The drive you deserve - Schiff & Hafen

NOVEMBER 

DECEMBER | 4 | 2009 

www.shipandoffshore.net 

Classification: 

underwater noise 10 

Energy-effective technologies: 

Green Ship Project 18 

Offshore platform: Hurricane 

resistant design 32 

The international publication of 

The drive you deserve 

Our product range comprises 

azimuth propulsion systems, 

manoeuvring and take-home 

devices, and also complete 

conventional propulsion 

packages rated at up to 30 MW. 

Through our worldwide sales 

and service network we offer 

economical and reliable solutions 

for vessels of a wide range of 

different sizes and types. So we 

can provide the right thrust for 

your vessel. 

www.schottel.de

supply industry | offshore wind energy 

maritime logistics | marine technology 

04-06 May 2010 

10:00 to 18:00 o’clock 

Rostock 

www.hansemesse.de 

International trade fair 

Fair forum 

for product presentation 

International logistics conference 

Offshore conference 

Foreign trade day of the 

German Association for Small and 

Medium-sized Businesses 

International contact forum 

B2B@BalticFuture 

Workshops and seminar on futureoriented 

topics of the sector 

The international trade fair of the maritime industry - BalticFuture - provides 

an ideal platform for this innovative sector. The key topics of the opening trade 

fair, marine supplier industry, offshore wind energy and marine logistics, will 

be supplemented by another seminal topic in 2010 - marine technology. Both 

trades cooperate intensively regarding interfering technology, development 

and implementation opportunities in the economic area Baltic Sea Region. 

Here, they get the chance to present themselves on a cross-sector basis. 

The topic offshore wind energy is of increasing importance for the Baltic Sea 

Region. Specialized vessels and professional project services are needed for 

the construction and operation of numerous wind farms. The BalticFuture 

is considered as a node for planners of innovative projects in the Baltic Sea 

Region. The State Fair Centre of Mecklenburg-Vorpommern with its proximity 

to the Baltic Sea and the maritime economy located there ensures optimum 

conditions for a sustainable establishment of the conference fair. 

Registrations and further information at: 

www.baltic-future.com

COMMENT | OFFSHORE 

Leon Schulz M.Sc. 

Managing Editor 

Malta 

leon.schulz@dvvmedia.com 

Dr.-Ing. Silke Sadowski 

Editor in Chief 

Hamburg 

silke.sadowski@dvvmedia.com 

20% steel – 

80% technology 

It is hardly surprising that many offshore 

companies are based around the North Sea. Its harsh 

environment has prompted the development of many 

technically advanced and innovative solutions. Norway 

is one of the thriving countries dedicated to the offshore 

industry and is optimistic about the outlook. With the oil 

price predicted to rise significantly in the next few years, 

the cluster of Norwegian offshore companies hopes for 

newbuilding orders to take off from the middle of next 

year. 

Apart from Norway and other established market players 

including Singapore, Korea and more recently Brazil, 

China has now also begun to build complex offshore 

vessels. In this issue, we describe the two sister ships 

Boa Thalassa and Boa Galatea built by Bergen Group Fosen 

in Norway (p. 30), as well as the Norwegian Ulstein PX105 

design, currently under construction in China (p. 36). 

The optimistic industry is looking beyond the North Sea to 

develop new challenging offshore areas, such as the deep 

sea off Brazil, the polar regions and offshore India. There 

is a need for new technology, cost-efficient vessels and 

environmental awareness. 

Offshore survey operators have reported increased 

problems working in deep seas due to sound masking 

resulting from underwater noise. Furthermore, from the 

environmental point of view, mammals are said to be 

experiencing difficulties communicating because of an 

increasing level of underwater noise. The classification 

society DNV has taken due note of this problem and is 

to publish the first ever notation for underwater noise, 

which we describe on p. 10. Another classification societ y, 

Germanischer Lloyd, is supporting deep-sea mining with 

its new rules for underwater techno logy (p. 34). 

In order to meet future environmental requirements, 

engine manufacturers and equipment suppliers have 

invested intensively in improving and developing 

their products. This issue presents innovations such 

as new scrubbers to clean SO X 

emissions (p. 20) and a 

new turbocharger (p. 26). We round up our focus on 

propulsion with an interview with Søren H Jensen, vice 

president of R&D, Low Speed Engines, on the subject of 

the Green Ship of the Future (p. 18). 

The publishers are proud to announce the following two 

decisions taken in the interests of further strengthening our 

market position and highlighting our presence in deep-sea 

shipping as well as the pioneering offshore market. First, 

we will be slightly amending our title to Ship&Offshore, 

which better reflects our editorial content, and second, 

thanks to the encouragement we have had from the 

market, we will be continuing our successful course by 

increasing our publication frequency to six issues per year, 

thus becoming a bi-monthly. 

We trust you will continue to appreciate our detailed 

c overage of the latest technologies and breakthroughs in 

the maritime industry and will enjoy reading this i ssue of 

Ship&Offshore.

In Focus 

26 

Shipbuilding & 

Equipment 

Maritime environment 

10 Notation for underwater noise 

Industry news 

15 Concept for new-generation car 

carrier presented 

16 “Weak-but-steady growth” 

17 Pioneering technology in the 

FellowSHIP project 

Green shipping 

18 Danish drive towards greener 

power 

Propulsion 

20 Scrubbers combat marine 

sulphur oxide emissions 

22 Calculations on the oil film in 

sterntube bearing 

Propulsion 

Ship propulsion systems, using for instance alternative 

fuels or innovative propeller designs, make a major contribution 

to improving environmental protection. Fuel consumption 

and emissions can be significantly reduced 

thanks to new propulsion technology. And with attention 

to details, underwater noise can also be minimised. 

as from page 20 

Classification 

Nowadays, classification societies are innovative, pay 

attention to every detail and cooperate closely with the 

shipbuilding industry as well as deep-sea and offshore 

operators. Their great expertise is highly sought after in 

the search for new solutions to current requirements, 

especially for Arctic und deep-sea offshore operations. 

page 10 and 34 

Compendium Marine Engineering 

Operation – Monitoring – Maintenance 

After the great success of the German edition now available in English! 

Find out more about this compendium and 

order your copy at www.shipandoffshore.net/cme. 

4 Ship & Offshore | 2009 | N o 4

CONTENT | NOVEMBER/DECEMBER 2009 

30 

32 

Shipbuilding & 

Equipment 

Propulsion 

26 MAN-Diesel: Latest 

product developments 

Industry news 

28 Laser shaft alignment system 

28 Intelligent sensors 

28 Cooling pumps to cut energy 

consumption 

Please visit us at 

Marintec China 

Stand 2A55 

Offshore & 

Marine Technology 

Offshore oil & gas 

30 Electromagnetic sisters serving 

the oil & gas industry 

32 Hurricane resistant offshore 

platform design 

Ocean mining 

34 Support for deep-sea mining 

Newbuildings 

36 Flexible Platform Supply Vessels 

from China 

Renewable marine energy 

38 Efficient transition piece installation 

for wind farms 

Shipping & 

Ship Operation 

Navigation 

48 Satellite Reception of AIS Signals 

Industry news 

50 Weather warning by satellite 

52 KASI Malaysia extends its R&D 

capabilities 

53 New VSAT antenna 

54 Full-service counter-piracy 

organisation 

Regulars 

COMMENT ........................... 3 

NEWS & FACTS ................... 6 

BUYER‘S GUIDE ................ 39 

NEW SHIPS ....................... 58 

IMPRINT ............................. 59 

ABB Turbocharging. 

Don’t take chances. 

Original ABB spare parts are your assurance of 

the highest quality and precision. For further 

information please contact your nearest ABB 

Turbocharging service station. 

www.abb.com/turbocharging 

Ship & Offshore | 2009 | N o 4 5

INDUSTRY | NEWS & FAKTS FACTS 

ENC 

harmonisation 

Cruise ferry Cruise Europa now sails between Italy and Greece 

Cruise Europa has taken up service 

Minoan Lines | Fincantieri shipyard of Castellammare 

di Stabia delivered the Cruise Europa, 

third in a series of four innovative cruise ferries 

ordered by the Italian shipping group Grimaldi 

Group, Napoli, and co-financed by the European 

Investment Bank (EIB). For the EIB, the operation 

is in line with the policy of investing in the 

so-called Motorways of the Sea. 

With a length of 225 metres and a width of 31 

metres, the Cruise Europa offers 3,000 lane metres 

of trucks, trailers, coaches and vans, 250 passenger 

cars, and can carry up to 3,000 passengers. 

For accomodation the vessel has 413 cabins, of 

which there are 18 owner’s suites and 50 junior 

suites, in addition to 542 reclining seats. The 

cruise ferry (54,310 gt) sails with a service speed 

of 28 knots. 

Cruise Europa now serves the daily route Ancona– 

Igoumenitsa–Patras v.v of Minoan Lines, a Greek 

shipping company and member of the Grimaldi 

Group. 

Cruise Europa has been set with high standards 

similar to those of a cruise ship, both regarding 

the public areas and the cabins, as well as for 

the entertainment services on board. Two restaurants, 

wellness and fitness areas, a supermarket, 

two lounges for truck drivers, a conference 

centre, shops, internet point, a children’s playground 

are among the various amenities offered 

onboard. 

Navigation | The Norwegian 

H ydrographic Service (NHS) 

and the Directorate of Hydrography 

and Navigation (DHN) 

of the Brazilian Navy have 

signed a bilateral agreement to 

formalise the exchange of data, 

services, and sharing of expertise 

in the field of hydrography 

in order to enhance international 

maritime safety and protection 

of the environment and 

to avoid duplication of efforts 

between the participants. 

As a result of this agreement, 

Brazil now becomes a member 

of the PRIMAR regional ENC coordinating 

centre (RENC) operated 

by the NHS and will make 

the Brazilian ENCs directly 

available through the PRIMAR 

ENC service. Currently the ENC 

coverage in the Brazilian waters 

consists of 94 ENC cells. 

This agreement means that 

PRIMAR is now able to release 

the Brazilian ENCs directly. 

Brazil is a key partner for PRI- 

MAR and this cooperation will 

contribute to Primar’s efforts to 

harmonise ENCs globally. 

Modernization of the MRCC 

New sloshing guidelines 

GMDSS | Originally initiated by 

the Lithuanian Armed Forces 

the modernization of the Maritime 

Rescue Control Center 

(MRCC) Klaipeda and the infrastructure 

of the Lithuanian 

part of the Global Maritime 

Distress and Safety System 

(GMDSS) was finalized. 

Lithuanian GMDSS is a national 

scale solution and is intended 

for use in the interest of 

the Lithuanian Armed Forces 

The Lithuanian MRCC 

in Search and Rescue (SAR) operations, 

as well as sea border 

monitoring. The system consists 

of one control centre in 

Klaipeda and four remote sites 

and covers the entire GMDSS 

zone of Lithuania. 

The scope of modernization by 

Transas Scandinavia AB included 

re-equipping the sites, establishing 

of a new control centre 

and re-organizing the communication 

system. The complexity 

of the task is characterized 

by the need not only to supply 

and install new equipment, but 

also to relocate and integrate already 

existing equipment into 

the modernized system. The 

main task was to provide a 24/7 

monitoring service using CCTV, 

VHF and MF/HF, supporting 

both voice as well as DSC communication 

channels. 

LNG | Lloyd’s Register has 

published a new guidance 

document for the design of 

membrane-technology liquid 

natural gas containment systems. 

The document is aimed at 

improving design procedures 

with respect to sloshing forces 

and has been used as part of 

the appraisal process for the 

approval of the largest LNG 

carriers built to date – the Q- 

Max type ships. 

The principal factors that affect 

the behaviour of the fluid 

motion are the tank shape, fill 

height and the ship’s motions. 

As a consequence of this motion, 

high impact forces can 

occur on the tank boundaries 

and this document concerns itself 

with the design procedures 

necessary to assess the strength 

of the tank boundary to these 

sloshing impacts. 

LNG sloshing is said to be a 

very complex issue as there are 

many aspects that are difficult 

to address explicitly by calculation 

or testing. Recently, there 

have been several incidents involving 

damage to LNG membrane 

tanks and the approach 

adopted in the document provides 

guidance on the processes 

necessary to ensure that these 

incidents will not recur. 

The guidance mainly applies 

to membrane tank LNG ships 

with a barred fill range typical 

of the vast majority of membrane 

tank LNG ships in current 

operation. It can also be 

applied for the assessment of 

membrane tank LNG ships at 

offshore terminals or for LNG 

ships with no barred fill range. 


Jack-up barge under construction 

Gulf Marine Services | A uniquely 

designed self-propelled, 

self elevating jack-up barge is 

currently under construction 

in Abu Dhabi, United Arab 

Emirates. Gulf Marine Services 

(GMS) has developed the GMS 

Endurance along with Gusto 

MSC. 

The barge incorporates an operating 

water depth of up to 

65 metres, accommodation 

for 150 persons, deck space 

of 1,000m 2 , deck load of 

11,350 tonnes, self propelled 

DP2 (dynamic positioning), 

heavy lift crane capacity of up 

to 350 tonnes and four legs for 

faster jacking on location. 

This new self-propelled jackup 

barge design is set to operate 

in deeper waters and harsh 

environments. The design’s 

flexibility is said to be suited to 

a wider range of opportunities 

GMS Endurance, first of two new Gusto 2500X vessels 

than existing vessels currently 

in the market. Offshore accommodation 

& construction, 

well intervention & workovers 

and drilling completions are 

some of the key oil & gas sectors 

GMS Endurance has been 

targeted to work in. 

The GMS Endurance is the first 

of two new Gusto 2500X vessels 

planned by GMS over the 

next 12 months. 

New Austal high-speed catamaran 

Artist‘s impression of the new Austal catamaran 

Fast ferry | Austal will build 

its biggest catamaran to date 

following an order from Denmark’s 

Nordic Ferry Services. 

The order involves the design 

and construction of a 113-metre 

high-speed vehicle-passenger 

ferry, designed to carry 

1,400 passengers and 357 cars 

between Rønne, on the Danish 

island of Bornholm, and Ystad 

in south-east Sweden. The vessel 

will be built at the Austal 

facility in Henderson, Western 

Australia, and is scheduled for 

delivery in May 2011. 

The new vessel will be powered 

by four MAN Diesel 20V 

28/33D engines, each delivering 

9,100 kW at 1,000 rpm for 

100% MCR. Additionally, the 

engines have an overload capacity 

for a limited time (max. 

one hour every six hours) 

and can deliver 10,000 kW at 

1,032 rpm (110% MCR). 

The engines will be among 

the first to be turbocharged by 

MAN Diesel’s new TCA 33 (see 

page 26) generation. Due to a 

higher pressure rate, the new 

turbocharger is said to reach 

values of up to 500 kW per cylinder. 

The new vessel will have 

a maximum speed of 40 knots. 

Det Norske Veritas will survey 

the catamaran’s construction, 

ensuring compliance with the 

IMO’s HSC code. 

With a maximum speed of 40 

knots, the new vessel will deliver 

an improved transportation 

service to Bornholm residents 

while also meeting the seasonal 

demand generated by holiday-makers. 

The Rønne-Ystad 

route already employs another, 

86-metre, Austal catamaran – 

Villum Clausen – that entered 

service in 2000. 

Bornholm has some 43,000 inhabitants 

and is visited annually 

by about 630,000 tourists. 

IN BRIEF 

VSAT | The new Ku-band 

VSAT satellite called Telstar 

11N, launched earlier this 

year, has taken up service 

and its footprint has now 

been added to several 

satellite service providers. 

The Atlantic Ocean beam 

has meant a significant 

improvement for maritime 

VSAT communications, 

targeting the shipping 

industry sailing between 

North-America and Europe, 

including the Caribbean 

and West Africa. 

Wärtsilä | An agreement 

has been signed whereby 

Wärtsilä becomes the 

exclusive supplier of bilge 

water treatment units to 

the Stolt-Nielsen group. 

The agreement ensures 

that newbuildings and 

retrofits of existing Stolt 

vessels will be fitted with 

Wärtsilä Senitec M-series 

bilge water treatment 

units and Wärtsilä Senitec 

BilgeGuard(TM) bilge discharge 

monitoring systems. 

Cargotec | As part of the 

strategy to strengthen its 

global support for Mac- 

Gregor products, Cargotec 

has opened up new service 

stations in Zeebrugge 

in Belgium, Esbjerg in 

Denmark, Liverpool in the 

United Kingdom, Cadiz and 

Ferrol in Spain, Kaohsiung 

in Taiwan, and Balboa in 

Panama. 

ShipConstructor | In recognition 

of today’s challenging 

economic times, 

the newly released version 

of ShipConstructor® 

Software (2008 R4.4) is 

designed to allow customers 

using the level licensing 

option to have 50% more 

parts per level. The increase 

is targeted at small 

and mid-size clients who 

will now be able to design 

and model larger vessels 

and work on larger projects 

with other designers and 

shipyards, thus opening 

up new revenue streams. 

For enterprise level clients, 

ShipConstructor still offers 

“unlimited” level options. 


INDUSTRY | NEWS & FACTS 

IN BRIEF 

Sale | Odense Steel Shipyard, 

Lindø, has entered 

into an agreement on the 

sale of Loksa Laevatehase 

AS (Loksa Shipyard) to a 

consortium consisting of 

AS Frelok, Crown Solution 

OÜ and OÜ Stako Diler, all 

Estonia. Lindø Shipyard’s 

orders at Loksa Shipyard 

will be delivered according 

to the original plan. 

Lloyd’s Register | A new 

global Energy business has 

been launched by Lloyd’s 

Register Group. This has 

been formed by merging 

its Oil & Gas and Chemicals 

& Power divisions and 

underlines Lloyd‘s Register‘s 

commitment to become 

the leading provider 

of independent assurance 

services to the energy and 

transportation industries. 

STX Europe | The keel of 

a ferry to be built for P&O 

Ferries was laid at STX 

Europe. When completed 

in 2010, this vessel will be 

the largest ferry in the English 

Channel. There will be 

space for more than 180 

freight vehicles and, additionally, 

up to 195 tourist 

vehicles. The vessel will be 

capable of carrying up to 

1,750 passengers. 

Thorium LRIT | Collecte 

Localisation Satellites (CLS) 

and Iridium Communications 

Inc. announce that 

the U.S. Coast Guard has 

type-approved the CLS 

Thorium terminal for 

Long-Range Identification 

and Tracking (LRIT). The 

type approval clears the 

way for CLS America to 

equip ships sailing under 

the U.S. flag to comply with 

the international LRIT carriage 

requirements. 

Hamworthy Krystallon | 

Fluid handling systems 

supplier Hamworthy has 

acquired Krystallon Limited, 

the company that 

pioneered gas scrubber 

development. Hamworthy 

Krystallon will be part of 

the Inert Gas Systems division. 

eInvoice 

platform 

E-Commerce | The French container 

shipping company CMA 

CGM is piloting INTTRA’s 

Web-based eInvoice solution 

with select customers in North 

America. The e-commerce platform 

for the ocean freight industry, 

INTTRA, enables CMA 

CGM and its customers to submit, 

receive, review and process 

invoices more efficiently and 

accurately. CMA CGM’s pilot 

program is said to introduce an 

industry invoicing platform for 

streamlining the submission, 

dispute resolution and payment 

processes for the ocean shipping 

industry. Until now, these processes 

included many manual 

steps that limited accuracy and 

increased operational costs. In 

addition, customers have had to 

navigate multiple systems across 

the industry when doing business 

with different carriers. 

Delivery of jack up drilling rig 

Perro Negro 6 | Jack-up drilling 

rig hull L202 or Perro Negro 6, 

which was built at Drydocks 

World – Graha, was recently 

delivered to Saipem (Portugal) 

Comercio Maritimo Sociedade 

Unipessoal LDA. Drydocks 

Perro Negro 6 

World – Graha is one of the 

three yards located on Batam 

Island, Indonesia, and is a part 

of Drydocks World-Southeast 

Asia Pte. Limited (DDW-SEA), 

the Southeast Asian subsidiary 

of Drydocks World 

Perro Negro 6 is a new generation 

MSC CJ46-X100D jack-up 

drilling rig, equipped for high 

pressure, high temperature 

drilling environments, with 

the capability of operating at 

110 metres water depth and 

9,100 metres drilling depth. 

The design features a large Variable 

Deck Load (VDL), extended 

deck space and 70 ft and 

20 ft X-Y cantilever with an automated 

pipe racking system. 

As one of the four identical 

Jack-Up Drilling Rigs at Drydocks 

World – Graha, Perro 

Negro 6 is said to conform to 

the latest standard of jack-up 

drilling rig requirements. 

New passenger boarding bridge 

Team Passenger Boarding Bridge at the port of Barcelona 

Port of Barcelona | Team, Barcelona 

based designer and manufacturer 

of passenger boarding 

bridges for cruise and ferry terminals, 

has recently completed 

the installation of the first of 

two new generation Passenger 

Boarding Bridges (PBBs) of the 

Creuers Barcelona class. They 

are to operate at the A and B 

cruise terminals on the Adossado 

Quay in the port of Barcelona, 

Spain. The bridge was successfully 

placed into operation 

during the inaugural call of the 

Carnival Dream to the Mediterranean 

cruise port. 

Team was contracted by cruise 

operator Creuers del Port de 

Barcelona S.A. to design, manufacture 

and deliver these PBBs, 

capable of serving the current 

fleet of mega cruise ships like 

the Carnival Dream, the Norwegian 

Epic and the Oasis Class 

vessels of Royal Caribbean, 

which are equipped with overhanging 

life boats. 

Team’s new generation Creuers 

Barcelona class PBB can move 

along the whole quay and is 

able to connect with the various 

levels of the cruise ship entry 

doors. The seaside cabin of 

the PBB is equipped with an integrated 

hydraulically powered, 

telescopic tunnel and docking 

ramp that, when attached to 

the side of a cruise ship, automatically 

follows the vessel’s 

movements and will immediately 

undock in the event of an 

emergency. This PBB provides 

6 meters clearance for the overhanging 

life boats. The clearance 

underneath the structure 

allows continuous truck and 

supply traffic on the quayside. 

Team’s Passenger Boarding 

Bridges are compliant with all 

international safety and security 

standards. 


Black-water 

order 

Jets Vacuum | Three times larger 

than the old Invincible class, 

the new British Royal Navy Aircraft 

Carriers HMS Queen Elisabeth 

and HMS Prince of Wales 

will be the largest warships ever 

built in Europe. 

Large ships of novel design, the 

building of these Carriers offers 

formidable challenges for all 

parties involved. Jets Vacuum 

AS, Hareid, Norway, has been 

involved in assisting Babcock 

Integrated Technology Limited 

with the design of the black 

water system and has been 

awarded the contract for both 

vessels. 

As manufacturer of the vacuum 

toilet systems for the new UK 

Type 45 AAW destroyer, this 

equipment contract for the 

new aircraft carriers is considered 

an important milestone 

for Jets Vacuum. 

The new PSV 09 CD design of STX Norway Offshore 

Eco-friendly platform supply vessel 

STX Europe | A contract on a 

new ”eco-friendly” platform 

supply vessel has been signed 

between STX Europe and Deep 

Sea Supply Navegação Maritima 

Ltda in Brazil, a subsidiary 

of Deep Sea Supply in Arendal, 

Norway. The vessel is scheduled 

for delivery in 2012, and will be 

built at STX Brazil Offshore SA, 

part of STX Europe Group. 

STX Norway Offshore say they 

have been through an extensive 

R&D programme over the last 

two years and have developed 

the new PSV 09 CD design for 

good sea keeping performance, 

low fuel consumption and 

environmental friendly operations. 

The patent pending 

hull design is optimized for 

eco-drive in all weather conditions, 

and is designed with 

high focus on reduction of 

water resis tance in various conditions. 

The 87.9m long and 

19.0m wide vessel will have a 

deadweight of 4,700 t and high 

standard accommodation for 

26 persons. 

The vessel is also said to incorporate 

tailor-made features in 

terms of range, speed, capacity 

and cargo flexibility to attend 

the challenging requirements 

of exploration and production 

support operations in the newly 

discovered Brazilian “presalt” 

oil fields. 

EU LRIT DC in production 

Long Range Identification | The 

European Union Long Range 

Identification and Tracking of 

ships Data Centre (EU LRIT 

DC) entered in production following 

successful developmental 

testing. 

The EU LRIT DC is a combined 

effort of the European Commission, 

in cooperation with 

Member States, through the European 

Maritime Safety Agency 

(EMSA). The Agency is in charge 

of the data centre’s technical 

development, operation and 

maintenance. Currently, it is 

estimated that the EU LRIT DC 

is the biggest data centre of the 

whole international LRIT system. 

When all Member States’ 

ships are phased in by the end 

of 2009 it will track around 

10,000 ships, which will generate 

a minimum of 40,000 position 

reports per day. 

At present, there are 32 Member 

States, EFTA countries and 

Overseas Territories participating 

in the EU LRIT DC. This 

number may increase if other 

third countries join in the future. 

The EU LRIT DC covers an 

estimated 20 to 25 percent of 

the world fleet subject to LRIT. 

In addition to tracking EUflagged 

ships, the EU LRIT DC 

also provides Member States, on 

request, with the LRIT information 

of any third country vessel 

bound to, or sailing within, EU 

waters. So it is possible to track 

any ship within a 1,000 nautical 

mile zone of a participating 

state’s coastline, no matter what 

flag the ship is flying. 

All maritime authorities of the 

Member States, such as those 

in charge of Search and Rescue, 

Port, Coastal and Flag State responsibilities, 

are authorised 

users of the system. They can 

use the EU LRIT DC to better 

track their ships and consult or 

request position reports. 

To support the work of the 

competent maritime authorities 

of Member States, EMSA 

has set up a permanent monitoring 

function (Maritime Support 

Services). 

Transport of wind turbines on the BBC Konan 

Transport of wind turbines 

BBC Chartering | 140 wind turbine 

towers destined for the 

Greater Gabbard Wind Turbine 

Park, off the east coast of England, 

are in 36 shipments transported 

upright on board the 

BBC Chartering and Logistic 

ship BBC Konan. Fluor, the EPC 

responsible for the development 

of the wind park, requested 

that the nacelles be mounted 

with hubs, and the bottom tower 

sections be shipped with the 

electronics installed prior to the 

shipment. This meant that the 

tower sections had to be transported 

upright on custom-made 

transport foundations. Up until 

now, this has only been done 

on a barge in this way. 

Each bottom tower section, 

which is on deck in an upright 

position, weighs 90 tonnes and 

is 25m high. The forward position 

of the BBC Konan’s bridge 

means that the upright towers 

do not obstruct the crew’s view. 

The wind turbine blades measure 

52m in length, and the 

nacelles with the pre-mounted 

hubs are the heaviest pieces, 

weighing 177 tonnes each. 


SHIPBUILDING & EQUIPMENT | MARITIME ENVIRONMENT 

Fig. 1: Certain types of vessels are very sensitive to underwater noise 

Notation for underwater noise 

ACOUSTICS A low underwater noise level is an essential design feature for operation of certain 

ship types as well as when operating in environmentally sensitive areas. On 1 January 2010 

the first ever notation on underwater noise will be published by Det Noske Veritas (DNV). 

Particularly operators of 

offshore survey vessels, 

fishery research vessels, 

ocean research vessels, seismic 

vessels, fishing vessels and 

military vessels have noticed increased 

problems due to sound 

masking resulting from underwater 

noise. Such vessels are extremely 

sensitive to underwater 

noise radiation because a high 

noise level will directly interfere 

with their operational ability. 

Research vessels employ hydroacoustic 

sensors to perform their 

work tasks, fishing and fishery 

research vessels depend on not 

frightening away the fish, luxury 

yachts and cruise vessels require 

a high degree of personal comfort, 

military vessels need to operate 

undetected and to avoid 

triggering of mines. Obviously, 

noise control will have to be 

given high priority throughout 

the design and construction 

phases for the vessels mentioned 

above. 

From an environmental point of 

view, the Marine Environmental 

Protection Committee (MEPC) 

of the International Maritime 

Organization (IMO) stated in 

July 2009: “The committee urges 

governments to review their 

commercial fleets to identify 

the ships that contribute most 

to underwater noise pollution”. 

At the same time, the International 

Fund for Animal Welfare 

(IFAW) estimates that the noisiest 

10% of ships contribute the 

most to the noise problem. 

DNV explains that an efficient 

noise and vibration control can 

be integrated in vessel design 

without increasing building 

costs significantly and identifies 

the propellers usually to be 

the most important source for 

noise. Radiation of structureborne 

noise is identified as the 

second most important source. 

The new optional class notation 

by DNV covers a complete set of 

criteria and rules for verification 

and is intended to ensure operational 

capability for four different 

types of ships. It is divided 

into five sub-notations: 

Acoustic (A) 

Requirements for vessels using 

hydro-acoustic equipment as 

an important tool in their operation, 

e.g. survey vessels, ocean 

research vessels, pipe layers, 

diving vessels, various offshore 

support vessels etc. 

Seismic (S) 

Vessels towing heavy streamers 

and airguns, hence having 

a high demand on propulsion 

power. 

Fishery (F) 

Requirement not to scare away 

the catch. 

Research (R) 

Requirement based on the existing 

ICES 209, however with 

a low frequency modification. 

This is an extremely demanding 

criteria requiring “submarine” 

type technology. 

Environmental (E) 

Environmental conscious owners 

may demonstrate environmental 

compliance through this 

“Environment Notation”. This 

voluntary class requirement, 

which comes in the two levels 

called “Transit” and “Passage”, is 

to be achieved without increasing 

costs beyond that caused 

by seeking good engineering 

advice with regard to propeller 

design and propulsion 


vessels often have major differences 

with respect to machinery, 

arrangement and structure. 

Hence, the possibility to use an 

analytical approach at the design 

stage is valuable. This applies 

to the ability to calculate 

the propeller’s acoustic source 

strength as well as the ability 

to calculate the flow of acoustic 

energy in a ship hull. 

Fig. 2: ICES 209 underwater radiated noise specification at 11 kts 

Underwater noise radiated 

from commercial vessels operating 

in environmentally sensitive 

areas is becoming a concern 

and recently noise as a 

pollutant has received considerable 

attention. In dark ocean 

waters, marine mammals such 

as whales and dolphins rely 

on sound to communicate with 

each other, locate prey and find 

their way over long distances. 

All these activities, critical to 

their survival, are being interfered 

with by the increasing 

levels of underwater noise from 

ocean-going ships, sonar devices 

and seismic exploration. 

Sound travels nearly five times 

faster in water than in air and 

will cover large areas in seconds. 

Scientists have become 

increasingly aware of this threat 

to biodiversity and rate underwater 

noise pollution as the 

next global treat after climate 

change and chemical pollution. 

This is a rather diffuse and 

not very well understood field. 

However, it is already attracting 

significant attention from 

environmentalists and conservationists 

and it is likely that 

the field will receive increasing 

attention in the years to come. 

Examples on strict criteria for 

underwater noise radiation are 

requirements from the “International 

Council for the Exploration 

of the Sea” (ICES) cooperative 

research report no. 209 

(Fig. 2). These are underwater 

source levels at a nominal distance 

of 1m, and at 11 kts freerunning. 

These criteria have 

been derived in order to ensure 

that fishery research vessels do 

not frighten away the fish they 

want to count (1 Hz – 1000 Hz) 

and that they are not disturbing 

their own hydroacoustic instrumentation. 

For the ship types identified in 

the notation, the underwater 

noise control will have to be 

given high priority throughout 

the design and construction 

phase. DNV has developed underwater 

noise criteria to assess 

the noise level depending on 

type and task of vessel, which 

now has resulted in the new 

notation to be published on 

1 January 2010. 

Noise pattern 

Sound is easily transmitted 

in water and is therefore used 

for many of the functions that 

electromagnetism have in air. 

However, background noise 

can limit the operational range, 

induce errors and even completely 

block the acoustical instrumentation, 

which is called 

“masking”. The most significant 

noise sources are typically propellers, 

diesel engines/gas turbines, 

gears, electric propulsion 

motors, shafting systems, water 

flow along the hull, hydraulics, 

ventilation systems, HVAC, exhaust 

systems, pumps, auxiliary 

machinery and equipment. 

The noise originates at the 

source and is transmitted 

through the structure or 

through an air or a fluid path. 

Structure-borne noise transmission 

is the most important 

transmission path in the majority 

of cases for inboard noise 

and plays an important role 

also for underwater noise. 

Direct waterborne propagation 

from propellers is the most important 

path for underwater 

noise transmission. 

A clear understanding of the 

individual significance of each 

source, transmission path and 

radiating mechanism is important 

in order to perform meaningful 

noise control engineering. 

Otherwise a noise control 

effort may be unnecessary 

expensive, weight and space 

intensive or even wasted. The 

necessary knowledge may be 

obtained through experience 

from measurements. However, 

in most cases vessels are built 

in small series and even sister 

Machinery selection 

Based on the acoustic criteria 

and source guarantee levels 

determined during the early 

review the choice of machinery 

may be somewhat restricted. 

Strict criteria may require that 

a diesel electric propulsion 

system is used. Diesel electric 

propulsion will allow a highly 

efficient resilient mounting 

system for the diesel generators 

without a shaft-line that 

could transmit noise from the 

diesel engines to a gear or even 

generate noise on its own. For 

the strictest criteria it may also 

be necessary to use a double 

resilient mounting system, 

which may reduce diesel generator 

noise substantially, or 

even noise controlled DC electric 

propulsion motors may be 

required. In some cases, noise 

controlled AC motors may be 

allowed. 

Depending on the criteria, a 

noise-reduced gear connected 

to a resiliently mounted 

Fig. 3: Waterborne noise measured near propeller of a high 

power cruise vessel 



diesel engine through a resilient 

rubber coupling may be 

allowed. 

Noise from auxiliary machinery 

and equipment, e.g. hydraulic 

systems, exhaust systems, steering 

gear, compressors, pumps, 

fans etc. will also have to be 

controlled. Noise from such 

systems can usually be controlled 

through conventional noise 

reducing measures such as resilient 

mounts on stiff foundations, 

mufflers, enclosures, 

resilient compensators and by 

locating the sources in locations 

well away from critical 

surfaces. All these sources need 

to be followed up throughout 

the project. 

Propeller noise 

The propellers are often the 

most important noise source 

for a ship. This applies to 

waterborne noise radiation 

for research, fishing and military 

vessels as well as for interior 

noise levels in the aftship 

of yachts and cruise vessels. 

Hence, it is vital to be able to 

calculate propeller noise and to 

possess knowledge on design 

of low noise propellers when 

needed. 

The knowledge in the industry 

on propeller excitation caused 

by transient cavitation at the 

propeller blades has increased 

during the last years. The magnitude 

of the blade pass frequency 

component of the hull pressures 

has gradually decreased over the 

last couple of decades. 

However, the broad-band pressure 

generated by the propellers, 

which is the most important 

noise mechanism, still 

causes problems. An illustrative 

example of measured waterborne 

noise near a propeller 

of a cruise vessel is shown in 

fig. 3. For this vessel, clearly the 

broad-band cavitation noise is 

stronger than the noise at the 

blade passing frequency. 

The propellers excite the hull 

in different ways. The low frequency 

excitation will be felt 

as vibrations and the higher 

frequencies perceived as noise 

inside the vessel. Both frequency 

regimes will be emitted into 

the water. 

It is possible to reduce or even 

avoid such problems, by applying 

novel knowledge on broadband 

pressure field generated 

by the propeller in the design 

of new propellers. 

The excitation from the propellers 

can be divided into different 

groups: 

Fluctuating forces and moments 

transferred from the 

propellers to the shaft system. 

This type of excitation consists 

mainly of 1st order blade frequency 

components and contributes 

to the vibration of the 

vessel, but not to the noise. 

Pressure fluctuations transferred 

through the water from 

the propellers to the hull or 

to a far field underwater location. 

This pressure fluctuations 

generated by the propellers can 

again be divided into three 

main groups: Pressure variations 

generated by propellers 

without cavitation, pressure 

generated by transient cavitation 

on the propeller blades 

and, finally and most importantly, 

the pressures generated 

by cavitating vortices. 

Pressure field generated by 

cavitating vortices contains a 

continuous pressure spectrum 

and is responsible for much of 

the audible inboard noise from 

the propellers as well as being 

an important source of underwater 

noise. Pressure field from 

strong vortices also contains 

pressures of low frequencies 

that create vibration. Vortices 

created by fixed pitch propellers 

as well as by controllable 

pitch propellers at the design 

pitch are tip vortices. The tip 

vortices and the pressure field 

generated by them, increase 

gradually with the propeller 

RPM. However, for controllable 

pitch propellers vortices from 

the pressure side of the blades 

are generated at reduced pitch. 

Hence, the noise may be more 

severe at reduced ship speed 

than at full speed if controllable 

pitch propellers are used. 

DNV has developed a method 

to predict the broad-band pressure 

field generated by the cavitating 

tip vortices, the so-called 

Tip Vortex Index method (TVI 

method). 

The magnitude and frequency 

content of the measured pressure 

depend strongly on the 

transducer position on the 

Fig. 4: Reduction in propeller noise through design optimisation 

hull since they are in the “near 

field”. Therefore, it is difficult 

to establish the magnitude of 

the excitation based on a few 

hull pressure recordings. It is 

common in hydro-acoustics 

to describe a noise sources as 

an equivalent point sources. 

This can also be applied for 

the propeller. The advantage 

of considering the propeller as 

a hydro-acoustic noise source 

is that the propeller excitation 

can be evaluated alone without 

taking into consideration the 

clearances between the propeller 

and the hull. 

Propeller design 

Detailed propeller blade design 

can be used to reduce propeller 

noise. Basically a large diameter 

propeller with a blade 

design which is unloaded towards 

the tips will be advantageous 

in many cases. However, 

the blade design will often be 

a compromise between noise 

and efficiency. For noise sensitive 

vessels a moderate loss in 

efficiency can normally be accepted 

if a significant noise reduction 

can be achieved. Fig. 4 

shows an example from a noise 

optimisation process during 

propeller design. 

Obviously, the propeller wake 

influences propeller noise generation 

significantly. The hull 

lines and orientation of shaft 

brackets are important for the 

flow to the propellers and so is 

the propeller turning direction. 

The reason is the interaction of 

the axial and tangential wake 

components. 

The importance of propeller 

– hull clearances is exaggerated 

in most cases, due to the 

focus on maximum hull pressures 

rather than on the excitation 

forces. It is usually better 

to have a large lightly loaded 

propeller and small clearances 

than a small diameter propeller 

and large clearances. 

Fixed pitch propellers behave 

predictably with respect to development 

of noise and broadband 

vibration with ship speed. 

The propeller RPM is about 

proportional to the ship speed 

and therefore the propellers 

will operate at nearly the same 

hydrodynamic angle of attack 

at any ship speed. Consequently, 

the noise and broad-band 

vibration will increase gradually 

with the power. 

Controllable pitch propellers 

behave as fixed pitch propellers 

at design pitch. However, 

at reduced pitch and high 

RPM most propellers will 

start to generate cavitation on 

the pressure side. Such cavitating 

vortices can be as noisy 

as the tip vortices at full pitch. 

If shaft generators requiring 

constant RPM are coupled 

to the engines, the propellers 

can be very noisy over a broad 

speed range. If the propeller 

speed is gradually reduced 

with power, a controllable 

pitch propeller does not need 

to be noisier than a fixed pitch 

propeller. 


Software for IACS 

Common Structural Rules 

ABS/LR | ABS and Lloyd’s 

Register have agreed to use 

a common software for the 

assessment of scantlings of 

bulk carriers and oil tankers 

designed to comply with the 

new IACS Common Structural 

Rules. The new common 

software draws on the existing 

applications of both societies 

with the Lloyd’s Register 

approach being used for the 

initial scantling evaluation 

(CSR Stage 1) and the ABS approach 

being used for the finite 

element assessment (CSR 

Stage 2). 

The announcement comes after 

two years of detailed work 

by dedicated teams from both 

classification societies to identify 

and implement the best 

amalgam of the strengths of 

both societies’ existing CSR 

software. 

ABS says that although shipyards, 

designers and shipowners 

have welcomed the adoption 

of the IACS Common 

Structural Rules, they have 

made repeated requests for a 

similar approach to be taken 

with the software needed for 

the application of the Rules. 

Richard Sadler, Chief Executive 

of Lloyd’s Register, says they 

have moved from ten sets of 

Rules for tankers and another 

ten sets for bulk carriers to a 

single standard for each ship 

type. Yet, the classification societies 

have developed multiple 

software programs for each 

of the new Rules, which he says 

dilutes the intent of the Rules 

and introduces an unnecessary 

element of confusion for the 

designers and shipyards. 

Testing of the new joint software 

is being finalised and 

design review engineers from 

both societies are scheduled 

to begin intensive training on 

its application. Once this process 

has been concluded, each 

of the societies will withdraw 

their existing CSR software 

and all new designs presented 

to either society will be evaluated 

using the new common 

software. 

In the interests of promoting 

technical consistency and 

maritime safety, the two societies 

have also announced that, 

once the exhaustive testing 

of the new software has been 

completed, it will be made 

available to other IACS members. 

The IACS Common Structural 

Rules for Tankers and Bulk 

Carriers were unanimously 

adopted by the ten member 

societies in December 2005. 

They became effective for 

vessels contracted on or after 

1 April 2006. They apply to all 

double hull tankers of 150m 

in length and above and to 

single and double side skin 

bulk carriers of 90m in length 

and upward, other than ore 

carriers. 

First fishing trawler with SkySails 

ALTERNATIVE PROPULSION | 

Parlevliet & Van der Plas B.V., 

one of Europe’s biggest fishing 

companies, has signed a 

purchase agreement for the 

world’s first towing-kite wind 

propulsion system to be installed 

on a fishing trawler. 

SkySails propulsion is scheduled 

to be placed in operation 

early next year aboard 

the ROS-171 Maartje Theadora 

fishing trawler. The fishing 

company says they are looking 

forward to significant fuel 

savings by using the SkySails- 

System, particularly during 

those extended transfer runs 

to the African coast and in the 

South Pacific, as well as to the 

potential savings during actual 

fishing operations. At the 

same time, this enables Parlevliet 

& Van der Plas to reduce a 

considerable amounts of CO 2 

emissions as a contribution to 

safeguarding the climate. 

At 141 meters in length, the 

Maartje Theadora is Germany’s 

largest fishing vessel and 

is operated by the Sassnitzbased 

Westbank Hochseefischerei 

GmbH, a member of 

the Parlevliet & Van der Plas 

Group. The ship has two MaK 

main engines that produce a 

total of 8,640 kW of power. 

The vessel will be fitted with 

a 160m² SkySails propulsion 

system like those already in 

use on cargo ships. Parlevliet 

& Van der Plas and the systems 

manufacturer SkySails will be 

evaluating if and in what way 

the wind propulsion system 

needs to be modified for use 

on fishing vessels on board 

the Maartje Theadora as part 

of a pilot project funded by 

the European Fisheries Fund 

(EFF) and the German state 

of Mecklenburg-Western Pomerania. 

SkySails propulsion previously 

underwent pilot testing 

for a year and a half aboard 

the cargo ships Beluga Sky- 

Sails, owned by the Beluga 

An impression on how SkySails would fit on Maartje Theadora 

Group, and the Michael A. of 

the Wessels Shipping Company. 

Despite its unprecedented 

physical properties, the system 

is claimed to produce 

between 5 and 25 times more 

power per square meter than 

conventional sail propulsion. 

Even a 160m² SkySails is said 

to generate a tractive force of 

8 metric tons, which is comparable 

to the thrust of an 

Airbus A318 engine. 

SkySails is currently also fitting 

its innovative towing-kite 

propulsion system onto a series 

of three new cargo ships 

belonging to the Wessels 

Shipping Company of Haren 

an der Ems. 


SHIPBUILDING & EQUIPMENT | INDUSTRY NEWS 

Caspian ice-breaking tugs 

CLASSIFICATION | Bureau 

Veritas has been chosen to 

class two different series of icebreaking 

tugs for service in the 

Caspian Sea. 

The first series is for three plus 

two 66m ice-breaking and 

ice management tugs with 

50 tonnes bollard pull (BP) 

and Ice Class IA Super Special 

Service – North Caspian Sea 

Icebreaker with ice breaking 

capability up to 0.6m level ice 

thickness. Designed by Aker 

Arctic, they will be built at the 

STX RO Offshore Braila yard 

in Romania for the Caspian 

Offshore Construction group 

project in the North Caspian 

Kashgan oil field. 

The design has been made for 

the shallow waters of the North 

Caspian Sea, where the vessels 

will break level ice and can 

operate year round in ice conditions 

up to 1m thickness. In 

addition to towing and pushing 

barges in open water and in ice 

conditions, they will be capable 

of ice management operations 

in astern working mode, clearing 

ice rubble. The vessels will 

be equipped for undertaking 

firefighting, rescue and evacuation 

tasks and have deck cargo 

capability for supply functions. 

The second series is currently 

out to tender and is for shallow 

Ice tug tests for the Caspian Sea 

draft ice-breaking Anchor Handling 

Tug Supply (AHTS) vessels 

to be built for Silverburn 

Shipping. Designed by The 

Netherlands-based Offshore 

Ship Designers these vessels 

will be able to work in 0,7m 

of ice. They have a significant 

load carrying capability on a 

shallow draft and provide a 

minimum 45 tonnes BP. Model 

tests at Aker Arctic showed the 

hull form can perform in ice to 

Finnish/Swedish Ice Class 1A 

Super standards. Main dimensions 

are LOA 49.6m, beam 

16.5m, seagoing draft 3.5m, 

shallow draft 2.5m. 

Ice-class FSO 

YURI KORCHAGIN | The first 

ice-class floating storage and 

offloading system (FSO) to be 

completed at a Caspian Sea 

shipyard and deployed for 

service in the Caspian Sea, the 

Yuri Korchagin, is destined for 

the Yuri Korchagin Field in the 

Russian sector of the Caspian 

Sea where it will operate for 

Lukoil. 

The FSO hull was constructed 

in two longitudinal halves by 

Keppel Singmarine in Singapore 

and was towed through 

the Volga-Don River Canal and 

assembled at Keppel Fels’ Caspian 

Shipyard Company (CSC) 

in Baku, Azerbaijan. According 

to classification society ABS, the 

size limitation of the Canal dictated 

that the unit be constructed 

in two modules for import 

into the region. The two hull 

sections were aligned and joined 

in drydock at the Caspian shipyard. 

The helideck and accommodation 

quarters, as well as 

other equipment, were loaded 

alongside the hull sections and 

also assembled at CSC. 

The unit has been built to the 

ABS class notation +A1, Floating 

Storage and Offloading System, 

Ice Class C0, +AMCCU, 

FL(20). Yuri Korchagin is 132.8m 

in length, 32m in width and 

has a depth of 15.7m. It has a 

fatigue life of 20 years and is 

dual classed with RS. The FSO 

can withstand ice conditions of 

minus 20 degrees Celsius and 

ice thickness of 0.6m. 

Russia’s Lukoil is targeting to 

start commercial oil production 

before long. When in operation, 

it will be the largest 

FSO in the Caspian Sea. 

BOOK REVIEW 

Compendium Marine Engineering: 

Operation – Monitoring – Maintenance Following the German 

edition “Handbuch Schiffsbetriebstechnik” in 2006, 

now the English version is available. The technical book is 

mainly directed towards marine engineers, principally within 

the marine industry. It is also addressed to ship operators, 

superintendents and surveyors, but also to those in training 

and research institutes as well as designers and consultants. 

Compendium Marine Engineering represents a compilation 

of marine engineering experience. It is based on the research 

of scientists and the reports of many field engineers 

all over the world. within the field of ship’s and engine operation 

subjects like cargo handling equipment, air-conditioning 

technology incl problems with reefer containers, safety 

equipment as well as envirionmental 

matters, maintenance and regulations 

are dealt with. 

Compendium Marine Engineering 

Hansheinrich Meier-Peter, Frank 

Bernhardt 

Seehafen Verlag 

1100 pages, hardcover 

978-3-87743-822-0 

98,- Euro plus postage 


Concept for new-generation 

car carrier presented 

ISHIN-I CAR CARRIER | Mitsui 

O.S.K. Lines, Ltd. (MOL Lines) 

has developed a new type of 

car vessels. They are said to be 

technically practical in the near 

future by building on and refining 

technologies it has already 

developed and adopted. 

The first of its next-generation, 

environment-friendly 

vesse l concepts is the car carrier 

ISHIN-I, which stands for 

“Innovations in Sustainability 

backed by Historically proven, 

INtegrated technologies.” 

ISHIN-I is said to have two main 

features: the goal is to achieve 

zero CO 2 

-emissions while in 

port, and during loading and 

unloading, mainly by adopting 

large-capacity solar-power panels 

and rechargeable batteries. 

While sailing, the CO 2 

-emission 

is to be reduced by 41% in 

comparison (per unit) to conventional 

vessels (PCTC with a 

capacity of 6,400 standard passenger 

cars). This is achieved 

by adopting multiple new technologies. 

When needs for larger 

vessels arise in the future, CO 2 

emissions is claimed to be reduced 

by as much as 50% on 

that assumption. 

To pur the two main features 

into practice, the concept is 

based on the following main 

technologies: 

Use of renewable energy 

Solar panels partly already 

adopted on the MOL-car-carriers 

Euphony Ace and Swift Ace will 

be used on the ISHIN-I. Zero 

emissions while in port and during 

loading and unloading is to 

be achieved by installing largecapacity 

rechargeable batteries 

(lithium ion) and combining 

them with an electric propulsion 

system. 

Optimization of propulsion 

efficiency 

The main-diesel engine is combined 

with an electric propulsion 

system. A pair of contrarotating 

propellers are installed 

facing each other at the stern. 

The new ISHIN-I concept minimising CO 2 

emissions 

The propellers share the burden 

of powering the ship and spin 

in opposite directions, allowing 

the rear propeller to absorb 

the rotation energy of the front 

propeller. 

As a result, the system is to increase 

efficiency. Furthermore, 

the advanced model of the 

MOL-developed Advanced Propeller 

Boss Cap Fins (PBCF) will 

be used. This device has been 

adopted on more than 1,700 

vessels all over the world. 

Wind resistance design 

A special design was developed 

by MOL, futher refining the 

hull shape to reduce wind pressure 

from the bow and sides. 

The shape of the stern also 

smoothes the flow of the wind. 

Reduction of friction drag 

Next-generation vessels will be 

covered with ultra-low friction 

ship bottom paint. By trapping 

water on the coated surface, 

this paint is said to eliminate 

friction drag caused by minute 

patterned indentations formed 

on conventionally painted surfaces. 

Optimum voyage support system 

The optimum voyage support 

system relies on the latest marine 

weather information while 

monitoring voyage conditions, 

and searches for the shortest, 

most fuel-efficient routes while 

taking into account the differences 

in various types and hull 

forms of ships. 

Optimization of engine system 

Fuel supply to the engine is 

electronically controlled, and 

the vessel operates with the 

optimum fuel supply. Thermal 

energy conventionally lost with 

exhaust gas will be efficiently 

recovered for reuse. 

Optimization of hull design 

The hull form has been improved, 

in pursuit of further 

improvements in fuel efficiency. 

Larger hull compatible with 

new Panama Canal 

When needs for larger vessels 

arise, the adoption of 

twin-shaft propellers shall allow 

greater improvement in 

propulsion performance and 

fuel efficiency. 



“Weak-but-steady growth” 

The sixth edition of Inmex 

India in Mumbai 

Interest 

in India 

INMEX INDIA | 450 exhibitors 

from 39 countries are 

reported to have exhibited on 

the recent Inmex India exhibition 

at the Bombay Exhibition 

Centre held on 24–26 

September. Some 5,000 visitors 

attended the show and 

early reports show a high 

level of satisfaction. Over 

93% of the exhibitors stated 

that they wished to exhibit at 

Inmex India 2011 with both 

Indian and international exhibitors 

reporting a great deal 

of business activity. 

This international event hosted 

country pavilions for Germany, 

Korea, China, Singapore 

and Holland. The B-2-B 

Forum consisting of round 

table sessions and one-toone 

meetings under the 

motto “Transforming India 

into a maritime hub by the 

next decade” attracted more 

than 500 businessmen and 

captains. Senior level professional 

attendees debated 

and strategized to define the 

future of the maritime landscape. 

Inmex India 2011 will be 

held from 29 September to 

1 Octo ber 2011 in Mumbai. 

OIL AND GAS TANKER | The 

world fleet of oil, chemical and 

gas tankers is predicted to continue 

to grow over the next five 

years, although at a much more 

sluggish rate than the previous 

five years, according to a Shipbuilding 

Market Report issued 

this month by Lloyd’s Register 

– Fairplay (LR Fairplay). 

The oil tanker fleet, which currently 

stands at 7,516 ships, is 

expected to grow by 1.9 percent 

per year over the next five years 

in terms of the number of ships. 

Deadweight ton (dwt) capacity 

will rise by 5.7 percent annually 

over the same period, reflecting 

a movement toward larger 

ships. New shipbuilding orders 

for oil tankers will amount to 

76 million dwt through the 

end of 2013, a 60 percent decrease 

from the shipbuilding 

binge of the last five years. 

LR Fairplay says that the record 

number of shipbuilding orders 

in 2006 means that a large 

number of ships are being delivered 

to owners this year. The 

gap between supply and demand 

will therefore continue 

to grow, which is likely to generate 

an increasing fleet of idle 

vessels. 

The chronic overcapacity in 

tanker tonnage will accelerate 

the scrapping of older ships. 

Removals of oil tankers through 

year-end 2013 will amount to 

50 million dwt, which is up 

by 10 percent compared to the 

previous five years. While relatively 

few new orders are being 

placed for tanker tonnage, the 

LR Fairplay report predicts new 

orders to amount to 76 million 

dwt over the next five years – a 

60 percent decrease from the 

last five years. 

The prospect for chemical tankers 

is somewhat rosier, according 

to the LR Fairplay study. 

The current fleet of 4,619 ships 

will grow by 8 percent annually 

over the next five years. 

The growth curve for the liquefied 

petroleum gas (LPG) 

sector will also flatten. The 

LPG fleet currently stands at 

1,166 ships with a total capacity 

of 18.7 million cubic meters 

(m³). The fleet grew by 13 percent 

last year, but the rate will 

slow to 4.6 percent this year. In 

2010 and 2011, the rate will fall 

to 1.6 percent and 0.9 percent, 

respectively. New tonnage deliveries 

and expected delays in 

LPG production will result in a 

The tanker fleet will continue to grow, says LR Fairplay 

rise in recycling of older ships 

and use of idle ships for floating 

storage. 

The relatively small fleet of 

321 specialized liquefied natural 

gas (LNG) carriers faces 

grim prospects with the current 

utilization rates of 60–65 

percent falling even further as 

increasing numbers of new 

ships are delivered ahead 

of the projects they were intended 

for. The oversupply is 

likely to bottom out next year 

as the delayed liquefaction 

projects come on stream, and 

the fleet will grow by an average 

of 3.8 percent annually 

through 2011. Ordering for 

the 2009–2013 period is forecast 

at 174 new LNG carriers, 

10 percent lower than the last 

five years. 

The LR Fairplay report notes 

that South Korea continues to 

dominate the world tanker production 

market with 51 percent 

of the tonnage on order. China 

comes in a distant second 

with 25 percent, and Japan is 

in third place with 16 percent. 

If measured in the number of 

ships, however, South Korea’s 

market share is just 35 percent, 

with China at 28 percent. 


Pioneering technology in 

the FellowSHIP project 

FUEL CELLS | The Fellow- 

SHIP project, supported by the 

Norwegian Research Council 

(Oslo), Innovation Norway 

(Oslo), and the German Federal 

Ministry of Economics and 

Technology (Berlin), is a joint 

industry research and development 

project managed by the 

classification society Det Norske 

Veritas (Oslo). 

It aims to develop and demonstrate 

hybrid fuel cell 

power packs, especially suited 

for marine and offshore use. 

The equipment has been installed 

onboard the platform 

supply vessel Viking Lady for 

extensive sea tests. The power 

pack will be used as an auxililiary 

power source onboard the 

ship, which is owned by Eidesvik 

Offshore, Norway. 

Wärtsilä (Helsiniki), involved 

in fuel cell technology since 

the mid 1990’s has been assigned 

overall responsibility 

for systems integration in the 

FellowSHIP project. Wärtsilä’s 

equipment is being used to 

integrate and create synergies 

between leading marine technology 

and fuel cell technology. 

The Viking Lady has been designed 

by Wärtsilä Ship Design, 

and its main engines and 

power drives have also been 

Viking Lady, designed by Wärtsilä 

supplied by Wärtsilä. Wärtsilä’s 

electrical & automation business 

unit in Norway has custom 

developed the power electronics 

needed to connect the 

fuel cell to the ship’s electrical 

network. 

The 320 kW fuel cell, produced 

by MTU Onsite Energy 

GmbH (Friedrichshafen), a 

member of the German Tognum 

Group, has been integrated 

together with Wärtsilä’s 

technology, and tested. During 

this land testing, all operational 

modes, shut down 

conditions, and dynamical 

behaviour have been tested 

and verified in accordance 

with the specifications. 

The fuel cell technology is designed 

to increase efficiency 

and leads to a considerable reduction 

in emissions. Fuel cell 

technology of this power size 

has never before been installed 

in merchant vessels, and the 

highly innovative project is 

said to be unique on a world 

scale. 

Supply 

packages 

SHIPS SERVICE | Wilhelmsen 

Ships Service is implementing 

an initiative that recognises 

the high level of newbuildings 

completing in 2009, known 

as “Solutions for a Lifetime”. 

It focuses on the importance 

of recognising the continued 

requirements of newbuildings 

to be supplied with the 

highest quality of products 

and services from the earliest 

construction stages through 

the life of the ship until scrapping. 

The initiative uses a unique 

product selector tool, which 

enables newbuilding managers 

to compile a tailor made 

Initial Supply Package within 

the total Wilhelmsen Ships 

Service offer. Finding the right 

match of products with its accessories 

and consumables as 

well as compliance with rules 

and regulations is said to be 

taken care of. 

According to updated figures 

from maritime classification 

society Lloyd’s Register the 

number of completed newbuildings 

in 2009 is expected 

to be on a similar level to the 

2008 figure. Wilhelmsen Ships 

Service is targeting the Initial 

Supply order for each vessel, 

and the company’s service 

skills is also said to ensure 

ongoing maintenance of after 

sales contracts. 

MTU- Direct Dealer and Service Station / ZF-Spare Parts and Service 

Diesel Engines Gearboxes Gensets with Diesel Engines 

 

 



Danish drive 

towards 

greener power 

GREEN SHIPPING MAN Diesel 

and AP Møller-Mærsk joined 

forces last year in a partnership 

with other Danish companies – 

including Force Technology, 

Aalborg Industries and Hempel – 

in a Green Ship of the Future 

project. The aim is to develop 

environment-friendly and 

energy-effective technologies 

for reducing both carbon 

dioxide emissions and air 

pollution from shipping. 

Ship&Offshore talked to MAN 

Diesel´s vice president of R&D, 

Low Speed Engines, 

Søren H. Jensen (photo left). 

Forming an important part of Denmark’s 

contribution to the UN Climate 

Change conference in Copenhagen 

in December, the project targets 

a 30 per cent reduction in carbon dioxide 

and 90 per cent reductions in SO X 

and NO X 

emissions. Existing and new 

technologies and all aspects of ship design 

and operation – including engines, 

hulls, antifoulings and logistics – are being 

developed. 

No completion date is set for the Green 

Ship project, which will continue after 

the Climate Change conference, and 

there is no external funding, all costs being 

met by the individual participants. 

Earlier this year the Danish initiative received 

the International Environmental 

Award from the Sustainable Shipping 

organisation. 

Thomas S. Knudsen, head of MAN Diesel’s 

Copenhagen-based Low Speed 

Business Unit, explains why his group 

has participated: “Shipping is an environmentally 

friendly form of transport 

but with Green Ship of the Future 

we are making an extra effort to protect 

the Earth’s climate and environment. We 

want to play our part in designing environmentally 

responsible products that 

minimise emissions. In that respect the 

Green Ship project is a meeting of equal 

minds.” 

MAN Diesel’s main project commitments 

are: 

The development, installation and 

full-scale testing of a scrubber system for 

removing SO X 

and solid particles from 

the exhaust gas. 

The development and testing of an 

exhaust gas recirculation (EGR) system 

for reducing NO X 

emissions. 

The development of waste heat recovery 

systems for lowering carbon dioxide 

emissions. 

Progress with the group’s project assignments 

are reported here by MAN Diesel’s 

vice president of R&D, Low Speed Engines, 

Søren H. Jensen: 

Scrubbing system 

Targeting reductions in SOx and particulate 

matter (PM) emissions, we are developing 

and testing seawater scrubber 

technology as an exhaust gas after-treatment 

in co-operation with a number of 

specialist companies. 

Shoreside tests of various scrubber designs 

have achieved SO X 

emission reductions 

up to 100 per cent and a PM trapping 

efficiency of 79 per cent. A proto type 

system now installed on a DFDS ropax 

ferry is primed to start operating early 

next year. Scrubbers also form an integrated 

part of NO X 

-reducing exhaust gas 

recirculation systems. 

Exhaust Gas Recirculation system 

We are co-ordinating the EGR element 

of the project – which is on schedule – 

drawing on extensive experience at our 

R&D centre in Copenhagen and participation 

in the multi-disciplined EU-funded 

Hercules research programme. Green 

Ship of the Future will benefit from 


some valuable cross-over from Hercules, 

now in its second phase, in which MAN 

Diesel is a lead-participant. 

In this EGR system part of the exhaust gas 

stream is drawn off prior to entering the 

turbocharger inlet, cleaned in a scrubber 

and its pressure boosted by a blower before 

being returned to the engine’s combustion 

chamber via the scavenge air 

system downstream of the turbocharger 

compressor. 

An electrically-driven high pressure 

blower forces the exhaust gas through 

the wet scrubber to the higher pressure 

scavenge air receiver. The scrubber cleans 

the exhaust gas by removing SO X 

and particulate 

matter and also cools it through 

humidification before re-introduction to 

the combustion chamber. 

The significant NO X 

-reducing effect results 

from part-replacement of the oxygen 

by carbon dioxide, which lowers the 

maximum peak temperatures by decelerating 

combustion. 

EGR thus secures lower combustion 

chamber temperatures (a prime factor 

in NO X 

creation) and has demonstrated 

NO X 

reductions of 60–70 per cent on the 

IMO Tier 1 limit, with a moderate tradeoff 

in specific fuel consumption. A potential 

for 80 per cent NO X 

reduction is 

foreseen. 

In addition, significant reductions in SO X 

and particulate matter emissions are realised 

by the MAN Diesel system, whose 

scrubber efficiency is such that its potential 

is under evaluation for two-stroke 

and four-stroke engine exhaust aftertreatment. 

A full-scale prototype EGR system has 

been successfully tested on our 4T50ME- 

X low speed research engine in Copenhagen. 

All the main elements of the system 

– including the scrubber, cooler and 

blower – were installed on the containership 

Alexander Maersk in a Portuguese 

yard. The ship is back in service and system 

installation is planned for completion 

this year, ready for operation from 

early January 2010. 

Waste Heat Recovery system 

Optimising waste heat recovery is another 

area of MAN Diesel expertise that 

will be applied to benefit the Green Ship 

project. In conjunction with specialist 

equipment suppliers, we have over the 

years designed and installed comprehensive 

systems to boost the overall efficiencies 

of large containership propulsion 

plants based on low speed engines. 

Such systems – fully exploiting exhaust gas 

boilers, steam/gas turbine-generators and 

the high efficiency of modern turbochargers 

– significantly cut fuel consumption 

and hence carbon dioxide emissions. 

The EGR system newly installed aboard 

the Alexander Mærsk significantly 

reduces NO X 

emissions 

The aim in the Green Ship project is to 

investigate ‘on paper’ and through calculations 

new technologies and control systems 

that will enable WHR systems to raise 

overall plant efficiencies even further. 

Engine automation refinements 

An Automated Engine Monitoring subproject 

– also known as MC auto-tuning – 

aims to introduce an automated control 

system for mechanically-controlled MAN 

B&W MC low speed engines that monitors 

operating parameters and adjusts 

variable injection timing (VIT) to continuously 

optimise fuel consumption. 

This adaptation of our ME auto-tuning 

system (an integrated element of the 

electronically-controlled ME engine 

control system) has been modified and 

converted into a stand-alone system with 

an interface that enables actuation of the 

existing VIT system. 

MC auto-tuning adjusts the mean and 

individual cylinder maximum pressures, 

while ME auto-tuning can auto-adjust cylinder 

maximum pressures, compression 

pressures and mean indicated pressures. 

Adjusting the average maximum cylinder 

pressure level holds the largest business 

potential, both at full and part-loads, 

while adjusting to an even load distribution 

only contributes negligibly to reducing 

fuel consumption. 

The ME auto-tuning system was developed 

by our Electronics & Software department 

and successfully tested on the 4T50ME-X 

research engine and, since February 2008, 

onboard an AP Møller-Mærsk car carrier 

powered by a 6-cylinder S60ME-C engine. 

A series of ships in service powered by 

12-cylinder K98ME-C engines are being 

upgraded with ME auto-tuning, the work 

only calling for software modifications as 

the engines have already been equipped 

with PMI online. 

MCR 

Dual/multi-maximum continuous rating 

certification facilitates easy changing 

of the engine MCR for a different trade 

route or speed to secure optimum efficiency 

under different operating conditions. 

MAN Diesel has co-ordinated this element 

of the Green Ship project, which 

includes the development of suitable retrofit 

packages for the new engine settings 

as well as the execution of installations. 

Meeting growing demand for running 

large containerships at varying loads, we 

have developed a turbocharger cut-out system 

that improves main engine performance 

and fuel economy during low-load 

operation. The system – now in service at 

sea – is based on two pneumatically-operated 

cut-out valves mounted at the turbocharger 

inlet and compressor outlet. 

On engines normally served by three 

turbochargers the cut-out of one turbocharger 

will enable operation at loads 

from 20 per cent to 66 per cent maximum 

continuous rating. Cutting out 

one turbocharger on an engine normally 

boosted by four units enables operation 

at loads from 20 per cent to 74 per cent 

MCR. Significant reductions in specific 

fuel consumption and turbocharger turbine-out 

temperature drops are gained. 

A solution based on variable turbine 

inlet turbochargers is recommended for 

engines normally featuring one or two 

turbochargers. Variable turbine geometry 

is already established as an option in 

turbocharger programmes. The turbine 

nozzle ring is equipped with adjustable 

(rather than the traditional fixed) vanes, 

enabling the volume of charge air to be 

more precisely matched to the quantity 

of injected fuel at all points on an engine’s 

load profile. 

Specific fuel consumption and emissions 

can thereby be reduced while improving 

the dynamic behaviour of the engineturbocharger 

system. 

Control of the vane position is fully electronic 

with feedback or open-loop control 

featuring mapped vane adjustment. A comprehensive 

range of control signals can be 

used, including charge air pressure after the 

compressor and exhaust gas temperature 

before and after the turbocharger. Control 

packages can thus be tailored precisely to 

the specific application. 


SHIPBUILDING & EQUIPMENT | PROPULSION 

Scrubbers combat marine 

sulphur oxide emissions 

Full-size SO X 

Scrubber onboard MS Suula 

WÄRTSILÄ | After performing successfully 

in a series of tests, the Wärtsilä sulphur oxides 

(SO X 

) scrubber has been granted the 

Sulphur Emission Control Area (SECA) 

Compliance Certificate by the classification 

societies Det Norske Veritas (DNV) 

and Germanischer Lloyd (GL). A scrubber 

is an after treatment technology for cleaning 

exhaust gases of sulphuric oxides. Wärtsilä’s 

solution is the first marine scrubber 

to be awarded this certification. 

The full-size SO X 

scrubber test plant was 

installed on board the MS Suula, and was 

used to clean the exhaust gases from the 

ship’s 4-cylinder in-line Wärtsilä 20 auxiliary 

diesel engine. This Neste Oil owned, 

Finnish registered product tanker operates 

mainly in the SECA Baltic Sea area, where 

regulations governing sulphuric oxide 

emissions are very stringent. 

The tests were performed with both high 

sulphur (3.4%) and low sulphur (1.5%) 

heavy fuel oil. The measurements, which 

were part of the certification process and 

made by an accredited independent body, 

demonstrated a sulphur dioxide removal 

efficiency exceeding 99% in all operating 

conditions, even when using high sulphur 

fuel. This high level of efficiency was consistent 

throughout the load range and with 

all fuels. The efficiency of nitrogen oxides 

removal was 3–7%. The removal of particulate 

matter was in the range of 30–60%. 

The approvals covered also the safety of the 

installation, as well as the performance. 

The International Maritime Organisation 

(IMO) as well as other regulating bodies 

will gradually limit the sulphur content in 

marine fuels. The most common fuels used 

in marine diesel engines are heavy fuel oils 

with sulphur contents typically of 1.5 to 

3.5 per cent. Such engines can readily burn 

low-sulphur fuel oils as well, though the associated 

problems are known and suitable 

operating guidance is available. Scrubbing 

exhaust gases is an environmentally friendly 

and cost-effective alternative for reducing 

sulphur oxide emissions down to 0.1%. 

Piston ring coating 

helps to meet Tier III 

EMISSIONS | Environmental restrictions 

on fuel emissions from ships under The International 

Maritime Organization’s (IMO) 

Tier II and Tier III revisions to Marpol Annex 

VI demand new thinking on key engine 

components to deal with operations 

at higher pressures and temperatures. 

Tier II limits, due to come into force in 

2011, roughly demand a 20% cut in NO X 

emissions from shipboard engines. The 

more exacting Tier III limits, set to enter 

into force in 2016, mean that NO X 

emissions 

will not be permitted to exceed 20% 

of the level found acceptable today. 

Engine makers intend to meet Tier III requirements 

through a fundamental advance 

in the concept of combustion, optimising 

injection time and incorporating multiplemode 

fuel injection. At the same time, reducing 

the amount of particulate matter 

emitted will rely on improving electronicallycontrolled 

common rail high pressure injection 

systems, using short injection time, 

micro fuel atomization via high pressure 

injection and improved combustion during 

the final stage via multi-stage injection. 

All of these steps have consequences for 

components, such as tightened manufacturing 

tolerances, and require new materials 

and coatings for emissions-critical engine 

parts, including turbochargers, pistons, piston 

rings, cylinder liners and fuel injectors. 

Two-stroke engines emit more particulate 

matter than their four stroke counterparts 

because piston ring lubrication film tends to 

burn when passing over the exhaust ports in 

the combustion zone of the cylinder. Technology 

developed to reduce NO X 

can actually 

increase PM emissions, and vice-versa. 

Not only will piston rings be required to 

survive the increased load of engine pressures, 

but their operating environment will 

deteriorate under the new Marpol regulations, 

while the proposed use of lower sulphur 

fuels also has consequences for piston 

ring wear. As well as concentrating on 

component geometry and materials quality, 

Daros Piston Rings has been trialling 

new types of resilient coatings as a means 

of prolonging piston ring life. The goal is 

said to be to develop piston rings that offer 

five years of peak performance between 

New types of resilient coatings on piston 

rings 

overhauls, to fit in with the drydocking 

schedule of the ship. 

Tests are underway on board operational 

vessels, with coated piston rings working 

in two-stroke engines from MAN Diesel 

and Wärtsilä Corp. Full results on the 

preferred coatings would be released at 

the end of 2009. 


Rescue boat with hybrid propulsion 

FRSQ 700 HYBRID | Due to the worldwide 

demand in the marine industry for more environmental 

friendly equipment onboard 

vessels and offshore units, Fast RSQ has taken 

the initiative to design the first aluminium fast 

rescue craft with hybrid propulsion mode. 

This aluminium FRC not only assures zero 

emission at low speed manoeuvring at sea or 

in harbours, but it also guarantees noiseless 

drive. The zero emission electric drive mode 

allows a speed of approximately 6 knots using 

solely electric water jet propulsion and 

can be switched to the combustion engine 

with an easy turn of the ignition key. With 

the inboard diesel engine the FRSQ 700 HY- 

BRID will reach speeds up to 34 knots. 

The hull is strengthened by a system of longitudinal 

bulkheads and transversal stiffeners 

and on the outside of the hull there are four 

spray rails, two on each side of the keel. 

In total the FRSQ 700 HYBRID has seven watertight 

and pressure tested compartments. 

The void compartments are not filled with 

foam, to make this fast rescue boat more 

environmentally friendly and the hull fully 

The FRSQ 700 Hybrid with electric or combustion engine driven water jets 

recyclable. Contrary to other designs in the 

market the keel is longer in the direction of 

the bow to create optimum manoeuvring 

stability at various speeds and weather/sea 

conditions. 

The hull, console and spray-hood are made 

of seawater resistant aluminium grade 

5083 H11 (AIMg 4.5) in various thicknesses 

between 5 and 20mm to give the boat maximum 

strength, combined with a lightweight 

design. Additionally, the FRSQ 700 HYBRID 

is equipped with an aluminium self-righting 

frame, which provides the crew a good grip 

and all round view during operations at sea. 

The polyethylene foam fender is covered by 

a heavy-duty hypalon cover. Fenders will get 

damaged through the years due to heavy impacts. 

Therefore, a low maintenance fender 

has been engineered. This fender is made 

of five separate blocks that can easily be removed 

by one man, even when in use offshore. 

ROTEX ® 

is changing tack. 

Bow thrusters, stern thrusters and 

transverse thrusters require torsional 

vibration-reducing couplings 

such as the ROTEX ® coupling. 

Thanks to its compact shape, it is 

easy to assemble and operates 

completely maintenance-free. The 

ROTEX ® coupling compensates for 

axial, radial and angular displacements 

extending the lifetime of the 

drive system. 

www.ktr.com 



Calculations on the oil film in 

sterntube bearing 

BEARING LOADS A model of the oil film in a cylindrical journal bearing was made using the 

finite difference method. The model enabled to calculate the pressure distribution of the oil 

film and it’s thickness in a sterntube bearing. 

Xi Yangyang, R. Römen 

The loading and the slope 

mismatch between the 

bearing and the propeller 

shaft that play an important 

role in the design of the 

bearing arrangement and the 

shafting. 

One way to ensure the correct 

functioning of the bearing is 

to limit the force on the bearing 

and to restrict the angle between 

the shaft and the bearing 

in the static condition. Static 

in this case means a non rotating 

propeller shaft without any 

forces acting on the propell. 

However, if a bearing functions 

correctly or not depends 

on the presence of an oil film 

between the bearing and the 

shaft. Also the thickness of the 

film and the generated pressures 

within it are deciding 

whether the loading is acceptable 

or not. As such a more 

detailed analysis of the bearing 

and more specifically of the oil 

film between the shaft and the 

bearing presents a scientifically 

supported method to evaluate 

the loading of the bearing and 

the acceptability of it. 

Another advantage is that the 

method makes it possible to 

verify the correct functioning 

of the bearing in varying loads 

and conditions. The purpose 

is to provide a general method 

to calculate the minimum oil 

thickness within a cylindrical 

bearing given such external 

parameters as load, slope mismatch, 

shaft speed and the oil 

viscosity. In the following issue 

of Ship&Offshore a practical 

case and some conclusions are 

presented. 

Bearing theory 

The general working principle 

of a bearing can be 

explained as follows. The 

internal dia meter of the bearing 

is slightly bigger then the 

shaft. Oil or some other lubricant 

fills the gap between 

the bearing and the shaft. If 

the shaft starts rotating at a 

certain speed, the difference 

in diameter results in the oil 

being dragged into the wedge 

formed by the different diameters. 

This phenomenon 

results in a pressure build up 

within the bearing and the 

shaft as visualized in fig. 1. 

Also displayed in the figure 

is the force of the shaft acting 

on the bearing. The force 

is in equilibrium with the 

pressures as present in the oil 

film. 

The force is for example the 

weight of the propeller and 

the shafting. The force is represented 

by the vector F in 

fig. 1. 

The speed of the shaft is displayed 

by U. In addition to 

the radial pressure distribution 

a typical presentation of 

the pressure as seen in a longitudinal 

section of the bearing 

is displayed in fig. 2. 

A remarkable point of the 

fig. 2 is the oil film pressure 

distribution inn axial direction. 

As can be seen it is not 

symmetric. The pressure at 

the side with smaller distance 


shaft are higher. As a consequence 

the bearing is generating 

a moment. 

Parameters influencing the 

pressure build up of the oil 

film include the oil viscosity, 

the length and diameter 

of the bearing, the misalignment 

ratio between the shaft 

and the bearing, the clearance 

between the shaft and 

Fig. 1: Radial pressure within a cylindrical bearing 

the bearing and the speed of 

the shaft. 

The oil flow within the bearing 

is subject to the normal 

Navier-Stokes relationship. 

The original equation can be 

significantly simplified for 

the application of the oil film 

in a cylindrical bearing by 

using the following assumptions: 

The flow in radial direction, 

in the direction of the thickness 

of the oil film, will be much 

smaller compared to the ones 

in the other directions. This is 

a direct result of the geometry 

of a typical bearing, the bearing 

Fig. 2: Longitudinal section of the pressure within a journal 

bearing 


diameter and length are much 

bigger than the clearance. As 

such the velocity in the radial 

direction can be neglected. 

Since dynamic effects are 

not of interest, the fluid inertia 

effects can be ignored. 

The fluid density as well as 

the oil viscosity is considered 

to remain constant. It should 

be noted that the oil viscosity 

and the density can vary as a 

result of temperature variations. 

Due to the heat generated 

by friction within the 

bearing the temperature of 

the oil will vary. 

Given the limited dimension 

of the bearing clearance 

and the moderate speeds of 

the shafts, the fluid flow is assumed 

to be laminar. 

It should be noticed that 

these simplifications limit the 

accuracy of the modeling. 

In general the assumptions 

are correct for a journal bearing, 

see also [1]. Another 

point that needs to be mentioned 

is the occurrence of 

cavitation. Of course it will 

be clear that no such thing 

as a negative pressure can be 

present within the oil film. In 

reality a bottom limit of the 

pressure exists. If the pressure 

of the oil film reaches values 

below the vapor pressure of 

the oil then cavitation will occur. 

This phenomenon can be 

simplified by assuming that 

the lowest possible pressure 

will be zero. 

Based on all these assumptions, 

the relation applicable 

for describing the oil film 

thickness and the pressure is 

the Reynolds equation: 

The parameters represent the 

following: 

h: the hydrodynamic 

film thickness [m] 

U: the velocity of the 

oil in the bearing [m/s] 

η: the dynamic viscosity 

of the oil [Pa∙s] 

p: the pressure of the 

oil within the bearing [Pa] 

x the coordinate in 

the rotation or tangential direction 

of the shaft [m] 

y: the coordinate corresponding 

with the lengthwise 

or axial direction [m] 

A visual display of the parameters 

is given in fig. 1. 

It is common practice to use a 

non dimensional form of the 

Reynolds equation. The following 

parameters are used to do so. 

In which: 

c is the radial bearing 

clearance [m] 

R is the radius of the 

bearing [m] 

L is the longitudinal 

length of the bearing 

In succession the Reynolds 

equation can be written in a 

non-dimensional form as: 

The analytical solution of the 

Reynolds equation for a journal 

bearing with a sloped shaft 

is not feasible. However with 

the introduction of the finite 

difference method from numerical 

mathematics, the value 

of oil film pressure can be approximated. 

Application of the finite 

difference method 

In order to successfully apply 

the finite difference method 

and to make sure an ac- 

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Fig. 3: Sterntube bearing 

curate numerical result is calculated the 

original Reynolds equation needs to be 

transformed. Therefore a new variable, the 

Vogelphol parameter, is introduced. 

The Vogelpohl parameter is: 

In succession the Reynolds Equation 

simplifies into: 

In which: 

and 

The main advantage of the introduction 

of the Vogelpohl parameter is the 

simplification of the differential operator. 

Additionally large values of the of 

the higher order derivatives are avoided 

making the numerical solution more 

stable and accurate. 

The last step is to make the equation 

discrete. The approximations for the first 

and second derivatives as shown earlier 

are substituted in the Reynolds equation. 

As a result the relation for a grid 

point now becomes: 

The above relationship exist for each grid 

point. In succession the equations at the 

grid points can be solved through the use 

of the Gauss Seidel Method. A detailed description 

of the method is described in [1]. 

Boundary conditions 

In order to solve the system of equations a 

set of boundary conditions need to be defined 

first. For this purpose a return to the 

application is needed. The typical execution 

of a bearing within a propulsion plant 

is a bearing as displayed in fig. 3. 

The sleeve has two longitudinal grooves. 

The grooves are positioned in the horizontal 

plane, more or less the plane perpendicular 

to the loading direction. Assuming 

a sufficient supply of oil out of the grooves 

towards the bearing area the geometry 

can be simplified into a partial arc bearing, 

only the bottom half is considered. In 

succession the boundary conditions can 

be defined as a zero pressure at the in and 

outlet region of the bearing. Also the forward 

and aft ends of the bearing show a 

zero pressure. 

Another boundary conditions that needs 

to be fulfilled is the equilibrium between 

the force of the shaft on the bearing and 

the pressure as generated by the oil film. To 

ensure this the calculation of the net force 

generated by the oil film in the bearing is 

placed within an iterative loop. In other 

words, solving the Reynolds equations 

results in a pressure distribution is determined. 

Next the pressure at each grid point 

is multiplied with the surface applicable 

for the node. The resulting force is perpendicular 

to the surface of the applicable grid 

point. Since the bearing is circular, only a 

part of this force is diametrically opposed 

to the bearing load. Only this part is further 

considered. The next step is to summarize 

the forces. The result of the sum is compared 

to the force acting on the oil film. 

The summation of the pressure needs to be 

equal to the external force of the shaft on 

the bearing within a limited margin. If the 

result of the summarized pressure is not 

the iterative loop is started. The loop uses 

the following logic. If the calculated force 

is too low, the shaft should be placed lower 

in the bearing. The underlying mechanism 

is that as a result of the change in geometry. 

the final distance between the bearing 

and the shaft at the end of the “wedge” is 

smaller. Since the same amount of oil has 

Fig. 4a) general pressure distribution 

Fig. 4b) radial pressure distribution 


Fig. 5: Pressure distribution and oil film thickness with inclined shaft 

Application 

The ability to calculate the 

force and moment as generated 

by the bearing given a 

certain angle makes it in 

particular of interest for the 

application in a propulsion 

shaftline. The latter since the 

hydrodynamic analysis of the 

aft sterntube bearing is interlinked 

with the alignment 

calculations of the propulsion 

shaftline. 

To validate the model and 

the suppositions made, the 

results of the model were 

compared with a set of measurement 

data. These will be 

described in a separate article 

in the following issue of 

Ship&Offshore. 

to pass through a smaller region 

the pressure will be higher. 

If the calculated force is too 

low, the shaft should be placed 

lower in the bearing. If the calculation 

gives a too high result 

the shaft will be higher or more 

to the bearing centre compared 

to the original situation. Since 

the model should be able to 

make calculations with a slope 

mismatch between the bearing 

and the shaft a similar iteration 

loop is used to determine the 

generated moment by the oil 

film. The principle is that slope 

mismatch is increased to get a 

higher moment. A lower moment 

is ensured by reducing 

the slope mismatch. 

The iteration loop uses the bisecting 

method to ensure a fast 

convergence. 

Calculating the pressure 

distribution 

Using the finite difference 

method a model of the flow 

of the oil is made. Also the 

boundary conditions are defined. 

Next the force of the 

shaft on the bearing is used to 

calculate the pressure of the oil 

film. In the two figures below is 

displayed the pressure distribution 

within a bearing. The two 

figures show the pressure distribution 

for the same bearing 

and loading conditions. 

The pressure distribution is presented 

in a Cartesian coordinate 

system. As such it is a rolled out 

presentation of the pressure as 

present within the bearing. The 

fig. 4a gives a representation of 

the overall pressure. It is clearly 

visible that the pressure drops 

to zero at the extreme ends 

at the aft and forward side of 

the bearing. The second figure 

gives the radial pressure distribution. 

The shape of the graph 

can be compared to the bearing 

as displayed in fig. 1. The right 

side of the graph is the region 

of the converging geometry of 

the shaft and the bearing or the 

inlet region. The build up of 

the pressure in the converging 

geometry is distinctly present. 

The left side is the region with 

the diverging geometry. A noticeable 

effect is visible directly 

after the pressure peak. Clearly 

the pressure drops rapidly to 

zero after passing through the 

point with the smallest distance. 

In the next figure is displayed 

the pressure distribution within 

a bearing with an inclined 

shaft. 

The difference with the previous 

figures is the asymmetric 

pressure distribution in 

axial direction. The side of 

the bearing with the smallest 

distance between the bearing 

and the shaft shows the 

highest pressures. It is also 

interesting to note that the 

effect of the misalignment 


shaft generates a significant 

increase in pressure compared 

to the original case of 

a parallel shaft and bearing. 

It is also worthwhile to notice 

the occurrence of the highest 

pressure and the smallest oil 

film thickness at a the same 

location. 

The authors: 

Xi Yangyang, R. Römen 

References 

[1] Gwidon W. Stachowiak, Andrew 

W. Batchelor. Engineering 

Tribology (Third Edition), Butterworth-Heinemann, 

2005. 



Latest product developments 

The ready to ship prototype of the 

TCA33 Turbocharger 

MAN DIESEL | The manufacturer of largebore 

diesel engines for marine and power 

plant applications, MAN Diesel, recently 

presented their latest developments. 

Amongst others they introduced the new 

turbocharger TCA33 and the new V28/33D 

version diesel engine. 

V28/33D up to 10 MW 

The new V28/33D version from MAN Diesel 

has been updated with an improved 

design and is available in 12-, 16- and 

20-cylinder versions, with respective power 

outputs of 5,460, 7,280 and 9,100kW. 

With a 10% overload possible for one hour 

every six hours, these outputs rise to 6,000, 

8,000 and 10,000kW respectively, thereby 

making the 20-cylinder version the first 

10MW engine at 1,000rpm. 

The new V28/33D engine features is said to 

have the highest power density in its class 

while maintaining full compliance with 

IMO-II and EPA Tier-II legislation. The 

maintenance of the fuel-consumption and 

smoke-emission levels has been achieved 

through the development of an “Emission 

Tier II package”. 

The engine is designed for three main segments: 

multiple propulsion applications, 

including fast ferries, naval ships and superyachts, 

an STC (Sequential Turbocharging) 

edition and as GenSets for offshore applications. 

Additional design features include the 

new, in-house-developed, engine-mounted 

S aCoSone safety and control system, and the 

new TCA33 turbocharger, which has been 

especially tuned for the V28/33D engine. 

Other, major design optimisations include: 

a one-part air-manifold of symmetrical 

design 

a crankshaft design with reduced stresses 

and improved lubrication 

an oil sump with increased volume to 

accommodate inclination requirement. A 

rolling dynamic of 22° and pitching static 

of 5° are allowed with an additional dynamic 

of +/-7.5° 

an improved connection rod with a 

straight-cut design giving high reliability, 

better balance and lower engine vibrations 

New TCA turbocharger 

The existing TCA range of turbochargers 

from MAN Diesel is being extended with 

the TCA33. This has been specifically designed 

to meet the needs of the MAN Diesel 

V28/33D engine, based on two turbochargers 

being fitted. 

The new TCA33 design is made exactly 

75 years after MAN Diesel started to design 

and produce one of the most central 

technologies to the evolution of its current 

range of low emission, high-efficiency power 

units – the exhaust gas turbocharger. 

The TCA33 project’s first phase is now completed, 

with prototypes being de livered. 

One turbocharger will immediately commence 

rig testing in Augsburg and two 

further units will be shipped to the MAN 

Diesel facility in St. Nazaire, for concurrent 

on-engine trial. 

The new TCA33 will be the smallest in 

the axial range and draws on technology 

from both the existing TCR and 

TCA product series. The concept was for 

a single frame size to be used on all 12V, 

16V and 20V28/33D engines, thus making 

interfaces common across the engine 

range. Casings have been designed to accept 

two rotor capacities and a range of 

compressor wheels and matching components 

are available to suit different engine 

powers. 

The new V28/33D engine 

The compressor side of the TCA33 is 

mainly derived from the TCR series and 

shares the same shaft fixing arrangement. 

Specific compressor wheels are applied to 

deliver the 5.2 pressure ratio requirements 

necessary for engines to meet IMO Tier 

II emission limits. MAN Diesel has also 

introduced new concepts in response to 

these pressure ratio demands, which are 

driven by the increased use of Miller timing. 

An innovative approach was made to 

limit compressor wheel temperatures and 

maintain operating lives with aluminium 

wheels. The new system developed by 

MAN Diesel incorporates water cooling in 

the region of the sealing plate behind the 

compressor wheel, this having been proven 

to control temperatures in the compressor 

wheel backface. The water system itself is 

integrated with the engine and complexity 

is therefore minimised. Leakage channels 

are included in the design to remove any 

possibility of cross-contamination between 

air, water and oil systems. 

The turbine side of the TCA33 has features 

in common with the other TCA turbochargers 

but with further consideration being 

given to close integration with the V28/33 

engine. The angled turbine inlet casings 

are designed to match the engine exhaust, 

both in terms of physical interfaces and gas 

flow optimization. Each turbocharger uses 

the same inlet casing, which is simply rephased 

to the opposite angle. The turbine 

outlet casing is also of new design, resulting 

from the requirement for the engine 

package to fit compact ship engine rooms. 

The solution was to adjust the rectangular 

profile of the TCA outlet casing, reducing 

its width, and then provide a direct connection 

to the round exhaust system. MAN 




says that this has been achieved thanks to 

detailed analysis and design and with very 

low pressure losses in the connection itself 

and in the downstream exhaust duct. 

To allow flexibility of installation, the gas 

outlet casing can be indexed by 15 degree angle 

increments. The compressor casing can be 

adjusted to any angle. Bearings are common 

with the latest developments of the TCA. 

MAN Diesel supplies its own air filter silencers 

and a variety of different air inlet casings 

are available for the TCA33, optimised for 

flow capacity and noise levels whilst still designed 

for compact installation. 

Although developed specifically for the 

V28/33D engine, MAN Diesel anticipates 

the potential for other applications in 

the future. There are said to be marketing 

possibilities for the TCA33 on engines 

in the output range from 3,000kW up to 

5,000kW, potentially with other engine 

builders. The product is suitable for sequential 

turbocharging applications and 

has been designed to allow variable turbine 

area (VTA) hardware to be added. This 

is said to allow greater flexibility for its use 

on other engines. 

MAN Diesel sees the TCA33 as an example of 

the benefits of integrated design, where the 

requirements of the engine, the installations 

and the turbocharger have been considered 

in total. The priority is now to achieve comprehensive 

validation of the turbocharger, 

both in the test rig and on the laboratory 

engine, prior to field testing on the V28/33D 

and, ultimately, production release. 

The signing ceremony 

Licence 

agreement 

ZHUHAI YUCHAI/ WÄRTSILÄ | Wärtsilä 

Corporation and Zhuhai Yuchai Marine 

Power Co Ltd, a subsidiary of Guangxi 

Yuchai Machinery Group Co Ltd, have 

jointly signed a licence agreement for the 

manufacture and sale of all sizes of Wärtsilä 

RT-flex low-speed marine diesel engines 

by Zhuhai Yuchai Marine Power at 

its new factory in Zhuhai City, Guangdong 

province in China. 

Zhuhai Yuchai Marine Power will focus on 

engines of 35 to 50cm cylinder bore. The 

main attraction of the new licence agreement 

for Zhuhai Yuchai Marine Power is 

Wärtsilä’s programme of RT-flex engines 

with common-rail technology. This is the 

latest and most modern technology for 

low-speed diesel engines incorporating full 

electronic control of engine processes. 

The new manufacturing capacity of Zhuhai 

Yuchai Marine Power will contribute to the 

delivery of Wärtsilä low-speed marine engines 

to the growing shipbuilding industry 

in China. The first engines are planned to 

be completed in November 2011. 

Guangxi Yuchai Machinery Group is the 

largest manufacturer of automotive fourstroke 

diesel engines in China. The new 

licensee is building a new factory on a 

330,000m² for the manufacture of lowspeed 

engines. The new factory will have 

an initial capacity to build engines with 

an aggregate output of about 1.2 million 

brake horsepower (885MW), later increasing 

to three million bhp (2205MW). 

environment 

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Laser shaft alignment system 

PRÜFTECHNIK | A new laser shaft alignment 

system, called Shaftalign®, has 

been introduced by Prüftechnik Alignment 

Systems. The system is said to 

combine simplicity of operation with 

precise measurement. Its backlit TFT colour 

display and the computer’s built-in 

The Shaftalign® by Prüftechnik Alignment 

Systems 

Cooling pumps to cut 

energy consumption 

GRUNDFOS | Being able to efficiently 

control the speed of a vessel’s cooling 

pumps according to the temperature 

of the sea significantly reduces energy 

consumption and costs below deck. It is 

claimed that Grundfos’ speed-controlled 

cooling solutions for marine applications 

offer savings of up to 50%. According 

to the company, around 70% of the 

total costs incurred over a variable-speed 

pump’s life are attributed to energy consumption. 

Traditional cooling solutions are designed 

to cool at a constant seawater 

temperature of 32 °C. The new technology 

from Grundfos automatically 

adjusts the speed of the cooling pumps 

according to the actual temperature of 

the seawater. 

The solution controls the speed of most 

previous and current Grundfos pumps. 

The series is said to be suitable for a 

variety of marine applications, such as 

seawater and freshwater cooling pumps, 

boiler feed and other utilities like HVAC, 

water supply etc. 

display light sensor is said to optimize 

image quality and the device power 

management. 

The system’s auto-flow capability guides 

the user progressively to determine the 

machinery alignment condition. The 

“Active Clock” measurement mode automatically 

collects the laser coordinates 

for the corresponding shaft position. 

Only 3 to 4 readings over a rotation 

angle of less then 70° are required to 

achieve a precision alignment. All relevant 

alignment results are presented on 

one screen. 

Shaftalign® is a claimed to be a high precision 

user-friendly alignment system, 

incorporating the functions to eliminate 

human error and to optimize productivity. 

The system is expandable to more 

powerful features as alignment requirements 

demand. The system offers a variety 

of options generating and archiving 

alignment measurement reports through 

the freeware Alignment Reporter PC 

software or the direct saving of reports 

as PDF to a memory stick. 

The frequency converter for Grundfos 

speed-controlled pumps 

The new PSM sensors 

Intelligent 

sensors 

TANK GAUGING | Although sensors have 

become relatively inexpensive, installation 

costs continue to rise. To address this problem, 

PSM has launched new high stability 

digital level, pressure and temperature 

sensors with advanced integrated intelligent 

signal processing and diagnostics. 

The company claims that, even on smaller 

ships, 80% of the cable and cabling costs 

can be saved, equating to 15,000 metres for 

a typical container ship. 

PSM says that its new iCT level, pressure 

and temperature sensors are suitable for all 

ship sizes and types. Its benefits for smaller 

ships have been exemplified by one owner 

which refitted a series of trawlers with iCT 

sensors on all fish stock tanks. Now, accurate 

digital data from each sensor provides 

a time stamped record of the tank levels, 

volume and temperature of fish caught for 

the entire duration of the voyage. This real-time 

information of storage conditions 

provides a traceable quality of the fish. Live 

data is also available to be viewed and recorded 

in the owner’s office via the internet 

while the trawler is at sea. Being able to 

provide this quality assurance means that 

fish can be pre-sold at the best prices long 

before the vessel returns to port. 

The low power digital system enables up 

to 128 sensors to be used in hazardous locations 

and supplied from a single safety 

barrier, with full ATEX certification. This 

is said to provide a further cost saving for 

large ships and tanker cargo systems. Other 

devices, such as radar gauges, can be integrated 

directly onto the iCT ATEX loops by 

virtue of its network bus running standard 

MODBUS RTU. PSM explains they can provide 

a cargo gauging system with far fewer 

deck components and a much simplified 

installation. This is said to be particularly 

beneficial to owners needing to replace or 

refit existing tankers and products carriers. 

iCT sensors have achieved marine type approval, 

ATEX certification for hazardous 

area location, as well as higher level shock 

tests for military and navy applications. 


INTERNATIONAL MARITIME EXPOSITION 

27-29 JANUARY 2010 

SYDNEY CONVENTION AND EXHIBITION CENTRE, AUSTRALIA 

THE PACIFIC2010 International Maritime and Naval Exposition will 

be a unique marketing, promotional and networking forum. 

PACIFIC2010 will be a comprehensive showcase of the latest 

developments in naval, underwater and commercial maritime 

technology. 

CONTACT 

PACIFIC2010 

PO Box 4095 Geelong 

Victoria 3220 Australia 

E: expo@amda.com.au 

PACIFIC2010 will also feature a number of timely and highly 

informative industry conferences and seminars. 

PACIFIC2010 will be the most comprehensive industry event of its 

type ever staged in the Asia Pacific region and will provide a 

focused and informed business environment. 

Sales Office: 

T: +61 (0)3 5282 0500 

F: +61 (0)3 5282 4455 

www.pacific2010.com.au 


OFFSHORE & MARINE TECHNOLOGY | NEWBUILDINGS 

The Boa Galatea built by Bergen Fosen 

Photo: Geir Mogen of Helmet AS on behalf of EMGS 

Electromagnetic sisters 

serving the oil & gas industry 

RESEARCH The first purpose built electromagnetic seabed logging ships will hopefully give the 

new technology a boost, as the search for offshore oil and gas worldwide continues. The two 

sister vessels, BOA Thalassa and BOA Galatea, delivered from Bergen Group, both provide 

EMGS – an edge in the marine EM market. 

Arild Kalkvik 

Boa Offshore, located in Trondheim 

Norway, have taken delivery of the 

world’s two first purpose built Electromagnetic 

Survey Vessels equipped with 

EMGS’ unique electromagnetic (EM) technology. 

The new vessels are a result of a close cooperation 

between the Norwegian design 

company Marin Teknikk AS, the operator 

and technology provider EMGS, the owner 

BOA Offshore and the shipyard Bergen 

Group Fosen. 

The vessels’ features include sheltered 

deck and work spaces, advanced on-board 

processing system, helicopter deck, hospital 

ward, conference facilities and modern 

workstations with broadband connection. 

Surveying efficiency and flexibility is increased 

by the vessels’ high speed, large 

fuel volume, extensive storage capacity, 

efficient fuel consumption and extended 

weather window. 

EMGS uses its proprietary electromagnetic 

technology to support oil and gas companies 

in their search for offshore hydrocarbons. 

The company provides Clearplay, the 

world’s first fully integrated EM system. 

Three service offerings – Clearplay Find, 

Test and Evaluate – have been designed 

to assist operators in the exploration and 

production phase. Clearplay supports each 

stage in the workflow, from survey design 

and data acquisition to processing and 

interpretation. The services enable integration 

of EM data with seismic and other 

geophysical and geological information to 

give the operator a clearer and more complete 

understanding of the subsurface. This 

improves exploration efficiency, and reduces 

risks and the finding costs per barrel. 

EMGS has conducted more than 400 surveys 

to improve drilling success rates across 

the world’s mature and frontier offshore 

basins. The company operates on a worldwide 

basis with main offices in Trondheim 

and Stavanger (Norway) Houston (USA) 

and Kuala Lumpur (Malaysia). 

EMGS’ core vessel fleet will in the future consist 

of the two purpose-built 3D EM vessels. 

Each vessel has the capacity to carry 200 receivers 

and offers two high power source systems, 

making these the most productive and 

efficient vessels available in the industry. 

EM technology 

Hydrocarbon reservoirs are electrically resistive. 

This can create conditions under which 

EM energy can be guided over distances of 

several kilometers. A powerful EM source 

towed close to the seabed emits low-fre- 


quency energy into the subsurface. The wave 

shape, current amplitude and timing are 

controlled to maximize the signal at the target. 

Lines or grids of seabed receivers detect 

EM energy that has propagated through 

the sea and the subsurface. Crucially, some 

of the energy is guided with low attenuation 

by resistive bodies, such as hydrocarbon 

reservoirs. 

Processing and modeling is then used, including 

inversion and depth migration of 

EM data result in maps, cross sections and 

3D volumes that show the location and 

the depth of resistive bodies. 

Seabed logging at Greenland 

The Boa Galatea was recently awarded a 

USD 4 million contract by Capricorn, 

a subsidiary of Cairn Energy, to undertake 

3D electromagnetic (EM) survey 

offshore Greenland on the Disko West 

area. Commenting on the survey which 

commenced in August the EMGS CEO 

said that they were confident that their 

EM data, combined with other geological 

and geophysical information would 

greatly enhance the understanding of the 

West Greenland basin and its potential 

for hydrocarbons. 

The author: 

Arild Kalkvik, Director Marketing & 

Sales, Bergen Group Fosen, Rissa 

FACTS & FIGURES 

Length o.a 80.35m 

Breadth 16.4m 

Deadweight 3,000 

Gross tonnage 3,800 

Net tonnage 

17 knots 

Flag 

George Town, Caymen Island 

Ship yard 

Bergen Group Fosen 

Class 

DNV +1A1 – EO – SF – dk, AUTR, HeliDeck-S. Notation : CLEAN and 

COMF-V(rating 3) 

Main Engines 

Catepillar 3516-B, 4 x 1,901kW 

Main Propulsion Steerprop SP 35 CPR, 2 x 2,600kW – stern mounted Azimuth 

thrusters, diameter: 3,200mm 

Thrusters Brunvoll, 1 tunnel thruster, 800kW, Diameter 2,000mm. 1 Azimuth 

thruster, 880kW, Diameter 1,650mm in nozzle 

Deck cranes Noreq: 1 provision/deck crane SWL 5 tons / 17m. 1 node crane 

SWL 2 tons/10m 

Rescue Boat & Davits 

Norsafe 

Liferafts 

Viking 

Electro installations 

Argon Elektro, Trondheim 

Generators 4 x 1,825 kW, 690V, 60HZ, RPM 1800 

DP II 

Kongsberg 

Seabed logging equipment 

ODIM & EMGS 

Anchor winches and mooring equipment 

Norsk Atlas 

Multi beam echo sounder for seabed survey 

TRITECH | A multibeam echo sounder 

system (MBES) called Horizon has been 

launched by Tritech. It comprises a sonar 

head, surface processing unit and control 

software. Housed in a single compact and 

robust unit, it is claimed to use the very 

latest advances in acoustic time delay 

beamforming techniques to deliver highquality 

survey data at an affordable cost. 

In shallow water, Horizon can be mobilised 

on a vessel to gather survey datasets 

at depths down to 120m. For deep water 

survey operations the system can be 

deployed on an ROV platform. Horizon 

operates at a frequency of 240kHz and 

has a wide swath coverage of 120 degrees. 

Where required, two Horizon sonar heads 

can be linked together to form a dualhead 

system for maximum and uninterrupted 

swath coverage. Fast ping rates of 

up to 100Hz, combined with pitch correction, 

allows Horizon to be used for 

higher speed survey operations without 

compromising along-track data density 

and resolution. 

Horizon software real time waterfall display 

The Horizon system accepts motion sensor 

data input to give a fully corrected sonar 

image, which can be viewed as an online 

waterfall display. This method of visualising 

the raw data provides the user with an 

instantaneous non-digitised image of the 

seabed – ensuring all features of interest 

are observed. 

Data gathered by Horizon is exported in 

real- time via a network connection to thirdparty 

software packages such as Hypack/ 

Hysweep and PDS2000. 


OFFSHORE & MARINE TECHNOLOGY | OFFSHORE & OIL GAS 

Hurricane resistant offshore 

platform design 

CFD CALCULATION Computational fluid dynamics are essential in order to understand how 

offshore platforms perform under the most extreme operating conditions. Experience from 

recent hurricanes in the Gulf of Mexico demonstrates the importance to use all available tools 

to minimize financial and environmental impact. 

Stephen Ferguson 

Five years ago, Hurricane Ivan became 

the first of three hurricanes to batter 

the oil fields of the Gulf of Mexico, 

each sustained wind speeds of 140 miles 

per hour or more. In addition to the tremendous 

human cost, estimates from the Minerals 

Management Service suggest that the 

combined effect of hurricanes Ivan, Katri na 

and Rita brought about the destruction of 

122 platforms, with extensive damage to 

another 72. Additionally, some 24 rigs were 

set adrift, 10 destroyed and 23 extensively 

damaged. Six months after hurricane Katrina, 

oil production in the Gulf of Mexico 

was still down 25% from pre-hurricane 

levels. The combined losses to the oil and 

gas industry from Katrina and Rita are estimated 

to be in excess of US$ 5 billion. 

In the weeks following hurricane Katrina, 

controversy raged over whether the 100- 

year design criteria to which current platforms 

are designed was sufficient to deal 

with the effects of Category-3 or 4 winds, 

let alone a Category-5 hurricane like Ivan, 

Katrina and Rita. Rebecca Watson, the Interior 

Department’s Assistant Secretary 

for Land and Minerals Management, told 

Applying CFD caluclations on offshore platforms 

Congress: “Current design standards require 

industry to design facilities to Category-5-storm 

criteria.” However, the fact 

that each of these hurricanes was able to 

cause such devastation to oil production 

in the Gulf of Mexico is strongly indicative 

that the current standards – or the techniques 

used to apply them – are not sufficient 

for future use. 

Current design standards require that platforms 

be built to survive so-called 100- 

year storms, which generate wave heights 

of up to about 70 feet. However, during 

hurricane Ivan, peak wave heights of over 

90 feet were measured (including one that 

severely damaged the Chevron Petronius 

platform), which is consistent with a oncein- 

2,500-year storm. The problem is compounded 

by the fact that many of the 4,000 

platforms operating in the Gulf of Mexico 

were designed before 1988, when the current 

100-year design standards came into 

operation (although some of the destroyed 

platforms were of recent design). 

Evaluating the wind and wave loading on platforms in storm conditions 

Design techniques 

The scale of these losses, combined with 

pressure from insurers, has led to a rapid reevaluation 

to the techniques used to design 

offshore platforms. With operators forced 

to balance pure engineering concerns, ecological, 

humanitarian and particularly financial 

concerns the question is in fact a 

complex multi-dimensional optimization 

problem: although it might be possible in 

principle to design every new offshore platform 

to be capable of withstanding a once- 


in-2,500-year storm, in reality the costs are 

likely to be so prohibitive that some degree 

of compromise is necessary. 

With this in mind, many operators are turning 

towards computational fluid dynamics 

(CFD) in order to provide additional insight 

into how their platforms perform under the 

most extreme operating conditions. CFD is 

a technique that simulates fluid-flow phenomena 

using supercomputer technology. 

CFD is increasingly finding applications in 

many areas of the oil and gas industry. CFD 

can be used to simultaneously simulate the 

aerodynamic effect of strong winds on the 

platform with the hydrodynamic influence 

of waves impacting upon it. These simulations 

are not bound by the constraints of 

any design code. In principal, any combination 

of wind and wave-loading event can 

100 million computational cells or more, 

something that has only recently become 

possible with the advent of inexpensive 

computing clusters, and reduced software 

licensing costs” 

Nagy feels that the biggest advantage of 

CFD is that its rapid turnaround time 

helps to break the dependence of offshore 

design on pre-existing design codes. 

Although design wind and wave conditions 

are a useful starting condition for 

offshore platform analysis, CFD simulation 

allows designers to more easily pursue 

multiple “what if?” scenarios. Once 

a CFD model for a platform is set up, it 

is relatively simple to repeat the calculation 

for multiple loading scenarios. “Instead 

of becoming stuck by the fact that 

the design codes don’t deal with wave 

CFD full-scale simulations 

Unlike testing of physical prototypes, 

CFD simulations are typically carried out 

at full scale (the computer model has 

the same dimensions as the actual production 

platform rather than those of a 

smaller experimental model). This has 

the considerable advantage that results 

can be interpreted directly and do not 

have to undergo scaling, a process that 

can introduce a significant uncertainty, 

especially for transient phenomena such 

as the impact of a wave. 

A further advantage is that, instead of being 

restricted to retrieving data from a few 

experimental monitoring, data is available 

at every point on the platform, at every 

discrete time interval for which the simulation 

is performed. The wave impact on 

Wave Impact study of offshore platform 

be explicitly simulated (although there are 

some constraints – such as the extent to 

which it is possible to model certain types 

on non-linear waves). CFD vendors have 

recently experienced a significant increase 

in companies interested in simulating the 

behavior of offshore platforms operating 

in extreme conditions. 

Although CFD technology has been routinely 

applied in many industries since the 

early 1980s, it has only recently begun to 

be seriously used in offshore-platform design. 

Most current offshore platforms were 

designed using extensive experimentalmodel 

testing. 

Dr Dennis Nagy, CD-adapco’s Vice President 

of Business Development, explains: 

“It isn’t that CFD technology wasn’t available 

when the current generation of platforms 

was designed; CFD technology has 

been routinely applied in many industries 

since the early 1980s. It is just that the cost 

of performing the analysis would, until 

very recently, have been too prohibitive. In 

order to perform a CFD analysis of an offshore 

platform, the fluid around the structure 

must be split into a large number of 

discrete volumes, known as computational 

cells. To perform an accurate simulation 

of a complete offshore platform requires 

heights above 70 feet, using CFD designers 

are free to consider the impact of wave 

heights of 80, 90, or even 100 feet,” says 

Nagy. “All they need to do is input the 

new condition and sit back while the 

computer does the number crunching. 

It is a very effective way of assessing the 

limit of your design.” 

This approach opens many possibilities. 

From an optimization point of view, the 

manual human input can be removed altogether, 

by configuring the simulation to 

automatically loop through multiple wave 

loading scenarios for a given design. In this 

way it is possible to calculate the conditions 

under which the platform would fail 

(based on the simulated pressure loadings 

on some critical component) or under 

which operations on the platform would 

need to be suspended for safety or environmental 

reasons (perhaps based on the 

amount of “green water” on a section of 

the platform). 

Having identified the operational limits 

of a given design, operators are in a 

better position to judge whether the cost 

involved in implementing it is justified 

(counting not only the operational cost, 

but also the “extreme cost” of a possible 

environmental failure). 

a platform can be viewed from any angle, 

and the instantaneous forces acting on any 

part of the structure can be calculated. 

Data from CFD calculations can also be 

used to assist other types of analysis, for 

example, the forces acting on a platform 

can be exported to a stress-analysis software 

package. In extreme cases, where 

fluid forces cause large deflections of 

components, the CFD simulation can be 

coupled directly with the stress analysis 

tool and both stress and fluid simulations 

can be performed simultaneously, 

each simulation feeding new boundary 

conditions to the other. 

In Nagy’s view, the adoption of CFD technology 

as a routine part of offshore design is inevitable. 

“In the automotive, aerospace and 

nuclear industries almost every component 

is designed with the aid of CFD technology, 

to bring a new product to market without it 

would be unthinkable,” he says. “The financial 

and environmental impact of the recent 

hurricanes means that the oil and gas industry 

has no choice but to follow suit.” 


Stephen Ferguson, Communications 

Manager, CD Adapco 


OFFSHORE & MARINE TECHNOLOGY | OCEAN MINING 

Support for deep-sea mining 

NEW RULES By including underwater working devices and working machines in the new 

Classification and Construction Rules for Underwater Technology, Germanischer Lloyd (GL) is 

now able to support a wide variety of deep-sea mining systems. 

H.F. Brun, R. Surma, M. Wunsch 

The new Classification 

and Construction Rules 

by Germanischer Lloyd 

(GL) for Underwater Technology 

have been revised and 

substantially extended. They 

have come into force on November 

1st 2009 after intensive 

discussions with institutions, 

experts and customers. 

The full range of underwater 

systems are covered in the 

rules, diversified into the following 

types of submersibles 

and working systems: 

LARS (Launch And Recovery 

System) for ROV 

Manned submersibles: 

non-autonomous (connected 

to support ship via 

umbilical) 

autonomous (with support 

ship) 

independent (without support 

ship) 

Unmanned Submersibles: 

Remotely Operated Vehicle 

(ROV) 

Autonomous Underwater 

Vehicle (AUV) 

Underwater working equipment: 

Working Devices (only 

tools) 

Working Machines (complete 

systems) 

Requirements for manned 

submersibles 

Manned submersibles are 

mainly used for investigation 

of the sea bed, control 

and survey of comprehensive 

activities and with the 

aid of additionally mounted 

working devices for special 

underwater installations and 

repair work. GL has a wide 

experience in classification 

of manned submersibles 

with diving depths down to 

6,000m. Very famous subs 

are the Russian Mir 1 and 

Mir 2 for deep sea research 

activities. They became famous 

as they delivered a Russian 

Flag to the sea bottom 

at the North Pole in 2007. 

Recently, the GL department 

for underwater technology 

made a Class Renewal Survey 

on these submersibles before 

President Putin was encouraged 

to participate in a dive 

with one of the Mir subs in 

the Lake Baikal. 

In the new Rules for Manned 

Submersibles, the requirements 

for the following essential 

aspects are defined 

within 16 Sections: 

Design principles 

Buoyancy and stability 

Design loads of the equipment 

under external pressure 

(NDP, TDP, CDP) 

Pressure hull, pressure 

vessels (also internal pressure) 

Exostructure and equip- 

 

ment 

Diving, compensating, 

trimming, pumping 

Propulsion and manoeuvring 

Life support, rescue systems 

Fire protection and extinguishing 

Control and electrical/hydraulical 

installations 

Umbilical/lifting cable 

Requirements for unmanned 

submersibles 

For unmanned submersibles, 

Remote Operated Vehicles 

(ROV) have to be considered. 

These vehicles are controlled 

and supplied by the 

support ship at the surface 

via an umbilical which may 

be combined with a lifting 

cable. GL has newly developed 

a detailed catalogue of 

the necessary requirements 

for this element as Annex E 

to the Rules. Via the umbilical 

a wide variety of control 

signals and continuous power 

can be brought down to 

the vehicle turning it to the 

“work-horse” for deep-sea 

mining. 

Autonomous Underwater Vehicles 

(AUVs) do not have a 

direct connection to the support 

ship, but usually only 

a data link. Therefore, they 

have a limited amount of 

available power and can only 

be used for reconnaissance, 

exploration, measuring tasks, 

checking work, etc. With their 

special electronic equipment 

they are able to perform a 

wide variety of predefined 

navigational missions. 

In the new Rules for Unmanned 

Submersibles the requirements 

for the following 

essential aspects are defined 

within 4 Sections: 

Design principles for ROVs 

and AUVs 

Design and construction of 

ROVs 

Working devices at ROVs 

 

Launcher (System for 

launching below water surface) 

Umbilical: ship/launcher – 

 

launcher/ROV 

Additional requirements for 

AUVs 

Control system for all functions 

Mission programming & 

navigation 

Data connection to support 

ship 

Tests and trials for both 

types of vehicles 

Requirements for underwater 

working devices and 

machines 

GL defines the tools, which 

are mounted on submersibles 

or on the working 

machines, as Underwater 

Working Devices. Such tools 

may perform tasks like manipulating, 

material testing, 

cleaning, fixing, lighting etc. 

The power is delivered via 

the submersible or the working 

machine, the control is 

established by the crew of 

the manned submersible or 

the operating personnel on 

the support vessel. 

Underwater Working Machines, 

on the other hand, 


Unmanned submersible ROV Kiel 6000 

are independent from any 

submersible and are normally 

controlled and powered from 

the support ship via an umbilical 

or other means of control. 

They may be equipped for 

a wide variety of tasks, such 

as excavating and ramming, 

but also for welding, drilling, 

pumping, etc. 

There is a trend towards such 

machines and GL is currently 

discussing several projects 

with different customers. 

In the new Rules for Underwater 

Working Devices and 

Machines, GL defines the requirements 

for the following 

essential aspects: 

Design principles Working 

Devices 

Design principles Working 

 

Machines 

Power supply/umbilical/ 

lifting cable 

Control and monitoring 

Movement at the sea bottom 

Joint missions with divers 

Emergency surfacing system 

Check of working functions 

Systems on the support 

ship 

Only so called independent 

manned submersibles do 

not need a major support, all 

other types of submersibles 

and machines need to obtain 

operational assistance from a 

support vessel. One example 

is the Launch And Recovery 

System (LARS) for an ROV. 

GL has developed dimensioning 

and safety requirements 

for the following subsystems: 

Control (station, communication/data 

transfer, dynamic 

positioning of ship) 

Supply (electrical, hydraulic, 

breathing air/compressed 

air) 

Launch & Recovery (loads, 

calculation, equipment, 

coil-up/coil-off mechanism) 

Stowage & Deck Transport 

(mechanical, electrical, fire 

& explosion protection) 

Mating Equipment (diver‘s 

lockout/decompression 

chamber) 

The authors: 

Dr. H.F. Brun, Dr. R. Surma 

and M. Wunsch, 

Germanischer Lloyd 

VRP for offshore 

construction vessel 

Multiphase flow 

assurance tool 

VOITH | With the development 

of the Voith Radial 

Propellers (VRP) rated at 

5.5 MW, Voith enters new territory 

and ventures into the 

market for moving and positioning 

oil platforms as well 

as drillships and special vessels. 

The construction group 

STRABAG has ordered five 

such Voith Radial Propellers 

for the construction of a special 

vessel that will be used 

for setting up offshore wind 

parks in the North Sea. 

The contract, which was 

signed after 18 months of development, 

covers the delivery 

of five propellers for this 

special vessel. 

The vessel will be capable 

of transporting concrete 

foundations weighing over 

7,000 tons and positioning 

them with high precision directly 

in the open seas. The 

concrete platforms will be 

lowered onto the bottom of 

the sea by a special crane. The 

advantage of these heavyweight 

foundations is that 

they do not require anchoring. 

Weighing over 80 tons and 

measuring approximately 

eight meters in height, the 

Voith Radial Propellers are 

said to ensure sufficiently 

fast propulsion, which will 

be approximately 10 knots at 

full load for this vessel. Their 

360° steerability around the 

outer parts of the vessel has 

been developed to allow accurate 

positioning, even in 

bad weather and when conditions 

at sea are rough. 

Four propellers will be installed 

in the ship, another 

one will be kept as replacement 

unit. The five VRP will 

be delivered by February 

2011, the same year as the 

Cuxhaven based special vessel 

is planned to enter service. 

KONGSBERG | Kongsberg 

Oil & Gas Technologies 

(KOGT) launches a multiphase 

flow s imulation tool called 

LedaFlow®. LedaFlow® is an 

engineering tool, which is the 

product of nearly a decade of 

collaboration between Total, 

ConocoPhillips and SINTEF, 

and has been further developed 

as an integrated tool for 

oil & gas engineers by Kongsberg. 

The improved functionality, 

fidelity, flexibility and accuracy 

inherent in LedaFlow® is said 

to reduce risk, enhance performance 

and provide good return 

on investment. It has been 

designed to meet considerable 

industry demand for improved 

tools and technology, such 

as longer and larger diameter 

flow lines, deeper field developments 

and harsher environments. 

Based on more physics, rather 

than empirical data, LedaFlow® 

The Ledaflow® simulation 

tool by Kongsberg Oil & Gas 

Technologies 

can provide 1D or quasi 3D simulation. 

It uses detailed threedimensional 

physical modelling 

and has been validated against 

the best available, most comprehensive 

experimental data. It is 

designed to exploit the power of 

high-performance computing to 

support decisions in real time 

and is claimed to offers interesting 

application possibilities that 

cover all engineering aspects including 

commissioning, operation 

and training. 


OFFSHORE & MARINE TECHNOLOGY | NEWBUILDINGS 

Flexible Platform Supply Vessels from China 

BOURBON FRONT | Building 

longer series of complex Offshore 

Supply Vessels in China 

can be profitable, according to 

Bourbon Offshore Norway. The 

first vessel in a series of four has 

just been launched. 

Bourbon Offshore Norway has 

currently four Ulstein PX105 

Platform Supply Vessels (PSV) 

under construction at Zhejiang 

Shipbuilding Co. Ltd in 

Ningbo, China. The first, Bourbon 

Front, has recently been 

launched and will be delivered 

in April 2010. Three more are to 

follow: the Bourbon Clear, the 

Bourbon Calm and the Bourbon 

Rainbow all to be delivered during 

the same year. 

This is not the first time Bourbon 

Offshore Norway orders 

Offshore Supply Vessels from 

China. The first time was when 

the Bourbon Pearl (2007) and 

Bourbon Sapphire (2008) were 

built, following the Bourbon 

Peridot, which was built as a 

first prototype vessel in 2005 by 

Ulstein in Norway. Encouraged 

by the success, the new PX105- 

series is built directly in China, 

including the first Bourbon 

Front. For this reason, Bourbon 

Offshore Norway has no less 

than 25 of its people based at 

the yard in China to supervise 

and support the yard. 

These large PSVs are designed 

by Ulstein Design in Norway. 

The hulls with the Ulstein X- 

BOW®, combined with dieselelectric 

propulsion systems, 

are said to ensure outstanding 

performances with regards to 

fuel consumption, sea-keeping, 

station-keeping, speed and 

cargo capacity. Ulstein PX105 is 

designed to minimize the environmental 

impact and built according 

to DNV’s Clean Design 

class notation. Catalytic reactors 

for minimum NOx emissions 

are installed and the vessels will 

have Green Passports complying 

with IMO ship recycling recommendations. 

Other exhaust gases 

that would normally be released 

into the air are now partially 

mixed in with the seawater. 

The exhaust system on the ships 

is a Mecmar’s system, whereby 

Bourbon Front after launching 

the exhaust is released through 

the hull sides just above the 

waterline. This does not only 

free up space in the ship’s accommodations, 

where conventional 

exhaust pipes otherwise 

would be fitted, but it also 

provides a 360-degree view 

from any point on the bridge. 

A 3D screen shot of the cargo area 

The vessels are also said to run 

more quietly thanks to the exhaust 

system, maximising the 

comfort for the 25 persons onboard. 

The 88.9m long and 19m wide 

vessels with a deadweight tonnage 

of 4,450 dwt are equipped, 

built and certified according to 

IMO Class II for Dynamic Positioning. 

Four main generator 

sets, each of approx. 1,700 ekW 

at 1800 rpm, power two electric 

propulsion motors of approx. 

2,700kW each and two main 

azimuth thrusters of approx. 

2,500kW each at 800 rpm with 

a 360 degrees rotation angle 

and a fixed pitch. In addition, 

the vessels have two bow tunnel 

thrusters of 1,400kW and 

one retractable forward azimuth 

thruster of 850kW. The 

propulsion setup gives a speed 

of 15.5 knots at 5m draft. 

The cargo deck area is 1,017m² 

with a maximum loading capacity 

of approx. 2,800 t. 

Ulstein claims the ships will be 

the most advanced and flexible 

supply vessels designed and 

built due to the unique cargo 

solution onboard, where the 

tank and discharge systems 

are not dedicated to one product 

only. Conventional supply 

vessels have dedicated tanks, 

meaning they can hold only a 

few types of cargo. The Multi 

Application Cargo Solution 

(MACS) used on the Ulstein 

PX105 can hold both dry and 

liquid bulk, including MAR- 

POL Annex II cat. X,Y,Z products 

under the NLS Cert. 

While conventional supply 

ships typically carry six or seven 

types of cargo, these ships can 

carry 21 different products at 

once, which means greater flexibility. 

The ships have eight MACS 

tanks onboard with a total capacity 

of 925 m³, four of which 

are low flashpoint tanks – 

meaning that they can carry 

flammable goods. The vessels 

also have 12 conventional 

tanks. All of the tanks have separate 

pumps, which allow them 

to be unloaded independently 

of each other through their respective 

piping system. 

In firefighting, the ships are 

equipped with FiFi class I, with 

fire monitors placed rearmost 

on the stern. This placement 

improves safety for the ship 

and crew and provides a good 

overview for fire-fighting operations. 


Visit the Inmarsat stand, hall B6, stand 111 and complete a 

competition entry form. 

Terms and conditions apply. 

The mobile satellite company TM 

 

In association with 

YOUR 

logo 

SMM Daily News Advertisement 

The 24 th Shipbuilding, Machinery & Marine Technology International (SMM) trade fair will 

be staged at Hamburg Exhibition Centre from September 7 th -10 th 2010. Leading ship building 

companies and maritime equipment suppliers will present many innovations at this SMM. 

As usual, DVV Media will produce the daily trade fair newspaper SMM Daily News from 

Tuesday to Friday! 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

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Concept & facts you should know: 

 

WIN 

A SAILOR 500 0 FleetBroadband terminal 

plus a crew communication solution and 

mobile internet et bundle 

 

 

SMM Daily News will be published every fair day for distribution daily to visitors 

and exhibitors at the SMM. At breakfast time, SMM Daily News will provide the latest 

news from the maritime industry to the international trade fair visitors in English. 

 

 

 

 

 

 

You 

 

 

 

Bookable days are: 

Tuesday, September 7 th 2010 

Wednesday, September 8 th 2010 

Thursday, September 9 th 2010 

Friday, September 10 th 2010 

Here are the rates for your advertisement: 

183 x 125 mm 

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If you are interested in placing your advertisement in one or more issues of SMM Daily News, 

please contact your local representative or our office directly: 

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Tel.: +49 – (0)40 / 237 14 –117 

Fax: +49 – (0)40 / 237 14 –236 

E-Mail: florian.visser@dvvmedia.com 

Full colour rates+VAT 


OFFSHORE & MARINE TECHNOLOGY | RENEWABLE MARINE ENERGY 

Efficient transition piece 

installation for wind farm 

OFFSHORE CONSTRUCTION | Jumbo 

Offshore’s engineers and the crew of DP2- 

vessel Jumbo Javelin have successfully installed 

their first Transition Piece (TP), off 

the UK’s south-east coast. This is the first 

time that a TP has been transported and 

installed with only one DP2 vessel. The 

installation trial included leveling and 

grouting operations and even the removal 

of the TP. 

After loading the 255 tonnes TP in Flushing, 

it was transported to the offshore location. 

There, the Jumbo Javelin positioned 

itself on DP next to the monopile and 

lifted the TP from her lower hold onto 

the monopile. After leveling the TP to its 

final position, the grouting procedure was 

tested. 

To give crew safe access from the Jumbo 

Javelin to the installed TP as well as efficiently 

guiding the grout hoses, the Ampelmann 

II was used. This ship-based, self 

stabilizing platform actively compensates 

all vessel motions to make offshore access 

safe and easy. In 20 landings, a total of 72 

transfers were made to and from the TP. 

Furthermore, the Ampelmann supported 

the grout hose. Access and support is possible 

in wave heights up to Hs = 2.5m. 

The Jumbo Javelin is able to carry 9 TP’s at a 

time, each with weights up to 300 tonnes. 

All the TP’s can be stowed vertically in the 

hold of the vessel and transported to the 

offshore location. The ship is free floating 

and uses its DP2 system to create, 

amongst others, a working environment 

in which TP’s can be installed in wave 

heights up to Hs = 1.5m. With a high 

transit speed of up to 17 knots, the vessel 

is well-equipped for wind farm installation 

work. 

Using a DP positioned heavy lift vessel 

compared to the conventional method of 

moving and installing TP’s brings the following 

advantages: 

the vessel is used for transporting a considerable 

load 

fast transit to the installation site and 

the installation itself 

the relocation from one position to the 

next is a relatively fast one, as the vessel 

does not need to reposition anchors or jack 

up and down again. 

The whole operation was completed in approximately 

24 hours and was performed 

as planned with respect to every detail: 

transportation, installation, accessibility of 

the TP, grouting and, importantly, safety. 

The Jumbo Javelin transporting and 

installing Transition Pieces 

Belwind project offshore Belgium commenced 

An artist’s impression of the Belwind project 

WIND FARMS | One of the largest green 

energy projects in the world, the Belwind 

project, is being constructed. The wind farm 

will eventually encompass a total of 110 wind 

turbines on Bligh Bank, a sand bank 46 kilometres 

off the coast of Zeebrugge, Belgium, in 

a depth of 15 to 37 meters. The construction 

will be in two phases and 55 turbines will be 

built in each phase. The project is scheduled 

for completion in November 2010. 

The wind turbines will supply power to approximately 

350,000 households, meaning 

a reduction of 540,000 tonnes of CO 2 

emissions annually. 

The Dutch contractor Van Oord Dredging 

and Marine Contractors have been 

awarded the contract for the engineering, 

procurement and construction of the first 

part of the Belwind offshore wind farm 

project. They have commissioned the 

Svanen to drive the 56 steel piles for the 

foundations, while Wilhelmsen Ships Service 

has signed an agency agreement with 

Van Oord Belgie to act as full agent in the 

port of Zeebrugge for their port calls during 

the Belwind Project. During the time 

of construction, Wilhelmsen Ships Service 

will handle approximately 655 port calls. 

These are mainly for crew vessels bringing 

labour daily to and from the site tug boats 

towing the 55 monopiles for the construction 

and pontoons bringing equipment to 

and from site. 


Ship&Offshore 

Buyer´s Guide 

Ship&Offshore Buyer´s Guide 

The Buyers Guide serves as market review and source of supply listing. 

Clearly arranged according to references, you find the offers of international 

shipbuilding and supporting industry in the following 17 columns. 

1 Shipyards 

10 Ship´s operation systems 

2 Propulsion plants 

11 Deck equipment 

3 Engine components 

12 Construction + consulting 

4 Corrosion protection 

13 Cargo handling technology 

5 Ships´equipment 

14 Alarm + security equipment 

6 Hydraulic + pneumatic 

7 On-board power supplies 

8 

Measurement 

9 

Navigation 

+ 

control devices 

+ 

communication 

15 

16 

17 

18 

Port construction 

Offshore + Ocean 

Technology 

Maritime services 

Buyer‘s Guide 

Information


1 Shipyards 

1.06 Repairs + conversions 

2.02 Gears 

REINTJES GmbH 

 

D-31785 Hameln 

Tel. +49 (0)5151 104-0 

Fax +49 (0)5151 104-300 

 

Ships' propulsion systems from 250 to 30.000 kW 

SCHIFFSDIESELTECHNIK KIEL GmbH 

Kieler Str. 177 

 

Tel. +49(0)4331 / 4471 0 

Fax +49(0)4331 / 4471 199 

www.sdt-kiel.de 

2.05 Propellers 

 

 

e-mail: pein@piening-propeller.de 

Internet: www.piening-propeller.de 

Fixed and Controlable Pitch Propellers, 

Shaft Gears, Gearboxes 

SCHOTTEL-Schiffsmaschinen GmbH 

Kanalstraße 18 

D 23970 Wismar 

Tel. +49 (0) 3841 / 20 40 

Fax +49 (0) 3841 / 20 43 33 

www.schottel.de 

Brückenstraße 25 D-27568 Bremerhaven 

Tel. +49(0)471 478-0 Fax +49(0)471 478-280 

E-mail: info@lloydwerft.com 

www.lloydwerft.com 

2 

Propulsion 

Repairs and Conversions 

Next Buyer’s Guide 

February 2010 

plants 

2.01 Engines 

ZF - Gears 

2.03 Couplings + brakes 

KTR Kupplungstechnik GmbH 

 

 

Tel. +49 (0) 59 71 798 0 

Fax +49 (0) 59 71 798 698 

e-mail: mail@ktr.com 

Internet: www.ktr.com 

Couplings 

Voith Turbo GmbH & Co. KG 

Postfach 15 55 

D-74555 Crailsheim 

Tel. +49 (0)7951 32 - 0 

Fax +49 (0)7951 32 500 

e-mail: industry@voith.com 

Internet: www.voithturbo.com 

Turbo couplings, Highly flexible couplings, 

Universal joint shafts, Safety couplings 

2.04 Shaft + shaft systems 

Controllable-pitch propeller units, 

Shaft lines 

VA TECH 

ESCHER WYSS GmbH 

 

 

e-mail: cpp@vatew.de 

Internet: www.escherwysspropellers.com 

Controllable Pitch Propellers 

Voith Turbo Schneider 

Propulsion GmbH & Co. KG 

Postfach 20 11 

D-89510 Heidenheim/Germany 

Tel. 

E-Mail: vspmarine@voith.com 

www.voithturbo.com/marine 

Voith Schneider Propeller 


2.06 Rudders + 

rudder systems 

MAN Diesel SE 

86224 Augsburg, Germany 

 

Internet: www.mandiesel.com 

4-stroke diesel engines 

from 450 to 21.600 kW 

SCHOTTEL-Schiffsmaschinen GmbH 

Kanalstraße 18 

D 23970 Wismar 

Tel. +49 (0) 3841 / 20 40 

Fax +49 (0) 3841 / 20 43 33 


HATLAPA 

Uetersener Maschinenfabrik GmbH & Co. KG 

Tel.: +49 4122 711-0 

Fax: +49 4122 711-104 

info@hatlapa.de 

www.hatlapa.de 



 

Tel. +49(0)4331 / 4471 0 

Fax +49(0)4331 / 4471 199 


mtu, John Deere,Perkins and Sisu engines 

Generating Sets 

Controllable-pitch propeller units, 

Shaft lines 

 

 

e-mail: pein@piening-propeller.de 

Internet: www.piening-propeller.de 

Fixed and Controlable Pitch Propellers, 

Shaft Gears, Gearboxes 

Steering Gears, Shaft-Ø von 120 up to 1.000 mm 

Rotary vane up to 2.000 kNm 

 

 

e-mail: info@macor-marine.com 

Internet: www.macor-marine.com 

 

 

Zeppelin Power Systems GmbH & Co. KG 

 

 

 

Sales- & Servicecenter Bremen: 

 

 

 

 

MaK and CATERPILLAR diesel engines 

from 90 to 16.000 kW 

SKF Maintenance Services GmbH 

 

Tel. 

E-mail: srs.deutschland@skf.com 

Internet: www.skf-maintenance-services.de 

Laser Alignment and Machinery 

Mounting Solutions 

 

 

e-mail: oceangoing@vdvelden.com 

www.vdvelden.com 

BARKE ® Rudders and COMMANDER Steering Gears 

- High-Tech Manoeuvring Equipment - 

II

2.07 Manoeuvring aids 

Jastram GmbH & CO. KG 

 

 

e-mail: 

Internet: 

Transverse Thrusters, 

Azimuth Grid Thrusters 

SCHOTTEL GmbH 

Mainzer Str. 99 

 

Tel. + 49 (0) 2628 / 6 10 

Fax + 49 (0) 2628 / 6 13 00 


2.12 Diesel service 

+ spare parts 

Chris-Marine AB 

Box 9025 

SE-200 39 Malmö, Sweden 

Tel: +46 40 671 2600 

Fax: +46 40 671 2699 

www.chris-marine.com 

FOR DIESEL ENGINE MAINTENANCE 

 

 

e-mail: contact@gold-engine.com 

Internet: www.gold-engine.com 

Technical Service and Consulting 

for marine and power industry 

3 

Engine 

TAIKO KIKAI INDUSTRIES CO.,LTD 

see NIPPON Diesel Service 

YANMAR DIESEL 


components 


Rudderpropellers, Transverse Thrusters, 

Pump-Jets 

HHM 

Hudong Heavy Machinery 


3.04 Stuffing boxes 

for piston rods 

2.09 Exhaust systems 

H+H Umwelt- und Industrietechnik GmbH 

Industriestr. 3-5 

D-55595 Hargesheim 

Tel. +49 (0)671 92064-10 

Fax +49 (0)671 92064-20 

 

Internet: www.HuHGmbH.com 

Catalytic Exhaust Gas Cleaning for 

Combustion Engines on Ships 

Johnson Matthey Catalysts (Germany) GmbH 

 

 

e-mail: sinox-systems@matthey.com 

 

Complete SCR and Oxidation Catalyst-Systems 

KOBE DIESEL 


MITSUBISHI DIESEL/TURBOCHARGER 


Mares Shipping GmbH 

Bei dem Neuen Krahn 2 

D-20457 Hamburg 

Tel. +49 (0)40 / 37 47 84 0 

Fax: +49 (0)40 / 37 47 84 46 

www.mares.de 

Ship Spare Parts for Diesel Engines, 

Compressors, Pumps, Separators etc. 


February 2010 

POLYVERIX - H. & G. Meister AG 

 

Tel. +41 - 44 - 431 56 46 

Fax +41 - 44 - 431 15 20 

e-mail: info@polyverix.ch 

Internet: www.polyverix.ch 

Gland- & Stuffing Boxes / Piston cooling 

parts / various sealing items 

3.05 Starters 

DÜSTERLOH Fluidtechnik GmbH 

Abteilung Pneumatik Starter 

Im Vogelsang 105 

D-45527 Hattingen 

 

www.duesterloh.de 

Air Starters for Diesel and 

Gas Engines up to 9.000 kW 

2.10 Special propulsion units 

SCHOTTEL GmbH 


 

Tel. + 49 (0) 2628 / 6 10 

Fax + 49 (0) 2628 / 6 13 00 


Rudderpropellers, Twin-Propellers, 

Navigators, Combi-Drives, Pump-Jets 

2.11 Water jet propulsion units 

MOTOR-SERVICE SWEDEN AB 

Mölna Fabriksväg 8 

 

SWEDEN 

 

www.motor-service.se sales@motor-service.se 

WORLDWIDE SPARE PART DELIVERIES 

NIPPON Diesel Service 

Hermann-Blohm-Strasse 1 


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

Fax +49 (0)40 31 15 98 

www.nds-marine.com 

After Sales Service - Spare Parts 

Distribution - Technical Assistance 

 

Austria and Switzerland 

Friedemann Stehr 

Tel. +49 6621 9682930 

E-mail: fs@friedemann-stehr.de 

3.06 Turbochargers 

ABB Turbocharging 

more than 100 service stations world-wide 

ABB Turbo Systems Ltd (head office) 

Bruggerstrasse 71a, CH-5400 Baden 

 

www.abb.com/turbocharging 

Service for ABB and BBC turbochargers 

Original ABB spare parts 

SCHOTTEL GmbH 


 

Tel. + 49 (0) 2628 / 6 10 

Fax + 49 (0) 2628 / 6 13 00 


Pump-Jets for main 

and auxiliary propulsion 



 

Tel. +49(0)4331 / 4471 0 

Fax +49(0)4331 / 4471 199 


Repairs - Maintenance 

on-board service - after sales 

KBB Kompressorenbau 

Bannewitz GmbH 

Windbergstrasse 45 

D-01728 Bannewitz 

 

www.kbb-turbo.de 

turbo chargers for diesel and 

gas engines from 500 to 8.000 kW 

III


3.07 Filters 

BOLL & KIRCH Filterbau GmbH 

 

 

www.bollfilter.de 

MAHLE Filtersysteme GmbH 

Industriefiltration 

Schleifbachweg 45 

 

E-mail: industriefiltration@mahle.com 

Internet: www.mahle-industriefiltration.com 

Automatic, Single and Duplex Filters for lubricating 

oil, fuel, hydraulic and waste water 

AKO Simplex, Duplex and Back-flushing Filters + 

special systems for lubricating oil, fuel and heavy oil 

MARINE TECHNIK 

Manfred Schmidt GmbH 

Postfach 1763 

D-27768 Ganderkesee 

Tel. 

e-mail: office@marine-technik-schmidt.de 

Internet: www.marine-technik-schmidt.de 

Fuel oil supply modules for diesel engines 

„PAPS“ Pulsation Damper 

3.10 Preheaters 

ELWA GmbH 

Postfach 0160 

D-82213 Maisach 

Tel. +49 (0)8141 22866-0 

Fax +49 (0)8141 22866-10 

e-mail: sales@elwa.com 

Internet: www.elwa.com 

Oil and Cooling Water Preheating 

4 

Corrosion 

protection 

4.01 Paintings 

Hempel A/S 

 

DK-2800 Kgs. Lyngby 

 

 

www.hempel.com 

INNOVATIVE MARINE COATING SYSTEMS FOR 

CORROSION AND FOULING PROTECTION 

Georg Schünemann GmbH 

Buntentorsdeich 1 

28201 Bremen / Germany 

Tel. +49 (0)421 55 90 9-0 

Fax +49 (0)421 55 90 9-40 

e-mail: info@sab-bremen.de 

Internet: www.sab-bremen.de 

We filter, control and 

secure liquids and gases 

Your representative for Eastern Europe 

Wladyslaw Jaszowski 

 

Tel.: +48 58 6 64 98 47 

Fax: +48 58 6 64 90 69 

E-mail: promare@promare.com.pl 

International Farbenwerke GmbH 

AKZO NOBEL 

® 

 

 

e-mail: uwe.meier@uk.akzonobel.com 

Internet: www.international-marine.com 

Marine and Protective Coatings 

3.08 Separators 

3.12 Indicators 


GEA Westfalia Separator Systems GmbH 

 

 

E-mail: ws.systems@geagroup.com 

Internet: www.westfalia-separator.com 

Treatment plants for fuel and lube oil 


February 2010 

3.09 Fuel treatment plants 

ABB AB 

Force Measurement 

Tvärleden 2 

SE-721 59 Västerås 

Sweden 

 

www.abb.com/pressductor 

Cylmate ® Diesel Engine Performance 

Monitoring Systems (MIP) 

LEHMANN & MICHELS GmbH 

Sales & Service Center 

 

Tel. +49 (0)4101 5880-0 

Fax +49 (0)4101 5880-129 

e-mail: lemag@lemag.de 

www.lemag.de 

4.02 Coatings 

Steelpaint GmbH · Am Dreistock 9 

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

Fax: +49 (0) 9321/3704-40 

mail@steelpaint.com · www.steelpaint.com 

1-component polyurethane corrosion coating 

systems for ports, sheet pilings, bridges, 

shipbuilding, ballast tanks. 

4.03 Surface treatment 

ELWA GmbH 

Postfach 0160 

D-82213 Maisach 

Tel. +49 (0)8141 22866-0 

Fax +49 (0)8141 22866-10 

e-mail: sales@elwa.com 

Internet: www.elwa.com 

Viscosity Control Systems EVM 3 

Standard Booster Modules 

 

 

E-mail: sales.maritime@leutert.com 

Internet: www.leutert.com 

WIWA Wilhelm Wagner GmbH & Co. KG 

Gewerbestr. 1-3 

D-35633 Lahnau 

Tel. +49 6441 609-0 

Fax +49 6441 609-50 

www.wiwa.de 

Digital Pressure Indicator Type DPI 2 

Engine Indicators System Maihak 

MAHLE Industriefiltration GmbH 

 

Tel. +49 (0)40 53 00 40 - 0 

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

E-mail: mahle.nfv@mahle.com 


 

Tel. 

www.maridis.de 

4.05 Anodic protection 

TILSE Industrie- und Schiffstechnik GmbH 

 

 

www.tilse.com 

Fuel Treatment Systems 

Filter/ Water Separators 

Maritime Diagnostic & Service 

Anti marine growth and corrosion system 

MARELCO ® 

IV

5 Ships´ 

equipment 

5.03 Refrigeration • HVAC 

DLK Ventilatoren GmbH 

Ziegeleistraße 18 

D-74214 Schöntal-Berlichingen 

Germany 

Phone +49 (0)7943-9102-0 

Fax +49 (0)7943-9102-10 

E-mail: info@dlk.com www.pollrichdlk.com 

Axial- and centrifugal fans 

for marine applications 

5.04 Sanitary equipment 

DEBA Systemtechnik GmbH 

Gardelegener Str. 18 

D 29410 Salzwedel 

Tel. +49 (0)3901 83 13-0 

Fax +49 (0)3901 83 13 68 

www.deba.de 

Ready-made bathroom modules – the perfect 

solution for ship newbuildings or refittings 

5.06 Furniture + interior 

fittings 

 

 

e-mail: info@gehr-moebel.de 

Internet: www.gehr-moebel.de 

Cabins + Turnkey Systems 

S&B Beschläge GmbH 

Gießerei und Metallwarenfabrik 

Illingheimer Str. 10 

D-59846 Sundern 

+49 (0)2393 1074 

info@sub-beschlaege.de 

www.sub-beschlaege.de 

Ship, boat and yacht hardware 

In brass and stainless steel material 

G. Schwepper Beschlag GmbH & Co. 

Velberter Straße 83 

D 42579 Heiligenhaus 

Tel. +49 2056 58-55-0 

Fax +49 2056 58-55-41 

e-mail: schwepper@schwepper.com 

www.schwepper.com 

Lock and Hardware Concepts 

for Ship & Yachtbuilders 

5.07 Ship’s doors + windows 

Budak System 

Inhaber: P. Budak 

Schallbruch 69 

D-42781 Haan 

Tel. +49 (0)2129-343460 

Fax +49 (0)2129-343465 

Email: info@budak-system.de 

Internet: www.budak-system.de 

Design and Production of Ship's Doors 

Steel Doors - Fire Doors - Ship Doors 

Podszuck GmbH 

 

Tel. +49 (0) 431 6 61 11-0 

Fax +49 (0) 431 6 61 11-28 

www.podszuck.eu 

A 30/60 Class hinged and sliding doors 


 

 

www.tilse.com 

FORMGLAS SPEZIAL ® Yacht glazing 

bent and plane, with installation 

5.09 Waste disposal systems 

DVZ-SERVICES GmbH 

Boschstrasse 9 

D-28857 Syke 

Tel. +49(0)4242 16938-0 

Fax +49(0)4242 16938 99 

e-mail: info@dvz-group.de 

internet: www.dvz-group.de 

Oily Water Seperators, Oil-in-Water - Monitors, Sewage Treatment 

Plants, Ballast Water Treatment 

ROCHEM RO-Wasserbehandlung GmbH 

Knickberg 1A D-21077 Hamburg 

Tel. +49 (0)40 703 8577-0 

Fax +49 (0)40 703 8577-29 

www.rochem.de 

ROCHEM Membrane Systems for purification 

of gray- and blackwater acc. IMO MEPC.159(55) 

5.10 Oil separation 

DECKMA HAMBURG GmbH 

Kieler Straße 316, D-22525 Hamburg 

Tel: +49 (0)40 548876-0 

Fax +49 (0)40 548876-10 

eMail: post@deckma.com 

Internet: www.deckma.com 

15ppm Bilge Alarm, Service + Calibration 


 

Tel. +49 (0)40 53 00 40 - 0 

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



Bilge Water Deoiling Systems acc. MEPC.107(49), 

Deoiler 2000 < 5 ppm & Membrane Deoiling Systems 

of 0 ppm,Oil Monitors, Oil Treatment Systems 

5.11 Ballast water 

management 

DVZ-BALLAST-SYSTEMS GmbH 


D-28857 Syke 

Tel. +49(0)4242 16938-0 

Fax +49(0)4242 16938 99 



N.E.I. VOS Venturi Oxygen Stripping 

Ballast Water Treatment 


 

Tel. +49 (0)40 53 00 40 - 0 

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



Ballast Water Treatment 

(Ocean Protection System - OPS) 

5.12 Yacht equipment 

 

 



 

 

NORTHERN SHIP TECHNOLOGY 

GMBH 

Uferstraße 100 

D-24106 Kiel 

Tel. +49 (0) 431 38549430 

Fax +49 (0) 431 38549433 

e-mail: info@nst-kiel.de 

www.nst-kiel.de 

ND 

Design, Construction and Production 

5.14 SHOCK + 

VIBRATION SYSTEMS 


Thermopal GmbH 

Wurzacher Str. 32 

D-88299 Leutkirch 

Tel. 

e-mail: info@thermopal.com 

Internet: www.thermopal.com 

Decorative boards and High Pressure 

Laminates for interior applications 

DVZ-SERVICES GmbH 


D-28857 Syke 

Tel. +49(0)4242 16938-0 

Fax +49(0)4242 16938 99 



Oily Water Seperators, Oil-in-Water - Monitors, Sewage Treatment 

Plants, Ballast Water Treatment 

Sebert Schwingungstechnik GmbH 

Hans-Böckler-Str. 35 

D-73230 Kirchheim 

Tel. +49 (0)7021 50040 

Fax +49 (0)7021 500420 

www.sebert.de 

 

More than 25 years experience 

in shock and vibration systems 

V


6 Hydraulic 

+ pneumatic 

6.01 Pumps 

Körting Hannover AG 

Badenstedter Str. 56 

D-30453 Hannover 

Tel. +49 511 2129-247 

Internet: www.koerting.de 

Büro Schiffbau: Tel. +49 4173 8887 Fax: +49 4173 6403 

e-mail: kulp@koerting.de 

 

6.04 Valves 

Industriestraße 

D-25795 Weddingstedt 

Tel. +49 (0)481 903 - 0 

Fax +49 (0)481 903 - 90 

info@goepfert-ag.com 

www.goepfert-ag.com 

Valves and fittings for shipbuilding 

Ritterhuder Armaturen GmbH & Co. 

Armaturenwerk KG 

Industriestr. 7-9 

 

 

www.ritag.com 

Wafer Type Check Valves, 

Wafer Type Duo Check Valves, Special Valves 

EUCARO BUNTMETALL GMBH 

 

Tel. 

E-mail: eucaro@eucaro.de 

Internet: www.eucaro.de 

Pipes and Fittings 

of CuNi10Fe1,6Mn 

Walter Stauffenberg GmbH & Co. KG 

 

Tel. +49 (0) 2392 916-0 

Fax: +49 (0) 2392 916-160 

www.stauff.com 

STAUFF Pipe Clamps and Connectors 

Straub Werke AG 

Straubstrasse 13 

CH 7323 Wangs 

 

E-mail: straub@straub.ch 

Internet: www.straub.ch 

KRAL AG 

Bildgasse 40, 6890 Lustenau, Austria 

www.kral.at, e-mail: info@kral.at 

Screw Pumps for Marine Applications. 

Special Offer: Pump Upgrade Project. 

Wilhelm Schley (GmbH & Co.) KG 

Valve manufacturer 

 

 

www.wilhelm-schley.com 

Reducing valves, Overflow valves, Ejectors, 

Safety valves, Shut-off valves, etc. 

Pipe coupling with guaranteed quality 

STRAUB – the original 

6.02 Compressors 

Schubert & Salzer 

Control Systems GmbH 

 

 

e-mail: info@dhv-gmbh.eu 

www.dhv-palmai.de 

Spare parts for water and air-cooled compressors 

Postfach 10 09 07 

D-85009 Ingolstadt 

 

E-mail: info.cs@schubert-salzer.com 

Internet: www.schubert-salzer.com 

7 

On-board 

power supplies 

7.01 Generating sets 

HATLAPA 


Tel.: +49 4122 711-0 

Fax: +49 4122 711-104 



Water- and air-cooled compressors 

Georg Schünemann GmbH 

Buntentorsdeich 1 

28201 Bremen / Germany 

Tel. +49 (0)421 55 90 9-0 

Fax +49 (0)421 55 90 9-40 

e-mail: info@sab-bremen.de 

Internet: www.sab-bremen.de 

We filter, control and 

secure liquids and gases 

AIR PRODUCTS AS 

Box 4103, Kongsgaard 

 

 

 

DRY INERT GAS GENERATOR 

Neuenhauser Kompressorenbau GmbH 

Hans-Voshaar-Str. 5 

D-49828 Neuenhaus 

 

e-mail: nk@neuenhauser.de 

www.neuenhauser.de www.nk-air.com 

Air- and water-cooled compressors, air receivers 

with valve head, bulk head penetrations 

 

Austria and Switzerland 

Friedemann Stehr 

Tel. +49 6621 9682930 

E-mail: fs@friedemann-stehr.de 



 

Tel. +49 4331 / 4471 0 

Fax +49 4331 / 4471 199 


Individual generating sets with 

mtu, MAN, Deutz, Volvo and other engines 

6.05 Piping systems 7.06 Cable + pipe transits 

J.P.Sauer & Sohn 

Maschinenbau GmbH 

 

Tel. +49 (0)431 39 40-0 

Fax +49 (0)431 39 40-24 

e-mail: www.sauersohn.de 

Water- and air-cooled compressors 

aquatherm GmbH 

Biggen 5 

D-57439 Attendorn 

 

e-mail: info@aquatherm.de 

Internet: www.aquatherm.de 

fusiotherm ® piping systems for shipbuilding 

- Approval by GL, RINA + BV 

AIK Flammadur Brandschutz GmbH 

 

D-34123 Kassel 

Phone : +49(0)561-5801-0 

Fax : +49(0)561-5801-240 

e-mail : info@aik-flammadur.de 

GEAQUELLO® + FLAMMADUR® 

Fire protection systems 

VI

8 

Measurement 

+ 

control devices 

8.04 Level measurement 

systems 


 

 

www.tilse.com 

pneumatic, electric und el.-pn. tank level 

gauging with online transmission 

8.05 Flow measurement 

Gerhard D. WEMPE KG 

Division Chronometerwerke 

 

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

Fax: + 49 (0)40 334 48-676 

E-mail: chrono@wempe.de 

www.chronometerwerke-maritim.de 

Manufacturer of finest marine chronometers, 

clocks and electrical clock systems 

Your representative for 

Denmark, Finland, Norway and Sweden 

ÖRN MARKETING AB 

 

E-mail: marine.marketing@orn.NU 

9.05 Echo sounders 

communications 

ELAC Nautik GmbH 

 

 

e-mail: marketing@elac-nautik.com 

Internet: www.elac-nautik.com 

11 Deck equipment 

11.01 Cranes 

Global Davit GmbH 

 

D-27211 Bassum 

Tel. +49 (0)4241 93 35 0 

Fax +49 (0)4241 93 35 25 

e-mail: info@global-davit.de 

Internet: www.global-davit.de 

Survival- and Deck Equipment 

11.02 Winches 


Single & multibeamsounders 

KRAL AG 

Bildgasse 40, 6890 Lustenau, Austria 

www.kral.at, e-mail: info@kral.at 

Fuel Consumption Measurement for Diesel 

Engines and Bunker Meters. 

HATLAPA 


Tel.: +49 4122 711-0 

Fax: +49 4122 711-104 



8.06 Automation equipment 

Anchor, mooring, spezial and research winches 

Anchor-handling and towing winches 

Schaller Automation GmbH & Co. KG 

 

 

www.schaller.de 

VISATRON Oil Mist Detection Systems 

against Engine Crankcase Explosions 


February 2010 

10 

Ship‘s operation 

systems 

10.01 Fleet management 

systems 

CODie software products e.K. 

www.codie-isman.com 

Integrated Ship Management System 

Safety and Quality Management Maintenance 

11.03 Lashing + 

securing equipment 

GERMAN LASHING 

Robert Böck GmbH 

 

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

Fax: +49 (0)421 17 361-99 

E-Mail: info@germanlashing.de 

Internet: www.germanlashing.de 

11.04 RoRo facilities 

Ms Logistik Systeme GmbH 

A GL Group Company 

9 

Navigation 

+ 

communication 

9.04 Navigation systems 

Tel.: +49 381 6731 130 

www.msls.de 

info@msls.de 

Maritime Software Systems 

GL ShipManager (Fleet Management Suite) 

GL SeaScout (Optimized Routing) 

10.03 Loading + stability 

computer systems 

 

 



 

 

11.05 Hatchcovers 

Am Lunedeich 131 

D-27572 Bremerhaven 

Tel.: +49 (0)471-483 999 0 

Fax: +49 (0)471-483 999 10 

e-mail: sales@cassens-plath.de 

www.cassens-plath.de 

Manufacturers of Nautical Equipment 

Müller+Blanck Software GmbH 

Gutenbergring 38 

22848 Norderstedt / Germany 

Phone : +49 (0) 40 500 171 0 

Fax : +49 (0) 40 500 171 71 

www.Capstan3.com 

Capstan3 – the planners best friend 

C3-Obi – the onboard system 

Local Interface – Baplie/read and write 

 

 



 

 

VII


11.07 Anchors + mooring 

equipment 

 

Tel. 

E-mail: service@barthels-lueders.com 

www.barthels-lueders.com 

Anchor Type SPEK (SR), HHP AC 14 (SR), HHP 

SN (SR) ...chains up to dia.127mm, B+V Swivel 

Cosalt GmbH 

Winsbergring 8 


Tel. +49 (0)40 675096-0 

Fax +49 (0)40 675096-11 

www.cosalt.de 

Wire ropes and mooring equipment 

Uferstraße 100 

D-24106 Kiel 

Tel. +49 (0) 431 3856241 

Fax +49 (0) 431 3856245 

e-mail: info@northerndesign-kiel.de 

www.northerndesign-kiel.de 

Engineering office for 

Interior Fittings and Equipment 

Dipl.-Ing. Wolfgang Schindler GmbH 

Ingenieurbüro für Schiffbau 

 

Tel. (04608) 60 95-0 

Fax (04608) 60 95-50 

e-mail: ibs@ib-schindler.de 

Germanischer Lloyd Aktiengesellschaft 

Vorsetzen 35 · 20459 Hamburg, Germany 

Phone +49 40 36149-0 · Fax +49 40 36149-200 

headoffice@gl-group.com · www.gl-group.com 

Germany GmbH 

Schellerdamm 2 • D 21079 Hamburg 

Tel +49 40 284 193 550 • Fax +49 40 284 193 551 

E-mail: hamburg.office@rina.org • www.rina.org 

Together for excellence 

SEACAT-Schmeding 

International GmbH 

 

 

hamburg@seacat-schmeding.com 

www.seacat-schmeding.com 

Dr.-Ing. Walter L. Kuehnlein 

 

 

www.sea2ice.com 

Design and concepts for offshore structures 

in ice and open waters, evacuation concepts 

Ship&Port 

11.08 Tank cleaning systems 

 

Tel. +49 40 - 41 91 88 46 

Fax +49 40 - 41 91 88 47 

e-mail: consulting@mkecb.com 

Internet: www.mkecb.com 

Single + multi nozzle, programmable tank 

cleaning machines, fix mounted or portable 

S.M.I.L.E. 

Techn. Büro GmbH 

 

Tel. +49 (0)431 21080 0 

Fax +49 (0)431 21080 29 

e-mail: info@smile-consult.de 

Internet: www.smile-consult.de 

12.02 Ship model basins 

 

Tel. +49 (0) 40 69 20 30 

Fax +49 (0) 40 69 20 3-345 

www.hsva.de 

www.shipandport.com 

offers a complete 

listing of the 

maritime industry. 

In the section “Buyer‘s Guide“ 

a www-link to the 

listed companies 

gives full details 

of their products 

and services 

THE HAMBURG SHIP MODEL BASIN 

 

12 Construction 

+ consulting 

12.03 Classification societies 

12.01 Consulting engineers 

Detlefsen & Lau GmbH 

Naval Architects 

☎ +49 431 96287 e-mail: info@shipcad.de 

Fax +49 431 96266 http: www.shipcad.de 

BUREAU VERITAS DEUTSCHLAND 

 

Tel. +49(0)40 23 62 5 - 0 

Fax +49(0)40 23 62 5 - 422 

e-mail: info@de.bureauveritas.com 

Internet: www.bureauveritas.de 

13 

13.03 Grabs 

Cargo handling 

technology 

KBN Konstruktionbüro GmbH 

Theodor-Neutig-Str. 41 

D-28757 Bremen 

Tel. +49 421 66 09 6-0 

Fax +49 421 66 09 6-21 

e-mail: kbn.bremen@kbn-cad.de 

Internet: www.kbn-cad.de 

 

DNV Germany GmbH 

 

Tel.: 

: 

 

MANAGING RISK 

Classification and service beyond class 

MRS Greifer GmbH 

 

Tel. +49 7263 91 29 0 

Fax +49 7263 91 29 12 

e-mail: info@mrs-greifer.de 

Internet: www.mrs-greifer.de 

Rope Grabs, Hydraulic Grabs, 

Motor Grabs with Electro Hydraulic Drive 

VIII

14 

Global Davit GmbH 

 

D-27211 Bassum 

Tel. +49 (0)4241 93 35 0 

Fax +49 (0)4241 93 35 25 

e-mail: info@global-davit.de 

Internet: www.global-davit.de 

Alarm + safety 

equipment 

14.01 Lifeboats + davits 

Survival- and Deck Equipment 

14.02 Life jackets 

CM Hammar AB 

August Barks gata 15 

SE-421 32 Västra Frölunda 

 

www.cmhammar.com 

BETTER SOLUTIONS FOR SAFETY AT SEA 


14.05 Escape route systems 

0140 

 

Schiffs- und Sicherheitsbeschilderung 

 

 

Low-Location-Lighting-Systeme 

GmbH 

16 

Offshore + Ocean 

Technology 

16.08 Subsea technology 

OKTOPUS GmbH 


24594 Hohenwestedt, Germany 

Tel. +49 (0)4871 409 316 

Fax +49 (0)4871 490 315 

e-mail: info@oktopus-mari-tech.de 

www.oktopus-mari-tech.de 

Video-guided hydraulic grab, underwater 

video-cameras, - lights and sampling equipment 


1 - 4 December 2009 

Shanghai 

Schiff&Hafen 

Please visit us 

hall 2A 55 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Kỹ thuật vận hành hàng hóa 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

IX

SHIPPING & SHIP OPERATION | NAVIGATION 

Satellite reception of AIS signals 

SHIP TRACKING The terrestrial AIS network was never designed with space reception in mind, 

and this poses some interesting challenges when it comes to detect AIS signals from LEO satellites. 

Dr Ian D’Souza explains the technical issues surrounding the detection of AIS from space. 

Ian D’Souza 

The reception of Automatic Identification 

System (AIS) signals transmitted 

by Class A type transponders on 

board sea going vessels and from shore base 

stations has been demonstrated by several 

companies as well as the US government. 

That AIS signals could be detected from low 

earth orbit (LEO) and thus used for a more 

global awareness of ship movement was 

postulated years ago, post September 11 

2001, by the US Coast Guard [1], with initial 

thinking along these lines dating back 

perhaps ten years. In the years since, a few 

companies and institutions have launched 

some type of AIS receiver into LEO, including 

the Naval Research Lab, Orbcomm, 

SpaceQuest and COM DEV/exactEarth. It 

is expected that soon some European AIS 

satellites will be tested. 

Any space based AIS receiving system will 

have some degree of latency due to the orbits 

of satellites and locations of ground 

stations at which satellites download the 

received data. Thus AIS signals received in 

orbit are not intended to provide real-time 

navigational information, but is able to 

provide situational awareness. In addition, 

a LEO satellite will fly over any given area 

in a time measured in minutes, thus continuous 

monitoring of any particular area 

is also not possible. These effects must not 

be seen as short-comings of the system, 

because as few as six satellites can cover 

every area of the globe with refresh rates 

of two hours typically (in equatorial regions), 

and much lower rates at the higher 

latitudes. Adding more satellites increases 

the refresh rate. 

Compared to a typical terrestrial AIS receiver 

that is constrained by the curvature of the 

earth, the vantage point of a space based 

receiver provides a truly bird’s eye view 

of ships carrying AIS transmitters (Fig. 2). 

The utility of detecting AIS messages from 

orbit, where the field of view of a typical 

LEO satellite is on the order of 5,000 km 

diameter, is obvious: a very large area can 

be monitored simultaneously, providing a 

large scale picture of maritime operations. 

Ships can now be seen far from coastlines. 

Applications to long range search and rescue, 

environmental monitoring, wide area 

security and traffic management on longer 

time scales come to mind. 

Fig. 1: Actual ships detected during several 90-second observations over different 

parts of the globe 

AIS time slots 

The AIS system was designed as a mariner’s 

aid to navigation and to assist in collision 

avoidance while providing awareness of the 

identity and movements of nearby ships. 

Typical AIS systems automatically transmit 

and receive information between nearby 

ships, such as a ship’s identification, speed, 

heading, latitude/longitude, rate of turn 

and course over ground. 

The ships maintain this communication 

with each other using a scheme of transmissions. 

Each ‘frame’ of 60 seconds is 

composed of 2,250 individual time slots in 

which a ship can transmit, on two separate 

AIS channels, creating a total of 4,500 slots, 

Fig. 3. These 4,500 slots, each of which are 

26.67 milliseconds long, are the time slots 

in which an AIS message, of the type shown 

in Fig. 4, can be transmitted. Special AIS 

messages that occupy multiple slots can be 

used to transmit longer messages. 

This slotted, time-sequenced structure is 

used so that ships do not transmit messages 

at the same time. The AIS protocol requires 

that ship transmitters ‘reserve’ their 

transmission slots ahead of time (the AIS 

receivers do this automatically and transparently 

to the ship crew) in a self-organizing 

manner. With slots being reserved, 

ships do not transmit at the same time slot. 

This method of transmission is called Self- 

Organized Time Division Multiple Access 

(SOTDMA). 

A group of ships within AIS transmission 

range of each other (typically about 50 

nautical miles, a region called a ‘cell’) organize 

their AIS messages using SOTDMA 

to communicate with each other. This protocol 

can handle over 1,000 ships that are 

clustered together in a cell. The theoretical 

maximum is 4,500 ships, however, for technical 

reasons the number is less than this. 

There is no problem if the ship numbers 

increase so as to fill the 4,500 transmission 

slots. In this case the ship AIS transmitters 

automatically reduce their transmission 

power and work within a smaller cell, reusing 

the slots occupied by the weaker transmissions 

from ships that are furthest away. 

These cells of self organization, of the order 

of about 50 nautical miles in size, work 

very well on the oceans and waterways. 

However, examining Fig. 2 again, one will 

notice that the field of view of the satellite 

can be over 2,700 nautical miles in diam- 


Fig. 2: Circles showing the size coverage 

of a LEO satellite at an instant in its orbit. 

The yellow lines indicate typical ground 

tracks of a polar orbiting satellite. 

eter (5,000 km). Thus a very large number 

of SOTDMA cells will be received at the satellite. 

Ships that are re-using the same slots 

in different cells will cause overlapping 

transmissions that arrive at the satellite. 

This is the main problem associated with 

satellite reception of AIS signals. It may be 

the case that, once in a while, purely on a 

statistical basis, a 26.67 ms slot will contain 

one single message, or one much stronger 

message signal compared to the others in 

the same slot. This will allow for relatively 

simple detection of the strong message in 

the slot. However, in the case where there 

are many ships in the satellite’s field of 

view, the probability of the finding slots 

that contain single messages, or one message 

that is much stronger than the others 

becomes very low. 

Ship message detection rate 

Thus the problem of receiving AIS messages 

from space comes down to how 

well a receiver can discriminate the 

strongest signal from background signals 

to extract AIS messages. The approach to 

receiving as many messages as possible 

requires either the ability to work with 

signals that are only slightly higher in 

gain than the background, and/or to observe 

the scene in the field of view for as 

long as possible. The idea of long observation 

times is simply that, statistically, if 

one waits long enough, the satellite will 

receive a transmission from each ship in 

the field of view. 

In any case, all messages received at the 

satellite are very weak because ships 

transmit with very low gain towards the 

sky, and thus it is important to verify the 

Frame Check Sequence (FCS) (Fig. 4) for 

Fig. 3: Each one minute frame is divided into 2250 individual time slots 

each message received. Not doing so can 

result in incorrect AIS messages (incorrect 

location, or speed, or heading, or 

ship ID etc.) 

The ability to detect signals only marginally 

greater than the background while still 

ensuring that the FCS is validated is strictly 

a problem of receiver system design capability. 

The better the system design, the 

better the detection rate. Unfortunately, 

long observation times depend only on 

how long the ships remain in view as the 

satellite passes overhead. Typically this is 

of the order of 5 to 10 minutes for LEO 

satellites. One can increase the observation 

time by adding more satellites so 

that as one completes its observation, another 

may be just coming into view, but 

this necessarily drives up the cost of the 

constellation of satellites and introduces 

extra delay that retards the freshness of 

data. Another way is to increase the altitude 

of the satellite to obtain a large field 

of view. This unfortunately does not add 

much time of observation, and has the 

detrimental side effect of increasing the 

number of ships in the field of view. 

In some areas of the world, such as the 

South Pacific, near Tahiti, the ship traffic 

density is very low and there is no 

problem of slot congestion as viewed 

from space. In other areas of the world, 

the slots may be oversubscribed by a factor 

of 10 to 20 as seen from space. In 

these areas, waiting for strong signals by 

using a lengthy observation time is not 

very useful. In these instances, the ability 

to extract a signal from the overlapping 

messages is key. 

Depending on the satellite AIS receiver 

and satellite system design, validated 

(i.e. FCS verified) AIS message detection 

rates can vary anywhere from 3 messages 

per second for a simple AIS receiver to 42 

messages per second per satellite on average 

for a sophisticated system. Since 

there are only 37 of the AIS 26.67 ms 

slots in one second of time, extracting 

more than 37 messages per second 

implies that sophisticated systems can 

sometimes extract more than one message 

from a single slot. It is important 

when evaluating any satellite based AIS 

system to compare only the number of 

validated AIS message detection rate. 

References: 

[1] Private communication with George G. 

Thomas, Office of Global Maritime Situational 

Awareness 

Fig. 4: A 256 bit AIS message is composed of a start-up binary sequence, the main 

message portion, and an ending sequence with the very important Frame Check 

Sequence (FCS) to check for transmission errors 


Ian D’Souza, Ph.D., Microsatellite 

Mission Scientist, COM DEV/exact- 

Earth Canada 


SHIPPING & SHIP OPERATION | INDUSTRY NEWS 

New UV-ballast water 

treatment systems 

The Auramarine Crystal 

Ballast 

AURAMARINE | Auramarine 

Crystal Ballast is a new Ballast 

Water Treatment System 

(BWTS) to reach the market in 

the second half of 2010. The 

project is currently entering 

the type approval testing phase 

with first system type approvals 

expected by next year. 

Recent tests are said to have 

shown promising results and 

Auramarine is determined to 

offer a competitive system as 

regards to its size, weight, energy 

consumption and cost-effectiveness, 

both at the time of 

installation and in operation. 

At the same time, Auramarine 

says it strives for comprehensive 

understanding of ballast 

water conditions and flows 

onboard ships, and aims at a 

system that could be adjusted 

and fitted for various vessel 

types and ballasting operations. 

Auramarine’s solution 

is based on utilising UV-C radiation 

and does not affect the 

time required for ballasting or 

de-ballasting operations, or 

increase the duration of port 

calls. No harmful by-products 

are formed in the process, nor 

does it require the production 

or storage of chemicals 

on board. The system presents 

no danger of overdose or underdose, 

as only naturally occurring 

processes are used. The 

process does not result in any 

changes in the physical parameters 

of the water, such as 

its pH value, temperature, salinity, 

taste, odour, or colour, 

and a system based on UV-C 

technology has a relatively low 

overall energy consumption. 

Ship stability 

GENERAL APPROVAL | The 

IACS Unified Regulation L5 

(IACS UR L5) stipulates that 

stability software installed onboard 

shall cover all stability 

requirements applicable to the 

ship, thus including also damage 

stability. The requirements 

of this Unified Regulation apply 

to stability software on ships 

contracted for construction on 

or after 1st July 2005. 

Lloyd’s Register (LR) has now issued 

the first General Certificate 

of Approval in respect to direct 

damage stability to Onboard-NA- 

PA loading computer software. 

According to LR procedures, a 

General Certificate is needed 

prior to the issuance of any 

ship-specific approval of loading 

computer software. The work targeting 

to the General Certificate 

was started following the detailed 

instructions published by LR. 

During the process using several 

purpose specific test vessels, the 

existing Onboard-NAPA direct 

damage stability module was developed 

and improved to meet 

LR requirements and interpretations 

of the Codes. The work was 

carried out in co-operation with 

the experts from LR stat-compdepartment, 

including also simultaneous 

development of the LR 

procedure and requirements. 

The outcome is a software module 

enabling the ship officers to check 

the damage stability compliance 

of their planned loading condition 

by one push of a button. 

All tanker type vessels involved in 

international trade must comply 

with the IMO requirements for 

damage stability when loaded 

with cargo. These requirements 

are defined in MARPOL, IBC 

and ICG codes. The only relevant 

method for verification of the 

compliance of an actual operational 

loading condition is said 

to be the direct damage stability 

method. This means that all 

deterministic two-compartment 

damages are calculated for the 

actual loading condition and the 

results are verified against all the 

criteria laid down in the Codes. 

Since no pre-calculated results or 

tables can be utilized, the only 

way to cope with this task is to 

use a modern loading computer 

system based on a 3D ship model 

together with a powerful calculation 

engine. 

Maritime Support Service now operating 

EMSA | The European Maritime 

Safety Agency’s (EMSA) 

Maritime Support Services 

(MSS) centre has recently set 

up its new monitoring centre 

in Lisbon, ensuring EU Member 

States to have the best 

possible access to EU ship 

information and marine pollution 

monitoring services as 

well as emergency response 

capabilities at all times. On a 

daily basis, the MSS monitors 

the SafeSeaNet vessel traffic 

monitoring system, the EU 

Long Range identification and 

Tracking (LRIT) Centre, the 

CleanSeaNet satellite based 

pollution monitoring system 

and multiple sources of information 

relating to emergencies. 

It will be the first point of 

contact for mobilising EU pollution 

response capacities. 

The main functions of the new 

monitoring centre in Lisbon are: 

to act as a permanent helpdesk 

for users of the system (coastguards, 

port authorities, etc.) 

to monitor the availability 

and performance continuity of 

the systems 

to ensure that the data flow is 

not interrupted 

to verify the quality of the 

data provided 

to assist Member States in 

maritime emergencies as and 

when required. Should significant 

oil spills occur, it will be 

the first point of contact to trigger 

the launch of the EMSA contracted 

oil pollution response 

vessel service. 

The SafeSeaNet system provides 

an up-to-date picture of vessel 

traffic (positions, cargoes and 

incidents) in and around EU 

waters by receiving information 

from various data sources and 

making it available to authorised 

users in Member States. The information 

comes from Automatic 

Identification Systems (AIS), 

Mandatory Reporting Systems 

(MRS) and from other maritime 

information systems operated by 

EU Member States (plus Norway 

and Iceland). 

The EU LRIT Data Centre is the 

largest of a global network of 

LRIT data centres which will enable 

the identification and positioning 

of all passenger ships, 

cargo ships of over 300 gross tonnage 

and mobile offshore drilling 

units. The system is based on 

automatically transmitted signals 

every six hours (via satellite) from 

vessels all around the globe. 

The CleanSeaNet system is 

a European operational system 

for satellite detection of 

oil slicks. The service provides 

analysed images from ENVISAT 

and RADARSAT 1 and 2 satellites. 

It spots hundreds of spills 

every year, many of which are 

confirmed by patrol aircraft 

and vessels from EU Member 

States. The combination of pollution 

location by CleanSeaNet 

and ship identification and 

positioning information from 

SafeSeaNet facilitates the identification 

and pursuit of polluters 

by the national authorities 

as necessary. 


Weather warning by satellite 

FERRY SAFETY | A prototype 

satellite-based radio messagin g 

system for relaying weather 

warnings in remote areas is set to 

be tested as part of the Interferry/ 

International Maritime Organization 

joint initiative to reduce 

ferry fatalities in developing nations 

by 90%. 

The initiative is being piloted in 

Bangladesh, where communication 

of hazardous weather alerts 

is among four priorities identified 

for trial projects. In the first 

of these projects, a classroombased 

crew training course is being 

delivered for further development 

following preliminary 

testing. 

The weather project is also due 

to start in the near future and follows 

an approach by Interferry, 

the global trade association, and 

the US meteorological community. 

Through a USAID-funded 

grant from the US National Oceanic 

and Atmospheric Administration, 

the University Corporation 

for Atmospheric Research 

is to study weather warnings to 

ferries on the domestic trade in 

Bangladesh – where the lessons 

learned could help to improve 

marine and coastal alerts in other 

countries with similar needs. 

A key component of the plan 

involves Bangladeshi ferry operators 

pilot testing the Chatty 

Beetle alert device. The portable, 

battery-powered, global 

messenger has been developed 

by RANET (Radio/Internet), a 

collaboration of national meteorological 

services working 

to improve weather transmissions 

in rural and remote communities. 

Often it is not feasible to run 

communications systems round 

the clock in such areas because 

many high frequency rigs and 

satellite systems depend on solar 

arrays, which may not store 

enough energy, or generators 

that are too expensive to run 

through the night. 

The carry-case Chatty Beetle can 

receive warning messages anywhere 

in the world independent 

of terrestrial infrastructure or 

external power supply – its batteries 

operate for up to 36 hours 

in standby mode. With two-way 

pager capability, incoming messages 

trigger visual and audible 

warning cues. 

Trials of the system in Bangladesh 

would fall within an extended 

international pilot scheme being 

launched by RANET, lasting 

a minimum of nine months, for 

which it is distributing 60 prototype 

units to partner hosts in 

Africa, Asia, Central America and 

the Caribbean. 

Meanwhile the crew safety awareness 

training material – a teaching 

manual with visual aids – is 

moving closer to being piloted in 

Bangladesh following feedback 

on testing of the initial package 

produced in conjunction with 

specialist company Videotel Marine 

International. 

The material has been reviewed 

and revised with input from all 

parties, with the Bangladesh 

shipping directorate suggesting 

the addition of animated footage 

depicting actual incidents as 

a means of highlighting safety 

issues to crew who often have a 

lower rate of literacy. 

Currrently the course programme 

covers six text and 

graphics modules, intended for 

delivery over two half-days. Interferry 

members contributed 

to the introduction and sections 

on stability, fire and dealing 

with people, while Videotel 

sent a consultant to the country 

to prepare two site-specific modules 

– Know Your Vessel and 

Weather & Waterways. Action on 

the two other pilot schemes suggested 

for Bangladesh – focussing 

on overcrowding and vessel 

design – is in the formative 

stage, with discussions taking 

place on a pre-ticketing system 

and hydraulic steering. 

Radar approved 

The VisionMaster FT by 

Sperry Marine 

NORTHROP GRUMMAN | 

Sperry Marine has received 

type approval from the Russian 

Maritime Register of 

Shipping for its VisionMaster 

FT family of marine radars. 

The type-approval certificates 

apply to Sperry Marine X-band 

and S-band Cat 1 and 2 models, 

including chart-radar and 

radar-only versions for highspeed 

and standard craft. The 

Russian type approval signifies 

that the products comply 

with the 2008 edition of “RS 

Rules for the Equipment of 

Sea-Going Ships” and International 

Maritime Organization 

Resolutions A.694(17) 

and MSC.191(79). 

Northrop Grumman Sperry 

Marine says they recognize 

the growing importance of 

the Polar Regions for the marine 

transportation industry, 

and have therefore designed 

their products to function 

under extremely cold weather 

conditions. All of the VisionMaster 

FT X- and S-band 

transceivers fully meet the 

Russian register’s specification 

for operation at -40°C, 

as well as the new performance 

standards for high-latitude 

navigation. 

Advice for laying-up 

of vessel 

LIABILITY | The International 

Transport Intermediaries Club 

(ITIC) has urged its shipmanager 

members to seek legal advice before 

entering into any contracts 

with owners relating to the laying-up 

of vessels. 

ITIC says there has been a recent 

sharp increase in the number 

of lay-up contracts which it has 

been asked to review. Some of 

these agreements are based on 

amended shipmanagement contracts, 

where the manager acts 

as agent for and on behalf of the 

owner. Other agreements involve 

the manager offering lay-up services 

to the owner as a principal 

rather than as agent. ITIC points 

out that where the manager offers 

these services as an agent of the 

owner, it will arrange for the appropriate 

anchorage to be sourced 

and also arrange for the maintenance 

and repair of the vessel. If 

the manager contracts to actually 

undertake the maintenance and 

repair of the vessel itself, the contractual 

relationship between the 

owner and the manager changes 

completely. In those circumstances, 

the manager is taking on the 

role of a contractor and therefore 

may require ship repairers’ liability 

insurance in the event of damage 

being caused to the ship by 

anybody who is actively engaged 

in its maintenance and repair on 

behalf of the shipmanager. 

Such maintenance and repair insurance 

is available, but it is said 

to possibly be substantially more 

expensive than existing professional 

indemnity insurance. As 

such, ITIC says shipmanagers 

should have any lay-up contracts 

reviewed by their legal advisers 

prior to making any decisions 

about the insurance cover they 

are likely to need. 



KASI Malaysia extends its R&D capabilities 

The multifunctional simulator Navi-Trainer Professional 5000 

SIMULATION | Transas Marine 

Pacific has been awarded a contract 

by KASI (Malaysia) Sdn 

Bhd to deliver a multifunctional 

simulator Navi-Trainer Professional 

5000 which will be 

focused on R&D applications. 

The simulator will upgrade an 

old system and provide KASI 

Malaysia with tools to assess 

the effectiveness of safety improvement 

planning of port 

and harbour facilities and to 

test and train in safe handling 

of ships. 

The multi-functional simulator 

will comprise a full-mission 

bridge simulator with a 

240° horizontal field of view 

and a pelorus, and additional 

tug bridge with 180° horizontal 

field of view. The flexible 

configuration of the tug 

bridge enables cost effective 

training on different types 

of tugs. This is provided with 

the help of removable tug 

controls. 

The R&D suite includes the 

3D database editing tool 

Model Wizard, the ship hydrodynamic 

model development 

package Virtual Ship 

Yard and the 3D current analysis 

and forecasting software 

Cardinal. The latter is one of 

the recently added functionalities 

of the simulator. Cardinal 

program is used for a high 

precision modelling of the 

current distribution within a 

certain area. The modelling 

is based on 3D depth data, 

known water flows (like river 

income or tidal function) and 

meteorological parameters 

(wind, pressure etc.). 

KASI Malaysia is further said 

to get access to the new generation 

Transas Bridge Simulator 

such as the improved real-time 

radar picture generation with 

a new level of accuracy and 

realism, new highly realistic 

Seagull visualization system 

with a complex wave model 

(wind generated and sea swell 

waves), scene reflections and 

light refractions, new instructor 

station interface and tools 

for training and debriefing. 

Third-generation VDR 

New navigation service 

SPERRY MARINE | The new 

VoyageMaster III family of 

marine voyage data recorders 

(VDR) by Northrop Grumman 

Corporation’s Sperry Marine 

business unit is designed to 

meet the IMO carriage requirements 

for VDR and simplified 

VDR (S-VDR). Under the 

IMO regulations, all new ships 

over 3,000 gross tons must 

be equipped with a full VDR. 

Older cargo ships may satisfy 

the carriage requirement with 

an S-VDR. 

Key new features being introduced 

with the VoyageMaster 

III series include a lighter 

and more compact data acquisition 

unit and a removable 

16 GB USB flash drive for easy 

and secure data removal for 

playback and analysis. Since 

there is no mechanical hard 

drive, the system has no moving 

parts. Its mission-critical 

architecture ensures continued 

operation even during a module 

failure. Diagnostic routines 

can be accessed directly from 

the bridge alarm unit display 

and control panel. 

The system’s “save” function 

permits the master to protect 

and save up to 12 hours of recorded 

data on the USB flash 

drive. The built-in playback 

software can provide a wealth 

of data for shipboard and 

shoreside personnel. 

The VoyageMaster III VDRs and 

S-VDRs are fully type-approved 

by Bundesamt für Seeschifffahrt 

und Hydrographie (Federal 

Maritime and Hydro graphic 

Agency) in Germany. 

KONGSBERG SEATEX | Two 

new products, the DPS 110 and 

DPS 112, by Kongsberg Seatex 

have been developed to utilise the 

new Global Satellite Based Augmentation 

System (Global SBAS) 

introduced by Fugro SeaSTAR AS, 

the SeaSTAR SGG service. 

This new navigation service offers 

corrections to both GPS and 

GLONASS that enables submetre 

accuracy with worldwide 

reach. Unlike regional SBAS 

services such as WAAS, EGNOS 

and MSAS, and local DGPS services 

such as IALA DGPS, SeaS- 

TAR SGG utilises Fugro’s own 

network of dual system reference 

stations to calculate ‘orbit and 

clock’ corrections. The service 

provides consistent sub-metre 

level accuracy positioning with 

global validity. The DPS 110 

and DPS 112 are even capable 

of supplementing SeaSTAR SGG 

corrections with regional SBAS 

and local DGPS corrections. 

DPS 110 and DPS 112 have a 

built-in display for easy system 

configuration and status monitoring, 

while the DPS 112 extends 

the GPS capability of the 

DPS 110 by utilising dual frequency 

GLONASS signals. The 

addition of GLONASS signals 

increases positioning availability, 

which is essential when operating 

close to rigs, platforms 

or other satellite signal obstructions. 

By complementing the DPS 

product line and introducing 

the SeaSTAR SGG service, Kongsberg 

Seatex and Fugro SeaSTAR 

extend the user segment to new 

vessel categories. 


New VSAT antenna 

Subsea imaging sonar 

FURUNO/MITSUBISHI | A 

new Ku-band VSAT antenna 

for satellite-based maritime 

broadband communications 

will be introduced to the market 

in the first quarter of 2010. 

This development is brought 

about through a close technical 

collaboration between Furuno 

Electric Co., Ltd and Mitsubishi 

Electric Corporation. 

Manufactured by Mitsubishi 

Electric Corporation and distributed 

by Furuno, the VSAT 

Furuno Ku-band VSAT antenna 

antenna will be sold under 

the Furuno brand. The radome 

antenna has a diameter 

of 1.574 mm, a height of 

1.700mm, weighs 165 kg and 

is said to fully satisfy Furuno’s 

quality standard. The size of 

the dish is 1m and is cap able to 

compensate for a ship’s rolling 

motion of ± 30°/7 sec, a pitch 

of ± 10°/5 sec and a yaw of ± 

4°/20 sec. The rate of turn is 

specified as ± 6°/1 sec. 

Further to the hardware, Furuno 

also offers its airtime business 

for satellite-based maritime 

communication called “Safe- 

ComNet”, bringing high-speed 

broadband communications to 

ocean-going vessels around the 

globe. Through SafeComNet, 

Furuno does not only supply 

various types of hardware products 

but does also deliver airtime, 

applications and worldwide 

service and support as an 

all-inclusive solution package. 

TRITECH | The Gemini 720i 

multibeam imaging sonar has 

been launched by Tritech International 

Ltd. Gemini is said to 

combine the benefits of long 

range detection with highdefinition 

imaging techniques. 

With its lightweight, compact 

and robust design the Gemini is 

claimed to be easily deployed on 

most ROV and AUV platforms. 

Gemini can be used for ROV or 

AUV navigation and can be supplied 

with a Software Developers 

Toolkit (SDK) for autonomous 

control applications. Gemini is 

supplied with integrated Ethernet 

and VDSL communication 

modes, which offer the option 

to communicate either through 

fibre optic cables or long distance 

twisted pair channels, depending 

on the configuration 

of the umbilical. All the sonar 

processing is carried out inside 

the subsea unit enabling AUV 

control operations. 

Gemini 720i sonar screenshot 

A curved transmit transducer 

array ensures that acoustic energy 

power is evenly transferred 

across a wide swath imaging 

sector, thereby significantly 

speeding up search and navigation 

operations. An innovative 

sound velocity sensor has 

been integrated into the design 

of Gemini to accurately monitor 

the local velocity of sound 

(VOS) conditions. 

The Gemini architecture has 

been integrated into the Tritech 

SeaNet Pro software. 

FleetBroadband 

enhanced 

KVH/INMARSAT | A new safety 

service for mariners – 505 

Emergency Calling – has been 

launched across the world by 

Inmarsat for all FleetBroadband 

500, 250 and 150 users. Owners 

of Inmarsat FleetBroadbandcompatible 

TracPhone® satellite 

communications systems 

from KVH Industries were able 

to take advantage immediately 

when the service went live 

on October 1. Just by dialing 

505 from their TracPhone telephones, 

users can activate the 

24-hour service, which routes 

calls directly to Coast Guard 

rescue centers worldwide. 

Particularly for smaller vessels 

that do not carry a GMDSS-compliant 

system, 505 is claimed to 

be an alternative. It’s easy to remember 

because of 505 being 

similar to SOS, and connects 

mariners directly to emergency 

services wherever they are – even 

when out of reach of shorebased 

VHF radio. At the same 

time, it’s said to be a great backup 

for larger commercial vessels, 

as well. 

There is no subscription or call 

charge for the 505 emergency 

service. 

After dialing 505, voice calls 

will be connected via Inmarsat 

directly to a 24-hour operational 

Coast Guard Rescue 

Co-ordination Centers located 

strategically around the globe, 

so they can speak to the right 

person if they have an emergency 

onboard, such as their boat 

being in difficulties or a medical 

emergency. Users are assured 

that they will be connected to 

maritime-focused professionals, 

who can offer assistance or 

advice on any type of maritime 

emergency situation. 



LRIT system certified 

for Iridium 

The Zenitel TETRA repeater 

New TETRA 

repeater 

ZENITEL | To improve radio coverage in 

confined areas and areas suffering from 

propagation black spots, such as on oil 

platforms and marine vessels, Norwegian 

Zenitel Radioteknik announces a new generation 

Terrestrial Trunked Radio repeater 

(TETRA) based on highly integrated linear 

DL/UL amplifiers and a sophisticated 

monitoring and control solution. The amplifiers 

are characterized by a 85dB gain. 

Parameters in the new DL/UL amplifiers 

are controlled by firmware, which is said to 

enable easy repeater configuration to the 

specific needs. 

The new generation of Radioteknik TETRA 

repeaters are offered in fibre-fed, inline or 

off-air versions, all of which can be high- or 

low-power, and can be delivered with battery 

backup. Zenitel’s new TETRA repeaters 

can be controlled remotely as well as on 

site. For the ultimate in flexibility, remote 

control and monitoring can be done via 

GSM, TETRA, TCP/IP and HTTP. 

Zenitel supplies proprietary supervision 

software SAMS (Supervision And Monitoring 

System) to offer a high degree of control 

over the repeaters, as well as comprehensive 

monitoring facilities. Additionally, 

a number of signals from external analogue 

and digital sources can be monitored. The 

supervision software can also interface to 

other control and monitoring systems to 

create a comprehensive site solution. 

For environments where a high level of system 

robustness or redundancy is required, 

the repeaters can be equipped with dual fibre/antenna 

inputs and outputs. Optical fibre 

and antenna selection can be automatically 

performed by the repeater itself, or it 

can be controlled remotely by the system 

or the operators. To meet the requirements 

of the authorities and mission critical users, 

the repeaters actively monitor the power 

sent to the antennas to avoid feedback 

and immediately detect antenna failure. 

FARIA WATCHDOG | The long-range 

identification and tracking (LRIT) ship 

terminal WatchDog 750 by Faria Watch- 

Dog®, Inc. has successfully completed 

the compliance and test requirements 

for operation on the Iridium satellite 

network. 

Iridium LRIT certification ensures its 

Value-Added Manufacturers’ (VAMs’) 

devices comply with the International 

Maritime Organization (IMO) Resolution 

MSC.210(81) requirements, which 

establish performance standards for LRIT 

shipboard systems. These came into effect 

Jan. 1, 2009 and apply to all passenger 

ships including high-speed craft, all 

cargo vessels of 300 gross tons or larger, 

and all mobile offshore drilling units. 

With the Iridium certification, the 

WatchDog 750 is ready to provide a reliable 

and robust LRIT solution to the 

maritime industry, transmitting all required 

information in an LRIT automatic 

position report, including the identity 

and position coordinates of the ship 

with a date and time stamp. The solution 

also now leverages Iridium’s lowlatency 

data links, high network quality 

and satellite coverage over all the world’s 

navigable waters, including the Sea Area 

A4, comprising extreme Polar Regions 

above 70 degrees latitude. Vessels sailing 

in those regions are required to carry an 

approved Iridium LRIT terminal, since 

it is the only way to satisfy the international 

regulatory requirement. 

New Thuraya XT phone 

SATELLITE COMMUNICATIONS | Global 

Satellite USA launches the Thuraya XT, the 

world’s first IP54/IK03 certified satellite 

phone. Splash resistant, dust protected, 

and shockproof, the Thuraya XT is claimed 

to be the most rugged handset combining 

satellite phone functionality with the dependability 

of Thuraya’s satellite network. 

The handset’s GmPRS capability means 

that e-mails and SMS can be sent and received 

and that the web can be browsed 

by means of a laptop or PC. The GmPRS 

download/upload speed (packed data) 

is 60/15kbps while fax and data speeds 

(circuit switched data) are 9.6kbps. The 

glare-resistant display is said to have a 

high contrast menu for easy readability in 

direct sunlight. 

The compact handset weighs 113 gr 

(4oz) and measures 12.8 x 5.3 x 2.65cm 

(h x w x d). 

Coverage for Thuraya includes more than 

140 countries in Europe, North, Central 

Africa and large parts of Southern Africa, 

the Middle East, Central and South Asia, 

Atlantic Ocean and Australia. 

Antarctic cruise ships tracking 

IRIDIUM | The International Association 

of Antarctica Tour Operators (IAATO) 

has approved a resolution requiring 

members’ passenger ships to be fitted 

with satellite tracking devices based on 

Iridium. The devices will report ships’ 

positions at least once per hour when 

cruising in Antarctic waters. 

Iridium has been identified as the only 

maritime satellite communication network 

that can reach ships sailing in 

Antarctic waters thanks to Iridium’s constellation 

of cross-linked, low-earth orbiting 

(LEO) satellites providing global 

pole-to-pole coverage. 

Global Marine Networks (GMN), an Iridium 

Value-Added Reseller, is supplying 

its XTracker satellite position reporting 

system for installation on the IAATO vessels. 

XTracker uses Iridium’s short-burst 

data (SBD) service to transmit position 

reports from the ships at sea to a shorebased 

server, which can be accessed 

through a secure Internet connection 

by ship operators, search-and-rescue authorities 

and other authorized users. 


Anti-piracy 

program 

Full-service counter-piracy 

organisation 

BMP SOFTWARE | The Liberian Registry 

has taken action in the fight against piracy 

by producing a computer-based program 

specifically designed to train seafarers and 

company security officers in anti-piracy 

practises. 

The decision to produce the Best Management 

Practice (BMP) program was taken 

following a New York meeting in May this 

year of the UN Contact Group on Somalian 

Piracy, at which the Republic of Liberia 

signed the New York Declaration, a commitment 

to best management practice to 

avoid, deter or delay acts of piracy. 

The New York Declaration is an agreement 

between the signatory flag states, which 

condemns acts of piracy and armed robbery 

against vessels and seafarers and recognises 

the effectiveness of self-protection measures 

taken by vessels. Governments, which 

have signed the declaration have made a 

commitment which requires all vessels flying 

their flags to adopt and document selfprotection 

measures as part of their compliance 

with the International Ship and 

Port Facility Security (ISPS) Code. 

As a result, the Liberian Registry has teamed 

up with ICTS Europe, a UK-based security 

company, to develop a computer-based training 

program specifically designed for the use 

of merchant ships in the waters off Somalia. 

The Liberian Registry’s BMP package uses 

computer-based tools to offer a concise, 

interactive self-learning course. The BMP 

program can run on any PC and is said to 

provide an effective tool to improve the 

competence, confidence and preparedness 

of masters and crews. 

The training program includes a certification 

test, using multi-choice questions to assess 

understanding of the training material. The 

program is approved by insurance companies 

as a measure for active risk reduction. 

The banner showing potential aggressors 

that the vessel and crew are fully 

trained and prepared to repel an attack 

SECURITY | A UK based non-profit organisation 

called Merchant Maritime Warfare 

Centre (MMWC) has been opened and 

staffed by experienced maritime security 

specialists. MMWC has been established 

to provide certificated counter-piracy training 

and ongoing operational support, to 

enable members to adopt a coordinated, 

structured and sustainable approach to 

mitigating the financial, operational and 

human impact of piracy. 

At the core of MMWC’s services is a comprehensive 

package designed to provide 

preparation for pirate attacks through certificated 

training, risk assessment, auditing 

and 24 hours – 365 days a year operational 

support, which includes counter-piracy intelligence 

and threat analysis. 

The aim is to reduce the number of attempts 

that result in attacks through educating the 

industry and providing competence beyond 

compliance. MMWC is claimed to be the 

first full-service counter-piracy organisation. 

MMWC provides land-based management 

teams – those that deal with pirates should 

an event occur – with extensive training at 

the MMWC training centre. The MMWC 

management team course gives shore based 

managers a full understanding of what the 

ship’s operating crew will be going through 

in high risk areas. It is undertaken in a fully 

immersive simulator showing exactly what 

happens in the event of a pirate attack. Further 

classroom sessions clearly set out the 

role and scope of military involvement, crisis 

management plans in the event of a successful 

attack, legal overviews, media and brand 

protection and ways to empower crews to 

ensure safe transits of high risk areas. 

Subsequent command team and crew 

training is available onboard and all member 

vessels receive the MMWC counterpiracy 

handbook, a dynamic tool that details 

established procedures to prevent the 

possibility of attack and what to do should 

an attack occur. Member vessels will also 

benefit from regular audits by MMWC 

staff, a reference DVD and three 5 x 2 metre 

banners, designed to be displayed when 

transiting at-risk areas, showing potential 

aggressors that the vessel and crew are fully 

trained and prepared to repel an attack. 

Reflecting its role as an industry forerunner 

in counter-piracy, MMWC is already 

working with one of the world’s largest 

cargo ship operators to establish its training 

methodology and operational support 

across its entire fleet. Additionally, MMWC 

has established strong links with key maritime 

law firms and is working with the 

maritime insurance industry in order to establish 

MMWC counter-piracy certification 

as an industry standard, where compliance 

will be reflected in premiums. 

MMWC explains that crew who have been 

trained and drilled before passage are more 

capable of thwarting attempted attacks. 

MMWC vessels and fleets are claimed to 

be better able to avoid attack or boarding 

because they have a comprehensive, fieldproven 

arsenal of training and information, 

which has been designed with the sole purpose 

of combating the ever increasing threat 

of piracy at sea. 

Fire safety in bulkhead systems 

AIK | Bulkhead system made by AIK have 

recently been certified by Germanischer 

Lloyd (GL) for use in vessels built by aluminium. 

This opens up new opportunities 

to develop application for yachts and 

other ships of lightweight construction. 

Along with securing cable bushings in 

bulkheads and decks, it is the cables 

themselves that are the weak points in 

fire protection. AIK cable coatings are 

now said to offer maximum safety in all 

areas where until now cables have been 

laid without fire-retarding coating. All 

components are environmentally sound 

and pH-neutral. Any empty containers of 

the halogen-free substance may be discarded 

as regular household waste. Tools 

are cleaned with water. 

Firestop Coating according to SOLAS 

1974, Chapter II–1, Rule 45,5–2 


SHIPPING & SHIP OPERATION | SAFETY 

Two-hour jet fire testing 

FIRE SAFETY | An uncontrolled discharge 

of combustible gas under pressure poses a 

serious fire hazard in areas such as petrochemical 

plants, offshore petroleum rigs 

and other environments that are sensitive 

to extreme fires. If high-pressure flammable 

gas, pressure liquefied gas or flashing 

liquid fuels are emitted at high velocity 

and ignited, the result will be a jet fire. 

Withstanding these jet fires is most demanding 

for a sealing system. 

From a time/temperature perspective, jet 

fire tests are similar to hydrocarbon (H- 

Class) fire tests. During the hydrocarbon 

test, an instantaneous temperature rise 

up to 800 °C (1472 °F) takes place, with 

the overall exposure temperature rising to 

1150 °C (2102 °F). However, during the 

Hydrocarbon test, there are no extreme 

conditions imparted to the penetration 

seal, such as thermal and mechanical 

loads or severe erosive forces, as is the case 

with the Jet Fire Test. Jet fire tests simulate 

the most onerous conditions of a hydrocarbon 

fueled fire on an offshore oil rig, 

or a missile strike on a military warship. 

Jet fires give rise to high convective and 

radiative heat fluxes as well as high erosive 

forces. To generate both types of heat 

flux in sufficient quantity, a 0.3 kg/second 

sonic release of gas is aimed into a hollow 

chamber, producing a fire ball with an extended 

tail. The flame thickness is thereby 

increased and hence so is the heat radiated 

to the test specimen. Propane is used 

as the fuel since it has a greater propensity 

to form soot than natural gas and can 

therefore produce a flame of higher luminosity. 

Strong erosive forces are g enerated 

by release of the sonic velocity gas jet, 

1 meter from specimen (bulkhead) surface. 

The jet velocity is ca. 100 meter/second 

at 0.25 meter from the back of the 

Jet fire test of two hours at the Health & 

Safety Laboratory at Buxton in England 

recirculation chamber (e.g. the front of 

the web of a structural steel specimen) 

and ca. 60 meter/second at the back of 

the chamber. 

Beele Engineering’s NOFIRNO sealing 

system for multi-cable and pipe transits 

has successfully completed a jet fire test, 

in accordance with ISO 22899-1:2007 

and ISO/CD 22899-2 for two hours at 

Health & Safety Laboratory at Buxton in 

England. For the Jet Fire test, a cable penetration 

with dimensions 600x300mm 

with armoured and non-armoured cables 

up to 3x400mm² (102mm OD) and bundled 

LAN cables, representing a shipboard 

cable installation, was tested. The conduit 

sleeve for the NOFIRNO pipe transit was 

406.4mm ID and a steel pipe with an OD 

of 273mm was passed through. Both penetrations 

maintained their integrity for 

the full two hours. 

Despite the jet speed of about 360 km/ 

hour, causing high erosive forces, and the 

flame temperatures of about 1200 °C, 

the temperature rise measured on the 

surface of the NOFIRNO sealant at the 

unexposed side was only max. 160 °C. 

After dismantling it was noticed that the 

NOFIRNO filler sleeves were not consumed 

by the fire and were reported to 

be even hardly affected by the fire. Based 

on the positive outcome of this harsh fire 

tests, Beele Engineering will apply for Jet 

Fire Certificates. 

New vessel motion monitoring system 

OFFSHORE OPERATIONS | The 

VMM 200, a new vessel motion monitoring 

solution from Kongsberg Seatex, is set 

to improve the safety and efficiency of operations 

where accurate vessel motion data 

is critical. It is a decision support tool for 

marine operations such as light well intervention, 

offshore crane operations, module 

handling on deck and over moonpool, 

and launch & recovery of ROVs. 

Until the release of the VMM 200, actively 

monitoring the vessel motions in 

6-degrees-of-freedom in any point has not 

been possible, Kongsberg claims. 

The VMM 200 presents real time vessel 

motion data in addition to real time statistical 

analysis. The presentation of trends 

in vessel motion helps operators to define 

limits at certain points of a vessel with 

alarms and warnings to ensure operations 

do not take place when it is unsafe to do 

so. These decisions are based on the statistical 

analysis of prior vessel motion, which 

is made possible through the VMM 200’s 

extensive recording functionality, with the 

amount and duration of data stored only 

limited by hard-disk capacity. 

The VMM 200 takes input from Kongsberg 

Seatex’s own Motion Reference Units 

(MRU). It also integrates data from existing 

navigation and weather sensors and 

can also be delivered with an interface to 

wave radar. Many vessels already have the 

majority of these sensors onboard and 

the VMM is able to combine their data to 

ensure that an accurate representation of 

a vessel’s motion at various points can be 

presented within its interface. 

By combining the MRU, navigation and 

meteorological sensor input, the VMM 200 

is said to enable the user to monitor the 

motion of any user defined point of interest 

on the vessel. 

The VMM 200 is a two module solution 

with a Processing and an Operator Unit 

connected via Ethernet (sensors can be 

connected via Ethernet or serial). The 

Processing Unit runs all critical computations 

independent from the user interface 

on the Operator Unit to ensure continuous 

and reliable operation. Multiple Operator 

Units can be connected to the same 

Processing Unit in a networked architecture. 

The Operator Units present the vessel 

motion data to ensure decision making 

based on the available data is as efficient 

as possible. 


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NEW SHIPS 

»TOISA PEGASUS« 

Builders: Merwede Shipyard, Hardinxfeld–Giessendam, 

The Netherlands 

Yard no: 712 

IMO no: 9392509, Call sign: 8ASH2 

Flag: Liberia, Port of registry: Monrovia 

Vessel type: Diving support construction vessel 

Delivery: April 21, 2009 

Owner: Toisa Ltd. 

Managing owner: Sealion Shipping, Farnham 

Classification: Det Norske Veritas 1A1 SF HELDK 

DSV-SAT E0 DYNPOS-AUTRO DK (+) 

Main data 

Tonnage GT/NT: 9,494/2,849 

Deadweight: 7,800t 

Length o.a: 131.70m 

Length b.p: 117.70m 

Breadth: 21.95m 

Depth: 9.50m 

Draught: 6.75m 

Speed at design draught: 

13kts 

Propulsion 

Electrical propulsion, four main generator sets 

4x2,970 kW at 720 1/min, two azimuth thrusters 

aft with variable speed drive 2x3,000 kW 

Auxiliary engines: 

One emergency generator 232 kW at 1,800 1/min, 

one diving emergency generator 968 kW at 1,800 

1/min 

Equipment 

Two bow thrusters 2x1,335 kW, one retractable 

azimuth thruster forward 1,200 kW, twin bell 

saturation diving system for 18 divers operation 

depth 300 m, two self-propelled hyperbaric 

lifeboats, helideck with fixed foam fighting system 

for Super Puma, two active stabilizing systems 

Intering, one offshore crane 400 t at 16m 

Capacities 

Working deck area 1,200m², load 5 t/m² 

Accommodation for 99 persons in 64 cabins, 11 

berths for captain and officers, 18 single berths 

for crew, 35 double berths for crew. 

»CRISTOBAL COLON« 

Builders:Construcciones Navales del Norte, 

Sestao/Spain, Yard no 332 

IMO no: 9429572, Call sign: LXZP 

Flag: Luxembourg, Port of registry: Luxembourg 

Vessel type: Hopper dredger 

Delivery: March 16, 2009 

Owner: Dredging and Maritime Management 

Managing owner: Jan de Nul, Hofstande-Aalst/ 

Belgium 

Classification: Bureau Veritas I HULL Hopper 

dredger, Unrestricted navigation, Dredging over 15 

miles from shore, AUT-UMS CLEANSHIP 7+ 

DYNAPOS-AM/ATMACH 

Main data 

Tonnage GT: 59,466 

Deadweight: 78,000t 

Length o.a/b.p: 

213.0/196.0m 

Breadth: 41.0m 

Depth: 20.0m 

Draught: 15.15m 

Speed: 

20kts 

Propulsion 

Two four-stroke diesel engines MAN B&W Diesel 

16V48/60CR, 2x19,200 kW at 500 1/min, acting 

through reduction gears on two propeller shafts, two 

controllable pitch propellers in nozzles 115 1/min 

Auxiliary engines: 

Two shaft generators 2x18,500 kVA, one auxiliary 

diesel generator 3,525 kVA, one emergency 

generator 350 kVA 

Equipment 

Two spade rudders, two transversal thrusters 

forward, one transversal thruster aft, two suction 

pipes with submerged dredge pumps, one shore 

discharge installation, two shore discharge dredge 

pumps, nine double bottom doors, two shallow 

water doors, two adjustable overflows, one 

travelling deck crane 

Capacities 

Cargo hold 46,000m³, dredging depth max 155m, 

suction pipe diameter 1,300 mm, pump power 

trailing 2x6,500 kW, pump power discharging 

16,000 kW, fuel 6,740m³ 

Accommodation for 46 persons. 


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Posidonia 2010 

7-11 June 2010 

Hellenikon Exhibition Centre, Athens, Greece 

Your opportunity 

The biggest gathering in the shipping calendar 

with the owners of the world's largest fleet. 

Welcome to the home of shipping 

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