the natural gas may be stored
in gaseous or liquid state. The Interim Guidelines
are to be applied in conjunction with the relevant
provisions of the International Convention for the
Safety of Life at Sea (SOLAS), 1974, and the Protocol
of 1988 relating thereto, as amended.
Environment- and Budget-Friendly
Liquefi ed natural gas (LNG) is gas (predominantly
methane, CH4) that has been converted temporarily
to liquid form for ease of storage or transport. It
is odourless, colourless, non-toxic and non-corrosive.
The reduction in volume makes it much more
cost-effi cient to transport over long distances. The
energy density of LNG is 60% of that of diesel fuel.
Therefore you have to calculate with a doubling of
tank capacity.
Increasing numbers of new LNG carriers are
equipped with high-effi ciency dual fuel engines.
This new trend, which originated in commercial
shipping around the millennium, has encouraged
the introduction of LNG as a ship fuel. An appro-
LNG
Outlook. According to GL calculations, natural gas-powered
container feeders will offer clear economic advantages in the medium term.
The graphics show the tank arrangement.
Liquefi ed Natural
Gas is natural gas
that has been
converted to
liquid form at
close to atmospheric
pressure
(Maximum Transport
Pressure set
around 25 kPa/3.6
psi) by cooling it
to approximately
−162 °C (−260 °F).
It takes up about
1/600th the volume
of natural
gas in its gaseous
state.
priate infrastructure supplying LNG fuel in ports has
yet to be established. In terms of emissions to air,
especially SOx, CO2 and HNOx, LNG is defi nitely a
winner.
GL believes LNG as a ship fuel may be just the
solution the shipping industry has been looking for
to cope with the emissions challenges of our time.
A joint study of GL, MAN, Neptun Stahlkonstruktion
and TGE was conducted to explore the technical
and economical implications of gas-fuelled container
feeders. This study has shown the concept to
be principally viable (see page 44).
With an appropriate LNG infrastructure available,
Northern Europe could become a testing fi eld for
gas as a ship fuel. The Emission Control Areas imposed
in the Baltic Sea and parts of the North Sea
would make this region an ideal environment for
further study. An economic analysis has shown a
signifi cant cost advantage of a gas-fuelled feeder
vessel over a conventional vessel of the same type
using low-sulphur fuel (MGO quality) from 2015
onwards. Factors boosting the cost advantage of
the gas-fuelled feeder are the CO2-emission costs;
the HNOx limitations for conventional vessels to
take effect in 2016 (in Norway they are in force already);
fuelling auxiliary engines with gas while in
port; and harnessing scale effects in gas tank production.
The fuel cost advantage far outweighs the
additional costs of outfi Shell. tting Fig. new 3: LNG-tanker ships with of LNG I.M.
equipment.
Skaugen, GL-classed
ANNUAL REPORT 2009

High-tech. The new
OSV rules enable the
option of using aluminium
in the design
of helicopter decks.
OSV
Ship types
intended for
offshore support
and supply, towing,
well stimulation
and other
specialized offshore
services.
ANNUAL REPORT 2009
More Performance,
Less Risk
As the demands in offshore applications have increased, Offshore
Service Vessels (OSV) have evolved accordingly. GL has developed
new design rules for the different ship types in this category
In response to the technical evolution of offshore
service vessels (OSV) in recent years,
Germanischer Lloyd has developed new rules
for ships intended for offshore support and supply,
towing, well stimulation and other specialized
offshore services. The new Rules for Hull Structures
of Offshore Service Vessels came into effect on
1 January 2010. The class notation OFFSHORE
SERVICE VESSEL may be complemented by optional
additional notations, such as HNLS for ships carrying
hazardous and noxious liquid substances, AH
for anchor handling tugs and supply ships, WSV for
well stimulation vessels, and WTIS for wind turbine
installation and construction support ships.
Differing signifi cantly from the design and operation
of general cargo ships, OSVs require specifi c
international rules. In addition, modern OSVs are
larger, more specialized, and technically more sophisticated
than their precursors to meet increased
demands in deepwater oilfi elds. The new OSV rules
support safer, more robust offshore service vessels
while minimizing operational risks.
The term “service” as a substitute for the terms
“support” and “supply” refl ects the expanded
SPECIALIZED SHIPS
range of vessels covered under the denomination
“OSV”. It encompasses not only traditional supply
boats, but also anchor handling tugs, supply ships,
well stimulation ships, standby ships, and ships designed
to carry hazardous and noxious substances,
to fi ght fi res or recover oil.
A Detailed Catalogue of Rules
The new rules form Part 6 of the Ship Technology
chapter. Sections 2 to 25 are based on the existing
GL Hull Structural Rules for Seagoing Ships, which
have been adapted for the special design requirements
of OSV vessels. A number of new specifi cations
were added to account for the specifi c loads
OSVs are exposed to. Furthermore, there is now
an option to use aluminium in the design of helicopter
decks. Other sections incorporate specifi c
provisions regarding the arrangement of side scuttles
and windows, structural fi re protection, and
the transport of crude oil and petroleum products.
Sections 26 to 34 defi ne design criteria for various
ship types, services and operational profi les, such
as anchor handling and towing vessels, well stimulation
vessels, fi refi ghting, oil and chemical recovery
and transportation vessels, and special purpose ships.
A special section is dedicated to wind turbine installation
ships with or without jack-up capability.
Operation. The class notation WTIS stands for wind
turbine installation and construction support vessels.
37

38
MARITIME RESEARCH DIENSTE & DEVELOPMENT
Safety as a Design Objective
SAFEDOR, the maritime research project on the signifi cance of riskbased
design, was concluded after four years of intensive study.
Coordinated by Germanischer Lloyd, members created a framework and
developed an approval process for risk-based ship design
One of the largest maritime research projects
was concluded in April 2009 after four years
of intensive study. 53 project partners
from all sectors of the maritime industry had been
working on risk-based ship design and approval. SA-
FEDOR (Design, Operation and Reg ulation for Safety)
was coordinated by Germanischer Lloyd.
SAFEDOR has been focusing on the development
of a modern risk-based regulatory framework,
a risk-based design framework, advanced probabilistic
simulation tools and their integration as well
Practice.
SAM Electronics
presents a new bridge
layout developed
within SAFEDOR.
as on a series of application examples. Risk-based
ship design introduces risk analysis into the traditional
design process aiming to meet the cost of
safety objectives effi ciently. Risk is used to measure
the safety performance.
With safety being measurable, the design optimization
can effectively be expanded and a new
objective – risk minimization – is introduced alongside
traditional design objectives relating to earning
potential, speed and cargo carrying capacity. The
elements of the risk-based regulatory framework
ANNUAL REPORT 2009

include a novel approval process, risk evaluation
criteria, requirements for documentation and key
personnel as well as for onboard documentation.
Risk-based design is an extension of the traditional
ship design process in that it integrates assessment
of the safety performance. Prevention and/
or reduc tion of risk to life, the environment and
property are embedded as a design objective. SA-
FEDOR developed this design framework offering
an enhanced decision-making tool to balance traditional
and new objectives.
An Ambitious Path
Risk-based ship design and approval are the respond
to the maritime industry’s need to deliver
ever more innovative transport solutions to their
customers. In addition, risk-based ship design and
approval are the response to society’s need to have
increasingly safer transport. With risk-based approaches,
shipowners will be able to implement
these innovative ship and maritime transport solutions
that cannot be approved today because of
limitations in the current prescriptive rules and regulations.
Shipyards and equipment manufacturers will
ben efi t through facilitating novel and optimized
ships and systems and incorporating new technology,
functionality and materials. In addition, production
costs may be reduced when, for example, novel
systems make improved modularization possible.
SAFEDOR started its ambitious path with a partnership
comprising 53 European organizations representing
all stakeholders of the maritime industry.
GL took the lead by chairing the Steering Committee
and being responsible for the project management.
In total, about 500 persons were involved at
ANNUAL REPORT 2009
various stages of SAFEDOR. To enhance knowledge
on risk-based approaches within the maritime industry
and to add stimulus towards developing a
new safety culture, SAFEDOR also performed annual
public conferences, issued annual public reports,
performed two training courses and published a
handbook on risk-based ship design methods, tools
and applications.
Within SAFEDOR, elementary building blocks
for a risk-based regulatory framework for shipping
were developed, comprising a novel approval process
for ships and ship systems, risk evaluation and
acceptance criteria at ship and functional level and
requirements for documentation and qualifi cation.
In addition, six formal safety assessment (FSA) studies
were conducted to document the current risk
level for major ship types.
Within SAFEDOR, several engineering tools
to predict the safety performance of a vessel in
extreme and accidental conditions were newly
developed or refined, addressing collision and
grounding, system failures, fire in cargo holds,
structural integrity, intact capsize and damage
stability.
ENVIRONMENT
Experts.
SAFEDOR’s closing
meeting in Hamburg.
SAFEDOR
Design, Operation
and Regulation
for Safety – SAFE-
DOR is a maritime
research project.
Over the past four
years, partners
discussed and developed
new ways
of enhancing the
safety of ships.
39

40
RESEARCH & DEVELOPMENT
Joost de Bock.
European Commission,
Research Directorate General.
Project
Results
Public results of
SAFEDOR can
be found in the
handbook on
risk-based ship
design and on the
website
www.safedor.org.
Dr Pierre C. Sames.
Chairman of the SAFEDOR
Steering Committee.
The intention of the design applications was
to focus on design innovations that, for formal reasons,
cannot be approved under the current rules
or regulations but are expected to be at least as
safe as today’s solutions.
Concepts addressed technological, economical
and safety aspects for two cruise vessels, a fast full
displacement RoPax ferry, a hybrid RoRo/RoPax vessel,
a lightweight composite sandwich superstructure
for a RoPax ferry, a short-sea LNG tanker, an
open-top container vessel and an oil tanker. System
developments addressed a novel bridge design, a
system to distribute electrical power and a range of
life-saving appliances, each focusing on a different
scenario and related to different survival ranges.
Sophisticated Methods
With the regulatory framework for shipping
chang ing towards a more goal-based style and
new regulations addressing fire safety, damage
Efthimios Mitropoulos.
Secretary-General of the International
Maritime Organization (IMO).
Dracos Vassalos.
Director of the Ship Stability
Research Centre in Glasgow.
stability and – in the near future – life saving appliances,
ship designers have additional scope in their
desigen solutions. Ship designers can now avail
themselves of increasingly sophisticated methods
and tools supporting advanced and risk-based
ship design and can include safety as additional
objective into the design process. Risk evaluation
criteria are becoming more explicit and accepted,
also at maritime administrations, and enable holistic
decision-making. Thous, all the necessary
elements and the framework are now available to
produce innovative ships that are more economical
and safer.
SAFEDOR completed its challenging journey
with a large public conference at IMO in London at
the end of April 2009. More than 150 participants
discussed the results obtained in four years of collaborative
research. SAFEDOR has fi nally succeeded
in developing novel technologies for the benefi t of
the maritime industry.
Reference book. Methods, tools, applications. Public event. At the conference in London, members discussed the project results.
ANNUAL REPORT 2009

Technical
Achievement
Award
In 2009, Lloyd’s List
awarded the prize
for meritorious technical
achievement
in any aspect of
maritime activity as
part of the Greek
Shipping Awards for
the sixth time. The
award is sponsored
by The American
Club.
ANNUAL REPORT 2009
Economy Meets
Science
In search of innovative technical solutions, universities and
engineers of Germanischer Lloyd cooperate closely
GL expertise is sought after internationally.
GL maintains cooperation partnerships
with numerous international research and
academic institutions to fi nd solutions for tough
engineering challenges. An example.
A new Aframax oil tanker design boasting increased
operational effi ciency and enhanced safety features
was the result of a joint development project
carried out by the Ship Design Laboratory at the National
Technical University of Athens (NTUA) and Germanischer
Lloyd. The main objective of this research
initiative was the development of innovative tanker
designs optimized for maximum cargo capacity, minimum
hull steel mass and lowest oil outfl ow probability
in case of a collision.
The collaborative study focused on identifying the
best performing Aframax tanker designs with the
largest possible main cargo area. Key design requirements
and features were developed based on an
evaluation of damage statistics, allowing the project
to take a risk-based approach.
The research effort had originated as part of the
EU-funded SAFEDOR project (Design, Operation and
Regulation for Safety; refer to page 38) and was then
pursued further as a bilateral project between GL and
NTUA during the years 2008 and 2009, and extended
to include structural design aspects.
After examining more than 17,000 design variants
in a methodical, software-assisted approach, the project
team identifi ed the best-suited variant that offered
the expected combination of benefi ts. For the
design concept development stage, a full, parametric,
multi-objective design optimization platform had
Honour. GL’s Senior Vice President Dr Pierre C. Sames (l.) and
Prof. Apostolos Papanikolaou (r.), NTUA, received the award from Joseph
E.M. Hughes (Shipowners Claims Bureau, Inc., the American Club).
JOINT VENTURE
been developed using genetic algorithms, probabilistic
oil outfl ow calculation methods for side and bottom
damages, as well as a structural design assessment
based on current GL rules using the GL scantling
software POSEIDON.
The innovative oil tanker design is an impressive
demonstration of the potential that can be unlocked
by taking a systematic design optimization approach.
In recognition of its successful development of
an innovative strategy for optimizing oil tanker design
for maximal effi ciency and safety, this joint
project of Germanischer Lloyd and NTUA won the
Technical Achievement Award sponsored by The
American Club at the Greek Shipping Awards in
December 2009. GL and NTUA will continue their
collaboration. Taking this project to its next phase,
the team will explore hull form optimization and
unloading procedures.
41

42
RESEARCH & DEVELOPMENT
Containerships
of the Future
A design study by GL for a new Post-Panamax ship
demonstrates the possibilities of building more effi cient ships
For a long time, yards worldwide concentrated
on optimizing their production processes,
owing to the strong demand for newbuilding
tonnage. Less attention was paid to the optimization
of fuel oil consumption at different draughts
and loading conditions of containerships over the
past decade. This changed fundamentally when
fuel prices increased dramatically in the years 2007
and 2008. Together with the rise in operating costs,
the focus was increasingly placed on intensive efforts
towards enhancing the effi ciency of ships.
To meet the consulting needs of shipowners, GL
has carried out and also reported on a number of
studies examining the potential savings in fuel consumption
and newbuilding costs.
Reference Study With a New Approach
By following a new approach to designing containerships,
a study published in 2009 stands out from
previous designs as regards profi tability. Up until
now, the size of the lock chambers at the Panama
Canal had constrained the ship designs. With increasing
capacity, containerships became extremely
slender – but by no means more energy-effi cient
due to this restriction.
The widening of the Panama Canal locks, stricter
environmental regulations, higher fuel prices and
a large number of newbuildings of 4,250-TEU vessels
in the orderbooks of ship yards was the reason
to start a study to gain the most profi table ship for
the shipowner and a major selling point for the
yards.
The result of these examinations of effi cient ship
designs was the so-called Baby Post-Panamax (BPP)
vessel: “Post-Panamax” because it is at present
broader than the Panama Canal locks, and “Baby”
because it is only a little wider than the canal locks.
This ship size is entirely new; all current container-
1ships belonging to the “Post-Panamax” class are
much larger.
At a length of 246 metres, the BPP design differs
only slightly from the conventional 4,250-TEU Panamax
carrier. However, the new design is two container
rows wider at 37.3 metres, giving it a nominal
container capacity of 4,620 TEU. The decisive advantage
here is that a broad ship needs less ballast water
and can therefore transport more cargo.
Two Panamax ships served as references for
the study. The fi rst, a modern maximum Panamax
containership with a length of 283.6 metres, offers
a capacity of 5,100 TEU and attains a speed of
25.2 knots. The older Panamax containership has a
length of 247.1 metres and a capacity of 4,250 TEU
at a speed of 24.5 knots. In the analysis, the difference
in service speed for the three ship sizes was
included to ensure that they were comparable. The
installed output of the new ship design is 36,240
kW, which is equal to the engine output of the
small Panamax ships.
The operating costs of the Baby Post-Panamax
are much lower, corresponding to those of the
small Panamax vessel, whereas the stowage capacity
is similar to today’s 5,100-TEU class. For an average
weight of ten tonnes per container, the Baby
Post-Panamax is also more economical. Under these
conditions, the ship can accommodate 3,778 TEU
of 10 tonnes each, while the large Panamax reference
ship only manages about 3,452 TEU.
The Baby Post-Panamax achieves the same earnings
as the 5,100-TEU container carrier – at 15 per
ANNUAL REPORT 2009

Panamax Post-
Panamax
ANNUAL REPORT 2009
Baby Post-
Panamax
A nose ahead. As the
drawing shows, the wider
Baby Post-Panamax (r.) has
roughly the same length as
a conventional Panamax
vessel (l.).
Yet, owing to its greater
width, it can accommodate
nearly as many containers
as much longer ship types
(middle).
cent lower expenditure. Cost advantages arise principally
from the ship’s width and the favourable relationship
of fuel costs to cargo capacity.
Less Fuel, More Cargo
The cost-cutting potential of the speed depends
on the size of the ship and the current fuel prices.
For the size class of the Baby Post-Panamax, the
investigations assumed a range of fuel prices and
merchandise values per container. If the fuel price
increases while the cargo value remains constant,
it pays to slow down. Only when the cargo value
considerably exceeds a typical average of 40,000
US dollars per 20-foot container is it worth steaming
any faster. Expensive commodities must reach
their destination more quickly to avert a disadvantage
in terms of interest payments. On the route
East Asia – Europe, the greatest savings for the
Baby Post-Panamax ship are expected at a design
speed of about 18 knots.
The Baby Post-Panamax can be operated more
effi ciently because it is wider and slower. Both the
ship’s breadth and its speed are effective factors in
stepping up the profi tability. For the same earnings
scenario, it is possible to shave off more than 30
per cent of the operating costs.
Effi cient Operation
The greatest savings for the BPP are to be made at
a cruising speed of about 18 knots.
110%
100%
90%
80%
70%
60%
50%
cost index
earining index
SHIP DESIGN
Panamax Panamaxx Panamax namax max (max.) (max. (m BP BPP
PP BPP PP (1 (18
18 kn) kn kn)* )*
8 vessels 8 vessels 8 vessels 10 vessels
*fl eet size accounted 43

44
MARITIME RESEARCH DIENSTE & DEVELOPMENT
x
Ballast water Coatings
Sewage
Sweeping Changes for Cleaner Air
New, stringent emission regulations are forcing the shipping industry to rethink its
fuelling options. With research into cleaner ship propulsion technologies and specifi c
service offerings, GL supports the industry’s green transformation
Ship energy effi ciency will continue to shape
the public perception of the maritime industry.
GL has strengthened its focus on green
technology by setting up a dedicated environmental
research group within its Strategic Research division.
This organizational move was encouraged by the
realization that environmental protection will continue
to gain in importance far beyond 2009.
The new Environmental Research department
has been put in charge of all environmental matters
involving ships, including emissions to air, fuel
effi ciency and further environmental related mat-
Emissions to Water
ters – which actually translates into cost effi ciency.
The department staff already contributed signifi -
cantly to studies on the implications of stricter sulphur
limits for marine fuels as envisioned for 2020.
Among the accomplishments of the department
to date have been the refi nement and implementation
of various tools, such as the “Environmental
Passport”, a voluntary class notation for new ships
designed for superior environmental performa nce.
A new online tool available free of charge, the “Energy
Effi ciency Operational Indicator”, enables calculation
of ship specifi c CO 2 values according to
ANNUAL REPORT 2009

MEPC.1/Circ.684. Furthermore, the updated GL
service “FCOM” (Fuel Change-Over Manual) assists
ship operators and crew members in calculating
the correct point of time to switch from highsulphur
to low-sulphur fuel oil before entering an
Emission Control Area.
GL Environmental Services has also been an advisor
to the German ministry of transport on greenhouse
gas and underwater noise-related IMO issues,
apart from coordinating research and development
projects for both internal and external customers.
Signifi cant Impact
Environmental awareness and the use of environment-friendly
equipment are not only essential for
the reputation of the maritime industry; environmentally
sound practices are today a prerequisite
for staying in business. Commercial considerations
therefore matter as much for new ship designs as
do rules and regulations.
The International Regulations for the Prevention
of Air Pollution from Ships as laid down in the
ANNUAL REPORT 2009
SULPHUR
New Limits
To maintain engine and boiler safety and avail ability
when using Low Sulphur Distillate Oils (LSDO), vessel
owners and operators should be familiar with the
sulphur control guidelines for international shipping
1. SULPHUR CONTROL FOR
INTERNATIONAL SHIPPING
ENVIRONMENT
1.1 Revised IMO MARPOL Annex VI – 2008
The sulphur content of any fuel oil used globally shall not
exceed:
4.50% m/m S prior to 1 January 2012
3.50% m/m S on and after 1 January 2012
0.50% m/m S on and after 1 January 2020
The sulphur content of any fuel oil used in designated
Emission Control Areas (ECA) shall not exceed:
1.50% m/m S prior to 1 July 2010
1.00% m/m S on and after 1 July 2010
0.10% m/m S on and after 1 January 2015
1.2 California Air Resources Board (CARB)
Fuel requirements for oceangoing vessel main (propulsion)
diesel engines, auxiliary diesel engines (including dieselelectric),
and auxiliary boilers
The sulphur content of marine gas oil (DMA) shall not
exceed:
1.50% after 1 July 2009
0.10% after 1 January 2012
The sulphur content of diesel oil (DMB) shall not exceed:
0.50% after 1 July 2009
0.10% after 1 January 2012
1.3 European Union
As from 1 January 2010, ships at berth for longer than 2
hours in ports within the European Union are required to
switch to 0.1% sulphur marine fuel oil under Article 4b of
Directive 2005/33/EC.
45

46
RESEARCH & DEVELOPMENT
Trendsetter.
GL-classed LNG
tanker owned by
I.M. Skaugen.
Rising Fuel Costs
This scenario assumes a 20% price increase for
gas, and a low-sulphur oil price 80% above that of
heavy fuel oil as of 2015.
1600
1400
1200
1000
800
600
400
200
0
Effective fuel prices in USD/year
MARPOL Annex VI Protocol have a signifi cant
impact on future ship and engine designs. Even the
fl eet in service is not exempted, having to comply
with the new fuel oil sulphur content restrictions.
The stipulations of the revised MARPOL Annex
VI relating to air quality, along with the upcoming
strict regulations requiring the use of low-sulphur
fuels or other technology to reduce sulphur oxides
in exhaust gases, force the shipping industry
to evaluate all available options to ensure compliance.
One of the options being explored is the use
of Liquefi ed Natural Gas (LNG) as a ship fuel. With
the entry into force of the “IGF – Guidelines” in
2010, ships are for the fi rst time allowed to run on
gas. Especially for the new Emission Control Areas
(ECA) with their rigorous limits for NO x and SO x
emissions, LNG offers an attractive alternative to
conventional fuels (see page 35).
Missing Infrastructure
GL continued its in-depth research project begun in
2008 into the feasibility of gas-fuelled feeder contain er
vessels and joined by industry partners in 2009. Results
Gas
Low sulphur
2011
2012
2013
2014
2015
2016
2017
2018
2019
2020
2021
2022
2023
2024
HFO
2025
2026
Shifting Cost Advantage
Until the end of 2014, feeders running on conventional
fuels will be more economical. Thereafter
natural-gas-powered ships will be at an advantage.
18
16
14
12
10 86420
Fuel costs in million USD/year
Conventional
Gas
2011
2012
2013
2014
2015
2016
2017
2018
2019
2020
2021
2022
2023
2024
2025
2026
2027
2028
2029
2030
2031
indicated a substantial price difference between a gasfuelled
and a conventional feeder vessel. Investigating
several different operational scenarios, the researchers
calculated payback times ranging from 1.5 to 4 years,
calling the concept “advisable” for new ships from
2014 onwards.
LNG-powered ships will depend on an appropriate
refuelling infrastructure. In another study, GL
explored ways to meet the growing demand for
LNG as an alternative ship fuel. With the exception
of Norway, no European country can offer such an
LNG infrastructure at this time.
One option would be to install local LNG terminals
close to port areas so they could double as
municipal gas supply sources. This idea was fi rst
presented by an EU-funded project called MAGA-
LOG. Another possibility to supply LNG to ships is
the use of small LNG tankers, a concept adopted
by Norwegian company I.M. Skaugen, which commissioned
its fi rst smaller-sized LNG tanker for this
purpose in 2009. The infrastructure costs associated
with this approach are lower than those of
larger-scale LNG installations.
ANNUAL REPORT 2009

Germanischer Lloyd Group
energze
e nergy. e fficiency. e ngineering.
Complete Solutions
merger Noble Denton and Garrad Hassan join GL Group
city gas Local Network for Energy
due diligence Global Network of Experts
e n ergy. e fficiency. e n g ineering . energze
Germanischer Lloyd Group
ISSUE 01 • 2009
www.gl-group.com
Das Magazin für Kunden und Geschäftsfreunde
GL-Gruppe
Perfektes
Zusammenspiel
Simulation Rettungsboote im freien Fall
FPSO Speichern, bis der Tanker kommt
Windenergie Durchblick bei Projekten
FPSO Speichern, bis der Tanker kommt
Windenergie Durchblick bei Projekten
• AUSGABE 2 2009
due diligence Global N Global Network o etwork of Expert f Experts
Simulation Rettungsboote im freien Fall
city gas Local Network for Energy
merger Zusammenspiel
Noble De N bl D Group GL i G GL join H j Hassan d G Garrad
and nton
Perfektes
Complete Solutions
f Communication for Change
GL-Gruppe
Cover fl ow.
The GL Group
informs its
customers and
business partners
with welltargeted
media.
ANNUAL REPORT 2009
Growth and transition also present challenges in the communication
with customers and business partners
Economically diffi cult circumstances that
Das Magazin für Kunden und Geschäftsfreunde
www.gl-group.com
AUSGABE 2 • 2009
ISSUE 01 • 2009
demand a consistent continuation of the
growth strategy or the strengthening of the
international competitiveness through an expansion
of the service offering “all under the same
roof”: the challenges facing the external and internal
communication of the GL Group increased yet
again in the course of the year.
A visible indication of this transformation is the
evolution of the Group logo. The mergers with
Noble Denton and Garrad Hassan and the dynamic
growth of the GL business segments Oil & Gas and
Renewables prompted the decision to adapt the
word/design mark to refl ect the enterprise’s new
strategic focus. Since the beginning of 2010, the
logo has been used without the strongly maritime
claim “Operating 24/7”. Together with the newly
developed word marks GL Noble Denton and GL
Garrad Hassan, the latest Group members use the
modifi ed logo in combined form.
INFORMATION
Expansion. At the annual
press conference, GL
announced its merger
with Garrad Hassan.
three operating fi elds. Current technical developments,
new service offers and changing political
and statutory conditions are reported by GL in its
customer magazines and newsletter, both in digital
and printed form.
Worldwide Presence
In a unique way, the GL Group unites technical
know-how, economical expertise and customer
focus in its three main fields of business: shipping, Focused Communication
oil & gas and renewables. On an almost daily basis, The growing signifi cance of the oil and gas busi-
the trade and mass media report on the results of ness and renewable energy sources in the service
and the outlook for our activities. The GL Group portfolio of the GL Group is refl ected in the devel-
also gives regular presentations at press conferopment of a second company magazine alongside
ences around the globe: over the past year, the GL “nonstop”. With the new communications channel
management faced the press no less than twelve “energize”, GL as a technical service provider now
times.
offers its customers and partners a medium which
The most important target groups for GL re- is closely tailored to the target group in these aspirmain
the customers and business partners in the ing business segments.
47

48
BOARDS
Executive and Supervisory Board
Executive
Board
Supervisory
Board
Pekka Paasivaara Dr.-Ing. Hermann J. Klein Dr Ing. Joachim Segatz
Dr Wolfgang Peiner (Chairman)
Dr Rainer Kutzner (Deputy)
Christian Herz
Frank Leonhardt
Hinrich Stahl
MDir Bernd Törkel
Ingo Klauke
Jürgen Weise
Dipl.-Ing. Jürgen Wittburg
ANNUAL REPORT 2009

Committees and Commissions
TECHNICAL ADVISORY
COMMITTEE
Dr.-Ing. Klaus Borgschulte
Chairman, Bremen
Prof. Dr.-Ing. Günter Ackermann
Hamburg
Dr.-Ing. Herbert Aly Hamburg
Peter Ballreich Hamburg
Helfried Beutner Bremen
Roelf Briese Leer
Stefan Bülow Hamburg
Prof. Dr.-Ing. Günther F. Clauss
Berlin
Torsten Conradi Bremerhaven
Fred Deichmann Hamburg
Dr.-Ing. Ulrich Dohle Friedrichshafen
Anthony J. Firmin Hamburg
Prof. Dr.-Ing. Wolfgang Fricke
Hamburg
Christian Fritzen Hamburg
Prof. Jens Froese Hamburg
Dr.-Ing. Friedrich Füngerlings
Duisburg
Dr.-Ing. Ottmar Gast Hamburg
BDir. Klaus Grensemann Bonn
Friedrich Willhelm Heidrich
Hamburg
Markus Hempel Hamburg
Hans Huisman Hamburg
Lothar Knöchelmann Hamburg
Dr Thomas Knudsen Copenhagen,
Denmark
Jörg Knuth Hamburg
Erwin Koch Hamburg
Carsten Körbelin Hamburg
Prof. Dr.-Ing. habil. Prof. E.h.
Edwin Kreuzer Hamburg
Prof. Dr mult. Eike Lehmann
Hamburg
Dimitris Lemonidis Athens,
Greece
Dirk Lindenau Kiel
Lothar Lohff Clausthal-Zellerfeld
Klaus Lorenz Hamburg
Werner Lundt Hamburg
Werner Lüken Bremerhaven
Robert Mahn Bremen
Bernard Meyer Papenburg
Heiko Meyer Hamburg
ANNUAL REPORT 2009
Hartmut Nickel Hamburg
Dr.-Ing. Alexander Nürnberg
Uetersen
Dr.-Ing. Stephan Polomsky
Hamburg
Dr Matthias-Kaspar Reith
Hamburg
Bernd Röder Hamburg
Prof. Dr.-Ing. Udo Röhr Rostock
Prof. Dr.-Ing. Horst Rulfs Hamburg
Peter Rybarczyk Hamburg
Harald Schlotfeld Rostock
Guido Schulte Wismar
Dietrich Schulz Leer
Marcus Schwaeppe Setúbal,
Portugal
Josef Sedlmeyr München
Hinrich J. Sietas Munich
Dr.-Ing. Wolfgang A. Sprogis Kiel
Christian Suhr Hamburg
Gerhard Untiedt Papenburg
Prof. Dr.-Ing. Georg
Wachtmeister Munich-Garching
Günter Weinlich Bremen
Dr.-Ing. Hans Heinrich Witte Kiel
Nicolai Woelki Hamburg
Peter Zahalka Bremen
ASSOCIATED COMMITTEES
Hull Technology Committee
Prof. Dr.-Ing. Wolfgang Fricke
Chairman, Hamburg
Richard Freiherr von Berlepsch
Hamburg
Dr.-Ing. Dieter Gimperlein
Emden
Dr.-Ing. Broder Hinrichsen
Flensburg
Hans Huisman Hamburg
Rolf Leger Rendsburg
Lutz Müller Buxtehude
Ulf Pagenkopf Stralsund
Prof. Dr.-Ing. Hansjörg Petershagen
Jesteburg
Prof. Dr.-Ing. Udo Röhr Rostock
Klaas Spethmann Lemwerder
Kai Wetzel Hamburg
H. J. Wieduwilt Hamburg
Dr.-Ing. Edzard Brünner Secretary,
Germanischer Lloyd, Hamburg
Machinery Technology
Committee
Prof. Dr.-Ing. Georg
Wachtmeister Chairman, Munich-
Garching
Helfried Beutner Delmenhorst
Cezary Brzezinski Hamburg
Thomas David Hamburg
Fred Deichmann Hamburg
Prof. Dr.-Ing. Manfred Gietzelt
Hanover
Bernd Gruber Hamburg
Jerry Hammet Hamburg
Ralf Herrenberger Kiel
Markus Heseding Frankfurt/Main
Stefan Höner Baden
Hartmut Hultsch Augsburg
Andreas Jantzen Hamburg
Martin Johannsmann
Hamburg
Jonny Joner Hamburg
Niels Kaiser Hamburg
Lothar Knöchelmann Hamburg
Jörg Knuth Hamburg
Prof. Dr.-Ing. Hansheinrich
Meier-Peter Glücksburg
Nils Merkens Rendsburg
Dr.-Ing. Stephan Polomsky
Hamburg
Dr.-Ing. Ralph-Michael Schmidt
Stuttgart
Holger Steinbock Hamburg
Michael Thiemke Flensburg
Kurt Zisser Hamburg
Claus Hadler Secretary,
Germanischer Lloyd, Hamburg
Electrical Technology
Committee
Gerhard Untiedt Chairman,
Papenburg
Prof. Dr.-Ing. Günter Ackermann
Hamburg
Werner Diedrichs Bremen
Reinhard Froh Wismar
Rainer Hartig Hamburg
Jonny Joner Hamburg
Dr.-Ing. Arno Kiekbusch
Elmenhorst
Wolfgang Linke Hamburg
COMMITTEES AND COMMISSIONS
Holger Mahnke Hamburg
Hans-Wilhelm Rahn Kiel
Holger Steinbock Hamburg
Uwe Ulrich Rostock
Hartmut Vogel Schönberg
Michael Voß Hamburg
Matthias Wiese Secretary,
Germanischer Lloyd, Hamburg
Materials and Welding
Committee
Dr.-Ing. Hans-Joachim Wieland
Chairman, Düsseldorf
Olaf Drews Hamburg
Prof. Dr. Wolfgang Fricke
Hamburg
Dr Dieter Hinneberg Kiel
Uwe Lahrmann Hamm
Jens Hadler Bremen
Dr.-Ing. Rainer Miebach
Papenburg
Dr Thomas Nießen Duisburg
Andreas Rost Ilsenburg
Jens Ständer-Roberts Herzberg/
Harz
Günter Luxenburger Dillingen
Dr Andreas Bleistein
Neuhausen/Rheinfall
Dr Gerlinde Winkler Rostock
Thomas Minks Secretary,
Germanischer Lloyd, Hamburg
Environmental Committee
Dr.-Ing. Stephan Polomsky
Chairman, Hamburg
Monika Breuch-Moritz Hamburg
Fritz Fleischer Augsburg
Matthias Günther Hamburg
Jerry Hammett Hamburg
Dietrich Schulz Leer
Jan Seemann Travemünde
Holger Steinbock Hamburg
Dr.-Ing. Ulf-Dieter Ulken
Seevetal-Horst
Günther Werle Hamburg
Dr.-Ing. Yves Wild Hamburg
Bernd Wiltfang Papenburg
Dr.-Ing. Pierre C. Sames Secretary,
Germanischer Lloyd, Hamburg
49

50
MARITIME SERVICES
Committees and Commissions
Yacht Committee
Torsten Conradi Chairman,
Bremerhaven
Uwe Baum Hamburg
Geerd Breffka Rostock
Björn Burkert Hamburg
BDir. Klaus Grensemann Bonn
Boris Hepp Hamburg
Manfred Schöchl Mattsee,
Austria
Jürgen Tracht Cologne
Dirk Brügge Secretary,
Germanischer Lloyd, Hamburg
Certifi cation Committee
Christian Suhr Chairman,
Hamburg
Dr rer. nat. Hans Joachim
Krautwald Duisburg
Anneliese Jost Bonn
Dr Martin Deter Kassel
Regina Zschaler Hamburg
Dr Eberhard K. Seifert Karlsruhe
Christian Boehnke Münster
Jürgen Dautert Bremen
Klaus-Dieter Ziel Hamburg
Matthias Weiß Hamburg
Ralf Zibell Hamburg
Prof. Dr Henning Kontny Hamburg
Holger Steinbock Hamburg
Bernhard Ständer Secretary,
Germanischer Lloyd, Hamburg
Offshore and Industrial
Installations Committee
Prof. Dr.-Ing. Günther Clauss
Chairman, Berlin
Michael Fricke Clausthal-
Zellerfeld
Joachim Köhler Gelsenkirchen
Ulrich Koopmann Kassel
Theo Köppe Ratingen
Dr Walter Kühnlein Hamburg
Dr Wolf-Dieter Longrée Hamburg
Dr Ralf-Sören Marquardt Hamburg
Dirk Möller Hamburg
Norbert Riedel Hamburg
Hauke Schlegel Hamburg
Ulrich Hachmann Secretary,
Germanischer Lloyd, Hamburg
Wind Energy Committee
Peter Bollmann Chairman,
Hamburg
Søren Andersen Lunderskov,
Denmark
Jens-Dieter Clausen Husum
Dr.-Ing. Ralf Dinter Voerde
Thomas Frese Norderstedt
Michael Friedrich Silkeborg,
Denmark
Werner Göbel Schweinfurt
Vera Häusler Berlin
Dr.-Ing. Siegfried Heier
Kassel
Koert Lindenburg Petten,
NL
Torsten Jepsen Aurich
Jørgen K. Lemming Roskilde,
Denmark
Markus Mersch Salzbergen
Ralf Neumann Kiel
Bernt Pedersen Frederica,
Denmark
Prof. Dr.-Ing. Peter Schaumann
Hanover
Thorsten Spehr Berlin
Tobias Wessel Rendsburg
Anton Wolf Klagenfurt, Austria
Christian Nath Secretary,
Germanischer Lloyd, Hamburg
Ship Operation Committee
Stefan Bülow Chairman,
Hamburg
Richard Freiherr
von Berlepsch Hamburg
Ralph Briesemeister Hamburg
Carsten Engel Hamburg
Thomas Grünwald Wismar
Wolfgang Hintzsche Hamburg
Carsten Körbelin Hamburg
Holger Mahnke Hamburg
Peter Mackeprang Hamburg
Rene Menzel Hamburg
Borchert Meyer Buxtehude
Ralph Mokros Lübeck
Richard Möller Hamburg
Marcus Schwaeppe Setúbal,
Portugal
Claus Tantzen Hamburg
Rainer Twisterling Bremen
Max E. Warnecke Hamburg
Christoph Zebermann Kiel
Uwe Bullwinkel Secretary,
Germanischer Lloyd, Hamburg
Technical Committee on
Risk Management
Guido Schulte Chairman,
Wismar
Thomas Boekholt Berne
Karl-Christian Ehrke Hamburg
Dr Sven Gerhard Hamburg
Mathias Günther Hamburg
Mike Johnson Loughborough, UK
Anneliese Jost Bonn
Marcus Müller Hamburg
Dr Stephan Timmermann
Augsburg
Dr.-Ing. Pierre C. Sames Secretary,
Germanischer Lloyd, Hamburg
ECONOMIC ADVISORY
COMMITTEE
Heinrich Schöller Chairman,
Hamburg
Christian J. Ahrenkiel Bern,
Switzerland
Hans L. Akkermann Hamburg
Dr jur. Volker-Joachim Bergeest
Hamburg
Ian Beveridge Hamburg
Hylke Boerstra Bremen
Klaus F. Bunnemann Bremen
Harald Christ Berlin
Heiner Dettmer Bremen
Hermann Ebel Hamburg
Roberto Echevarria Hamburg
Ulrich W. Ellerbeck Hamburg
Shaun Harbinson Munich
Peter Harren Bremen
Alfred Hartmann Leer
Detlef Hermann Frankfurt/Main
Frank Jungmann Bremen
Ernst P. Komrowski Hamburg
Dr Bernd Kortüm Hamburg
Ulrich Kranich Hamburg
Christian Leysen Antwerp,
Belgium
Robert Lorenz-Meyer Hamburg
Christian Murach Frankfurt/Main
Friedrich Lürßen Bremen
State Secretary ret.
Ralf Nagel Bremen
Claus-Peter Offen Hamburg
Christian Freiherr von
Oldershausen Hamburg
Dr Andreas Opatz Bremen
Dr Holger Poets Bremen
Arno Pöker Rostock
Helmut Ponath Buxtehude
Heinrich v. Rantzau Hamburg
Bertram Rickmers Hamburg
Erk Rickmers Hamburg
Gerhard Riemann Duisburg
Jürgen Salamon Dortmund
Rainer Schöndube Hamburg
Nikolaus H. Schües Hamburg
Fritz Graf von der Schulenburg
Cologne
Christiane E. Scola Hamburg
Harald Sommer Hamburg
Carl-Ulfert Stegmann Norden
Bendix Todsen Hamburg
Michael Vinnen Bremen
Dr Hans Joachim Weinberger
Meerbusch
Hans-Artur Wilker Papenburg
Tjark H. Woydt Hamburg
Hans-Georg Wurmböck
Vienna, Austria
Dr Harald Zeller Hamburg
ASEAN COMMITTEE
Sumate Tanthuwanit Chairman,
Bangkok, Thailand
Andrew Bellamy Henderson,
Australia
Pham Thanh Binh Hanoi, Vietnam
M. L. Chan Singapore
Francis Chin Singapore
Vu Huu Chinh Haiphong, Vietnam
Achim Drescher Sydney, Australia
Juan Gonzales Singapore
Tey Yoh Huat Singapore
Kuok Khoon Kuan Singapore
Thies Lau Singapore
Joe Ng Singapore
Ruben Oggel Singapore
Chanet Phenjati Bangkok, Thailand
ANNUAL REPORT 2009

Aloysius Seow Singapore
Robert Sumantri Singapore
Peter Tan Singapore
Mok Kim Terng Singapore
Joachim von der Heydt
Singapore
Denis Welch Singapore
Hans-Werner Steiner Secretary,
Germanischer Lloyd, Singapore
NORTH-WEST EUROPEAN
COMMITTEE
Steve Dawson Chairman, London,
UK
Hans Suurmeijer Deputy
Chairman, Hoogezand, NL
Jan Reier Arends Harlingen, NL
Robert Biwer Luxembourg, LUX
Richard M. Borchard London, UK
Peter J. Cowling London, UK
Johan Dane Krimpen a/d Lek, NL
Marc Glodt Luxembourg, LUX
Dr.-Ing. Eric Gret Rotterdam, NL
Bart Groot Leek, NL
John A. Hamilton Woking, UK
Maximilian Heinimann Bromley,
UK
Raymond van Herck Luxembourg,
LUX
Prof. Bart Heylbroeck Gent,
Belgium
Jeremy G. Hodgson London, UK
Rik Hofsté Rotterdam, NL
Patrick Janssens London, UK
Jim Kavanagh Arklow, Ireland
Diederic van Keulen Rhoon, NL
Ton Kooren Rotterdam, NL
Eberhard Lixfeld Winschoten, NL
Lex van der Loo Den Oever, NL
Kenneth W. Marshall Carlton, UK
Leendert Muller Terneuzen, NL
Ed R. Nobel Groningen, NL
Otto R. Norland Bromley, UK
Cees G. Ravestein Deest, NL
Stephen D. Redmond London, UK
Alexander Saverys Antwerp,
Belgium
Gerard C. W. Speld Groningen, NL
Leen Warnaar Rotterdam, NL
Willem Wester Cowes, UK
ANNUAL REPORT 2009
Harald Seibicke Secretary,
Germanischer Lloyd, Rotterdam, NL
CANADIAN COMMITTEE
Peter Cairns Chairman, Ottawa
Helfried Beutner Bremen, Germany
Gaétan Boivin Trois-Rivières
Michael H. Broad Montreal
Michael Hagn Montreal
Peter Harren Bremen, Germany
Peter Jackson Vancouver
Raymond Johnston Ottawa
Andrew Kendrick Kanata
John C. A. Koo Vancouver
Pierre Julien Québec
Donald Morrison Ottawa
Thomas H. Paterson Montreal
Brian Ritchie Shediac
Mario Rossi Quebec
Donald Roussel Ottawa
Victor Taylor Harrington
Denise Verreault Les Méchins
Stephen Gumpel Secretary,
Germanischer Lloyd Area North
America
CHINA COMMITTEE
Chen Hong Sheng Chairman,
Beijing
Hu Ankang Shanghai
Ge Biao Nanjing
Sun Bo Dalian
Zhou Zhen Bo Shanghai
Han Chengmin Shanghai
Yi Chongxi Wuhan
Yang Chun Kouan
Wang Chunlin Hong Kong
Nan Daqing Shanghai
Song Dawei Beijing
Chen Long Fu Shanghai
Wang Guangjun Shandong
Ai Guodong Fujian
Robert Grool Hong Kong
Ma Guodong Shanghai
Xiao Hongxing Shanghai
Shen Jianqun Shanghai
Zhou Jianneng Shanghai
Zhao Jianping Shandong
Chen Jin Hai Shanghai
Luo Jian Nanjing
Lin Jianqing Shanghai
Lue Jianwei Zhejiang
Dong Jiaxing Wuhan
Dong Jingzhi Fujian
Zhao Jinjie Xiamen
Hu Jintao Shanghai
Lou Jiwei Shanghai
Xu Kai Nantong
Gao Kang Shanghai
Hu Keyi Shanghai
Zhang Lifeng Shanghai
Chen Liping Guangzhou
Hui Ming Shanghai
Liu Ming Poland
Chen Qiang Jiangsu
Dong Qiang Beijing
Chen Wei Quan Ningbo
Yu Shichun Beijing
Wu Shuxiong Shanghai
James S. C. Tai Hong Kong
Franco Tian Dalian
Li Wende Wuhan
Qiao Weihai Zhejiang
Ye Xiaojian Shanghai
Liang Xiaolei Shanghai
Jin Xin Jiangsu
Li Xueqiang Shanghai
Yu Yang Shanghai
Huang Yaohuang Fuzhou
Yang Yifeng Jiangsu
Tao Ying Shanghai
Tao Yizhong Yantai
Gao Yongjun Beijing
Liu Youjie Zhejiang
Ren Yuanlin Jiangsu
Xu Yukang Zhejiang
Zhao Zhanjun Beijing
Xu Zhanpeng Dalian
Cao Zhiteng Shanghai
Hou Zhiting Dalian
Tian Zhongshan Hong Kong
Cai Zhuyi Dalian
Liang Zongqing Shanghai
Tan Zuojun Shanghai
Werner Enning Secretary,
Germanischer Lloyd, Shanghai
COMMITTEES AND COMMISSIONS
COMITÉ ESPAÑOL
Luis Figaredo Pérez Chairman,
Madrid
Antonio Sánchez-Jáuregui
Martínez Madrid
Manuel Carlier de Lavalle
Madrid
Juan Ramón Chacón Alonso
Madrid
Claus Peter Claussen Santa Cruz
de Tenerife
Francisco Fernández Arderíus
Barcelona
Manuel Moreu Madrid
José E. Pérez Garcia Madrid
Francisco R. Laranjeira
Viana do Castelo, Portugal
Luis Campos Serna Madrid
Agustín Aguilera Madrid
Rafael de la Peña Basauri
Jaime Alvarez Montes Madrid
Ramón López-Eady Madrid
Dámaso Bueno Tarragona
Manuel Pinto Magalhaes Lisbon,
Portugal
Francisco Pinheiro Chagas
Estoril, Portugal
Amilcar José São Miguel de
Oliveira Ponta Delgada, Portugal
Smain Larbi Ghomri Oran,
Algeria
Marcus Schwaeppe Lisbon,
Portugal
Essaid Choufani Casablanca,
Morocco
Lahcen Jákhoukh Port Gentil,
Gabon
Houssaini Chafi k Essakalli
Casablanca, Morocco
Gilles Bona Libreville, Gabon
Luis Mora Díez Tarifa
Benjamin de Haas Madrid
José Luis Gutiérrez Sánchez
Alcobendas
José Luis Méndez Pérez Vigo
Christian Mennesson Saint
Nazaire, France
Willy Salamon Dunkirk, France
Klaus D. O. Gründler Secretary,
Germanischer Lloyd, Madrid
51

52
MARITIME SERVICES
Committees and Commissions
MEXICAN COMMITTEE
Luis M. Ocejo Rodríguez
Chairman, Mexico, D.f
Juan Pablo Vega Arriaga
Vice Chairman, Mexico, D.f
Rodolfo Mora Cordero
Mexico, D.f
Gabriel Delgado S.
Cd. del Carmen, Camp.
Edzard zu Knyphausen
Mexico, D.f
Martín de la Peña Orantes
Mexico, D.f
José Luis Endrino Nevado
Ensenada B.C
Irma Muñoz Reyes Mexico, D.f
Armando Rodríguez García
Mexico, D.f
Gerardo Sánchez Schutz
Tampico, Tamps
Raúl Téllez Villagra Mexico, D.f
Amado Yáñez Osuna
Cd. del Carmen, Camp.
Pedro Velázquez San Miguel
Secretary, Germanischer Lloyd,
Mexico, D.f .
CYPRUS COMMITTEE
Heinrich Schoeller Chairman,
Limassol
Eugen H. Adami Limassol
Peter Bond Limassol
Nigel D. Cleave Limassol
Hermann Eden Limassol
Jürgen Hahn Limassol
Prabhat Jha Limassol
Eberhard Koch Limassol
Martina Meinders Limassol
Keith Obeyesekera Limassol
Chrysostomos Papavassiliou
Limassol
Philippos Philis Limassol
Holger Pittelkau Limassol
David Price Limassol
Gerhard Rüther Limassol
Eas Tchacos Limassol
Evgenios Koumoudhis Secretary,
Germanischer Lloyd (Cyprus) Ltd.,
Limassol
HELLAS COMMITTEE
Capt. Vassilis C. Constantakopoulos
Chairman, Athens
Konstantinos Aggelou Glyfada/
Athens
Michael Bodouroglou
Voula/Athens
Anthony Comninos Kastella/
Piraeus
Nicolaso Coronis Kifissia/Athens
Leonidas Demetriades-
Eugenides Glyfada/Athens
Iakovos Doucas Glyfada/Athens
Capt. Georgios Fytoussis
Glyfada/Athens
Nicholas G. Inglessis Palaio Faliro/
Athens
Costas G. Kokkalas Elefsis
Dr Panos Laskaridis Kifissia/
Athens
Dimitrios Lemonidis Palaio
Faliro/Athens
Kriton Lentoudis Athens
Prodromos Mademtzoglou
Athens
Antonis Maniadakis Heraklion/
Crete
Dimitrios Melissanidis Piraeus
Nicholas G. Moundreas
Piraeus
Simos P. Palios Palaio Faliro/
Athens
Prof. Dr.-Ing. Apostolos Papanikolaou
Zografou/Athens
Nicolas A. Pappadakis Koropi/
Athens
Michael C. Phostiropoulos
Peristeri/Athens
Aristides J. Pittas Maroussi/
Athens
Dr Theophilos Priovolos Athens
George Procopiou Glyfada/
Athens
Iraklis Prokopakis Piraeus
Costas Psaltis Piraeus
Nick J. Saridis Piraeus
Nicolaos Savvas Piraeus
Dimitrios A. Sfi cas Kallithea/
Athens
Theodore J. Triphyllis Piraeus
Nikolas P. Tsakos Athens
Athanasios Reisopoulos
Secretary, Germanischer Lloyd
Hellas E.P.E., Piraeus
HELLENIC TECHNICAL
COMMITTEE
Dimitrios Korkodilos Chairman,
Maroussi/Athens
Eleftherios Albertis Neo Faliro/
Athens
George Alexandridis Glyfada/
Athens
Andreas Angelidakis Glyfada/
Athens
Konstantinos Bletsas Piraeus
Michael Chorianopoulos Athens
Capt. John Drakoyiannopoulos
Palaio Faliro/Athens
Dimitrios Heliotis Kastella/
Piraeus
Nikolaos Hondos Piraeus
Anastasios Kalogiannis
Maroussi/Athens
Michalis Konstantopedos
Glyfada/Athens
Michalis Kostakos Glyfada/
Athens
George Kotsifi s Palaio Faliro/
Athens
Demetrios Koukoulas Maroussi/
Athens
Paul Labrinakos Athens
Elias Ladas Maroussi/Athens
Lymperis Lymperopoulos
Maroussi/ Athens
George Linas Piraeus
Manos Migadis Glyfada/Athens
Alexandros Pavlidis Piraeus
Efthimios Pavlou Piraeus
Pavlos Perakis Peristeri/Athens
Kostantinos Polydakis Piraeus
Georgios Poularas Halandri/
Athens
Athanasios Saloufas Palaio
Faliro/Athens
Nicholas Skiadaresis Vari/Athens
Panagiotis Soulis Athens
Kostantinos Stassis Glyfada/Athens
Stefanos Tsonakis Athens
Dimitrios E. Valavanis Piraeus
Dimitrios Vastarouchas Piraeus
Kostas Vlachos Piraeus
Dimitrios Vitzileos Kifissia/
Athens
Athanasios Reisopoulos
Secretary, Germanischer Lloyd
Hellas E.P.E., Piraeus
KOREAN SHIPBUILDING
COMMITTEE
Yeong-Soo Bae Chairman,
Gyeongsangnam-do
Ho-Chung Kim
Jeollanam-do
Norbert Baas Seoul
Hyon-Soo Bong Seoul
Tae-Ik Cho Gyeongsangnam-do
Tae-Yearn Cho Seoul
Tae-Young Chung Daejeon
Dae-Yoon Han Ulsan
Dae-Mong Huh Seoul
Hyung-Taek Jung Seoul
Seog-Hwan Kang Seoul
Young-Min Kim Seoul
Soo-Young Kim Busan
Hae-Ryong Kweon Busan
Joo-Suk Kwon Busan
Oh-Yoon Kwon Seoul
Gi-Yuk Lee Busan
Young-Man Lee
Gyeongsangnam-do
Kyu-Yeol Lee Seoul
Soo-Kwan Oh Busan
Beom-Shik Park Seoul
Jin-Soo Park Busan
Tae-Ho Park
Gyeongsangnam-do
Hyun-Sang Shim
Jeollanam-do
Joon-Sup Shin Busan
Sung-Soo Shin
Gyeongsangnam-do
Jeong-Kyu Song Seoul
Jeong-Seon Won Seoul
Sang-Heun Yim Ulsan
Myung-Cheol Yoon Ulsan
Eau-Hak Jung Secretary,
Germanischer Lloyd Korea, Busan
ANNUAL REPORT 2009

KOREAN HULL TECHNICAL
COMMITTEE
Soon-Sik Lee Chairman, Ulsan
Gyu-Il Chae Ulsan
Chang-Woo Choi Ulsan
Jee-Hoon Choi Okpo
Young-Min Choi Changwon
Hong-Il Im Ulsan
Sung-Eun Kim Changwon
Bo Eun Kim Busan
Chang Hyun Lee Geoje
Dong-Uk Lee Geoje
Sang-Bock Lee Changwon
Seung-Han Moon Seoul
Yeong-Tae Oh Seoul
Dong-Kun Park Busan
Hyun-Soo Park Busan
Jong Woo Park Geoje
Young-Woong Ryu Mokpo
Cheol-Ju Tak Tongyoung
Yeong-Gyu You Mokpo
Jai-Oh Sun Secretary,
Germanischer Lloyd Korea, Busan
KOREAN INDUSTRY COMMITTEE
Seung-Nam Yoo Chairman, Ulsan
Jae-Kook Byun Changwon
Young-Chun Choi Changwon
Jong-Geol Choi Busan
Young-Eun Choi Changwon
Seong-Hwan Ha Changwon
Sang-Yong Han Incheon
Sung-Hee Hong Busan
Yong-Do Huh Busan
In-Soo Hwang Ulsan
Koog-Hyun Kim Changwon
Young-Chul Kim Seoul
Yang-Gyu Kim Kimhae
Tae-Sung Kim Busan
Jung-Soon Kim Busan
Won-Dam Kim Changwon
Jung-Ho Kim Seoul
Joong-Myoung Kim Busan
Young-Sik Kim Kyungam
Dae-Soon Kim Ulsan
Dong-Hu Kwak Kyungam
Jong-Joo Park Busan
Jung-Ho Park Busan
Dong-Hwan Park Ulsan
ANNUAL REPORT 2009
Jürgen Wöhler Seoul
Chang-Kyu Yi Busan
Kwang-Taek Yoo Changwon
Ki-Eob Yoon Ulsan
Sun-Ja Yun Changwon
Eau-Hak Jung Secretary,
Germanischer Lloyd Korea, Busan
POLISH COMMITTEE
Bogdan J. Szreder Chairman,
Szczecin
Zbigniew Banaszczuk Toruń
Andrzej Buczkowski Gdańsk
Zbigniew Karpinski Gdańsk
Krzysztof Kremky Gdynia
Piotr Kubicz Gdańsk
Włodzimierz Matuszewski
Szczecin
Włodzimierz Miadowicz
Kołobrzeg
Jacek Pabian Elbląg
Wacław Piotrowski Poznań
Marek Prowans Luxembourg,
LUX
Bogdan Szczesny Szczecin
Witold Schöneich Poznań
Leszek Trachimowicz Szczecin
Jan Warchol Kołobrzeg
Jerzy Wróbel Gdynia
Uwe Diepenbroek Secretary,
Germanischer Lloyd,
Poland,Szczecin
SCANDINAVIAN COMMITTEE
Hans Langh Chairman,
Pikis, Finland
Jonas Backman Donsoe, Sweden
Rolf Fiskerstrand Fiskarstrand,
Norway
Thorleif Holm Vaasa, Finland
Palmar Oli Magnusson Reykjavík,
Iceland
Tryggve Moeller Donsoe, Sweden
Terje Oerehagen Oslo, Norway
Percy Österström Norrkoeping,
Sweden
Alf Martin Sandberg Arendal,
Norway
Johan Snellman Rauma, Finland
Carl Wagle Oslo, Norway
Hans Tveitaskog Haugesund,
Norway
Torben Andersen Middelfart,
Denmark
Anders Poulsen Korsoer,
Denmark
Uwe Bullwinkel Secretary,
Germanischer Lloyd, Hamburg
TECHNICAL COMMITTEE
FOR NAVAL SHIPS
Rear Admiral (JG)
J. Cobus Visser Chairman,
Simon’s Town, RSA
Ltd. CmDr Mohammed M. R.
Al-Ghafri Muscat, Oman
Captain Musallam Saleh Said
Al-Rawahi Muscat, Oman
Rear Admiral D. Nelson
Dharmaweera Colombo,
Sri Lanka
Benjamin Duke Bristol, UK
Colonel Pil. Roberto Duraccio
Pretoria, RSA
Winfried Fräßdorf Hamburg,
Germany
Thomas Haake Lemwerder,
Germany
Yew Kwang Han Singapore
Commodore Hardiwan East
Jakarta, Indonesia
Peter Hauschildt Kiel, Germany
John Hudson Cumbria, UK
Captain Les Hutton Pretoria, RSA
Dr Patrick Kaeding Hamburg,
Germany
lain R. B. Kennedy Dunfermline
Fife, UK
Dr Hock Seng Koh Singapore
Commodore Richard J.
Longbottom Canberra, Australia
CPT Shanh Yuan Lu Singapore
Howard Mathers Bristol, UK
John R. Meldrum Rockingham,
UK
Vice Admiral Johannes Mudimu
Pretoria, RSA
Commander (SG) Horst
Oltmanns Riga, Latvia
COMMITTEES AND COMMISSIONS
Rear Admiral Antonios
Papadoulis Athens, Greece
Dr.-Ing. Dirk Postel Duisburg,
Germany
Major Narayanan Prakash
Singapore
Roy Quilliam Bath, UK
Commander Juris Roze Riga,
Latvia
Captain C. H. J. van Norden
The Hague, NL
Rob Vermeulen Pretoria, RSA
Rear Admiral Ioannis Vorrias
Athens, Greece
Rear Admiral (JG) Kevin J.
Watson Simon’s Town, RSA
Mangala P. B. Yapa Colombo,
Sri Lanka
John M. Young London, UK
F. Hugo Zietsman Simon’s Town,
RSA
Lorenz Petersen Secretary,
Germanischer Lloyd, Hamburg,
Germany
53

54
RULES
Classifi cation & Construction Rules 2009
We will gladly send you the current rules. Order forms are available on the Internet:
www.gl-group.com > Rules & Guidelines
I – SHIP TECHNOLOGY
Part 0
Classifi cation and Surveys 2009-05-01
Part 1 – Seagoing Ships
Chapter 1
Hull Structures 2009-05-01
Chapter 2
Machinery Installations 2009-05-01
Chapter 5
Structural Rules for Container Ships 2009-05-01
Supplementary Rules for Application of
Steel with Yield Strength of 460 N/mm² 2009-02-01
Chapter 23
Harmony Class – Rules on Rating Noise
and Vibration for Comfort, Cargo Ships 2009-07-15
Part 4 – Rigging Technology
Chapter 2
Guidelines for Design and Construction
of Large Modern Yacht Rigs 2009-07-01
Part 5 – Underwater Technology
Chapter 1
Diving Systems and Diving Simulators 2009-11-01
Chapter 2
Manned Submersibles 2009-11-01
Chapter 3
Unmanned Submersibles (ROV, AUV) and
Underwater Working Machines 2009-11-01
II – MATERIALS AND WELDING
Part 1 – Metallic Materials
Chapter 1
Principles and Test Procedures 2009-04-01
Chapter 2
Steel and Iron Materials 2009-04-01
Chapter 3
Non-Ferrous Metals 2009-04-01
Chapter 4
Equipment 2009-04-01
Chapter 5
Materials for Propeller Fabrication 2009-04-01
IV – INDUSTRIAL SERVICES
Part 1 – Wind Energy
Chapter 12
Guideline for the Continued Operation
of Wind Turbines 2009-01-01
V – ANALYSIS TECHNIQUES
Part 2 – Risk Analyses
Chapter 1
Guidelines for the Analysis of
Alternative Design and Arrangements 2009-07-15
VI – ADDITIONAL RULES
AND GUIDELINES
Part 6 – Modular Certifi cation System
Chapter 2
Guidelines for the Inspection of
Mechanical and Electrotechnical Products 2009-08-01
Part 11 – Other Operations and Systems
Chapter 2
Preliminary Guidelines for Safe Return
to Port Capability of Passenger Ships 2009-12-15
ANNUAL REPORT 2009

Chapter 9
Guidelines for the Condition
Assessment Program 2009-02-01
Part 12 – Environment Protection
Chapter 1
Guidelines for the Environmental Service System 2009-08-01
IACS COMMON STRUCTURAL RULES
AND GL COMPLEMENTARY RULES
Bulk Carriers
Common Structural Rules
Complementary Rules 2009-07-01
GL NOBLE DENTON GUIDELINES
Double Hull Oil Tankers
Common Structural Rules
Complementary Rules 2009-07-01
CD-ROMS
GL Rules and Programs 11.0
Selected Rules & Guidelines incl.
Programmed Hull Structural Rules for Specifi c Ship Types 2009
Poseidon ND 9.0
Strength-Assessment Tool for Hull
Structures of Seagoing Ships 2009
Renewables Certifi cation Guidelines 3.2
Guidelines of Germanischer Lloyd Industrial
Services GmbH, Renewables Certifi cation 2009
Reference Title Rev Issue date
0009/ND Self-Elevation Platforms – Guidelines for Elevated Operations 5 2010-03-31
0013/ND Guidelines for Loadouts 5 2010-03-31
0015/ND Concrete Offshore Gravity Structures – Guidelines for Approval of Construction, Towage and Installation 2 2010-03-31
0016/ND Seabed and Sub-Seabed Data Required for Approvals of Mobile Offshore Units (MOU) 5 2010-03-31
0021/ND Guidelines for the Approval of Towing Vessels 8 2010-03-31
0027/ND Guidelines for Marine Lifting Operations 9 2010-03-31
0028/ND Guidelines for the Transportation and Installation of Steel Jackets 4 2010-03-31
0029/ND Guidelines for Pipeline Installation 0 due 2010
0030/ND Guidelines for Marine Transportations 4 2010-03-31
0031/ND Guidelines for Floatover Installations 0 due 2010
0032/ND Guidelines for Moorings 0 due 2010
0033/ND Guidelines for Installing Subsea Equipment 0 due 2010
ANNUAL REPORT 2009
SOFTWARE
55

56 LOCATIONS
Know-How
on a Global Scale
Shipping, Oil & Gas, Renewables:
The GL global network of technical
services consists of more than
200 locations in 80 countries
GL Maritime Classifi cation
Fleet Service
Fleet Service
Management
Plan Approval Conversion
& ERS Modelling
ESP/CAP/CAS Handling Flag States/
PSC/IACS/IMO
Plan Approval & Technical
Customer Support
Ship Newbuilding
Ship Hull Strength,
Fatigue &
Plan Approval
Rule Development &
Committee Work
Ship Safety, Systems,
Equipment &
Plan Approval
Ship-Type-Related
Technical Support
Damage & Repair
Statutory Plan
Approv al & Technical
Customer Support
Cargo Handling,
Stowage &
Plan Approval
Damage Analyses
Machinery & Electrical Systems, Components,
Materials and Processes
Combustion Engines
& Emission
Certifi cation
Propulsion &
Gearing Systems
Electrical Systems Automation,Navigation
& Communication
Systems
System Engineering &
Components
Materials & Corrosion
Protection
Welding & NDT Container Technology Steam Boilers &
PED/TPED
Pressure Vessels &
Underwater Technology
Marine Equipment
Directive (MED)
Manufacturing
Processes
Strategic Research and Development
GL Maritime Solutions
Training (Product
Development)
Fleet-Management
& Ship Operations
Software
Training (Delivery) Systems Certifi cation
Simulation-driven
Design Software
Acoustic
Fluid Dynamics Fluid Engineering Experimental
Investigations
Structures Risk Assessment &
Mechanical Engineering
GL offi ces
ANNUAL REPORT 2009

GL Noble Denton
Verifi cation,
Certifi cation
ANNUAL REPORT 2009
Industrial Inspection Advanced Analysis &
Engineering Consulting
Asset Integrity Asset Optimization Safety & Risk
Software Solutions Marine Warranty Marine Consulting
Marine Casualty Marine Operations Dynamic Positioning
Project Management Transport & Installation Due Diligence
Construction
Monitoring
Design
GL Garrad Hassan
Environmental
Assessment
NETWORK
Project Development Wind &
Energy Analysis
Owner’s Engineering Performance/
Condition Assessment
Strategic &
Policy Studies
Due Diligence/
Turbine Consulting
Training Forecasting
Wind Measurements Solar Turbine Engineering
Marine Renewables Project Management
– Offshore
Offshore Engineering
Marine Warranty Certifi cation Measurements
Inspection Bladed SCADA
WindFarmer
57

58
PHOTO CREDITS/IMPRINT
PHOTO CREDITS
We gratefully acknowledge the permission granted by the following companies, institutions and persons to
include their pictures in this Annual Report:
AIDA Cruises Page 25
Ali Badri Pages 1, 12
Attila kz Page 17
Bard Page 23
Christian Eiche/REpower Systems AG Page 19
David Iliff Page 33
DOTI 2009 Page 22
Dreamstime Pages 20, 34, 35, 37
DSME Page 26
Ellie Johnston Page 34
Hans Hillewaert Page 22
Hyundai Page 32
I.M. Skaugen SE Page 46
All other photos are copyright of the GL Group.
Imprint
iStockphoto Pages 4, 21, 24, 25, 49, 50, 52, 54
Lukoil Page 16
Meyer Werft Page 32
Michael Bogumil Pages 6, 8, 9, 10, 11, 48
Neptun Stahlkonstruktion GmbH Rostock Page 36
Nordcapital/Sabine Vielmo Pages 25, 29
OJO Images Pages 25, 29
PantherMedia Pages 1, 42
Photocase Pages 30, 44
Remontowa Page 36
Shell International Ltd Page 14
Dirk Weishaar/absolut Page 1
Annual Report 2009 Germanischer Lloyd Aktiengesellschaft Copy deadline 1 April 2010 Published by Germanischer Lloyd Aktiengesellschaft,
Hamburg, Germany Editorial Director Dr Olaf Mager, Corporate Communications Managing Editor Stefanie Normann-Birkholz Contributions
Steffi Gößling, Martina Monderkamp, Dr Pierre C. Sames Design and Conception printprojekt, Schulterblatt 58, 20357 Hamburg, Germany
Layout Oliver Lohrengel Translations Eugen Klaußner, Andreas Kühner Repress Fire Department Printed
by Media Cologne, Cologne Subscription Service This annual report can be obtained from publications@
gl-group.com Reprint © Germanischer Lloyd Aktiengesellschaft 2010 Enquiries to Germanischer Lloyd
AG, Corporate Communications, Brooktorkai 18, 20457 Hamburg, Germany, Phone: +49 40 36149-6395,
Fax: +49 40 36149-250, E-Mail: pr@gl-group.com
This product was
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ANNUAL REPORT 2009

GL Group
Head Offi ce
Brooktorkai 18
20457 Hamburg
Germany
Phone: +49 40 36149-0
Fax: +49 40 36149-200
E-Mail: headoffi ce@gl-group.com
www.gl-group.com
www.gl-nobledenton.com
www.gl-garradhassan.com
www.gl-maritime-software.com
www.friendship-systems.com
www.futureship.net
GL NOBLE DENTON
Region Americas
Suite 900
5177 Richmond Avenue
Houston, TX 77056
USA
Phone: +1 713 586-7000
Fax: +1 713 586-7007
E-Mail: glnobledenton@gl-group.com
GL GARRAD HASSAN
Region North Americas
45 Main Street
Suite 302
Peterborough, NH 03458
USA
Phone: +1 603 924-8800
Fax: +1 603 924-8805
E-Mail: info.usa@garradhassan.com
GL MARITIME
Region Americas
Suite 900
5177 Richmond Avenue
Houston, TX 77056
USA
Phone: +1 713 543-4337
Fax: +1 713 543-4370
E-Mail: gl-americas@gl-group.com
Peterborough
Houston
Region Europe
Brooktorkai 18
20457 Hamburg
Germany
Phone: +49 40 36149-7700
Fax: +49 40 36149-1781
E-Mail: glis@gl-group.com
Bristol
Region IEMEA
St Vincent’s Works
Silverthorne Lane
Bristol, BS2 0QD
UK
Phone: +44 117 972-9900
Fax: +44 117 972-9901
E-Mail: info@garradhassan.com
Region
Europe/Middle East/Africa
Brooktorkai 18
20457 Hamburg
Germany
Phone: +49 40 36149-4018
Fax: +49 40 36149-4051
E-Mail: gl-ema@gl-group.com
Hamburg
Cairo
Bangalore
Kuala Lumpur
Region Middle East/Africa
Zahret El-Maadi Tower
66, Cornich El-Nile, El-Maadi
35th Floor, Apartment 2
11431 Cairo
Arab Republic of Egypt
Phone: +20 2 25287295
Fax: +20 2 25287294
E-Mail: glnobledenton@gl-group.com
Region Asia
1st Floor, 4th Cross, Sampige Road
494/11 U.P. Royal Building
Malleshwaram
Bangalore, 560003
India
Phone: +91 80 4271-7979
E-Mail: mste@gl-group.com
Shanghai
Melbourne
Region Asia/Pacifi c
Room 3201–3220, Shanghai Central Plaza
381, Huaihai Middle Road
Shanghai 200020
People’s Republic of China
Phone: +86 21 6141-6700
Fax: +86 21 6391-5822
E-Mail: gl-asia.pacifi c@gl-group.com
Region Asia/Pacifi c
Level 39, Menara Ambank
No. 8, Jalan Yap Kwan Seng
50450 Kuala Lumpur
Malaysia
Phone: +60 3 2160-1088
Fax: +60 3 2160-1099
E-Mail: glnobledenton@gl-group.com
Region Pacifi c
Suite 25, Level 8
401 Docklands Drive
Docklands, Melbourne
Victoria, 3008
Australia
Phone: +61 3 9600-1993
Fax: +61 3 9602-1714
E-Mail: info.au@garradhassan.com
0E002 2010-04
GL Group Annual Report 2009