Arctic technology: Winterisation of FPSO 38 Cruise ... - Ship & Offshore

JANUARY 

FEBRUARY | 1 | 2011 

www.shipandoffshore.net 

� Green ship technology: 

Infrastructure for LNG 12 

� Cruise shipping: 

Safety systems 31 

� Arctic technology: 

Winterisation of FPSO 38 

The international publication for Offshore & Marine Technology

Compendium Marine Engineering 

Operation – Monitoring – Maintenance 

Editors: Hansheinrich Meier-Peter | Frank Bernhardt 

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Targeting the Arctic 

The Arctic is one of the few places in the world that still hold 

enormous potential petroleum reserves. It is estimated to contain 

more than one fourth of the world’s undiscovered oil and gas. In 

addition to these resources, the region is becoming increasingly 

important for shipping and cruising in (partly) ice-covered waters. 

However, the Arctic is not only very attractive for the energy 

and maritime industry but also one of the most diffi cult areas to 

explore and develop owing to its remoteness, extreme cold, 

hazardous sea ice and sensitive environment. 

A key challenge will be formulating and deploying solutions that 

are currently at the cutting edge of technology. Transporting oil 

and gas from such remote parts of the world also represents a huge 

challenge for the energy sector. Sophisticated technology is needed 

for structures, vessels and pipelines. 

The exploration and cost-effi cient development of the polar regions 

call for the environmentally compatible design and construction, 

safe operation, maintenance and integrity of various structures in 

these fragile ecosystems. 

The organisers of the well-established Offshore Technology Conference 

(OTC) as premier event for the offshore exploration and 

production community have thus been prompted to launch The 

Arctic Technology Conference (ATC) covering the special challenges 

in the Arctic region. It will be held for the fi rst time this 

February. 

This issue of Ship&Offshore is focusing on the Arctic in view of its 

topicality. An article on p. 34 describes the special requirements of 

the design of a Floating Production Storage and Offl oading platform 

(FPSO) for production of oil and gas in the Barents Sea from 

2013. Seismic vessels of the new generation type SX134 for operating 

in Arctic waters are also portrayed (p. 36). Both the FPSO and 

the seismic vessels have been designed specifi cally for operating in 

the harsh Arctic conditions and meet high environmental standards. 

The development and introduction of environment friendly technologies 

are key issues for Arctic operations and remain crucial 

considerations for the global shipping industry. 

COMMENT 

This issue of Ship&Offshore again focuses on green ship technology, 

as the entire terminology is an ongoing area of discussion and 

R&D efforts. 

An overview is given on p. 10 of the unconventional joint venture 

“Green Ship of the Future” focusing on demonstrating and developing 

environment friendly and energy effi cient technologies for 

reducing emissions and air pollution caused by shipping. 

Using LNG as a fuel is a very attractive solution for combating 

emissions and is thus gaining acceptance. The article on p. 12 discusses 

the main challenges involved with the use of LNG, including 

the safe storage and processing of the liquefi ed gas as well as 

bunker infrastructure, processes and equipment. 

The German wind turbine manufacturer Enercon is aiming to 

achieve both economical and environment friendly operation 

with its E-Ship 1, which uses rotor sails to harness wind energy for 

supplementing the power provided by the diesel-electric propulsion 

system (see p. 16). Another example of environment friendly 

shipping is the green supertanker concept, described on p. 19. 

The innovative PROMAS system for increasing propulsion effi ciency 

has been designed to improve the cost-effi ciency and environmental 

compatibility of ship operation (p. 24). 

Environmental and safety aspects also play a vital role for cruise 

shipping – for cruise ship design as well as operation. The Allure 

of the Seas and her sister ship Oasis of the Seas are among the most 

sophisticated vessels in the cruise market. They are designed to 

meet all environmental requirements and the high overall safety 

level for such large passenger ships capable of accommodating up 

to 6,360 passengers (p. 31). 

Ship & Offshore | 2011 | N o 1 3

16 

� Shipbuilding & 

Equipment 

Green ship technology 

10 Developments for a 

sustainable shipping industry 

12 Bunkering, infrastructure, 

storage, and processing of LNG 

16 Innovative new cargo ship adds 

thrust with rotor sails 

19 Green supertanker concept 

20 Corrosion studies on ballast 

water 

21 Three-step ballast water 

treatment system 

23 Hercules research programme 

prolonged 

4 Ship & Offshore | 2011 | N o 1 

� In Focus 

Arctic technology 


Equipment 

Propulsion & manoeuvring 

technology 

24 Improving propulsion effi ciency 

25 Enhancements to 1163 series 

Cruise & ferries 

28 Oceangoing high-end 

entertainment platform 

30 Luxury cruise ferry 

for the Mediterranean 

An advertising supplement of 

Haus der Technik, Copenhagen, is 

enclosed to a part of the copies of 

this Ship&Offshore issue 

The new Website! 

www.shipandoff shore.net 


Equipment 

Safety & security 

31 Safety systems for cruise shipping 

32 New EPIRB and life raft release 

system 

33 Rescue ships for 

Chinese authorities 

34 Independent entity to 

promote safety 

34 Call for consensus 

35 Industry news 

incl. 

online 

archive!

� Offshore & 

Marine Technology 

Offshore & 

arctic technology 

38 Winterisation of Sevan 1000 

39 Seismic vessels for arctic waters 

40 Joint venture for 

arctic shipbuilding 

40 Polar rules and ice guidance 

Oil & gas 

41 Network of oil spill recovery 

vessels 

Please visit our new website 

� www.shipandoffshore.net 

ABB Turbocharging. 

Don’t take chances. 

38 

� Offshore & 

Marine Technology 

Renewable energy 

42 Vessel concept to reduce costs 

and carbon emissions 

43 Class rules for wind farm service 

vessels 


CONTENT | JANUARY/FEBRUARY 2011 

� Ship 

Operation 

Navigation & 

communication 

57 

57 Managed-services solution 

58 ‘Plug and Play’ 

58 Worldwide network 

58 VHF locator beacon technology 

59 Satellite data accelerator and 

control router 


� Regulars 

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

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

BUYER‘S GUIDE ................ 47 

IMPRINT ............................. 63 

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 


INDUSTRY | NEWS & FACTS 

The new vessel ordered by Farstad is a UT 754 WP design and will be fi tted out by STX Offshore 

Norway at its Langsten shipyard 

First order for wave-piercing offshore vessel 

Farstad Shipping | Rolls-Royce has announced 

the fi rst order for its new wave-piercing offshore 

vessel from Farstad Shipping. The visually striking 

bow design will enable the vessel to pierce 

through waves in extreme weather conditions, 

while maintaining constant speed, reducing 

fuel consumption and enhancing safety. 

The contract includes the vessel design and a 

comprehensive integrated power and propulsion 

system and equipment package for an 

advanced platform supply vessel (PSV). The 

contract also includes an option for a second 

Draft of the arctic cargo vessel 606 

Heavy duty ships for 

arctic waters 

P+S Werften | German shipyard 

P+S Werften GmbH has been 

awarded a contract for fi ve heavy 

duty ships for offshore operation 

in arctic regions. The vessels of 

three different sizes will be built 

for the Greenlandic shipping 

company Royal Arctic Line A/S. 

The newbuildings of arctic 

cargo vessel type will be deployed 

to supply goods and 


basic medical provisions for 

Greenland as well as arctic 

and antarctic research stations. 

To meet this challenge, all 

of the vessels have high iceclass 

specifi cations, will be 

able to carry a large amount 

of reefer containers and are 

equipped with onboard cranes. 

The delivery of the vessels is 

scheduled for 2012. 

vessel of the same specifi cation and value. 

Wave-piercing technology is said to be a proven 

technology for high-speed catamarans and 

trimarans. 

In addition to the new design, Rolls-Royce will 

supply Azipull propellers, thrusters, and Bergen 

diesel engines. A Rolls-Royce DP2 dynamic positioning 

system, which uses satellite technology 

to accurately position the vessel, is also included. 

This advanced system automatically controls the 

propulsors to hold the vessel in position during 

safety-critical operations. 

Newbuilding drillship delivered 

DryShips Inc. | Global provider 

of marine transportation services 

for drybulk cargoes and 

offshore contract drilling oil 

services, DryShips Inc. Athens, 

Greece, recently announced 

that its 78%-owned subsidiary 

Ocean Rig UDW Inc. had 

successfully taken delivery of 

its newbuilding drillship, the 

Ocean Rig Corcovado. 

The vessel is the fi rst to be delivered 

of the four sister drillship 

vessels that are being 

constructed at Samsung Heavy 

Industries. With a drilling capability 

of 10,000 feet each, 

the vessels are sixth-generation 

advanced capability ultra-deepwater 

drillships. 

By the end of 2011, Ocean Rig 

will as per statement of Dry- 

Ships have an operational fl eet 

of four state-of-the-art ultra 

deepwater drillships, plus op- 

Acquisition 

Process Technology | The Swedish 

Alfa Laval Group, Lund, 

one of the leading companies 

in heat transfer, centrifugal 

separation and fl uid handling, 

has signed an agreement to acquire 

Aalborg Industries Holding 

A/S. The acquisition will 

be accretive to EPS from 2011. 

The closing of the transaction 

is subject to clearance from 

regulatory authorities. 

Headquartered in Aalborg, 

Denmark, Aalborg Industries 

is a provider of critical products, 

systems and service solutions, 

mainly to the marine 

and off-shore markets. 

Its products include boiler systems, 

thermal fl uid systems, 

waste heat recovery systems 

and inert gas systems. The 

company is said to complement 

and further strengthen 

Alfa Laval’s leading global 

position, by adding a strong 

product offering that focuses 

on energy effi ciency. As a result, 

meaningful top- and 

bottom-line synergies are expected 

to be derived from this 

combination. 

The four drillships are being 

built at Samsung Heavy 

Industries, South Korea 

tions to build another four, 

and two ultra-deepwater semisubmersible 

drilling rigs, representing 

one of the largest ultradeepwater 

fl eets and only pure 

play entity in the sector.

LNG-powered platform supply vessel 

Wärtsilä | Norwegian operator 

Eidesvik Offshore recently 

placed an order for its fi fth 

LNG-powered platform supply 

vessel (PSV). As previous 

gas-fuelled PSVs operated by 

Eidesvik, the latest order is designed 

by Wärtsilä utilising the 

Finnish company’s dual-fuel 

technology. 

In addition to the complete 

design of the vessel, Wärtsilä‘s 

scope of supply for the new PSV 

includes the dual-fuel main engines 

and generating sets, the 

electrical power and propulsion 

system, integrated automation, 

and the power management 

system. The vessel will be fi tted 

for use in arctic waters with 

‚winterisation‘ and de-icing 

solutions, and is to be built at 

Kleven Verft in Norway. The 

Wärtsilä VS 489 Gas PSV design 

Ecological 

ferry design 

Cooperation | Dutch Damen 

Shipyards Gorinchem has been 

tasked with developing the fi rst 

environmentally friendly ferry 

design for the shipping company 

Rederij Doeksen, Harlingen. 

According to the shipyard’s data, 

the new ferry will make a minimal 

demand on energy, use the 

energy as effi ciently as possible 

and be as clean as possible. 

The vessel will be powered by 

LNG, a hybrid system using 

wind/solar energy and other 

alternative solutions. Alternatively, 

using a diesel system 

with a fi lter will also be 

considered. 

The sustainable ferry design 

project is partly funded by the 

Dutch government (Stimulatie 

Innovatie Binnenvaart) and 

by a European Union Interreg 

– North Sea Region grant 

(iTRANSFER) that promotes 

interregional cooperation. 

The funding aims to stimulate 

connections via the waterways 

in the North Sea area, with particular 

attention being paid to 

sustainable shipping. 

The new platform supply vessels (PSVs) for Eidesvik Offshore 

is reported to be a state-of-theart 

vessel. It is said to feature 

outstanding energy effi ciency, 

a unique hull form, fuel fl exibility, 

and outstanding vessel 

performance in areas such as 

fuel economy and cargo capacity. 

The Eidesvik orders include 

Launch ceremony for 

Congo River 

a unique confi guration of the 

gas-electric propulsion system. 

This is based on a combination 

comprising the Low Loss Concept 

for electric propulsion, the 

Wärtsilä 34DF main engines, 

and the recently introduced 

Wärtsilä 20DF engine. 

The launch ceremony of Congo River recently took place at the 

IHC Merwede shipyard 

TSHD | The 30,000m³ Trailing 

Suction Hopper Dredger 

(TSHD) Congo River has recently 

been launched by the IHC 

Merwede shipyard in Krimpen 

aan den IJssel, The Netherlands. 

The 168m long and 38m wide 

Congo River IHC Merwede is being 

built for the DEME Group 

and is one of the largest ships 

in the fl eet. The vessel will be 

commissioned in mid-2011. 

The Congo River is said to be an 

innovative and versatile vessel, 

that has excellent manoeuvrability 

and is also multifunctional 

because of its limited 

length-to-width ratio. With a 

relatively low draft when fully 

loaded, the dredger will be able 

to manoeuvre easily in shallow 

waters. 

Fitted with a deep suction 

dredging installation, the vessel 

can dredge to depths greater 

than 100m. It also features a 

one-man bridge operation. 

Congo River provides accommodations 

for 30 people. 

� 

IN BRIEF 

New facility | Aker Solutions 

has set up a new 

manufacturing facility 

outside Busan, South Korea, 

for the production of 

Pusnes deck machinery TM . 

The facility is tailor-made 

for deck machinery production 

and the unit has 

already secured experienced 

staff and management 

resources. A signifi 

cant order backlog is 

secured, and the fi rst delivery 

is planned for March 

2011. 

Sales and service | Blohm 

+ Voss Industries has 

opened its own sales and 

service branch in Singapore 

at the beginning of 

2011. The Hamburg-based 

manufacturer of ship components 

offers sales and 

service activities for its 

Simplex Turbulo product 

group in the city-state. 

Until recently, the company 

had been represented by 

a regional agency in Singapore. 

Wilhelmsen Ships 

Service | A new offi ce 

in Sousse, south of Tunis 

and located between Tunisia’s 

main ports, has been 

opened by Wilhelmsen 

Ships Service. The new 

facility will service a growing 

market in the region, 

including vessels calling 

on Tunisian ports and a 

number of offshore customers. 

The facility will be 

operated by Wilhelmsen 

Ships Service’s sub-contractor 

Damak. 

Fugro | Norwegian provider 

of subsea engineering 

Riise Underwater Engineering 

AS, Haugesund, 

was acquired by Dutch 

service company to the 

oil and gas industry Fugro 

N.V., Leidschendam. Synergies 

of business shall 

enable Fugro to strengthen 

its subsea services 

business. Riise Underwater 

Engineering will be 

renamed Fugro-RUE AS 

and will be part of Fugro’s 

Subsea Services Business 

Line. 


INDUSTRY | NEWS & FACTS 

Patrol boat for Latvian navy 

Skrunda was recently christened 

Abeking & Rasmussen | A 

SWATH@A&R-type patrol boat 

to be delivered to the Latvian 

navy was recently christened at 

the Abeking & Rasmussen shipyard 

in Lemwerder. Skrunda is 

the fi rst of a series of fi ve 25m- 

SWATH@A&R patrol boats being 

built to the design by Abeking & 

Rasmussen. In cooperation with 

Riga Shipyard, the vessels are 

being built in Riga and Lemwer- 

Semi-submersible drilling rig 

The Atwood Osprey provides accommodations 

for 200 persons 

Jurong Shipyard | Sembcorp 

Marine’s subsidiary Jurong 

Shipyard is on track to deliver 

the Atwood Osprey – a fi rst of 

its class ultra-deepwater semisubmersible 

drilling rig – to 

Atwood Oceanics following its 

recent naming. 

Scheduled for delivery within 

the next months, the Atwood 

Osprey will be deployed by 

Chevron Australia Pty, Ltd to 

the Greater Gorgon area in 

northwest Australia. 

The ninth rig from the Friede 

& Goldman (F&G) ExD Mil- 


lennium Class series built by 

Jurong Shipyard, the Atwood 

Osprey was specifi cally developed 

to meet challenging environmental 

conditions on-site 

and is a testament to the yard’s 

ability to enhance existing designs 

and overcome engineering 

challenges to meet owners’ 

requirements. 

The Atwood Osprey is the fi rst 

of two high-performance semisubmersible 

rigs contracted to 

Jurong Shipyard by Atwood 

Oceanics. The moored rig will 

be capable of drilling up to 

35,000 feet as well as operating 

in water depths of up to 

6,000 feet with its own mooring 

equipment and 8,200 feet 

with pre-laid mooring. 

Atwood Oceanics’ second rig 

order with Jurong Shipyard, 

an F&G ExD Millennium Class 

dynamically positioned ultradeepwater 

semi-submersible 

rig rated for 10,000 feet water 

depth, is currently under construction 

and is scheduled for 

delivery no later than mid- 

2012. 

der. The new vessels feature a 

modular mission bay at the fore 

ship. By fi tting appropriate mission 

payloads, such as a diving 

module or an MCM module, the 

capabilities of the vessels can be 

enhanced fl exibly. 

Skrunda is a compact vessel with 

small machinery, low fuel consumption 

and a small crew. This 

combination is said to offer a 

high availability at low life-cycle 

costs. Up to eight crew members 

can stay for one week at 

sea, even under adverse weather 

conditions, to fulfi l the main 

tasks of the new vessels, which 

are patrol and surveillance of 

the territorial waters and in the 

exclusive economic zone as well 

as participation in international 

assignments. Since the fender 

system of the pilot boats will be 

retained, the 25m SWATH@A&R 

patrol boats is said to be ideal for 

all types of boarding operations. 

Contract for PSVs 

Ulstein Group | Norwegian Ulstein 

Verft has been contracted 

to build two medium-sized 

platform supply vessels (PSVs) 

of Ulstein´s PX121 design for a 

newly established company in 

the Ulstein Group. The vessels 

are 83.4m long and 18m wide. 

They have a cargo deck of 875m 2 

and load capacity of 4200 dwt. 

Both the hull and propulsion 

system are reported to have 

been chosen to suit the North 

Sea and the North Atlantic. The 

ships meet the requirements 

Technology 

centre 

R&D | Lloyd’s Register and the 

University of Southampton recently 

agreed to move forward 

with the £116-million fi rst 

phase of the university’s technology 

and training campus, 

designed to provide industry 

with technical solutions and 

human expertise. Aim of the 

agreement is to create a longterm 

centre of excellence for 

technology, innovation, research 

and development and 

training based in Southampton. 

Among the new facilities 

to be built on the university’s 

old Boldrewood campus will 

be the Lloyd’s Register Group 

Technology Centre. Research 

activities at the centre will 

be co-ordinated with other 

projects undertaken by the 

group at academic institutions 

in cities such as Singapore, 

Seoul, London and Beijing. 

of Clean Design, and have 

treatment systems for ballast 

water and are prepared for fi refi 

ghting class Fi-Fi 2. Beyond 

the usual tanks for oil, water 

and drilling fl uids, the vessels 

have four stainless steel tanks 

for fl ammable liquids such as 

methanol. 

The ships will reach a speed of 

at least 15 knots; however, the 

vessels are optimised for low 

fuel consumption at a speed of 

12 knots. The vessels will be delivered 

in Q1 and Q3 2012. 

The PSVs offer accommodations for 24 persons in 17 cabins

The Spirit of Britain was built at Rauma Shipyard in Finland 

Car-passenger ferry delivered 

P&O Ferries | The car-passenger 

ferry Spirit of Britain was recently 

delivered by STX Europe’s Rauma 

Shipyard, Finland, to P&O 

Ferries. It will be the largest ferry 

operating in the English Channel. 

The 47,600 gt vessel is 213m 

long and has a capacity of 3,746 

lane meters (lm) for trailers, cars 

and other cargo. In addition to 

space for approximately 180 

Extended 

product range 

Rolls-Royce/ODIM | The technology 

group ODIM ASA, which 

specialises in advanced automated 

handling solutions in 

the offshore oil and gas, naval 

and power-generation markets, 

is now part of Rolls-Royce. According 

to Rolls-Royce, the acquisition 

of ODIM supports the 

company’s strategy of pursuing 

new opportunities for long-term 

growth. The integration of ODIM 

with the complementary deck 

machinery equipment of Rolls- 

Royce adds several new products 

to the Rolls-Royce portfolio. 

Automated handling systems for 

seismic streamers, as a particular 

strength of the acquired group, 

enable complete equipment 

suites to be engineered into 

Roll-Royce vessel designs. As per 

Rolls-Royce, the acquisition also 

extends the company’s expertise 

in the offshore subsea and deepwater 

supply sectors as well as in 

advanced technologies such as 

anti-submarine sonar and torpedo 

handling systems. 

freight trucks and 195 passenger 

cars, the vessel can accommodate 

2,000 passengers. 

The hull of the Spirit of Britain 

has been optimised for the vessel’s 

specifi c route to ensure 

maximum performance and 

good manoeuvring characteristics. 

The latest and most advanced 

technology was applied 

in the design and construction 

The TSHD Werner Möbius 

TSHD delivered 

Werner Möbius | Vosta LMG’s 

partner yard J.J. Sietas KG recently 

delivered the fi rst trailer 

suction hopper dredger (TSHD) 

Werner Möbius in Hamburg 

to owner Josef Möbius Bau- 

Aktiengesellschaft, an affi liated 

company of the Austrian 

Strabag AG. 

In the beginning of July 2008, 

Vosta LMG concluded a contract 

with J.J. Sietas KG, Schiffswerft 

GmbH & Co., Hamburg, Germany, 

for the supply of one engineering 

and one component 

package for the construction of 

two TSHDs with a hopper capacity 

of 5,500m 3 and 7,350m 3 , 

of this vessel. Special attention 

was paid to environmentally 

friendly and energy-effi cient solutions 

and safety. The vessel is 

said to be the fi rst car-passenger 

ferry in the world to meet IMO’s 

`Safe Return to Port´ requirements 

and to comply with the 

requirements of the Green Passport 

of classifying society Lloyd‘s 

Register. 

respectively. The second TSHD 

is planned to be delivered in 

January 2012 and will come 

with a few modifi cations. 

Both TSHDs are said to be of 

latest design criteria and feature 

environmentally friendly 

diesel-electric propulsion systems. 

Through application of 

modular block building of 

sections and repeated use of 

standardised components, the 

building of these TSHDs could 

be achieved without major design 

changes. The capacity of 

this particular modular block 

building TSHD varies from 

4.200m³, 5.500m³ to 7.200m³. 

� 

IN BRIEF 

Agreement | Drydocks 

World and DNV have entered 

into a cooperation 

agreement focusing on 

innovation and operational 

effi ciency. DNV will provide 

technical assistance to 

Drydocks World’s projects, 

and support the yard with 

technical expertise in conversion 

projects, specifi - 

cally related to enhanced 

environmental performance 

of ships, including 

gas-fuelled engines. 

Contract | Hamworthy Oil 

& Gas Systems was recently 

awarded a major contract 

by Brazilian shipyard 

Estaleiro Promar SA for the 

design and supply of cargo 

handling systems for eight 

liquefi ed petroleum gas 

(LPG) carriers destined for 

operation by Transpetro, 

a subsidiary of Petrobras. 

The vessels will be designed 

by Hamworthy’s 

specialist naval architecture 

consultancy in Poland, 

along with the cargo tanks 

and cargo handling system. 

ABB | An investment of 

about $13 million in Aquamarine 

Power, a Scottish 

company that has developed 

technology to convert 

energy captured from 

waves near shore into 

electricity, has been made 

by power and automation 

technology group ABB. The 

investment is said to give 

ABB access to another 

renewable energy technology, 

and provides an entry 

into the emerging marine 

energy market. 

Acquisition | Heinzmann 

has announced the acquisition 

of the Norwegian 

company Data Process Automasjon. 

The company is 

now part of the Heinzmann 

Group and has changed its 

name to Data Process AS. 

Openings | ClassNK has 

announced the opening 

of new exclusive surveyor 

offi ces in Kolkata, India; 

St Petersburg, Russia and 

Colombo, Sri Lanka, respectively. 


SHIPBUILDING & EQUIPMENT | GREEN SHIP TECHNOLOGY 

Developments for a 

sustainable shipping industry 

INITIATIVE “Green Ship of the Future” is a Danish untraditional joint-cooperative forum with a 

vision of demonstrating and developing environmentally friendly and energy effi cient 

technologies for reduction of emissions and air pollution arising from the activities of the 

shipping industry 

Magnus Gary, Christian Schack 

The 35,000 dwt ‘low emission’ bulk carrier was optimised with many different technologies 

Global shipping amounts 

to about 3% of the total 

CO 2 emissions. Even 

though arguments can be 

made regarding effi ciency and 

the number of TEU and DWT 

moved by ships compared to 

other possibilities, it is still 

important to recognise the obligation 

of reducing the harmful 

emissions from shipping to 

a minimum. In 2008, “Green 

Ship of the Future” was initiated 

as an initiative focused on 

using available technology to 

reduce emissions. 

Initially, “Green Ship of the 

Future” consisted of four companies, 

Aalborg Industries, A.P. 

Moller-Maersk, MAN Diesel 

and Odense Steel Shipyard, who 

went together with the primary 

objective of developing and demonstrating 

green technologies 

within shipping and shipbuilding. 

The focus of the group was 

on developing solutions based 

on what was technically possible 

instead of basing the development 

solely on the demands of 

shipowners and shipyards. 


Together with the environmentally 

friendly objective, 

this bottom-up approach appealed 

to many levels within 

the maritime world, and soon 

more than 15 partners had 

joined the initiative. This led 

to a more formalised partnership, 

and the group of companies 

decided on performing a 

so-called ‘low emission’ study 

on a 8,000 TEU container vessel 

and a 35,000 dwt handysize 

bulk carrier where the results 

from the individual projects 

were accumulated with respect 

to interdependent interference 

and compared with an 

estimate of the extra cost of 

implementation of the green 

technologies. 

Methods and results 

A key area in the ‘low emission’ 

studies was the use of 

already available ‘green’ technologies 

and the ability to 

discuss possibilities in a forum 

of technically gifted persons. 

This means that the projects in 

“Green Ship of the Future” are 

created through people sharing 

thoughts and ideas of how 

to bring existing technologies 

as close to their effi ciency optimum 

as possible – and doing 

so from a holistic point of 

view, meaning that the project 

partners had to create synergism 

in their projects in order 

to reach the full potential. 

The advantage of using already 

available technologies was that 

it would be possible to build 

the ships as specifi ed and documented 

by the two task-leading 

companies of the concept studies, 

Odense Steel Shipyard and 

Grontmij | Carl Bro. This was 

important as the practical approach 

in “Green Ship of the 

Future” would coincide very 

poorly with the development 

of products that could not be 

implemented. 

The two initial ‘low emission’ 

studies consisted of many different 

projects comprising a 

wide range of issues from A.P. 

Moller-Maersk and MAN Diesel 

performing evaluation of the effects 

of auto-tuning of the main 

engine to FORCE Technology 

and Hempel’s tests on the effi 

ciency of Hempel’s fouling 

release coating system, HEMP- 

ASIL X3, or GreenSteam and DS 

Norden’s project where it was 

proven that the use of dynamic 

trim optimisation would lead to 

energy savings of up to 4%. 

The overall aim of the studies 

was to demonstrate that it was 

possible to reduce emissions 

from the two types of vessels 

by 30% on CO 2 , 90% on SOx 

and 90% on NOx. The ‘low 

emission’ studies of the bulk 

carrier and the container vessel 

showed that it was possible to 

save up to 7.2% on CO 2 , 79.1% 

on SOx and 98.6% on NOx regarding 

the 35,000 dwt handysize 

bulk carrier and 14% on 

CO 2 , 90% on SOx and 80% on 

NOx on the 8,000 TEU container 

vessel without lowering 

the speed or changing main parameters 

of the vessels. While 

the target was reached for NOx 

and SOx, initiatives are still required 

to meet the 30% reduction 

of CO 2 .

New projects and studies 

on the slipway 

Today, the “Green Ship of the 

Future” initiative has grown to 

consist of more than 30 partners 

and comprise more than 

20 projects. The initiative has 

not lost its cause and is continuously 

looking for ‘green’ projects 

and project partners who are 

willing to combine their efforts 

in the search for environmentally 

friendlier solutions. 

Since the low emission studies 

were completed, the initiative 

has worked with a split vision 

where the initiative has worked 

on testing and verifi cation of 

the results as well as spreading 

information about the results of 

the studies through conferences 

and articles. But after a relatively 

quiet period development-wise, 

“Green Ship of the Future” is 

conducting a new ‘low emission’ 

study and increasing focus 

on SOx abatement technologies 

in the Emission Controlled Area 

(ECA). Besides the individual 

projects, the initiative is going 

to host a workshop in order to 

fi nd relevant projects to include 

in a ‘low emission’ study on a 

RoPax ferry. 

‘Low emission’ RoPax 

The new ‘low emission’ study 

will be driven by a large part of 

the companies participating in 

“Green Ship of the Future” and 

will investigate the possibilities 

of reducing emissions from a 

RoPax ferry. The project is still 

in its early stages, but the focus 

will be on the technical elements 

within machinery and propulsion, 

but it is also expected that 

other areas affecting emissions 

will be investigated. The study 

will be performed on an existing 

RoPax ferry with an already 

known operation profi le, making 

it possible to benchmark the 

emission reductions against existing 

data. The overall target of 

the study is to achieve the same 

numerical goals as with the two 

previous studies, i.e. making 

companies work together on 

fi nding ways to reduce CO 2 by 

30%, NOx 90% and SOx 90%. 

In the ferry study, new projects 

concerning HVAC, insulation, 

windows and lighting are initiated; 

additionally, there might 

also be projects focusing on 

how the design of the cargo deck 

can decrease the loading time in 

port and thereby help decrease 

the overall ship speed at sea and 

still keep schedule with a reduction 

of emissions as a result. 

SOx abatement 

technologies 

By 2015, the sulphur level in fuel 

oil is to be reduced to 0.1%, or 

the exhaust gas is to be cleaned to 

an equivalent level when sailing 

in ECA. Within “Green Ship of 

the Future”, there are companies 

with expertise within SOx abatement 

technologies, e.g. Aalborg 

Industries with their scrubber 

technology. Therefore, “Green 

Ship of the Future” is preparing 

a comparative study of the various 

abatement technologies. 

The objective of the project is 

to set up practical solutions as 

well as uncovering the fi nancial 

aspects regarding installation, 

operation and maintenance of 

the three alternatives, i.e. the 

use of LNG as fuel, the use of 

low-sulphur fuel/distillate and 

the use of scrubber technology. 

Basis for the retrofi t project is a 

newly built 38,500 dwt tanker 

from D/S NORDEN A/S, and 

the project partners are expected 

to deliver results during 2011. 

Supported by the 

maritime environment 

The objective of “Green Ship of 

the Future” and the method of 

letting the individual projects 

infl uence the direction of the initiative 

hold both strengths and 

weaknesses. One of the most 

noticeable strengths is that the 

projects created within “Green 

Ship of the Future” are carried 

out in very close cooperation 

between shipowners and suppliers 

due to their joint interest 

in developing the optimum 

solution. This joint effort is 

also recognised by maritime organisations, 

which can be seen 

through the support received by 

the Danish Maritime Fund in relation 

to the new ECA projects 

as well as the two initial ‘low 

emission’ studies. 

The authors: 

Magnus Gary, Christian 

Schack, Green Ship of 

the Future, Kgs. Lyngby, 

Denmark 

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Industry


Bunkering, infrastructure, 

storage, and processing of LNG 

EMISSIONS REDUCTION To comply with future environmental regulations, improvements of 

ships’ emissions are urgently required. LNG as a ship’s fuel will reduce NOx to clearly below 

Tier III level, SOx and particulate matters to about zero and CO 2 by 20 to 30% without any 

treatment of combustion gases. Main challenges of the usage of LNG, however, include the safe 

storage and processing of the liquefi ed gas as well as the bunker infrastructure, 

procedure and equipment. 

Jürgen Harperscheidt 

Using LNG as fuel has been a common 

technology for decades on LNG carriers. 

The safety record for loading/unloading 

of such vessels as well as for the operation 

of propulsion systems based on burning 

boil-off gas is very good. During the last 

10 years, operational experience has been 

gained in Norway where small ships have 

been equipped with LNG propulsion, e. g. 

ferries and offshore supply vessels. 

The diffi culty when providing LNG as fuel 

to a wider scale of ships and shipping areas 

is the bunker infrastructure to make 

LNG available wherever ship’s operators 

may need it. It is therefore crucial for the 

introduction of LNG as a fuel to have an 

infrastructure in place that secures safe, fast 

and reliable accessibility to LNG for the 

operators - a major task for those involved 

in small scale LNG. 

Containment systems 

In respect to storage, one basic disadvantage 

of LNG is its low density: LNG takes 

up roughly twice the volume of fuel oil for 

the same energy content. There are several 

types of containment systems for LNG available 

but some of them are not feasible for 

the given conditions on ships using LNG 

as fuel. The current regulatory approach is 

based on self supporting tanks as defi ned in 

the IMO IGC code: Type A (designed as ship 

structures) and type B (prismatic or spherical) 

tanks are generally feasible for fuel gas 

tanks but their requirement for pressure 

maintenance and secondary barrier raise 

problems which have not yet been solved 

in a technically and commercially sound 

way. This may be a future solution for ships 

carrying large amounts of LNG as fuel. 

Hence IMO type C tanks (pressure vessels) 

turn out to be the preferred solution 

for current designs. Firstly, the tanks are 

very safe and reliable, secondly, their high 

design pressures allow high loading rates 

and pressure increase due to boil-off and 

fi nally, they are easy to fabricate and install. 


Figure 1: Principal view of IMO type C 

bilobe and cylinder tank Image: TGE 

Figure 2: One possible tank layout for a 

project study on a container feeder 

Image: TGE, GL, MAN, Neptun SK 

The major disadvantage of this type of tank 

is the space consumption due to restriction 

to cylindrical, conical and bilobe shape. In 

addition to the unfavorable volume/energy 

effi ciency, these design restrictions lead to 

a factor of 3 to 4 times required volume to 

carry the same amount of energy in comparison 

to oil based tankers. 

LNG tanks have to be insulated for two reasons: 

One is to reduce boil-off vapour generation 

by heat ingress and the other is to 

protect adjacent ship structures from very 

cold temperatures. For ships with more or 

less continuous consumption of LNG and 

only short periods of low or no demand, 

the conventional foam insulation will be 

the most economical type of insulation. 

LNG consumption of the engines will keep 

tank pressure low. For ships with longer periods 

of low consumption, for example operational 

patterns based on LNG use only in 

ECA and conventional fuel outside ECAs, it 

might be essential to improve tank insulation 

in order to reduce pressure rise in tanks. 

In regards to small tanks this can be done by 

using vacuum insulation as seen in Norway. 

These vacuum insulated tanks are limited 

to cylindrical shape and do not allow for 

in-tank inspections or mounting of in-tank 

equipment as they usually have no manhole. 

For tanks clearly exceeding 500 cbm or 

requiring bilobe or conical shape, the use of 

special insulation panels is proposed to improve 

insulation performance. 

Process systems 

Depending on the design parameters such 

as storage size, number of tanks, engine 

consumption and layout, required bunkering 

rate and arrangement of the system 

components, tailor-made solutions for 

LNG fuel gas systems are available. One 

general rule is that for larger storage volumes 

the cost impact of high tank operating 

pressures becomes signifi cant; these 

systems should be preferably equipped 

with mechanical pressure rising (pumps,

compressors) instead of keeping the entire 

tank on supply pressure level. Smaller 

tanks can be pressurized to the required 

gas supply pressure. The cost impact of the 

higher tank design pressure is fairly small 

and there is a benefi t of easy operation and 

reduced numbers of rotating equipment. 

When using vacuum insulated tanks, a bottom 

outlet will feed a tank vaporizer just 

forced by density (see fi gure 3). Typically 

the operation pressure would be around 

7 bar g. By means of the tank pressure the 

LNG is pushed towards the LNG vaporizer. 

Usually all tank connections and the tank 

vaporizer are enclosed in a “cold box” as 

a secondary barrier. A fuel gas heater will 

be employed in order to provide vapour at 

the right temperature via fuel gas master 

valve to gas valve unit (GVU). The GVU reduces 

pressure to the required value of the 

engines and is usually part of the engine 

manufacturer’s supply. 

One option for this simple system is to use 

a small in-tank pump to feed the tank vaporizer, 

thus avoiding the bottom outlet. 

However, this is only possible for single 

shell type C tanks with foam insulation. 

As mentioned above, when using larger 

tank volumes high design pressure will 

increase the cost signifi cantly. Including a 

screw compressor in order to pressurize the 

fuel gas is one option to reduce design pressure 

from typically 10 barg to 4 barg, see 

fi gure 4. Vaporization will then take place 

at a lower pressure level, a small amount of 

pressurized vapour is returned to the tank 

to push the liquid to the vaporizer. The 

compressor system also allows for other 

operations like fuel gas supply from tank 

vapour phase, warming-up of the piping 

system and tanks with hot gas and increasing 

loading rate without vapour return using 

a BOG absorber. 

Finally, two stroke engines require another 

modifi cation of the system due to high injection 

pressure of 300 bar g, see fi gure 5. 

On LNG carriers this can be achieved by using 

BOG compressors but for other ships, 

this will only be a viable solution in some 

particular cases due to high CAPEX, power 

requirements, size and weight of such 

equipment. High pressure pumps and high 

pressure vaporizer and heater are the preferred 

alternative in order to achieve the 

required pressure level. Tanks will usually 

be equipped with small intank pumps or 

pressure built-up vaporizers to feed the high 

pressure system. 

Safety systems 

Safety always results from the best combination 

of technical and procedural measures. 

Therefore crew training is one basic 

element of safety on the technical side. 

There are several safety systems in place 

that will allow controlling any situa- � 

Figure 3: Schematic diagram of fuel gas system with vacuum tank and cold box Image: TGE 

Figure 4: Schematic diagram of fuel gas system with compressor Image: TGE 

Figure 5: Schematic diagram of high pressure fuel gas system for two-stroke engines 

Image: TGE 



Figure 6: Coral Methane at Zeebrugge terminal Picture: Anthony Veder 

tion that might occur during system operation. 

IMO interim guideline MSC 285(86) 

as a preliminary version of IGF-Code and 

the Rules for LNG fuelled ships that have 

been published by all major classifi cation 

societies, have been derived from chapter 

16 of IGC-Code for using cargo as fuel, trying 

to adapt the solutions to the different 

purpose in case of ships that are not gas 

carriers. Decade-long experience with LNG 

operations indicates the main measures to 

follow to ensure safe handling of LNG. 

One of these safety measures is a gas detection 

system which can detect even small 

amounts of gas escaping from the closed 

system. The relevant parts of the fuel gas 

plant will be shut down as soon as gas is 

detected. Areas where leakages may occur 

are equipped with ex-proof equipment, 

so even if the atmosphere contains an explosive 

mixture of gas and Oxygen, there 

will be no spark to ignite it. Gas piping 

and LNG piping will be double walled or 

located inside a ventilated duct in order to 

have a secondary barrier in place in case of 

any leakages. Spill detection and stainless 

steel drip trays are located wherever LNG 

might escape and harm the ship structures 

by cold brittleness. Piping sections not in 

use are inerted with Nitrogen, e. g. bunkering 

line after bunkering is fi nished. 

Bunkering infrastructure 

First steps towards small scale LNG shipping 

as an element of fuel gas supply infrastructure 

were made by the very small LNG 

carriers Pioneer Knutsen in Norway and 

Shinju Maru in Japan as well as by the Coral 

Methane, the fi rst combined LNG/Ethylene- 

Carrier with dual fuel LNG/HFO propulsion. 

This ship – below shown in fi gure 6 

during fi rst ever loading of a small carrier at 

a large LNG import terminal – is owned by 

Anthony Veder and was designed by TGE. 

Dual fuel propulsion is based on dieselelectric 

systems with two diesel and two 

gas generators. To date, several shipments 

from Zeebrugge or Huelva to Norway have 

been made. At one point, the ship was 

moored some weeks alongside in Norway 

unloading LNG to trucks, basically acting 

as a fl oating storage facility. Ship and gas 

handling system have proven to be able to 

perform all required operations. 

Furthermore, designs for LNG feeder vessels 

and LNG bunker ships are on the drawing 

board as shown below. Size and capacity 

of these feeder vessels strongly depend on 

travel distances, requirements for multicargo 

capability, expected trade volumes 

and characteristics of the receiving terminals. 

In any case, the facilities to call at the 

existing large scale LNG terminals as well 

as ship to ship transfer with large carriers 

seem to be essential at the current stage of 

development in order to source LNG from 

the large scale global supply chain. 

Figure 9 shows Pioneer Knudsen and Coral 

Methane during LNG transfer. In actual 

fact, this is not a bunkering situation but 

the fi rst cooling of Coral Methane but it 

gives a good impression of how bunkering 

could look like in the near future. Based on 

the upcoming requirements of high bunkering 

rates and growing tank volumes per 

ship, bunkering will not be possible any 

more with today’s “truck and hose” solutions. 

Manual handling of large diameter 

connections including dry break couplings 

will be replaced by mechanical or hydraulic 

solutions that are currently under development. 

Further, services like tank inerting, 

tank warming-up, tank unloading before 

docking, gassing-up and cooling down 

could be part of a bunker barge’s tasks. 

Local bunker supply also requires dedicated 

storage capacities close to the bunker areas. 

This can be done by onshore storages 

in pressure vessels or fl at-bottom tanks but 

Figure 7: Design example for a 30,000 cbm LNG feeder vessel Picture: TGE 

14 Ship & Offshore | 2011 | N o 1

Figure 8: Design example for a 2,000 cbm LNG bunker vessel Picture: TGE 

also by fl oating storages. One alternative 

solution with barges that would be carried 

like very large containers by a barge carrier 

is under evaluation, see fi gure 10. 

Summing up the mentioned requirements 

on the bunkering infrastructure, we can see 

a demand for signifi cant investment that 

may possibly not be supported by bunkering 

activities only. Sharing the bunker 

supply chain with local consumers such as 

industries or power plants would create an 

appealing portfolio for investments into 

this new infrastructure. 

Conclusion 

Technical solutions for the safe operation of 

LNG fuel gas from the source (large terminal) 

down to the consumer (main engine of 

the LNG-fuelled ships) are currently avail- 

able. Emission control and rather low LNG 

prices should be the main drivers to build 

the required infrastructure. Small scale LNG 

shipping has already begun and with the 

relevant dates for emission legislation approaching, 

the pressure rises for everybody 

to fi nd a solution to meet the upcoming 

challenges. LNG as a ship’s fuel is only one 

possible solution but it should play a major 

role due to the advantages compared to 

other solutions. TGE is confi dent that, over 

the course of the next years, an increasing 

number of ships will be equipped and sailing 

with LNG propulsion. 

The author: 

Jürgen Harperscheidt, 

Sales Manager, TGE Marine Gas 

Engineering GmbH, Bonn, Germany 

Figure 9: Pioneer Knudsen and Coral Methane Picture: Gasnor/Anthony Veder 

Figure 10: LNG barge carrier Picture: TGE 

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The E-Ship 1 is 130m long and equipped with four rotor sails Photo: Chrisostomos Fountis 

Innovative new cargo ship 

adds thrust with rotor sails 

ENERCON Aiming for both sustainable and effi cient transport, the German wind-turbine manufacturer 

Enercon recently put the E-Ship 1 into service to deliver its products to wind parks 

around the world. The innovative cargo vessel uses rotor sails to harness wind energy, which 

supplements the power provided by the diesel-electric propulsion system. This, along with 

other effi ciency-enhancing features, makes operation of the E-Ship 1 especially economical and 

environmentally friendly. 

In 2006 Enercon placed an order at Kiel’s 

Lindenau shipyard for the E-Ship 1, 

whose construction was completed last 

year at the Cassens shipyard in Emden, 

northern Germany. The vessel’s design 

makes use of cutting-edge technologies, 

above all a hybrid propulsion system consisting 

of diesel engines and rotor sails 

(vertical rotating cylinders). This brings 

fuel savings of up to 50%, enabling Enercon 

to deliver its wind turbines to customers 

in Europe and overseas in an economical 

as well as environmentally friendly 

way. Originally meant only to identify the 

newbuilding project, E-Ship 1 caught on 

and has been the offi cial name of the ship 

since it began operations in August 2010. 

Technical specifications 

Classifi ed by Germanischer Lloyd, the 

E-Ship 1 (class notation: �100 A 5 E3 with 

freeboard 2010m, Multi-Purpose Dry Cargo 

Ship IW NAV-OC BWM SOLAS II-2, Reg.19 


C2P49, environmental passport, equipped 

for the carriage of containers, equipped for 

carriage of ro-ro cargo, strengthened for 

heavy cargo, �MC E3 AUT RCP 46/100 

RP 1-40%) has a length of 130m, width of 

22.5m and tonnage of 10,200dwt. Its hull 

is streamlined to minimise drag below the 

waterline as well as to optimise aerodynamic 

conditions around the rotor sails. 

Enercon engineers also took care when designing 

the propeller and rudders to realise 

further fuel-saving potential by making 

their interplay hydrodynamically ideal. 

To provide the best possible manoeuvrability, 

the E-Ship 1 has three rudders with a 

total surface area of approximately 60m². 

The four rotor sails, two fore and two aft, 

are positioned in the corners of the main 

deck. The aft rotors fl ank a free-fall lifeboat. 

Between the fore rotors are the fairing-encased 

outlets of the main engines’ 

nine exhaust pipes and the engine-room 

ventilator. 

The E-Ship 1 also has an innovative wastewater 

system, specially developed for the 

vessel, which Enercon says discharges far 

fewer pollutants than current international 

limits allow. To prevent serious environmental 

damage in case of an accident at 

sea, all tanks containing fuel and lubricants 

are protected by a double hull. 

The cargo ship can accommodate up to 22 

people. 

Flexible cargo capacity 

Being a RoLo (roll-on lift-off) vessel, 

E-Ship 1 can handle both wheeled cargo 

and conventional cargo loaded and unloaded 

by crane. It was tailor-made for 

the transport of Enercon’s wind-turbine 

components. A tweendecker, the vessel 

has three holds able to take on as many 

as 20 wind turbines with an output of 

2MW. The volume of the cargo bay is 

about 22,000m³ with a stacking capacity 

of 18t/m 2 on the tank deck. The �

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� Ballast water treatment 

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Waste Heat Recovery 

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from the exhaust gas represents the greatest 

potential savings for the benefit of shipowners 

and charters. 

� Fully integrated and automatic operation 

� Up to 12% immediate fuel savings 

� Environmentally friendly solution 

� Improved operational costs 

� Optimised system design 

� Reduced CO 2 emission 

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The E-Ship 1 was tailor-made for the transport of wind-turbine components 

Photo: Chrisostomos Fountis 

two tween decks are vertically adjustable 

to ensure maximum fl exibility for the 

cargo. 

Wheeled cargo can be loaded or unloaded 

via a ramp at the ship’s stern. For conventional 

cargo, there are two onboard portside 

cranes, each with a lifting capacity of 

90t. The E-Ship 1 is also capable of carrying 

up to 853 TEU and has more than 92 

electrical outlets for refrigerated containers. 

All of the deck machinery, consisting 

of anchor and mooring winches, was 

supplied by the company Steen, based in 

Elmshorn, Germany, in close consultation 

with the shipyard and Enercon. 

The moulded depth of the dark-green 

hull was affected by inclusion of a special 

cassette system meant to ease the loading 

and stowing of wind-turbine components. 

They are carried largely below 

deck, which reduces the risk of damage 

during transport. 

Hybrid propulsion system 

The E-Ship 1 is equipped with seven Mitsubishi/Leroy 

Somer diesel gensets of 

two different types, generating about 

10,000kW. They feed the two Enerconmade 

electric engines, each with an output 

of 3,500kW, which power the drive shaft 

and four-blade controllable-pitch propeller. 

In addition, the vessel has two Mitsubishi 

S6R-MPTA auxiliary diesel engines for 

harbour and emergency operations. 

Rotor sail Standard diesel-electric propulsion 

is supplemented by four cylindrical 


rotors that act as sails, producing thrust 

from the wind blowing past them. “Rotor 

sails” were invented by the German engineer 

Anton Flettner, who put marine rotor 

propulsion into practice for the fi rst time 

on the freighters Buckau and Barbara in the 

1920s. 

The rotors on the E-Ship 1 are 27m high 

and 4m in diameter. They use the Magnus 

effect, described in the mid-19th century 

by the German physicist Heinrich G. 

Magnus. In this effect, a body spinning in 

an air stream creates a pressure differential 

on either side of the body, producing 

a force. 

When wind blows across the rotating cylinders, 

they speed up on the side where 

rotational and wind direction meet. On 

the opposite side, however, airfl ow is 

slower. The resulting higher pressure of 

air on one side and lower pressure on the 

other produces a force perpendicular to 

the airfl ow that is used to propel the ship. 

Optimal thrust is achieved when wind 

strikes the rotors at an angle of 100 to 130 

degrees relative to the ship’s course. A tailwind 

augments thrust. But to travel best 

in a headwind, the ship has to tack like a 

conventional sailing vessel. 

For greater fl exibility in reducing engine 

output when thrust is available from the 

fully automatic rotors, designers of the 

E-Ship 1 decided on several small gensets 

instead of a large engine. The ship’s top 

speed under engine propulsion only, or 

under rotor propulsion when wind conditions 

are ideal, is 18.5 knots. 

Waste-heat recovery The Danish company 

Aalborg Industries supplied the E-Ship 1 

with a Mission WHR-GT forced-circulation 

waste-heat recovery boiler whose water 

tube has an extended heating surface. 

The boiler uses the mixed exhaust-gas heat 

from the seven propulsion and onboard 

power supply generators to make superheated 

steam that runs a turbogenerator 

for energy production. Using waste heat 

to operate a steam turbine is a further example 

of the vessel’s highly sophisticated 

technology. The turbine also provides heat 

required for the absorption refrigeration 

system, which supports the conventional 

climate control system. 

Extensive control and monitoring units for 

the cooling water as well as the exhaust gas 

are indispensable for the installation’s safe 

and reliable operation. 

Main characteristics of Mission WHR-GT 

� Number of engines: 5 

� Engine load: 85% MCR 

� Amount of exhaust: 39 t/h at 520 °C 

� Exhaust temperature: 103 °C 

� Amount of superheated steam: 4.72 t/h 

at 354°C at 15 bar (g) 

� Heat extraction for absorption refrigeration 

system: 200kW 

Electrical engineering/automation 

The vessel’s extensive electrical equipment 

was supplied by the company Rolf 

Janssen, which is based, like Enercon, in 

the northern German town of Aurich. It 

includes fi ve propulsion power plants with 

an output of 1,750 kVA each, two onboard 

power plants with an output of 1,300 kVA 

as well as a harbour and emergency/harbour 

power plant, each with an output of 

580 kVA. 

Rolf Janssen also supplied the distribution 

panels, harbour and emergency switchboard, 

consoles and alarm and monitoring 

systems. 

Advanced automation technology ensures 

a trouble-free shift from rotor-sail to conventional 

propulsion as well as maximum 

navigational availability and reliability 

with a small crew. The continuous system, 

with built-in redundancies, was supplied 

by Nuremberg-based Siemens Industry Automation 

and programmed by Enercon. 

Transport of wind turbines 

E-Ship 1 has been in regular service for 

Enercon since August 2010, visiting ports 

in Ireland, France, Portugal, Turkey and 

Greece to deliver turbines for onshore 

wind parks. The voyages have also been 

undertaken to test the vessel’s equipment 

and seakeeping performance under normal 

cargo conditions. Data was gathered 

to evaluate the effi ciency of its systems and 

components.

Green supertanker concept 

DNV | A new crude oil concept vessel, named 

Triality, has been developed through an innovation 

project pursued by Det Norske 

Veritas (DNV). As its name indicates, it fulfi 

ls three main goals: it is environmentally 

superior to a conventional crude oil tanker, 

its new solutions are feasible and based on 

well-known technology, and it is fi nancially 

attractive compared with conventional crude 

oil tankers operating on heavy fuel oil. The 

concept vessel is fuelled by liquefi ed natural 

gas (LNG), has a hull shape that removes the 

need for ballast water and will almost eliminate 

local air pollution. Furthermore, it recovers 

hundreds of tonnes of cargo vapours 

on each voyage and is said to represent a major 

step towards the new environmental era 

for the tanker shipping industry. 

Environmental benefits 

The Triality concept VLCC has been compared 

to a conventional VLCC. Both ships 

have the same operational range and can 

operate in the ordinary spot market. Compared 

with the traditional VLCC, the Triality 

VLCC will: 

� emit 34% less CO2 

� eliminate entirely the need for ballast 

water 

� eliminate entirely the venting of cargo 

vapours (VOCs) 

� 

use 25% less energy. 

NOx emissions will be reduced by more 

than 80% while emissions of SOx and particulate 

matter will fall by as much as 95%. 

The new concept tanker has two high pressure 

dual fuel slow speed main engines 

fuelled by LNG, with marine gas oil as pilot 

fuel. The next phase of the Triality con- 

Natural gas is used as fuel for Triality’s slow speed main engines, auxiliary 

engines and auxiliary steam boilers 

The LNG fuelled concept vessel Triality Image: ©DNV/Making Waves 

cept development will review the use of 

dual fuel medium speed engines and pure 

gas engines. 

Two IMO type C pressure tanks capable of 

holding 13,500 m 3 LNG – enough for 25,000 

nautical miles of operation – are located on 

the deck in front of the superstructure. The 

generators are dual fuel (LNG and marine 

gas oil) while the auxiliary boilers producing 

steam for the cargo oil pumps operate 

on recovered cargo vapours (VOCs). 

No requirement for ballast water 

treatment 

A traditional tanker in unloaded transit 

needs ballast water to obtain full propeller 

immersion and suffi cient forward draft to 

avoid bottom slamming. The new V-shaped 

hull form and cargo tank arrangements 

completely eliminate the need for ballast 

water in the VLCC version. There will also 

be much less need for ballast water on other 

kinds of crude oil tankers, such as Suezmax, 

Aframax and smaller ships. The new hull 

shape results in a reduced wetted surface on 

a round trip and has a lower block coeffi - 

cient and thus a more energy effi cient hull. 

The Triality VLCC can collect and liquefy 

more than 500 tonnes of cargo vapours during 

one single round trip. These liquefi ed 

petroleum gases will then be stored in deck 

tanks and up to half will be used as fuel for 

the boilers during cargo discharge, while the 

rest can be returned to the cargo tanks or delivered 

to shore during oil cargo discharge. 

Profitability 

When it comes to the additional cost of 

building a vessel like Triality and the reduced 

cost of operating it, DNV says it is 

possible to develop an environmentally superior 

ship and to be profi table at the same 

time. The best estimate is said to be an additional 

capital expenditure of 10-15% for 

a Triality VLCC newbuilding compared to a 

traditional VLCC. Even with this extra cost 

included, DNV estimates a reduced life cycle 

cost equal to 25% of the newbuilding 

cost for a traditional VLCC. The Triality concept 

is reported to be based on well-known 

and proven components and systems, so in 

principle a Triality crude oil tanker introducing 

all or some of the innovative elements 

in the concept can be designed today. 



Effi ciency 

tests 

EEDI | European Maritime Safety 

Agency (EMSA) has awarded Finish 

service provider Deltamarin a 

contract for a study on tests and 

trials of the Energy Effi ciency Design 

Index (EEDI) as developed 

by the IMO. The main objective 

of the contract is to provide 

EMSA with a technical study on 

the EEDI, in order to refi ne its 

application for certain categories 

of RoRo ships and to identify the 

potential application of the index 

or any alternative method to 

improve the energy effi ciency of 

purpose-built vessels from a technical 

and design point of view. 

Deltamarin’s commission includes 

fi rstly the refi nement of 

the EEDI formula for RoRo and 

RoPax vessels. In this context, 

Deltamarin shall assess the current 

baselines approach for volume 

and weight carriers and 

consider the various IMO submissions 

at previous MEPC sessions. 

If necessary, a refi nement 

or an adjustment of the baselines 

for the volume and weight carriers 

will be proposed. Deltamarin 

is also to identify possible correction 

factors to be included in 

the EEDI formula for RoRo and 

RoPax vessels. In case no correction 

factor is suitable, Deltamarin 

has to develop an alternative 

approach to address energy effi 

ciency for the applicable vessel 

types, arrange test/trials of 

the proposed approach, and 

draw conclusions on its suitability. 

The study will also include 

a comparative analysis looking 

at the greenhouse gas emission 

reduction potential between the 

current EEDI approach and the 

potential new proposal. 

Secondly, according to the contract, 

Deltamarin will develop a 

frame work to address the energy 

effi ciency of purpose-built vessels 

and specialised ships. Based 

on representative samples establishing 

baselines for these vessel 

categories, requirements for any 

additional correction factors will 

be identifi ed. The main goal will 

be to develop methods on how to 

improve energy effi ciency of these 

vessels during the design phase. 


Corrosion studies on ballast water 

CLEANBALLAST | Germanybased 

RWO, a worldwide supplier 

of systems for water and 

wastewater treatment aboard 

ships and offshore rigs, in cooperation 

with a leading European 

corrosion institute 

(SWEREA KIMAB) and the classifi 

cation society Germanischer 

Lloyd (GL), has carried out 

thorough accelerated corrosion 

studies in treated full-salinity 

sea water with the CleanBallast 

ballast water treatment (BWT) 

system. The tests simulated operation 

over an approximate 

entire lifetime of a ballast water 

tank/piping structure of approximately 

40 years. 

Functionality of 

CleanBallast 

CleanBallast has been designed 

to operate in waters with low 

and full salinity. The natural 

corrosiveness of those environments 

differs signifi cantly, with 

full salinity (>32PSU) being a 

very corrosive medium to common 

construction materials. A 

larger quantity of active chlorine 

also has further negative 

effects on corrosiveness, such 

as the increase of the wear rate 

of non-passivated metals. 

The disinfection unit “Ecto- 

Sys®” utilised by the Clean- 

Ballast system is based on 

electrochemistry but operates 

very differently compared with 

conventional chlorination or 

electrolysis systems using salt 

water (containing chloride), 

where a maximum production 

of active chlorine is desired. 

Instead, EctoSys® produces 

short-lived mixed oxidants, 

which have a more striking 

and powerful effect compared 

with active chlorine. Thus, the 

EctoSys® is not dependent on 

chloride content (salinity) but 

produces oxidants directly 

from the water. The negative 

effects of active chlorine on 

corrosiveness can effectively 

be avoided. 

In natural brackish and full-salinity 

seawater, the disinfection 

unit EctoSys® will – besides the 

short-lived oxidants hydroxyl 

radicals – only produce low 

levels (up to maximum 2mg/l) 

of more persistent oxidants, 

summarised as TRO (Total 

Residual Oxidants). Being oxidising 

agents, such substances 

in higher concentrations are 

relevant for corrosive properties 

of water. TRO will decay 

via interactions with dissolved 

organic matter. Fig. 1 illustrates 

a typical decay curve of TRO, 

showing that the natural blank 

level of 0.2 – 0.3mg/l of TRO is 

reached within approximately 

two hours. 

Simulation of entire 

lifetime 

The studies undertaken by 

RWO, SWEREA-KIMAB and 

Fig. 1: Natural decay of residual oxidants TRO produced by 

CleanBallast, T=22°C, pH=7.9, salinity 15PSU 

GL included accelerated comparative 

studies (treated and 

untreated seawater) using both 

uncoated steel test specimens 

but more importantly test 

specimens with two-coat paint 

systems according to NOR- 

SOK Coating 3B approved according 

to DNV Classifi cation 

Note 33.1 class B1, common 

and approved for use in ballast 

water tanks, for instance, 

the Jotun system ‘Balloxy HB 

light’. The tests included parallel 

tests with both continuous 

exposure to the water and 

intermittent cyclic exposure 

to water and air. Intermittent 

exposure better resembles the 

real conditions in ballast water 

tanks and a corrosive case 

worse than continuous exposure. 

The tests were accelerated, 

that is, the exposure of the 

test panels was set to simulate 

an approximate entire lifetime 

of a ballast water tank/piping 

system, regarding initial maximum 

concentration of TRO 

and natural decay. 

The evaluation of the exposed 

test panels was performed according 

to the following standards: 

� SS-EN ISO 9227:2006 (salt 

spray 1440 h) 

� SS-EN ISO 6270-1 (condense 

1440 h) 

� SS-EN ISO 2812-2 :2007 

(immersion 3000 h) 

� 

EN ISO 15711:2004 (ca- 

thodic 3000 h). 

Based on the result of these 

tests, both SWEREA KIMAB 

and Germanischer Lloyd concluded 

that there are no additional 

corrosive properties of 

seawater treated with CleanBallast, 

compared with untreated 

seawater. These studies were 

later recommended by the IMO 

technical group GESAMP-BW- 

WG, as part of the guidance for 

other vendors developing ballast 

water treatment analysis, to 

be included in their respective 

approval process (ref. MEPC 

59/2/16, §4.5.1). 

CleanBallast is certifi ed and 

classifi ed by GL as compatible 

with epoxy-based ballast water 

tank coating systems.

Three-step ballast water 

treatment system 

OCEANGUARD | The ballast 

water treatment system Ocean- 

Guard has been developed by 

Headway Technology, Co., Ltd. 

and the Harbin Engineering 

University, to meet the highest 

requirements in terms of safety 

on board, biological effi ciency 

and economy. 

Due to its specifi c technology, 

OceanGuard is said to fulfi l the 

strict California Requirements 

without using chemicals. Filtration, 

electro catalysis and ultrasound 

are the three steps to 

clean the water that is pumped 

into the ballast tanks. 

Functionality 

During ballasting, the fi rst 

step in the treatment process 

is a 50 μm fi ltration. The fi lter 

comprises an automatic backfl 

ushing system which enables 

the system to clean the fi lter 

without disrupting the fi ltration 

process. The next step is 

the core of the system, the so 

called EUT unit. In the EUT 

unit (Electrocatalysis and Ultrasound 

Treatment), the disinfection 

process takes place. The 

electrocatalysis produces large 

numbers of hydroxyl radicals 

from the water, an active substance 

that kills all bacteria and 

organisms within a few seconds. 

A highly intensive ultrasound 

wave breaks up all cell 

structures. The hydroxyl radi- 

Filter and EUT Unit HMT 300 (300tonnes/hour) 

cals are highly reactive, however, 

as they are short-living, 

nothing but disinfected water 

goes into the ballast tank. During 

de-ballasting, the fi lter is 

bypassed. Again the water goes 

through the ultrasound treatment 

in the EUT, so all organisms 

which have been grown 

during the voyage in a contaminated 

tank will be killed before 

discharging. 

Technical features 

While OceanGuard is said to 

perfectly suit for new vessels, 

it has been developed with 

special emphasis on the needs 

of existing vessels. The small 

footprint enables an installation 

even in narrow engine 

rooms, and the low power 

consumption is regarded as 

one of the key selling points 

for a retrofi t, as generator capacities 

are mostly limited. 

Versatility has been an important 

point during the development 

process. OceanGuard 

is reported to show excellent 

results in fresh water and sea 

water, ex-proof certifi cation 

allows installation on tankers. 

The scalability from 30 

up to 9,050 tonnes per hour 

considers all vessel types 

from small research vessels 

up to the latest generation 

of bulkers with huge loading 

capacities. 

The system is fully integrated 

with the ballast system. The 

existing piping remains as an 

emergency bypass. The control 

unit is responsible for 

regulating and monitoring 

the entire system in real time. 

All process sequences are automatically 

controlled; the 

working condition and data 

of various components and 

sensors are reported by realtime 

inspection to the control 

unit. 

Maintenance, service, 

availability 

According to the manufacturer, 

the components of the system 

are rugged and durable. 

The self-cleaning system is 

permanently inspected by the 

control unit. IMO granted the 

fi nal approval in 2010; type 

approval is in process and expected 

soon. As OceanGuard 

is already commercially available, 

Headway Technology, 

Co., Ltd. provides a worldwide 

service network to ensure the 

reliable operation and maintenance 

of the system. 



Access to Intersleek ® 

system without blast 

cleaning 

In-dock condition of antifouling 

after pressure washing. 

Typical roughness = 300 – 350 

microns 

Intersleek 7180 Linkcoat 

applied to 100 microns dry 

fi lm thickness. Typical roughness 

= 200 – 255 microns 

Intersleek 7180 Linkcoat and 

Intersleek tie coat applied. 

Total new dry fi lm thickness 

of 200 microns. Typical roughness 

= 125 – 175 microns 

Completed scheme with 

application of Intersleek 

fi nish coat. Total new dry fi lm 

thickness of 350 microns. 

Typical roughness = 80 – 100 

microns 


ANTIFOULING | Access to the 

benefi ts for vessels coated with 

non-SPC (self polishing copolymer) 

antifouling coatings has 

usually meant full blast cleaning 

of the underwater hull to remove 

the existing coatings prior 

to installation of the Intersleek® 

system by International Paint. 

Continued research and development, 

particularly in the area 

of adhesion mechanics, has resulted 

in the latest innovation 

to complement the Intersleek® 

range, Intersleek®7180 Linkcoat. 

Intersleek®7180 Linkcoat now 

allows access to the fl uoropolymer-based 

Intersleek®900 and 

silicone-based Intersleek®700 

foul release technology, without 

the need and expense of full 

underwater hull blast cleaning. 

Specially designed for direct 

application over existing traditional 

antifouling technologies, 

controlled depletion polymers 

and hybrid schemes in addition 

to SPC antifoulings, the 

application of Intersleek®7180 

Linkcoat followed by the full 

Intersleek® scheme can signifi - 

cantly reduce the surface roughness 

of an existing antifouling 

system by over 70%, resulting 

in a smoother hull. 

Adhesion to and performance 

over a wide range of existing 

antifouling surfaces is provided 

by the specialised dual-cure 

technology (DCT) utilised in Intersleek®7180 

Linkcoat. An initial 

fast cure provides excellent 

drying and barrier properties 

while a secondary cure employing 

fl exible polymer chemistry 

enhances system adhesion. Intersleek®7180 

Linkcoat also fi lls 

in and levels out the rough surface 

of an existing antifouling to 

provide the basis for a smooth 

fi nish that is almost as good as 

the Intersleek® system being 

applied to a fully blast-cleaned 

surface. The smooth surface produced, 

reduces drag, signifi cantly 

improves vessel effi ciency and 

reduces fuel consumption and 

associated emissions. 

Approval 

ENWA | The chemical-free EnwaMatic® 

Maritime technology 

by ENWA Water Treatment has 

obtained approval from engine 

manufacturer Wärtsilä. 

The EnwaMatic maritime water 

treatment unit is said to combine 

reproducible principles of water 

chemistry with standard water 

treatment technologies. The unit 

provides effective dirt and air 

separation with environmentally 

sound water conditioning. It creates 

changes in key water parameters, 

such as pH, alkalinity and 

hardness, to elicit corrosion inhibition, 

control of scale formation 

and a biocidal effect. 

Traditionally, treatment of engine 

water is done by adding 

different types of chemicals to 

balance the water quality and in 

order to avoid corrosion damages 

inside the engine. Doing 

so, however, can cause localised 

pitting and accelerate corrosion. 

Contrary to this, the EnwaMatic 

technology is based on fi ltering 

and treating the water with min- 

Hydrogen 

hybrid vessel 

STATUE CRUISES | A new vessel 

using hydrogen, solar and wind 

power to minimise emissions is 

currently under construction at 

US-based Derecktor Shipyards 

for Statue Cruises, a subsidiary 

of Hornblower Cruise & Events, 

in New York. The 1,400-hp 

Hornblower Hybrid will run on 

a combination of energy generat- 

The EnwaMatic maritime 

water treatment unit 

erals that balance, remove oxygen 

and neutralise. The unit is 

fully automatic while it protects 

the engine or the HVAC system 

internals. 

The recent approval of the EnwaMatic 

water treatment system 

was preceded by a trial period 

of several years with the fi nal 

test running for 16,378 engine 

hours. For this reason, the Enwa- 

Matic was installed on board the 

cruise ferry Color Fantasy, sailing 

between Oslo in Norway and 

Kiel in Germany. 

ed by clean Tier-II diesel engines, 

hydrogen fuel cells, solar panels 

and wind turbines. Power will 

come from a proton exchange 

membrane fuel cell that turns 

hydrogen into electricity. In addition, 

solar panels and wind 

turbines will help power the vessel. 

Diesel engines will be used 

for additional energy needs. 

The new vessel will use hydrogen, solar and wind power 

Photo: Derecktor Shipyards, Bridgeport, CT

Hercules research 

programme prolonged 

ENERGY PRODUCTION | 

MAN Diesel & Turbo and 

Wärtsilä Corporation have 

agreed to pursue the Hercules-C 

project as a continuation 

of the Hercules programmes 

for the research 

and development of marine 

engine technology. 

The overall goal of the Hercules 

research programme is 

the development of sustainable 

and safe energy production 

from marine power 

plants. So far, the technological 

themes of the Hercules 

initiative have been higher 

effi ciency, reduced emissions, 

and increased reliability for 

marine engines. However, for 

taking marine engine technology 

a step further towards 

improved sustainability in 

energy production and total 

energy economy, an extensive 

integration of the multitude 

of identifi ed new technologies 

is required according to 

the companies. 

The proposed Hercules-C 

project, expected to run for 

three years from 2012 to 

2015, is supposed to address 

this challenge by adopting 

a combinatory approach to 

engine thermal processes, 

system integration and optimization 

as well as engine reliability 

and lifetime. In this 

way, Hercules-C aims for marine 

engines that are able to 

produce cost-effectively the 

required power for the propulsion 

of ships throughout 

their life cycle, with responsible 

use of natural resources, 

and respect for the environment. 

Objectives of Hercules-C 

The specifi c objectives of Hercules-C 

are to achieve further 

substantial reductions in fuel 

consumption, while optimising 

power production and 

usage. This will be achieved 

through advanced engine developments 

in combustion 

and fuel injection, as well 

as through the optimisation 

of ship energy management, 

and engine technologies supporting 

transport mission 

management. 

Furthermore, green product 

lifecycle technologies will 

be introduced to maintain 

the technical performance 

of engines throughout their 

operational lifetime. This 

includes advanced materials 

and tribological developments 

to improve safety and 

reliability, as well as sensors, 

and monitoring and measurement 

technologies to improve 

the controllability and 

availability of marine power 

plants. 

The third specifi c objective of 

Hercules-C is to achieve nearzero 

emissions by integrating 

the various technologies 

developed from the previous 

collaborative research efforts. 

Development of the 

programme 

Hercules-C follows two earlier 

Hercules projects. In 

Hercules-A, from 2004 to 

2007, large-scale research 

platforms were established, 

with the main objective being 

to screen the potential of 

a broad range of emission reduction 

technologies. 

In Hercules-B (2008-2011), the 

quest for reducing emissions 

was retained, focusing on several 

specifi c novel technologies. 

At the same time, more 

importance was placed on 

improved effi ciency and, as a 

result, reduced fuel consumption 

and fewer CO 2 emissions. 

The Hercules-C project is 

planned to run over a threeyear 

period and has a targeted 

budget of EUR 19 million, 

bringing the total combined 

budget of the Hercules programmes 

(2004-2015) to 

EUR 79 million. The project is 

expected to be funded within 

the Framework Programme 

7 (FP7, Theme Transport), of 

the European Commission. 


SHIPBUILDING & EQUIPMENT | PROPULSION & MANOEUVRING TECHNOLOGY 

Improving propulsion effi ciency 

PROMAS Shipowners today are very aware of the energy effi ciency of their vessels. While fuel 

costs are a major aspect of the operating expenses of most ships, the reduction of emissions is 

becoming even more crucial. With Promas (Propulsion Manoeuvring System), Rolls-Royce is 

offering an innovative system for the increase of propulsion effi ciency. 

Jonas Bäckström 

Raising propulsive effi ciency by improving 

the rudder and propeller 

performance, and the interactions 

between them, is a valid way of reducing 

the fuel consumption and thus the CO 2 

emissions. 

When Rolls-Royce introduced Promas 

(Propulsion Manoeuvring System) after 

several years of development to the market 

in 2007, it pointed out the signifi cant fuel 

savings possible from installing it. 

Benefi ts have been recognised, and systems 

have been installed both on newbuildings 

and retrofi ts for a variety of types of ship. 

System description 

Promas consists of a full-spade rudder with 

a twisted profi le, a bulb integrated with 

the rudder facing a hubcap on the propeller, 

and propeller blades optimised for 

the new hydrodynamic conditions. These 

components form a hydrodynamically integrated 

system from one single supplier 

that improves the overall propulsive effi - 

ciency compared with a typical propeller 

and rudder combination. 

The improvement in effi ciency is achieved 

by several components. A twisted rudder 

shape adapts the rudder to the rotation 


of the propeller slipstream, giving a lower 

drag and better recovery of swirl energy 

in the slipstream. For low speed manoeuvring, 

the cavitation-free steering angle 

range is also extended. The rudder bulb 

reduces hub vortex losses, and also has a 

benefi cial effect on the wake fi eld. This is 

enhanced by the hubcap, which acts as a 

hydrodynamic fairing cover. A different 

design of the propeller blade is also used, 

rebalancing the loading pattern on various 

regions of the blade. This improves the 

propeller effi ciency allowing fuel savings 

to be made without increasing propeller 

induced noise and vibration. Best results 

are achieved on blunt single screw vessels 

with a block coeffi cient greater than 0.8 

and a design speed in the 14 to 18 knot 

range. Effi ciency increase can be as much 

as 6% to 9% compared with conventional 

solutions. Faster and slenderer single screw 

vessels such as car carriers can reach an effi 

ciency increase of 2% to 5%. In a welldesigned 

twin screw vessel there are less 

improvements to be had, but even a gain 

of 1% to 3% can represent a substantial 

potential for savings. Since the additional 

costs of Promas compared to a standard 

propeller and rudder are reasonable, in- 

stallations on many types of bulk carriers 

and product/chemical tankers will have a 

pay-back time of less than two years. 

With exhaust emissions now in focus, a 

reduction in fuel consumption can represent 

a useful contribution both to cutting 

CO 2 emissions directly and reducing the 

amount of other pollutants. 

Installations of Promas 

The fi rst contract for Promas comprised 

two shipsets for 33,500dwt bulk carriers 

built in China for Kristian Jebsen. These 

were based on a 5.2m propeller diameter. 

Since then the range of applications has 

widened to RoPax ferries and pure car and 

truck carriers currently under construction, 

a ferry with an innovative Rolls-Royce propulsion 

solution combining Promas with 

Azipull azimuth thrusters, and also retrofi 

ts for an existing ferry and several cruise 

ships. 

Azipull, a new Ulstein Aquamaster azimuth 

thruster from Rolls-Royce, uses a 

pulling propeller ahead of the streamlined 

leg and lower gear house, and a simple 

gear drive transmission. 

Two RoPax ferries for Fjord Line will have 

Rolls-Royce propulsion systems, stabilisers

and deck machinery. They are on order at 

the Fosen Yard of Bergen Group in Norway, 

with an option for a third vessel. On 

delivery in 2012, Fjord Line will operate 

these cruise ferries on two routes linking 

Denmark and Norway – one serving Bergen, 

Stavanger and Hirtshals, the other 

one operating between Hirtshals and Kristiansand, 

enabling the company to offer a 

daily sailing on each route and advancing 

its strategy of growing the market for ferry 

transport of passengers and goods between 

Norway and the EU. 

Rolls-Royce will supply the two 4.7m diameter 

CP propellers for each ship, handling 

about 10,000kW per shaft, with the 

associated shaftlines, 800kW shaft generators 

and control systems. The propellers 

will be part of a Promas system integrating 

the steering gear, rudders and propellers 

to raise the vessel’s hydrodynamic 

effi ciency. 

Fjord Line’s new 170m long ferries will 

be able to carry up to 1,500 passengers 

and 600 vehicles of different types on 

1,350 lane metres of deck at a service speed 

of about 20 knots. 

Two 7,900-unit pure car and truck carriers 

ordered by Wilhelmsen Lines from 

Hyundai Heavy Industries (HHI) in Korea 

are to have a single screw Promas installation 

with a 7.2m diameter fi xed pitch propeller. 

Since such an installation had not 

been mounted on this type of vessel with 

a service speed of 20.3 knots before, extensive 

tests were executed at the HHI basin, 

comparing Promas with a competing proposal 

of a twisted fl ap rudder. Promas was 

shown to have a 2.2% to 3% advantage in 

propulsive effi ciency as well as better manoeuvring 

capability. 

In 2012, two 169m long ferries will go into 

service on the Scandlines route linking 

Rostock and Gedser, replacing the current 

old ships. The vessels will be built by P+S 

Werften GmbH, located in Stralsund, Germany, 

and will each carry up to 460 cars or 

90 trucks and 1,500 passengers at a speed 

of 20.5 knots. In conjunction with streamlining 

the fl ow of passengers and vehicles, 

the new ships will almost double the capacity 

Scandlines offers on this important 

route on the Copenhagen- Berlin axis. Requirements 

for speed, manoeuvrability, 

economy and emissions were strict, and 

the Rolls-Royce propulsion system meets 

these requirements with an innovative arrangement. 

A triple screw layout is adopted. The unusual 

feature is that the centreline CP propeller 

is combined with the rudder. The 

two wing propulsors are Azipull azimuth 

thrusters with pulling propellers and 

streamlined gear houses. 

Retrofits 

Promas Lite is the retrofi t version of the 

system and can be fi tted to vessels already 

in service to improve effi ciency, reduce 

noise and vibration, It can be installed 

during a scheduled drydocking and involves 

fi tting a bulb to the existing rudder, 

a fairing cone to the existing propeller 

hub, and Promas-adapted blades 

if the propeller is a Rolls-Royce controllable 

pitch unit. A monoblock propeller 

of the correct design can replace the old 

FP propeller, or a Rolls-Royce fi xed bolted 

propeller can be specifi ed, which has individual 

blades bolted to a hub. 

This system can be applied to single or 

twin screw vessels, and the achievable 

The Propulsion Manoeuvring System (Promas) contributes to the reduction of fuel 

consumption and thus to a decrease of CO 2 emissions Photo: Rolls-Royce Marine Deutschland GmbH 

Promas can be used both for newbuildings 

and for retrofi ts 

Photo: Rolls-Royce Marine Deutschland GmbH 

increase of propulsive effi ciency depends 

on the existing rudder and other factors, 

so each vessel needs to be considered on 

its merits. Usually, improvements of 5% 

to 10% can be reached. If the existing propeller 

is old and worn, or the vessel has 

changed its operating profi le, a substantial 

gain in propulsive effi ciency can often be 

achieved by reblading the existing hubs or 

designing a new optimised propeller. 

Several cruise ships will be fi tted with 

Promas Lite in the course of the next 

few months including Vision of the Seas 

and Splendour of the Seas, which have FP 

propellers, and Norwegian Sun, which is 

equipped with CP propellers. RoPax ferries 

are also under consideration. For example, 

Pearl of Scandinavia is one of the 

two DFDS Seaways ferries sailing between 

Oslo and Copenhagen. During a scheduled 

drydocking, the ship was recently fi tted 

with Promas Lite. Rolls-Royce will supply 

two rudder bulbs that will be welded 

on to the vessel’s existing rudders. Two 

fairing cones will be attached to the existing 

Kamewa 157 XF5/4 propeller hubs, 

and four Promas-adapted blades will be 

provided for each of the hubs. It is calculated 

that the fuel savings from integrating 

the propellers and rudders in this way will 

be at least 10%. 

The author: 

Jonas Bäckström, 

Commercial Product Manager, 

Propellers & Water Jet Rolls-Royce AB, 

Kristinehamn, Sweden 


SHIPBUILDING & EQUIPMENT | PROPULSION & MANOEUVRING TECHNOLOGY 

Clean inland cargo ship 

VOLVO PENTA | The Mercurius Shipping 

Group, located in Zwijndrecht, The Netherlands, 

recently launched a new concept 

for an inland waterway vessel, called the 

M-factor. The ship is 85m long, 9.6m wide 

and has a load capacity of 1,500 tonnes. 

The dimensions of the M-factor have been 

developed according to sailing conditions 

in European inland waterways such as 

smaller channels and rivers. As propulsion 

engine, the Volvo Penta D16-750 hp will 

A Volvo Penta D12-400 will be installed 

as a thruster engine 

More powerful engine 

introduced 

WÄRTSILÄ | Finnish solution provider 

Wärtsilä has introduced a more powerful 

version for marine applications of its Wärtsilä 

32 engine. 

The new and upgraded version is available 

with an increased power output of 580 kW 

The Wärtsilä 32 engine 


be used, which is quite unique for this 

size of ship that normally 

would be equipped 

with engines generating 

at least 

1,000 hp. 

The Volvo Penta 

D16 is reported 

to outperform 

the competition 

in this range 

of power especially on 

part load and was therefore 

selected as main propulsion engine. 

For an environmentally friendlier 

ship operation, the engine will be 

equipped with the STT Emtec Selective 

Catalytic Reduction (SCR) and a Particulate 

Organic Carbon (POC) system as a 

standard even though not required by legislations. 

Using the SCR system, NOx can 

be reduced by another 70 to 90%, whereas 

the POC fi lter reduces particulate matter by 

another 40%. 

The prototype will be built at the yard of 

Mercurius Shipping in Begej and will be 

completed in May 2011. The plans are to 

build at least four to six ships yearly, de- 

per cylinder at 750 RPM (50 Hz version). 

This represents a 15% increase in power 

output over the earlier 32 engine, despite 

having the same external dimensions. The 

Wärtsilä 32 now covers a power range from 

3 MW to 9.3 MW. One area where this new 

power output is of particular interest, is in 

the offshore drillship market. It is felt that 

in combination with Wärtsilä’s Low Loss 

Concept, the new engine can offer a powerful 

yet compact package for diesel-electric 

propulsion. 

The engine is said to be able to operate effi 

ciently and economically on low sulphur 

fuels (

Upgraded 

rudder 

VAN DER VELDEN | An environmentally 

friendlier version of the Dolphin 

manoeuvring system, the Dolphin XR, 

has been developed by the Dutch company 

Van der Velden Marine Systems. 

The new system incorporates the latest 

environmental protection technologies 

with no grease or oil being used 

in the bearings. The rudder and spoiler 

profi les have been adjusted, the rudder 

angle slightly changed to further reduce 

resistance, and the weight decreased. 

The Dolphin and Dolphin XR manoeuvring 

systems were developed to reduce 

fuel consumption and resistance for 

inland vessels. The profi le of the rudders 

and the special Dolphin spoiler 

contribute to this, with the latter being 

equipped with a specially adjusted 

streamlined body and unique spoiler 

shape. 

The EPS thruster is also available as 

a retractable side thruster for sailing 

yachts and an azimuthing retractable 

version to use as a stern thruster. Combined 

with the EPS tunnel thruster, 

this version can also function as a dynamic 

positioning system. 

LNG powered fast passenger 

RoRo ferry 

INCAT | A contract to 

build the world’s fi rst 

high speed passenger 

RoRo ferry powered by 

liquifi ed natural gas 

(LNG) has been secured 

by Incat. 

The 99m long high 

speed ferry, with capacity for over 1,000 

passengers and 153 cars, is being built 

at the Incat Tasmania shipyard at Prince 

of Wales Bay in Hobart for delivery in 

2012 to a customer who has requested 

that the commercial arrangements and 

route remain under wraps for now. 

This project is said to be the fi rst installation 

of LNG-powered dual fuel engines 

in an Incat high speed ferry, and the fi rst 

high speed craft built under the HSC 

Code to be powered by gas turbines using 

LNG as the primary fuel and marine 

distillate for standby and ancillary use. 

In each catamaran hull, a GE Energy 

LM2500 gas turbine will drive Wärtsilä 

LJX 1720 waterjets, a departure from the 

usual use of two engines and two jets per 

hull as used in the diesel-powered Incat 

vessels. The GE Energy LM2500 gas tur- 

LM2500 gas turbine 

bines are to be modifi ed to meet class requirements 

so that either LNG or marine 

distillate can be burned. The LM2500 

gas turbine is derived from the CF6 family 

of wide-body aircraft engines. 

While previous applications of the 

LM2500 for ferries and cruise ships have 

utilised liquid fuel, GE has now modifi 

ed the fuel delivery system to accommodate 

liquid natural gas. This will allow 

lower emissions and operating costs 

for commercial fast ferries. 

The fuel tanks for the LNG will be installed 

in a compartment above the double-bottom 

marine distillate tanks. The 

changeover between the two fuels will be 

automatically controlled and seamless. 

Enhancements to 1163 series 

MTU | Tognum subsidiary MTU Friedrichshafen 

GmbH will upgrade its series 1163 

marine engines for IMO Tier II and IMO 

Tier III emissions regulations. 

The enhancements to this series are said to 

include the common rail injection system 

(1,800 bar injection pressure); the ADEC 

electronic engine management system, 

which has already proven itself on Series 

2000 and 4000 engines, and a new combustion 

process. 

According to MTU, compliance with IMO 

Tier II emissions regulations that came into 

force at the beginning of this year will be 

achieved using only in-engine technology 

without exhaust after-treatment. 

IMO Tier III emissions regulations, which 

will be introduced in 2016, will presumably 

be met by using an SCR system to 

reduce nitrogen oxide emissions. This ensures 

that in future the engines will be able 

to continue to operate in Emission Control 

Areas (ECAs). 

The new engines are said to meet the latest 

requirements of the classifi cation societies. 

Additionally, they will be characterised by 

their low noise emissions, high shock resistance 

and shielding against electromagnetic 

infl uences. 

As MTU points out, all of the major engine 

features which are of interest for customers, 

such as the power-to-weight ratio and 

acceleration characteristics, compact physical 

dimensions and the engine interfaces 

with the vessel, will remain unchanged. 

This means that additional options such as 

resilient mounts or an acoustic enclosure 

can still be used in the future. The two-stage 

turbocharging technology will also be retained, 

but with an optimised effi ciency. 

The three cylinder confi gurations (12V, 

16V and 20V) in the 1163 engine family 

cover a performance range from 4,440kW 

to 7,400kW at 1,300 rpm. With a 230mm 

bore and 280mm stroke, the series gets 

its name from its per cylinder capacity 

of 11.63 litres. Series 1163 engines are in 

service in both civilian and defence applications 

ranging from catamaran ferries to 

coast guard vessels. 

MTU upgrades the series 1163 diesel 

engines for the IMO II and III emission 

standards 


SHIPBUILDING & EQUIPMENT | CRUISE & FERRIES 

Oceangoing high-end 

entertainment platform 

KONTRON EMBEDDED BOX PC Multimedia specialist ABS GmbH in Saarbrücken, Germany, 

has developed a new IP-based multimedia entertainment system specifi cally for use on yachts. 

With the all-in-one system, it is possible to watch TV, play games, surf the internet, make 

telephone calls and listen to music or the radio as well as handle computer work and control 

lighting and climate. The universal hardware basis for this multifunction device is a customconfi 

gured “oceangoing” embedded Box PC from Kontron. 

Norbert Zimmermann 

For luxury yachts, high demands 

are placed on entertainment 

systems – the 

playing of one’s favourite movie 

or favourite music upon request 

via video and audio on demand, 

making phone calls, surfi ng the 

Internet on a large HD fl at screen 

and playing multiplayer games 

via network. Thus, such applications 

are increasingly becoming 

the entertainment standard on 

luxury yachts. A comfortable 

and high-quality ambiance control 

for lighting and cooling as 

well as for steward call functions 

must also be included, even 

in the basic version. However, 

separate systems are still currently 

used for these different 

applications, and with limited 

user-friendliness in some cases. 

This may result in an abundance 

of cables and systems and ultimately 

double or triple the cost. 

Ideally, all applications should 

be bundled into multifunctional 

multimedia devices that 

provide a uniform user interface 

for greater convenience and also 

need only a single cable infrastructure 

instead of a multitude 

of expensive data lines (such as 

coaxial cable for TV and radio, 

twisted pair cables for telephone 

and eight-wire Ethernet cables 

for the PC). For such an allin-one 

system, PC technology 

with networking via Ethernet is 

ideally suited. Through custom 

software and fl exible systems, 

additional functions can be integrated 

at any time, and with only 

one cable (or wireless node), the 

infrastructure for all services can 

be expanded very easily, quickly 

and inexpensively. Compared 


The user-interface of the ABS-Entertainmentsystem can be 

operated intuitively and offers a broad variety of functions 

with coaxial cable, this results 

in signifi cantly reduced cabling 

costs with no loss of signal quality, 

even with great cable lengths. 

Additionally, the accumulation 

of different terminal types can 

be replaced by a single standardised 

client, of which almost any 

number can be integrated into 

the network, given suffi cient 

bandwidth. Today Gigabit Ethernet 

already serves as a standard 

for this purpose. Over this single 

interface, all currently available 

media and services can be easily 

accessed through the individual 

content servers or via communications 

gateways. Additionally, 

WLAN is now fast enough to 

transmit HDTV video. 

Individual configuration 

For the PC clients most hardware 

bases are unsuitable as a 

standard PC-based solution is 

not suffi cient to provide a multimedia 

solution that would be 

required for the special conditions 

on yachts: Systems in a 

maritime climate are often exposed 

to high temperatures, humid 

and salty air as well as vibrations 

and shocks. Also, since 

the ABS entertainment system 

components will be concealed 

inside the cabin interior, they 

must be very compact and passively 

cooled. Furthermore, multiple 

interfaces such as digital or 

analogue 5.1 audio for Dolby 

Surround are required. Given 

these demands, only an individually 

confi gurable embedded 

computer system has the necessary 

robustness and fl exibility 

for use on a yacht. Moreover, for 

short-cycle consumer products, 

embedded computer manufacturers 

guarantee multi-year 

long-term availability of the installed 

components. 

Embedded technology 

For providers of multimedia 

entertainment systems such as 

ABS, the choice of an appropriate 

embedded computer poses 

a new challenge — embedded 

products are mostly designed 

for durable and long-term available 

industrial applications. For 

this reason, most manufacturers 

have no multimedia components 

such as high-performance 

graphics chips in their portfolio; 

the streaming of feature 

fi lms and digital multimedia 

connections such as TOSLINK 

or analogue RCA jacks for 5.1 

surround sound are simply not 

in demand in the manufacturing 

plant. The individual system 

components must be purchased 

separately from various manufacturers 

and implemented into 

a system. This represents an 

enormous logistical and system 

design effort. Therefore, ABS 

sought an embedded manufacturer 

that offered both entertainment-capable 

components 

as well as the complete hardware 

basis for an entertainment 

system with ready-to-install 

embedded Box PCs from a single 

source. Because of the high 

customisation requirements of 

multimedia entertainment applications, 

the Box PC also had 

to be very fl exibly interpretable 

— from the long-term available 

and robust graphics card to the 

5.1 channel surround sound 

via digital optical and analogue 

audio outputs with gold-plated 

RCA jacks for the best and most 

trouble-free (and also most corrosion-resistant) 

sound quality. 

Embedded multimedia 

Box PC 

With the Concept Box PC, Kontron 

provided the ideal hardware 

platform for this purpose. It offers 

OEMs (Original-Equipment-

Manufacturers) an individually 

scalable embedded multimedia 

Box PC solution. According to 

the principle of “form follows 

function”, customers can confi 

gure the Kontron Concept Box 

PC as required in terms of size, 

feature set and system assembly. 

The Kontron Concept Box 

offers OEMs a single platform 

that provides the fl exibility of 

a custom design with the timeto-market 

of a commercial offthe-shelf 

solution. Thus, with 

the Concept Box series, Kontron 

allows OEMs a huge competitive 

advantage in the important 

time-to-market factor. Within a 

few days after the customer has 

specifi ed the desired system confi 

guration, the fi rst system simulation 

is already available. The 

fi rst functional prototype then 

follows only a few weeks after 

fi nalising the system simulation. 

Eventually, serial production can 

begin promptly after prototype 

approval. Through ideal project 

management and consistent 

milestone policies, serial production 

can start within a single 

quarter, enabling the fastest innovation 

cycle, from initial concept, 

to delivery to the customer. 

Flexibility in form and 

function 

The base confi guration of the individual 

Kontron Concept Box 

is defi ned by the choice of the 

appropriate Kontron embedded 

motherboards, of which the 

company already offers countless 

variants in serial production. 

Customers can choose from the 

Intel® Atom Processor® N270 up 

to the latest multi-core processors. 

The outer shape of the system 

also meets the requirements 

of the OEM or installation situation, 

such as, in the case of ABS, 

the cabin wall mounting conditions 

aboard yachts. This high 

fl exibility of the Kontron Concept 

Box series is made possible 

by a modular housing concept 

based on standardised housing 

profi les, which can be customised 

as needed in regards to 

length and width. The front of 

the system, which features individual 

recesses for the dedicated 

I/O, as well as the rear, will also 

be manufactured from standard 

profi les. This free interpretation 

provides a decisive advantage 

for precisely tailored assembly 

and for interface design needs. 

The system configuration 

The Kontron Concept Box PC 

functions in the entertainment 

systems from ABS as multimedia 

clients. For the clients, ABS 

opted for soldered 986-LCD 

BGA Embedded Mini-ITX motherboards, 

with either 1.06 GHz 

Intel Celeron CPU or 1.66 GHz 

Intel Core Duo. For data storage, 

2 GB of CF storage media are 

available; they operate absolutely 

silently and thereby do not emit 

any disruptive background noise 

into the yacht cabin. For the best 

graphic resolution, the dedicated 

embedded graphics board 

provides a dFlat-PEG-M72 with 

256 MB of graphics memory for 

demanding multimedia applications 

up to QXGA resolution 

(2048x1536), including HDTV 

and all other wide-screen resolutions. 

Support for DirectX10, 

OpenGL2.0 and Shader Model 

4.0, among others, ensure the 

latest 3D acceleration. The Box 

PCs developed for ABS boast 4x 

RS232, 8x USB and 2 Firewire 

ports. For sound output, there 

are 6 gold-plated RCA jacks for 

analogue 5.1 audio and a digital 

sound input available. For digital 

sound output, the box also offers 

a gold connector jack, and an 

optical TOSLINK connector. For 

optimal crosstalk attenuation, 

the bushings are spaced at least 

1.5cm apart from each other. 

This specifi c confi guration of the 

Kontron Concept Box is recommended 

not only for yachts but 

also for many other multimedia 

applications in the infotainment 

and digital signage sector. The 

expansion slots can also be suitably 

equipped for a variety of 

other vertical markets. 

The author: 

Norbert Zimmermann, 

Product Manager, 

Kontron Embedded Computer 

GmbH, Roding, Germany

SHIPBUILDING & EQUIPMENT | CRUISE & FERRIES 

Luxury cruise ferry 

for the Mediterranean 

DSME | Korean shipyard Daewoo 

Shipbuilding & Marine 

Engineering Co., Ltd. (DSME) 

recently signed a contract with 

Tunisian company, CTN (CO- 

TUNAV; Compagnie Tunisienne 

de Navigation), for a luxury 

cruise ferry which will be 

delivered in May 2012. With 

51,000 gt, a length of 210m 

and breadth of 30m, this will 

be one of the largest cruise ferries 

in operation worldwide. 

The Tunisian-fl agged vessel 

will be able to transport 

3,200 passengers, 285 crew 

members and a minimum of 

1,060 cars (or 91 trailers with 

353 cars) on 12 decks on short 

international voyages operating 

in the Mediterranean. The 

newbuilding will reinforce 

COTUNAV’s existing main 

routes between Tunisia, Italy 

and France. 

Propulsion system 

Four common-rail 12V48/60CR 

Tier-II propulsion engines have 

been ordered as prime movers 

from MAN Diesel & Turbo 

SE which have an output of 

14,400 kW each, providing a 

service speed of 27.5 knots. The 

48/60CR injection system is 

said to use the latest commonrail 

technology that allows independent 

setting of injection 

timing, duration and pressure 

for each cylinder. 

The twin-screw RoPax ferry 

will be driven by two CP propellers 

of the type VBS1800- 

ODF, with a propeller diameter 

of 5,600mm and a 

power density corresponding 

to 1,169 kW/m 2 . Each propeller 

is pow erded by two of the 

12V48/60CR main engines 

over a twin-in/single-out gearbox. 

The fi nal propeller-blade 

design has been hydrodynamically 

optimised with a special 

focus on propulsion effi ciency, 

low noise, and minimised cavitation 

levels. 

The ferry is designed with two 

separate engine rooms with the 


Illustration of COTUNAV’s new RoPax ferry to be built by DSME 

Photo: MAN Diesel & Turbo 

propeller shaft lines having different 

lengths of well over 40m. 

For the electrical supply on 

board, four 2,895kW MAN 

B&W 6L32/40 alternator sets 

will be installed. Two of them 

will be used for normal operation. 

One alternator set will be 

used for manoeuvring with 

two bow thrusters at a port, 

whereas the fourth alternator 

set functions as standby. In addition, 

a pair of fi n stabilisers 

and fl ap rudders controls both 

rolling and directions of the 

vessel. 

Cargo decks 

Four decks (deck 3 to deck 6) 

including lower garage and 

hoistable decks are used for 

cars and trailers, which can 

be loaded through one bow 

ramp/door and two stern 

ramps on deck 4. Two fi xed 

ramps which are normally 

fl ush with deck 4 and sealed 

off with a watertight cover during 

seagoing condition link a 

lower garage deck to deck 4. 

Additionally, hoistable decks/ 

ramps and two tiltable ramps 

give access to hoistable decks 

on deck 5 and the car garage 

on deck 6. In a seagoing condition, 

mechanical ventilation 

will provide ten air changes/ 

hour, and while in port, 30 

air changes/hour are possible. 

A drencher fi re extinguishing 

system serves all cargo spaces. 

Safety regulations 

The vessel including hull, machinery, 

equipment and outfi 

ts will be constructed under 

the survey of Bureau Veritas. 

It conforms to the latest safety 

and environmental rules and 

regulations including Safe Return 

To Port (SRTP), SOLAS 

2009 stability, MLC2006 (Marine 

Labour Convention, New 

ILO), and the IMO’s Tier-II 

NOx emissions requirement. It 

is said to be the fi rst vessel designed 

to satisfy the latest SRTP 

requirements based on the 

MSC.1/Circ.1369 (SRTP explanatory 

notes). Propulsion, 

electric, control and navigation 

systems are located in separated 

rooms to allow the vessel to 

be able to return to the closest 

port safely even in the case of 

fi re or fl ooding occurring in 

any single compartment. For 

further passenger and crew 

safety assurance, all accommodation 

and public spaces have 

been designed with “Safe Areas”, 

which provide refuge and 

basic services such as air conditioning, 

potable water, food, 

lighting, and sanitation. 

The vessel’s lifesaving facilities 

include eight 150-person 

lifeboats and four 632-person 

MES (marine evacuation 

systems) for 3,485 people on 

board. With respect to designing 

an optimised passenger 

evacuation design for this vessel, 

DSME utilised its proprietary 

software, DAEP (DSME 

Advanced Evacuation Programme), 

to analyse the most 

practical evacuation routes 

based on passengers’ typical 

physical characteristics , behaviours 

and ship motions. 

Besides safety aspects, the design 

and outfi tting of the newbuilding 

have been focused 

on environmental protection. 

Among other measures, a ballast 

water treatment system will 

be installed on board. 

Accommodation and 

passenger service 

Just above the ro-ro space 

decks, 678 passenger cabins 

with 30 suites are located on 

deck 7 and deck 8. On deck 9 

to deck 11, there are passenger 

public spaces of 11,000m 2 . A 

delicate balance of traditional 

Tunisian characteristics combined 

with modern design features 

will be the theme of the 

interior design. A shopping 

centre, children’s playroom, 

restaurant, seating lounge, 

swimming pool, mosque, night 

club and an Internet café will 

be included as well. 161 crew 

cabins and crew public spaces 

are located on an uppermost 

deck 11 for better services for 

passengers. Passengers can access 

the main hall with an information 

desk, through both 

shell doors on deck 7, and two 

escalators linking deck 4 and 

deck 7 also give access to the 

main hall. Additionally, the 

installation of two passenger 

elevators and three crew elevators 

is planned.

OASIS CLASS | The Allure of 

the Seas and her sister ship Oasis 

of the Seas built for Royal Caribbean 

International, can be 

termed the most powerful and 

sophisticated cruise ships in the 

world. With a length of 361m 

and a gross tonnage of 225,000, 

the Allure of the Seas can accommodate 

6,360 passengers at 

maximum. A high overall safety 

level is required on such a large 

passenger vessel. 

Emergency management 

The Allure of the Seas was built 

in accordance with the international 

Safe Return to Port regulations, 

thus featuring a wide 

range of safety components. 

If damaged, the ship will not 

only stay afl oat but also remain 

functional enough to facilitate 

safe return to port. 

In the Oasis class vessels, a 

decision was made to build 

the Safety Centre as a separate 

space on the bridge in order 

to further enhance the emergency 

response. The centre will 

be manned 24/7. In addition, 

more effi cient technological solutions 

can be utilised in case 

of emergency. All assembly areas 

are equipped with electronic 

identifi cation systems, which 

have been developed to speed 

up the counting of people in 

emergency situations before 

guiding them into lifeboats. 

Furthermore, the Allure of the 

Seas has been equipped with 

18 lifeboats. The lifeboats are 

17m-long vessels accommodating 

370 people each. They are 

steered with two independent 

engines and rudders. The boats 

also feature a GPS system and 

toilet facilities. In addition to 18 

lifeboats, the vessel has two fast 

rescue boats and four evacuation 

chute points, i.e. MES points, 

each one offering 450 places. 

Fire safety 

Following the successful installation 

of the sophisticated custom 

fi re safety system aboard 

Oasis of the Seas, Norway’s Autronica 

Fire & Security AS was 

selected to provide another 

extensive fi re safety system to 

Allure of the Seas. 

The installation included the 

implementation of new ISEMS 

– Integrated Safety and Emergency 

Management System 

– functionality for the Autro- 

Master graphical presentation 

systems, which enables safety 

offi cers to plan and control re- 

SHIPBUILDING & EQUIPMENT | SAFETY & SECURITY 

Safety systems for cruise shipping 

AutroMaster with ISEMS provides control and monitoring of the fi re detection network 

sources during an emergency, 

by providing an interactive 

plan view of the entire vessel. 

As the Allure of the Seas is the 

biggest cruise ship ever built, 

the AutroMaster system has to 

handle and present a massive 

amount of critical sensor data 

in an easy-to-view fashion. The 

ISEMS functionality aboard 

Allure of the Seas is integrated 

with Autronica’s AutroMaster 

fi re presentation system, which 

uses an intuitive graphical user 

interface to provide control and 

monitoring of every point and 

all detection loops of the fi re 

detection network on board. 

The following extra ISEMS 

functionalities within the AutoMaster 

system were installed: 

� Decision Support System – 

Incident Manager: Interactive 

incident management system 

� 

ISEMS Plotting Functional- 

ity: A sophisticated icon-based 

plotting system that allows operators 

to direct and keep track 

of various emergency teams on 

the vessel’s GA plan 

� Event Replay: Provides review 

of system events for training 

or investigation purposes 

� Training Module: A tool for 

interactive training and simulation 

of ISEMS operations 

� CCTV Interface: An automatic 

function that activates 

the nearest camera to any detector/manual 

call point in 

alarm so that the situation may 

be viewed live 

� Advisory Cards: Text and pictures 

for various damage controls 

will be displayed either as a 

separate page or icons on the GA 

plan, providing information on 

how to act, for instance how to 

close a specifi c watertight door. 

Also included are ISEMS modules 

for displaying the status 

of watertight doors, showing 

primary and secondary escape 

routes as a layer on the GA plan 

and providing the open and 

closed status of shell doors. 



New EPIRB and life raft release system 

CM HAMMAR | With current 

release systems on the market, 

safety equipment is not released 

until it reaches a water depth of 

1.5m to 4.0m. When a ship or a 

vessel capsizes without sinking, 

however, there is a major risk of 

life rafts and EPIRBs becoming 

trapped underneath the craft, 

or not being released at all. 

With List Angle Detection 

(LAD), a new technology introduced 

by Sweden-based CM 

Hammar, liferafts and EPIRBs 

can automatically be released 

at a specifi ed degree of list. The 

released safety units reach the 

surface before the ship fl ips 

over, signifi cantly reducing the 

risk of them becoming trapped 

or entangled in constructions 

on deck. 

The problem with safety 

equipment not being released 

or getting trapped under the 

EPIRBs and life rafts are released at a specifi ed degree of list 

when a vessel capsizes 

vessel has a long history. It was 

most recently put under the 

spotlight after the tragic capsizing 

of Norwegian anchor-handling 

vessel Bourbon Dolphin in 

2007, when eight people lost 

their lives. IMO Norway proposes 

amendments to the current 

resolutions, and demands 

”a release mechanism that 

The German Merchant Fleet 

n 

Updated new 

edition! 

2005/6 

2010/11 

operates immediately when 

the satellite EPIRB reaches 

the surface, instead of before 

reaching a depth of 4m in any 

orientation.” 

The LAD consists of a control 

box with two activating outputs 

for Hammar H20 electric 

remote units (ERU). The 

control box has an integrated 

inclination sensor designed to 

release the ERUs automatically 

in case the vessel capsizes. The 

preset activation angle can 

be adjusted to suit different 

types of ships. There is also a 

push button used for controlled 

manual activation. Output 

number two is activated automatically 

two seconds after 

output number one has been 

activated. The system has an 

integrated battery back-up and 

is built for the tough maritime 

environment. 

The compact source of information of the German Merchant Fleet 

No other work has off ered such comprehensive, detailed information on the entire German 

merchant fl eet for over 50 years. As you have come to expect, you can consult this traditional 

reference work for updated information and facts on about 4,000 ships and approximately 

1,650 detailed ship cross-sections taken from their general plans, including contact information 

for shipping operators. 

Your benefi t: The German Merchant Fleet online database 

To make The German Merchant Fleet even more user-friendly, we are including online access 

information with the book. This enables you to search all of the information shown in the 

book online – no matter where in the world you happen to be at the time. 

Order your copy now at www.schiff undhafen.de/gmf 

You can also visit the site for a sample of the book. 

ISBN 978-3-87743-421-5 

1.143 Pages, Hardcover 

Price: EUR 480,- (incl. online-access) plus postage 

Contact: DVV Media Group GmbH 

Phone: �� 

E-Mail: buch@dvvmedia.com 

Seehafen Verlag

An earlier Chinese 14,000 kW rescue ship Photo: MAN Diesel & Turbo 

Rescue ships for 

Chinese authorities 

PROPULSION SYSTEM | Two 

new rescue ships are to be 

built by the CSSC GuangZhou 

HuangPu Shipbuilding Company 

Limited, China. At 117m 

overall, and speeds up to 

22 knots, the newbuildings 

are to operate for the BeiHai 

Rescue Bureau and DongHai 

Rescue Bureau - of the Chinese 

Ministry of Transport. 

The vessels will be powered 

by MAN Diesel & Turbo’s 

four-stroke medium speed 

engines, of the 48/60CR (Tier 

II common rail) family offering 

1,200 kW per cylinder at 

500 rpm, which are chosen 

HOERBIGER has the answer 

to the new IACS UR M66 rules 

HOERBIGER provides safety and reliability for both two stroke and four stroke 

engines according to the new rules. Additionally HOERBIGER has developed a 

new range of explosion relief valves especially for four stroke engines. 

For more information please contact sales.ev@hoerbiger.com 

for the twin diesel-mechanical 

propulsion system. 

Six cylinder 48/60CR engines 

power the RSHL1000 reduction 

gears from MAN Diesel & Turbo’s 

sister company and gear specialist 

Renk AG. The Renk gears also 

feature shaft alternators driven 

from 2,400 kW primary PTO’s. 

Completing the power train, are 

twin four-bladed 4.0m-diameter 

Alpha VBS1020 controllable 

pitch propellers of the new 

high-effi cient Mk 5 design generation. 

Tail shafts of 20m and 

3 x 8.5m intermediate shafting 

are specifi ed. 

Two Alphatronic 2000 Propulsion 

Control and Management 

Systems (for engine control 

room, main bridge and aft 

bridge control stations) are in 

charge of the propulsion power 

and speed control. 

The delivery of the engine and 

main equipment is planned in 

October 2011 for the fi rst ship 

and March 2012 for the second 

vessel, respectively. 

100-ton 

load test 

SAFETBAG | Turkish water 

bag manufacturer Safetbag® 

recently introduced a load 

test water bag with a capacity 

of 100 tonnes to the market. 

The water bag is 7m high and 

5.5m wide. The main advantage 

of this product is reported 

to be the ability to execute 

heavy load tests in limited 

heights. Furthermore, it has 

been developed to reduce the 

cost of heavy load tests, especially 

spreader beam costs. 

The water bag was manufactured 

after 15 months of development, 

design and fabrication 

phase. It was tested 

under the supervision of the 

classifi cation society Bureau 

Veritas and has been certifi 

ed for its capacity and durability. 

www.hoerbiger.com


Independent entity to 

promote safety 

QACE | The classifi cation societies recognised 

by the European Union and authorised 

to work on behalf of one or more of the 

European Union Member States’ maritime 

administrations, have founded a community-interest 

company responsible for the 

quality assessment and continued certifi cation 

of the EU Recognised Organisations 

(RO). 

The organisation, to be known as the Entity 

for the Quality Assessment and Certifi 

cation of Organisations Recognised by 

the European Union (QACE), has been 

established in England and will maintain 

headquarters in London. It has elected a 

fi ve-member board responsible for the 

oversight of its activities. 

QACE has been established in accordance 

with Article 11 of the EU Regulation (EC) 

391/2009. In fulfi lling the purposes set 

out in Article 11 and promoting safety at 

sea and the protection of the marine environment, 

it will undertake the following 

tasks: 

� frequent and regular assessment of 

the quality management systems of the 

EU Recognised Organisations, in accordance 

with the ISO 9001 quality standard 

criteria 

� certifi cation of the quality management 

systems of EU Recognised Organisations, 

including those organisations for which 

recognition has been requested in accordance 

with Article 3 of the Regulation 

� issue interpretations of internationally 

recognised quality management standards 

that take account of the specifi c features of 

the nature and obligations of Recognised 

Organisations 

� adopt individual and collective recommendations 

for the improvement of EU 

Recognised Organisations’ processes and 

internal-control mechanisms. 

The establishment of QACE is expected to 

lead to improvements in the delivery of 

classifi cation services over time to the benefi 

t of the member societies’ clients and to 

further improvements in maritime safety. 

Call for 

consensus 

LIFEBOAT HOOKS | Lfeboat manufacturer 

and service provider Schat-Harding says 

IMO and parts of the shipping industry 

need to move more quickly to a consensus 

on vital lifeboat safety issues that have 

important consequences for the safety of 

seafarers. 

According to Schat-Harding, there is a 

broad consensus that the current standards 

set by IMO for on-load release hooks 

urgently need amendments. 

Draft guidelines to ensure that on-load 

release mechanisms for lifeboats are replaced 

by those complying with new, 

stricter safety standards under SOLAS 

were discussed in February 2010 by the 

IMO Sub-Committee on Ship Design 

and Equipment (DE 53). However, no 

agreement was reached. Similarly, no 

consensus was achieved at the 87th session 

of the Maritime Safety Committee 

in May 2010. 

Schat-Harding hopes that new SOLAS 

standards will be introduced by July 2014.

Coated turbine blades 

ABB | For engines burning lower qualities 

of heavy fuel oil (HFO) and with especially 

heavy duty operating profi les, ABB Turbo 

Systems Ltd., Switzerland, has introduced 

axial turbine blades having hardfaced tips 

to counter accelerated circumferential wear. 

In such applications, turbocharger performance 

and service costs can suffer due 

to build-up of hard, abrasive combustion 

residues on and around the turbine diffuser. 

Wear due to contact between the 

deposits and the rotating turbine blades 

causes a loss in turbine diameter and hence 

an increase in exhaust gases bypassing the 

turbine. This both reduces turbocharger 

Six of ABB Turbocharging’s hard-tipped 

turbine blades need to be fi tted in pairs 

ORC technology 

ENERGY EFFICIENCY | Wärtsilä has 

signed an exclusive agreement with Turboden 

of Italy to jointly develop, market, 

and distribute the Wärtsilä Marine Engine 

Combined Cycle (ECC) product. Marine 

ECC is to be based on Organic Rankine Cycle 

(ORC) technology. Turboden is a Pratt 

& Whitney Power Systems company. The 

joint development work will initially focus 

on applying the ORC technology for ship 

applications, and the Wärtsilä Marine ECC 

product is expected to enter the market 

during 2011. The Rankine Cycle is a thermodynamic 

cycle that converts heat into work 

energy. Water is the most commonly used 

working fl uid in Rankine Cycle systems. The 

ORC, on the other hand, can operate using 

various organic fl uids to utilise the waste 

heat from exhaust gas, and from lower grade 

heat sources such as high-temperature cooling 

water. While the ORC is already a wellestablished 

form of energy production with 

an increasing application base, it is new to 

the marine market. The ORC technology is 

SHIPBUILDING & EQUIPMENT | INDUSTRY NEWS 

and engine effi ciency and results in more 

frequent replacement of complete sets of 

turbine blades. 

Using a special coating process, developed 

by ABB, a hard-wear resistant layer is applied 

to the extremities of removable turbine 

blades. Six of the hard-tipped blades 

need to be fi tted in pairs at 120 degree intervals 

around the turbine wheel. At this 

even spacing, they are able to scrape away 

the hard HFO fouling to clear a path for 

the standard blades, thus minimising contact 

with the abrasive residues. The 120 

degree spacing of the coated blades also assists 

rotor balancing as well as ensuring a 

well-distributed scraping effect. 

The kit of six turbine blades was fi tted to 

a turbocharger operating on a medium 

speed generator set as part of a package 

of measures designed to prolong turbine 

blade and diffuser lifespan. The measures 

also included a modifi ed diffuser to minimise 

distortion during cleaning operations 

and improvements to the turbine-washing 

nozzles. 

In this early application, this solution reduced 

wear on the standard blades to a 

level where only the hard-tipped blades 

needed to be replaced during scheduled 

turbocharger overhaul. Diffuser maintenance 

was likewise considerably reduced. 

said to provide many advantages, including 

high thermodynamic cycle effi ciency, the 

ability to operate at lower heat source temperatures, 

simple start up procedures, automatic 

and continuous operation without 

operator intervention, simple maintenance 

procedures, and long lifecycles. The Wärtsilä 

Marine ECC provides a means of obtaining 

an effi cient small-scale combined cycle 

system from the otherwise wasted energy 

recovered from downstream exhaust gas, 

and/or from the high-temperature cooling 

water of reciprocating engines. This could 

provide added power in the range of 8% 

to 12% to the prime mover. Typical sizes 

range from hundreds to several thousand 

kWe. With the Marine ECC in operation, 

fuel oil consumption is said to be signifi - 

cantly lowered, which in turn provides the 

operator with reduced operating expenses. 

At the same time, exhaust gas emissions 

are lowered and this, too, aids the operator 

in meeting increasingly stringent environmental 

regulations. 


SHIPBUILDING & EQUIPMENT | INDUSTRY NEWS 

Early access to new 

features and functionality 

SHIPCONSTRUCTOR | A subscription 

advantage pack programme 

that allows customers 

to gain early access to new 

features and functionality, has 

been launched by ShipConstructor 

Software Inc. (SSI). It 

also gives access to productivity-enhancing 

tools that might 

not become part of the core 

software package. 

The advantage pack is a new 

enhancement to the Ship- 

Constructor annual subscription 

programme for upgrades, 

maintenance and support. A 

subscription provides customers 

with technical assistance 

as well as downloadable upgrades, 

hot fi xes and patches 

to ensure that subscribers always 

have access to the latest 

version of the software. The 

advantage pack allows them 

to utilise new features that 

have not been released to the 

general public. This enables 

subscribers to help infl uence 

the development of ShipConstructor 

software and provides 

competitive advantages by 

enabling subscribers to stay 

on the leading edge of the industry. 

ShipConstructor plans to offer 

several features as part of 

the subscription advantage 

pack. Some of these features 

include: 

Part View 

This feature will allow any 

ShipConstructor part or por- 

tion of the model to be viewed 

in any type of drawing. It will 

let a user view only the information 

required (and no 

more), when performing a 

task. This will reduce rework 

caused by collisions created 

in the 3D model. In contrast 

to using the current ShipConstructor 

M-Link technology, 

this is said to also increase 

performance. Further, it could 

be used to bring additional 

information into ShipConstructor 

production output 

for reference. 

Project Explorer 

Project Explorer is a new feature 

to allow lightweight navigation 

of a ShipConstructor 

project. Project Explorer will 

be a new palette allowing users 

to quickly view, open, and 

switch between project drawings. 

This means designers 

and drafters will spend less 

time looking for drawings and 

more time on higher value activities. 

Automatic Dimensioning 

This is the fi rst iteration of a 

new feature intended to speed 

up dimension detailing in production 

drawings by leveraging 

AutoCAD’s Quick Dimensioning 

function within the 

ShipConstructor environment. 

This technology preview will 

allow SSI to further develop 

this capability to the exacting 

requirements of its clients. 

2800 Hydraulic Actuator 

REGULATEURS EUROPA | A 

2800 Hydraulic Actuator 

with a work output of 30ft lbf 

(40.5 Nm) was recently introduced 

by Dutch company 

Regulateurs Europa, a member 

of the Heinzmann Group. 

The Actuator is available both 


with and without a ballhead 

back-up. The non-ballhead 

version is said to be particularly 

suited to diesel engines in 

industrial and power generating 

applications. The ballhead 

back-up model is intended for 

critical applications such as ma- 

Part View allows any ShipConstructor part or portion of the 

model to be viewed in any type of drawing 

Project Explorer allows lightweight navigation of a ShipConstructor 

project 

rine propulsion. Both versions 

have been designed to work 

with Regulateurs Europa Viking 

electronic governor or other 

proprietary electronic governor 

controls. The unit is said to be 

interchangeable with UG range 

of governors and actuators. 

The 2800 Hydraulic Actuator 

comes in a compact size

OFFSHORE & MARINE TECHNOLOGY | OFFSHORE & ARCTIC TECHNOLOGY 

Winterisation of Sevan 1000 

OIL AND GAS PRODUCTION | Norwegian 

operator Eni Norge has chosen design 

and engineering specialists Sevan Marine’s 

circular Floating Production Storage and 

Offl oading platform (FPSO) Sevan 1000 

for the production of oil and gas in the 

Barents Sea starting in 2013. This FPSO has 

been designed specifi cally for rough arctic 

conditions and will be deployed in the Goliat 

fi eld offshore Hammerfest in northern 

Norway. The fl oating platform meets strict 

environmental requirements and will be 

electrifi ed from onshore, thereby reducing 

CO 2 emissions. Sevan 1000 technology is 

designed to be fl exible and allows fast deployment. 

The platform, which has a characteristic 

cylindrical shape, is fully encapsulated to 

protect both crew and equipment from the 

cold and extreme weather in the Barents 

Sea. It also has a greater storage capacity 

than Sevan Marine’s other FPSOs, enabling 

it to store oil and gas in rough weather 

conditions until the weather improves and 

a tanker can fetch the hydrocarbons and 

transport them away from the fi eld. 

The FPSO will have a production capacity 

of some 110,000 barrels of oil per day, a 

gas processing capacity of almost 4 million 

standard cubic metres per day and an oil 

storage capacity of one million barrels. The 

fi rst oil is expected to come on stream in 

the fourth quarter of 2013. 

� 

FACTS & FIGURES 

Key data: 

Design: Sevan 1000 

Building year: 2010-2013 

Yards: Hyundai Heavy Industries (HHI) 

Field: Goliat, Barents Sea, NCS 

Water depth: 380-400m 

Technical data: 

Overall length: 112m (bilge box) 

(Diameter) 107m (process deck) 

Diameter in waterline: 

Displacement at 30.5m draft: 

90m 

Deck area: 

210,000 mT 

9,000m2 (process deck) 

Accommodation: 120 persons 

Mooring: Spread moored, 14 lines 

Riser slots: 20 + 5 slots 

Liquid production: 110,000 bbl/day 

Gas reinjection capacity: 4M Sm3 /day 

Crude storage capacity: 1,000,000 bbl 

38 Ship & Offshore | 2011 | N o 1 

Rendering of the FPSO Photo: Eni Norge 

The topside process systems are separated 

from the living quarters and utility areas 

by a blast and fi re wall. The process facilities 

for treating and stabilising the incoming 

oil and gas are located on an elevated 

deck. 

The oil storage unit will be located in the 

cylindrical hull, while the process plant is 

located above the hull. The living quarters 

are located in the process plant and can 

accommodate 120 persons. The living 

quarter and utility areas will be separated 

form the topside process systems via a 

blast and fi re wall. The oil and gas will be 

treated and stabilised at an elevated deck. 

The ballast tanks are located in the cylindrical 

hull, outside and at the bottom to 

protect the oil containment system. The 

circular hull can also store cargo, and the 

marine and utility systems are also located 

there. The hull is suitable for operations 

in water depths ranging from 30m 

to more than 3,000m, according to Sevan 

Marine. 

The circular design has a high oil storage 

capacity and deck loads, no turret or 

swivel is required and therefore the FPSO 

can carry any number of risers. An innovative 

feature of the Goliat FPSO is a 

special extended hose system that enables 

offl oading from all around the platform, 

increasing safety. Sevan 1000 will have an 

oil containment system with ballast tanks 

that separate oil and water, preventing release 

of any polluted ballast water to the 

sea. The FPSO has been designed in line 

with the strict environmental requirements 

in the Barents Sea, which means 

no water produced from the wells or any 

polluted water may be discharged into 

the sea. The water is therefore purifi ed 

before it is re-injected into the reservoirs. 

The cargo system is fully closed and has 

no emission in the atmosphere, according 

to Sevan Marine. All of the VOC release is 

redirected back into the gas handling system 

in the process plant. 

As stated by Sevan Marine, the idea was to 

have a unit that could store a large amount 

of cargo in the tanks within the hull, also 

carry a signifi cant topside load and at the 

same time respond favourably when exposed 

to harsh North Sea wave environments. 

The large fl oating element at the 

base of the hull will reduce wave-induced 

motions and improves the conditions for 

crew and equipment on board. The platform 

is geostationary, which means it is 

anchored and therefore will not signifi - 

cantly move or rotate in wind or current, 

making it easier to supply it with electrical 

power from the shore. 

The platform cover also protects the crew 

from exposure to the arctic climate, ensuring 

that wind, ice and snow will not cause 

any problem for the personnel or the 

equipment. Most of the operations will 

be carried out indoors. The cover has suffi 

cient openings for maintaining natural 

ventilation, according to Sevan. 

Hyundai Heavy Industries (HHI) will 

build the Sevan 1000, which will have a 

process deck level 107m in diameter and 

a draft of approximately 30m. The water 

depth of the Goliat fi eld is 380-400m. 

Elisabeth H. Kolstad 

Freelance journalist 

Bergen, Norway

Seismic vessels for arctic waters 

ULSTEIN | Polarcus, a provider of marine 

geophysical services, has ordered construction 

of two seismic vessels of the new 

generation type SX134 at the Ulstein Verft 

shipyard. The shipowner has previously 

ordered several Ulstein-designed ships at 

various yards, all of them with the X-BOW® 

hull line design. 

The two new generation Ulstein SX134s 

will receive their ICE-1A* class notation 

from DNV. This notation allows the vessels 

to operate in arctic waters under harsh ice 

conditions without the assistance of icebreakers. 

The entire vessel is ice-reinforced 

with thicker ribs and skin plates. The vessel 

has de-icing and ice-preventing systems 

at critical tanks and pipelines. Propellers, 

gears and thrusters have been chosen and 

dimensioned based on specifi c rules for 

withstanding operation in ice. The two 

propellers are run by two electro engines 

each, which ensure continuing operation 

and manoeuvering if parts of equipment 

are damaged. In addition, the ship has the 

DNV notation “Winterised Basic”. Escape 

corridors and rescue equipment are also 

protected against icing during arctic operations. 

The vessel will have two workboats 

and an MOB on board. 

The two vessels will be equipped for 3D 

seismic and will get three additional leadin 

winches on deck and two extra towing 

points, adding up to 14 towing points in 

all (14 streamers). The additional winches 

provide added fl exibility to enable personnel 

to easily replace or repair components 

during operations, avoiding costs related to 

downtime. The SPS code provides added 

safety and enables operations worldwide. 

The vessel also carries the Clean Design 

Certifi cate. 

Ulstein reports that, according to feedback 

the company has received on the 15 vessels 

in operation with the X-BOW® design, the 

bow performs very well. During seismic 

work, smooth acceleration is important to 

achieving more stable pulling power, which 

is crucial to exerting a more even load on 

New Ships – Ship&Off shore weekly 

NO 5 INSIDE REPORT 

31 JANUARY 

2011 The French government will seek bidders soon to build the country’s fi rst major offshore windpower 

farms, a project requiring total investment of 10 billion euros, President Nicolas Sarkozy 

said. | The tenders will be issued in the second quarter of 2011 for power-generation projects to 

supply 3,000 megawatts of electricity, Sarkozy said. “This new sector will represent 10,000 jobs,” 

Sarkozy said. The government hopes the tenders will come from French companies, he told workers 

as he visited a shipyard. The projects represent the fi rst half of the 6,000 megawatts of offshore wind 

energy that France plans to have in place by 2020. The president said the government will take time 

to create the offshore wind-power industry. Wind turbines are planned for fi ve sites off the country’s 

Atlantic coastline. The government will announce the winning bids by the beginning of 2012, 

Sarkozy said. Paris-based EDF Energies Nouvelles and Alstom signed an agreement this month to 

develop sea-based wind projects in preparation to bid to take part in the government programme. 

Under the agreement, Alstom, based in the French town of Levallois- Perret, would supply the sites 

with 6-megawatt turbines, the company said. 

Brazilian state-controlled oil company Petrobras has denied a report it is seeking to reduce 

use of Brazilian shipyards and Brazilian equipment because prices are not competitive. | An 

energy ministry offi cial also denied that Petrobras had approached the government about the matter. 

The newspaper Folha de S.Paulo said delays and high prices had led the oil company to consider 

reducing orders from Brazilian yards. “The story is completely false. Petrobras is trying to increase 

the local content of its purchases,” a Petrobras spokesman said. The company is seeking to build 

billions of dollars of deepwater drilling rigs and offshore platforms in Brazilian shipyards as part of 

a plan to channel oil revenue into economic development and avoid the imbalances suffered by oilexporting 

nations such as Venezuela and Nigeria. Critics say this will increase the cost of developing 

the offshore reserves, cut Petrobras’ profi ts and slow the overall development of Brazil’s oil sector. 

Petrobras offi cials say development of the vast offshore oil reserves in a region known as the subsalt 

will depend on how fast local industry can expand production of the offshore equipment. Folha 

said Petrobras was seeking to cut local content requirements to 35 percent from 65 percent. It said 

Petrobras offi cials had asked the government to modify the so-called nationalization targets - the 

minimum share of local content for Petrobras supplies. “All of the meetings we have had about this 

issue have focused on increasing local content, and none of them have been about decreasing it,” 

said Mr Marco Antonio Almeida, Brazil’s oil and gas secretary for the Mining and Energy Ministry. 

The company plans to spend US$224 billion into 2014 to develop massive deepsea oil fi nds. Timely 

supply of equipment will be key to its efforts to nearly double oil production in Brazil by 2020. 

Drydocks World, the shipyard subsidiary of debt-troubled group Dubai World has agreed a new 

US$200 million loan. | The shipbuilding arm of Dubai World said last year it was in talks with banks 

to restructure US$1.7 billion in debt due for payment in November 2011. Dubai World, the Gulf 

emirate’s fl agship conglomerate which has restructured US$25 billion in debt, has said Drydocks 

World was not included in its restructuring as the ship and rig builder had suffi cient fi nancial capacity 

to service its own debt. Drydocks World is likely to complete its debt talks in coming months. “This 

(loan) facility is an important demonstration of the ongoing support for Drydocks World from our 

key banks,” Dubai World chairman Mr Khamis Juma Buamim said in a statement. “It will enable 

the company to continue to provide high quality services to its customers from its yards in Dubai, 

Singapore and Indonesia.” Drydocks signed a US$2.2 billion loan in October 2008, involving 15 

lenders. 

The Croatian government said a purchase bid for one of its major shipyards 3. Maj had been 

abandoned, a step which might slow down the pace of European Union entry talks, in which 

the cutting of subsidies to ailing yards is a key demand. | The government said it would open 

a new tender to sell the 3. Maj shipyard in the Adriatic port of Rijeka after Crown Investments of 

Germany, a subsidiary of Austria’s A-Tec Industries, withdrew from the buying process. “A-Tec 

informed us that it had not resolved its fi nancial problems and could not assess when it could do 

so. Hence, we proposed a renewed privatisation round which the European Commission accepted,” 

Seismic vessel for Polarcus 

seismic equipment. It is also said to provide 

calmer and safer working conditions for the 

crew. 

The vessels will be delivered in 2012, one 

in March and the other in June. 

International inside report for the shipbuilding industry 

New Ships is an exclusive, weekly bulletin carrying concise reports and new items that detail 

clearly and precisely the most signifi cant new developments in the worldwide shipbuilding 

industry. The main section of the bulletin consists of worldwide reports on “Prospects and 

Orders” for new shipbuildings. 

These are backed by such vital details as the names of appropriate contacts and how to reach 

them. For decades now the shipbuilding supplies industry has been gaining exclusive news 

here of important upcoming shipbuilding projects as a fi rst, vital step towards acquiring new 

business. It is also possible to receive New Ships via email. 

www.shipandoff shore.net If you want to test New Ships, just send us an email: 

service@shipandoff shore.net and you‘ll receive a free copy.

OFFSHORE & MARINE TECHNOLOGY | OFFSHORE & ARCTIC TECHNOLOGY 

Joint venture for arctic shipbuilding 

ARCTECH HELSINKI SHIPYARD | STX 

Finland Oy and United Shipbuilding 

Corporation (USC) have formed a joint 

venture company that will specialise in 

arctic shipbuilding technology. An agreement 

for the formation of the new company, 

Arctech Helsinki Shipyard Oy, was 

recently signed in St Petersburg in a meeting 

with Russian Prime Minister Vladimir 

Putin and his Finnish counterpart Mari 

Kiviniemi. 

The joint venture will focus on arctic maritime 

technology and shipbuilding and is 

said to unify Russian and Finnish mari- 

time clusters. Highly specialised vessels 

such as icebreakers and other icebreaking 

special vessels will be built at the yard in 

Helsinki. 

According to the agreement, both founding 

companies will hold equal shares of 

Arctech Helsinki Shipyard Oy. The new 

company will purchase the Helsinki shipyard 

from STX Finland. 

The joint venture also has an option to buy 

20.4% of the shares of Aker Arctic Technology 

Inc. (AARC) from STX Finland. STX 

Finland will remain the majority shareholder 

of AARC. 

The icebreaking vessels will be able to operate in up to 1.7m-thick ice 

Polar rules and ice guidance 

BUREAU VERITAS | The international 

classifi cation society Bureau Veritas (BV) 

has published new rules for Polar Class 

vessels and specifi c guidance on ice-structure 

interaction. The rules are aimed at 

speeding Arctic and Caspian Sea oil and 

gas development by facilitating the building 

of tank, cargo and offshore service 

vessels that can operate unsupported by 

icebreakers in very heavy ice. The guidance 

note aims to facilitate fl oating LNG 

and oil platform construction in High 

Arctic conditions. 

BV’s new ‘Rules for the Classifi cation of 

Polar class and Icebreaker Ships’ are said 

to bring together the requirements for 

icebreakers and the requirements for Polar 

Class cargo and other service vessels 

such as oil-fi eld support vessels. For the 

extraction of oil and gas from the Arctic, 

and also from the very icy and dif- 


fi cult Caspian Sea, there is an increasing 

demand for vessels that can carry cargo 

and also ram and break ice unsupported 

by an icebreaker. Under BV’s new Polar 

Rules that is possible, and the owner can 

choose an icebreaker class from 1 to 7 

for the cargo vessel, tanker or PSV, which 

will refl ect the heaviness of the ice that 

can be dealt with unsupported. 

BV is currently classing a series of offshore 

vessels specifi cally for the Caspian Sea, 

which has very heavy ice characteristics. 

BV is also considering a specifi c Caspian 

notation, because the ice requirements in 

the Caspian, though similar to those in 

the Arctic in some ways, differ in others. 

That is why BV has published Guidance 

Note NI565 ‘Ice Characteristics and Ice/ 

Structure Interactions’. The purpose of 

this Guidance Note is to collect and provide 

data on ice characteristics as well as 

Order for icebreaking supply vessels 

The fi rst order for the joint venture was 

placed by the Russian shipping company 

Sovcomfl ot. It comprises the building 

of two icebreaking supply vessels. 

The new vessels will be delivered by 

the Helsinki shipyard during the spring 

of 2013. Arctech Helsinki Shipyard Oy 

will build the new vessels for the Sakhalin-1 

Arkutun-Dagi gas fi eld, where they 

will be used as supply vessels for Exxon 

Neftegas Limited’s platform. 

Both vessels will be similar, measuring 

99.2m in length and 21.7m in breadth. 

Their four engines have a total power 

of 18,000 kW and propulsion power of 

13,000 kW. 

These vessels are designed for extreme 

environmental conditions in the Sakhalin 

area. They will be operating in thick 

drifting ice in temperatures as cold as 

minus 35C˚. The main purpose of these 

vessels is to supply the gas production 

platform and to protect it from the ice. 

The icebreaking capability of the vessels 

is said to be extremely high; they will be 

developed for operating independently 

in 1.7m-thick ice. 

As multipurpose vessels, they are capable 

of carrying various types of cargo 

and are equipped for oil-combating, 

fi re-fi ghting and rescue operations. The 

rescue capacity is for 195 persons. 

to give guidance on the calculations of 

the forces generated by the ice on ships 

and offshore structures. It provides information 

on the different types of ice 

and their mechanical properties. It also 

contains some analytical formulae and 

methodologies to estimate the forces 

acting on the structures due to ice, with 

respect to the different modes of failure 

of the ice. 

BV says that it has done extensive work 

with St Petersburg University and Aker 

Arctic on ice loads, much of it for the 

Shtokman project and aimed at clarifying 

the needs of fl oating LNG platforms 

and LNG shuttle tankers. BV has further 

refi ned the IceSTAR ice load calculation 

software, which will be made available 

next year. BV also expects to publish new 

rules and guidance for using podded 

propulsion in ice next year.

Network of oil spill recovery vessels 

EMSA | The European Maritime Safety 

Agency (EMSA) recently signed a contract 

to provide pollution response capacity 

using the Cyprus-based tanker Alexandria. 

The 94m-long vessel considerably 

strengthens EMSA’s oil-spill response coverage 

of the eastern Mediterranean Sea, a 

sensitive area given its proximity to major 

oil transport routes through the Suez 

Canal and originating in Black Sea and 

Middle East ports. EMSA selected Petronav 

Ship Management Limited, a Cypriot 

company, to provide pollution response 

capacity with its tanker Alexandria. The 

service contract signed with Petronav has a 

duration of four years and a total value of 

4.5 million euros, renewable once for an 

additional four years. EMSA’s network of 

vessels is said to have been set up to ‘top up’ 

the capacity of European Member States in 

the event of a major marine pollution crisis. 

EMSA’s network 

Regulation 724/2004/EC gives EMSA the 

task of assisting EU/EEA Member States 

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www.omae2011.com 

OFFSHORE & MARINE TECHNOLOGY | OIL & GAS 

The tanker Alexandria was built in 2008 and reaches a speed of 12.6 knots 

in their response to ship-sourced pollution 

within their borders. EMSA has built a 

network of standby oil pollution response 

vessels that covers the entire European 

coastline, and augments the existing pollution 

response capacity of Member States. 

The network is based on contracted vessels 

equipped with oil spill response equipment 

as per EMSA requirements. The ves- 

sels carry out their ‘normal’ commercial 

operations on a day-to-day basis, yet when 

needed can be adapted at short notice to 

serve as oil spill response vessels. 

With state-of-the-art equipment, such as 

oil slick detection radars, sweeping booms 

and skimmers, the vessels can be scrambled 

into action at the command of a Member 

State. 

30th ��te�� e�e��e �� e�� h��e �� ee�� 

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OFFSHORE & MARINE TECHNOLOGY | RENEWABLE ENERGY 

Vessel concept to reduce costs 

and carbon emissions 

OFFSHORE MAINTENANCE | 

The Anglo-Dutch company 

Offshore Ship Designers (OSD) 

has launched a new offshore 

wind-farm maintenance vessel 

(WMV) concept reported to 

improve the uptime of deepwater 

wind turbines, and reduce 

maintenance costs and carbon 

emissions, while solving the logistics 

problem of carrying out 

simultaneous multiple wind 

turbine maintenance. The Sea- 

Wind WMV design has been 

developed for a mother ship 

that would remain on station in 

offshore deepwater wind farms, 

providing a safe haven for multiple 

catamaran workboats to 

carry engineers to service the 

turbines. 

The Sea-Wind design calls for a 

submersible dock ship with a 

large fl oodable dock accessible 

from the stern. It will be developed 

to provide accommodation 

for wind turbine engineers, 

service personnel, ships and 

support crew, and can facilitate 

helicopter operations in addition 

to its workboat deployment 

capability. Crew change 

and supplies will be carried 

out using a dedicated support 

vessel with the option to carry 

out crew changes by using large 

helicopters normally associated 

with servicing offshore oil installations. 

With a capability to service up 

to 45 wind turbines per day in 

signifi cant wave heights up to 

2.5m, the new WMV concept 

is said to provide a secure offshore 

maintenance base from 

which workboats can be deployed, 

keeping them and their 

work crews safely on site in 

deepwater wind farms far from 

shelter. By remaining on site 

rather than returning to port 

between maintenance visits, 

the Sea-Wind vessel design will 

reduce transit time and energy 

getting to and from the fi elds, 

and will maximise the use of 

good weather windows. 

Maintenance of Round 3 

wind farms 

OSD-IMT, the UK company of 

offshore Ship Designers, is currently 

at an advanced stage of 

talks with a European shipping 

company and UK ship management 

company on delivering 

the concept to wind farm operators 

who will be constructing 

Round 3 wind farms around 

the UK and European coast. 

Most of these deepwater wind 

farms will be a long way offshore, 

some up to 110km, and 

each turbine requires a routine 

maintenance programme to be 

carried out in addition to any 

replacement component maintenance 

due to wear and tear. 

The OSD Sea-Wind wind-farm mother ship maintenance vessel 


The current wind farms closer 

to shore are serviced by fast 

catamaran and monohull 

work boats that go out in good 

weather. However, the sheer 

distance and exposed location 

of offshore Round 3 wind 

farms make service from a port 

diffi cult, expensive, risky and 

time-consuming. 

In addition to the workboats, 

the Sea-Wind WMV vessel design 

also supports Autonomous 

Rescue and Recovery 

Craft (ARRCs) which are certifi - 

cated as “Places of Safety” and 

can support marine and helicopter 

operations remote from 

the mother ship and provide a 

safe haven in the event of emergency 

or rescue situations. 

Equipment and facilities 

The vessels will be fi tted with 

energy-effi cient diesel-electric 

power generation and propulsion 

systems and will use 

a number of renewable energy 

devices to supplement the 

power generation and support 

systems, reducing the overall 

carbon footprint of the vessel. 

The largest version of the design 

have an overall length of 187m 

and will be fi tted with a DP2 

dynamic positioning capability, 

a dry/wet dock, helicopter support 

facilities, cranes for loading 

stores from support vessels, and 

will have accommodations for 

up to 200 people as well as extensive 

catering and recreational 

facilities. 

Extensive storage and workshop 

areas will be provided 

along with a waste-handling 

plant fi tted with recycling capability, 

waste compacting, water 

extraction, packaging and wet/ 

dry incineration facilities. 

OSD has been working with a 

catamaran builder/operator to 

develop a catamaran workboat 

specifi cally arranged to work 

with the Sea-Wind dock ship. 

They will be fi tted with a heavecompensated 

walkway for accessing 

the wind turbines. 

The dedicated support vessel 

working with the Sea-Wind 

WMV mother ship will be an 

IMT 9552 wind-farm maintenance 

vessel, which has logistics 

support capability to 

carry and transfer cargo fuel, 

cargo potable water, aviation 

fuel, and dry and refrigerated 

stores containers on deck. It 

also has also single-berth accommodation 

for 25 wind 

turbine engineers, and is fi tted 

with a crane, heave-compensated 

access walkway and 

two daughter craft workboats. 

It can be utilised for maintenance 

in the wind farm during 

periods between logistics 

supply runs.

Vessels like this might be built according to the new class 

notations 

Class rules for wind 

farm service vessels 

DNV | In order to improve 

safety and promote uniform 

standards, the classifi cation 

society Det Norske Veritas 

(DNV) has developed class 

rules for wind farm service 

vessels. 

The new rules, recently published, 

contain two class notations: 

� 

� 

Windfarm Service 1 for 

craft trading domestically 

and carrying up to 12 technicians 

Windfarm Service 2 for 

other craft carrying up to 

60 persons on board. 

The class notation Windfarm 

Service 1 for domestic operations 

is voluntary and represents 

a complete technical 

standard. 

The notation includes requirements 

not only for the 

construction, machinery, systems 

and watertight integrity 

of the craft, but also for the 

craft’s stability and lifesaving, 

fi re safety and navigation 

properties. 

Windfarm Service 2 applies to 

craft intended to carry up to 

60 persons, which are typically 

longer than 24m. For these 

vessels the class and statutory 

sections in the rules may be 

applied separately to satisfy 

the requirements of the selected 

Flag State. 

The reason for the development 

of the new rules is that 

wind farm service vessels have 

traditionally been constructed 

to domestic standards that 

vary from country to country. 

This has created diffi culties 

for operators seeking to employ 

their vessels in different 

jurisdictions across Europe. 

Stakeholders in the offshore 

wind industry, including the 

fl ag states, have thus asked 

for more transparent and uniform 

regulation of this segment. 

DNV says that some 

fl ag states have also indicated 

that class notations will become 

mandatory for wind 

farm service vessels in the 

near future. 

DNV has already secured a 

contract for the fi rst two vessels 

to be built to the new 

class rules. 

Propulsion system 

INSTALLATION VESSEL | The 

fi rst wind-farm installation 

vessel ordered by Swire Pacifi c 

Offshore`s acquisition Blue 

Ocean is under construction at 

Samsung Heavy Industries. It is 

due to be delivered in June 2012 

with an option for a second 

vessel with delivery in 2013. 

The ship of Knud E.Hansen design 

will be equipped with an 

integrated electrical power and 

propulsion system by power 

and automation technology 

group ABB. 

The specifi cations, including 

latest-generation Azipod 

thrusters, are meant to give 

the shallow-draft vessel maximum 

manoeuvrability in water 

depths of up to 75m. 

Expected to operate in European 

waters, the initial vessel will 

feature an integrated electrical 

drive system, working in tandem 

with four Azipod C units, 

fi tted aft. This is ABB’s newgeneration 

compact Azipod 

�� 

propulsion solution, which has 

been designed for construction 

simplicity, as well as for both 

bollard pull and transit requirements. 

The four Azipod C units 

will be rated at 3400kW each. 

Designed for installation of 

wind turbines and foundations, 

the new vessel is said to 

offer a signifi cantly improved 

operating-weather window 

when compared with existing 

ships, crane capability 

of 1200 tonnes, DP2 station 

keeping, a transit speed in excess 

of 13 knots, and singlecabin 

accommodations for 

111 people. According to ABB, 

the compactness of the Azipod 

C units, easier installation and 

minimal use of lubrication 

oil were critical factors in the 

equipment selection. Another 

key factor is that the all-electric 

Azipod solution consumes less 

fuel and thus cuts emissions 

when compared with conventional 

propulsion equipment. 

�� 

�� 


OFFSHORE & MARINE TECHNOLOGY | INDUSTRY NEWS 

Offshore 

safety 

IMCA | Guidelines to help offshore contractors 

assess the competence of personnel 

working in safety-critical positions 

have been developed by the International 

Marine Contractors Association (IMCA). 

Launched over a decade ago and regularly 

updated and improved, IMCA’s guidance 

on competence assurance and assessment 

provides a framework within which its 

contractor members can demonstrate the 

competence of their personnel to both clients 

and regulators. The IMCA framework 

includes a substantial amount of documentation 

– set out in a straightforward 

manner for over 50 positions, with additional 

guidance for freelance personnel. 

Now the association has turned its attention 

to offshore safety advisors, a role that 

is fundamental to the safe and effective operations 

of many member companies. 

The tables in the published framework are 

said to outline the knowledge and ability required 

to competently undertake the role of 

offshore safety adviser, including understanding 

language and culture barriers to safety on 

a multicultural site, planning and implementation 

of safety measures and maintaining a 

good health and safety culture. 

Online sensor 


KITTIWAKE | A new product for the offshore 

market called ThrusterSCAN has 

been launched by Kittiwake Developments. 

Helping to predict failure, enabling 

preventative maintenance and ultimately 

ensuring against costly downtime, ThrusterSCAN 

is an online condition-monitoring 

system for azimuthing thrusters. 

Individual ThrusterSCAN monitoring units 

are installed to each thruster and comprise 

touch screen machine interface, metallic 

particle sensor, oil condition sensor, moisture 

sensor, oil temperature sensor and 

sampling pump. A central control room 

touch screen display provides an overview 

of the condition of all thrusters. Thruster- 

SCAN delivers early warning of thruster 

component damage, lubricant degradation 

and seal leaks/failures, while providing critical 

information to help optimise thruster 

operating parameters and effectively manage 

overhaul schedules. 


Raytheon Anschütz will supply its latest generation of integrated bridge systems 

(IBS) to the new polar supply and research vessel 

IBS for polar supply 

and research vessel 

RAYTHEON ANSCHÜTZ | A 134m-long 

vessel, being built at STX Finland shipyard 

in Rauma for the Republic of South 

Africa’s Department of Environmental 

Affairs and Tourism (DEAT), is not only 

intended to conduct research activities 

and expeditions to the polar region, but is 

also designed to serve as an icebreaker, a 

passenger ship or a supply ship for South 

African research centres in the Antarctic. 

The vessel will be operated under most 

demanding conditions and is to replace 

the Agulhas, which is DEAT’s current expedition 

vessel. The delivery of this new ship 

is scheduled for 2012. 

It will be equipped with a full integrated 

navigation system (INS), complying with 

DNV’s most demanding classifi cation of 

NAUT-AW. Raytheon Anschütz will deliver 

a suite of six wide-screen workstations for 

navigation, which provide all the nautical 

functions of radar, chart radar, ECDIS and 

conning. The INS will also comprise the 

ship’s Dynamic Positioning (DP) System, 

which is integrated to share information 

such as waypoints with the navigation 

system. This is used for precise operation 

within the ice fi elds as well as automatic 

heading keeping when berthing at an ice 

shelf or taking bottom samples with the 

ship’s on-board grabbing equipment. 

One of the radars will be equipped as an 

ice radar with advanced ice-imaging capabilities, 

which help to fi nd the optimal 

route through icy waters and reduce fuel 

consumption and the risk of hull damage. 

The ECDIS will feature autopilot remote 

control, which allows autopilot operation 

while watching the screen to see how the 

planned course fi ts into current traffi c and 

the specifi c sea area. The economic autopilot 

Anschütz NP 2025 Plus has been chosen 

to steer the ship automatically with 

the most precise track control of category 

C. Both bridge wings will be equipped 

with a chart radar, and also have the option 

for integrating the conning display 

for full navigation data indication during 

docking operations. 

The helicopter console on the bridge will 

be equipped with an additional slave display 

of the chart radar and the SRTP Room 

will have independent installations of radar, 

GPS sensor and AIS in accordance with 

the ‘Safe Return to Port’ rules. 

The IBS will be completed with the redundant 

gyrocompass system Standard 22, the 

full package of navigation sensors, navigation 

data management and complete radio 

station according to GMDSS A4 for operation 

in the polar region. 

The local service station of Raytheon 

Anschütz, Radio Holland South Africa 

(Pty) Ltd, will assist the shipyard during 

installation of the equipment and provide 

support for the vessel during its entire 

operation. Therefore Radio Holland 

will receive specialist training and system 

documentation on the new Integrated 

Bridge System.

made by WERK3.de · Fotos: arsdigital.de / Yahia LOUKKAL L / kix x / Na NatUlr Ulrich / Papo / BELUGA HOCHTIEF Offshore GmbH & Co. KG / werk3.de

OFFSHORE & MARINE TECHNOLOGY | INDUSTRY NEWS 

The Beaucephalus reaches a speed of 14.5 knots 

Platform supply 

vessel delivered 

HAVYARD GROUP | A Havyard 

832 L SE platform supply 

vessel (PSV) was recently 

delivered in Bergen to Global 

Offshore Services B.V., a 100% 

subsidiary of Garware Offshore 

Services Ltd. The name of the 

84m-long and 17.6m-wide newbuild 

no. 105 by Havyard Leirvik 

AS shipyard is Beaucephalus. 

The large medium size platform 

supply vessel Beaucephalus was 

designed by Havyard Design AS 

in Fosnavåg, Norway. The Havyard 

832 L SE design is said to 

have found a new niche within 

the PSV segment. It has energyoptimised 

diesel electric propulsion 

and satisfi es the environmental 

demands of ”Clean 

Design”. 

The vessel is the eighth in line 

of Havyard 832 designs that 

have been delivered, with a 

further three ships under construction. 

Havyard 832 L SE is 

Drilling data solutions 

SITECOM | Kongsberg Oil & 

Gas Technologies has entered 

into an agreement with Statoil 

to extend the use of the Kongsberg 

SiteCom® real-time drilling 

data solution, Discovery TM Web 

data browser and SmartAgent 

calculation tools across all well 

operations. The agreement runs 

for three years, with an option 

to extend it for a further two 

years. According to the company, 

SiteCom is currently in use 


based on the Havyard 832 CD 

design and has been further developed 

in accordance with customer 

as well as general market 

demands. Compared with a 

standard Havyard 832 CD, this 

new design is extended and also 

has a larger ship interior. As a 

result, Havyard 832 L SE has 

a greater deadweight tonnage 

(4500), accommodations for 

more people (54 persons) and 

is far more fl exible as regards 

the types of jobs it can do. In 

addition to usual platform supply 

jobs, this vessel has been 

designed to perform smaller 

types of construction work and 

general maintenance and repair 

on subsea oil installations. The 

ship is prepared for installation 

of offshore cranes as well 

as ROV (remotely operated vehicle) 

handling. The Havyard 

832 L SE design is also prepared 

for moon-pool arrangements. 

on several European Statoil well 

operations and is supposed to 

be rolled out across the company’s 

global well operations over 

the course of the next two years. 

By this time, Kongsberg said, 

Statoil will be using more than 

twice as many SiteCom licences 

as it is today. SiteCom has been 

designed to facilitate safer, faster 

and better informed drilling 

decisions, based on better information. 

It is said to achieve 

FPSO conversion 

JURONG SHIPYARD | The 

Aframax tanker MT Arc II will 

be converted into a Floating 

Production Storage and Offloading 

(FPSO) vessel. The 

contract, worth approximately 

$351 million, has been secured 

by Jurong Shipyard (JSPL), a 

wholly owned subsidiary of 

Sembcorp Marine. The FPSO 

will be renamed Petrojarl Cidade 

de Itajai for Teekay Petrojarl 

Production AS. 

The contract involves the conversion 

of the oil tanker into 

an FPSO that includes detailed 

engineering, installation and 

integration of 16 topside modules, 

installation of spread 

mooring and power generation 

systems, accommodation 

upgrading as well as extensive 

piping and electrical cabling 

works. 

The MT Arc II will be converted into an FPSO 

this by integrating real-time and 

historical data, reports, fi les and 

chats from a large number of 

sources on the rig and making 

them available to a community 

of professionals and stakeholders. 

This is done by means of 

a single Web-based interface. 

Statoil has expanded its use 

of SiteCom by deploying Discovery 

Web and SmartAgents 

alongside SiteCom. Discovery 

Web is a visualisation tool that 

Scheduled for delivery in the 

fi rst quarter of 2012, FPSO 

Petrojarl Cidade de Itajai will 

constitute part of the Tiro e 

Sidon fi eld development plan. 

On completion, owner Teekay 

Petrojarl Production AS will 

charter the FPSO to Petrobras 

for nine years with options. 

FPSO Petrojarl Cidade de Itajai 

will be installed in approximately 

277m water depth on 

the Tiro e Sidon Field offshore 

Brazil. It will be capable of 

processing at least 80,000 BPD 

(barrels per day) of oil and 

70.0 MMscfd (approx. 82,500 

Nm 3 /h) of gas, injecting more 

than 96,000 BPD of water and 

storing 650,000 barrels of oil. 

In addition, the FPSO is designed 

to remain on the fi eld 

for up to 15 years without dry 

docking. 

makes all curves, survey data, 

mud log data, rig activity, image 

logs and key performance indicators 

available in a Web-based 

browser. SiteCom SmartAgents 

are easy-to-connect custom 

modules designed to perform 

real-time calculations required 

for better interpretation, to 

check data quality and to help 

manage the performance of the 

vendors and service companies 

working on the project.

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 columns. 

1 Shipyards 

2 Propulsion plants 

3 Engine components 

4 Corrosion protection 

5 Ships´equipment 

6 Hydraulic + pneumatic 

7 On-board power supplies 

8 Measurement 

9 Navigation 

+ 

control devices 

+ 

communication 

10 Ship´s operation systems 

11 Deck equipment 

12 Construction + consulting 

13 Cargo handling technology 

14 Alarm + security equipment 

15 

16 

17 

18 

Port construction 

Offshore + Ocean 

Technology 

Maritime services 

Buyer‘s Guide 

Information 

Buyer´s Guide


II 


1.06 Repairs + conversions 

Heise Schiffsreparatur & 

Industrie Service GmbH 

Hoebelstrasse 55 

D-27572 Bremerhaven 

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

e-mail: info@heise-schiffsreparatur.de 

Internet: www.heise-schiffsreparatur.de 

Steel Construction, Pipe Works, Mechanical 

Engineering, Machining Technology, Berth: 220 m 

MWB Motorenwerke Bremerhaven AG 

Barkhausenstraße 60 

D 27568 Bremerhaven 

Tel. +49(0)471 9450-202 • Fax +49(0)471 9450-260 

E-Mail: Franz-Peter.Becker@mwb.ag 

Internet: www.mwb.ag 

2 floating docks 167m x 24m, +PANMAX size, 

1.000m pier facilities 

1.07 Work boats 

+ authority crafts 

HATECKE GMBH 

Am Ruthenstrom 1 

21706 Drochtersen / Germany 

Phone +49 (0)4143 91 52 0 

Fax +49 (0)4143 91 52 40 

Email: email@hatecke.de 

www.hatecke.de 

Lifesaving solutions you can rely on 

- for cruise and shipping industries. 

1.09 Offshore vessels 

OFFSHORE & SPECIALIZED VESSELS 

1.10 Equipment 

for shipyards 

AVEVA Group plc 

High Cross, Madingley Rd 

Cambridge CB3 0HB 

England 

Tel: +44 1223 556655 

marketing.contact@aveva.com • www.aveva.com 

Engineering design and information management 

solutions for the Plant and Marine industries 

2 Propulsion 

plants 

2.01 Engines 

SCHIFFSDIESELTECHNIK KIEL GmbH 

Kieler Str. 177 

D-24768 Rendsburg 

Tel. +49(0)4331 / 4471 0 

Fax +49(0)4331 / 4471 199 

e-mail: info@sdt-kiel.de • www.sdt-kiel.de 

mtu, John Deere,Perkins and Sisu engines 

Generating Sets 


2.02 Gears 

Cummins Deutschland GmbH 

Peter-Traiser-Straße 1 

64521 Gross-Gerau 

GERMANY 

Telefon:+49 6152 174-0 

Telefax: +49 6152 174-141 

Engine Hotline: +49 1520 9191000 

www.cummins.de 

Diesel engines for main and auxiliary drives 

from 78 to 1.900 kW 

MAN Diesel SE 

86224 Augsburg, Germany 

Tel. +49(0)821 3 22-0 • Fax +49(0)821 322 3382 

Internet: www.mandiesel.com 

4-stroke diesel engines 

from 450 to 21.600 kW 

REINTJES GmbH 

Eugen-Reintjes-Str. 7 

D-31785 Hameln 

Tel. +49 (0)5151 104-0 

Fax +49 (0)5151 104-300 

info@reintjes-gears.de • www.reintjes-gears.de 

Ships' propulsion systems from 250 to 30.000 kW 




Tel. +49(0)4331 / 4471 0 

Fax +49(0)4331 / 4471 199 


ZF - Gears 

Siemens AG 

Am Industriepark 2 

46562 Voerde - Friedrichsfeld / Germany 

Tel.: +49 (0)2871 92 - 0 • Fax: +49 (0)2871 92 - 2419 

contact-md@siemens.com • www.siemens.com 

NAVILUS gearboxes 

from 1,000 kW to 50,000 kW 

2.03 Couplings + brakes 

KTR Kupplungstechnik GmbH 

Rodder Damm 170 • D-48432 Rheine 

Tel. +49(0)59 71 798 0 

Fax +49(0)59 71 798 698 

e-mail: mail@ktr.com • www.ktr.com 

Couplings 

Ortlinghaus-Werke GmbH 

Kenkhauser Str. 125 • D-42929 Wermelskirchen 

Tel.: +49 2196 - 85-0 • Fax: +49 2196 - 85-5444 

info@ortlinghaus.com • www.ortlinghaus.com 

Ortlinghaus, a leading specialist for 

plates, clutches, brakes and systems. 

REICH-KUPPLUNGEN 

Dipl.-Ing. Herwarth Reich GmbH 

Vierhausstraße 53 • D-44807 Bochum 

Tel. +49 (0)234 959 16 0 

Fax +49 (0)234 959 16 16 

e-mail: mail@reich-kupplungen.de 

www.reich-kupplungen.de 

highly flexible, flexible and rigid couplings 

R+W Antriebselemente GmbH 

Alexander Wiegand Straße 8 

D-63911 Klingenberg / Germany 

Fon: +49 (0)9372-9864-0 

Fax: +49 (0)9372-9864-20 

email: rw@rwcouplings.com 

www.rwcouplings.com 

Couplings, seawater resistent 

Siemens AG 

Am Industriepark 2 

46562 Voerde - Friedrichsfeld / Germany 

Tel.: +49 (0)2871 92 - 0 • Fax: +49 (0)2871 92 - 2419 

contact-md@siemens.com • www.siemens.com 

NAVILUS gearboxes 

from 1,000 kW to 50,000 kW and couplings 

Voith Turbo GmbH & Co. KG 

Voithstr. 1 

74564 Crailsheim/Germany 

Tel. +49 (0)7951 32 - 0 

Fax +49 (0)7951 32 500 

E-mail: industry@voith.com 

Internet: www.voithturbo.com/industry 

Fluid couplings, Highly flexible couplings, 

Universal joint shafts, Safety couplings 

VULKAN Kupplungs - und Getriebebau 

B. Hackforth GmbH & Co. KG 

Heerstraße 66 

D-44653 Herne 

Phone: + 49 (0)2325 922 - 0 

Fax: + 49 (0)2325 71110 

e-mail: info.vkg@vulkan.com 

www.vulkan.com 

Highly flexible couplings, dampers, elastic 

mounts and driveline components 

www.shipandoffshore.net

2.04 Shaft + shaft systems 

SCHOTTEL-Schiffsmaschinen GmbH 

Kanalstraße 18 

D 23970 Wismar 

Tel. +49 (0) 3841 / 20 40 

Fax +49 (0) 3841 / 20 43 33 

e-mail: info-ssw@schottel.de • www.schottel.de 

Controllable-pitch propeller systems, 

Shaft lines 

2.05 Propellers 

ANDRITZ HYDRO GmbH 

Escher-Wyss-Str. 25 

D-88212 Ravensburg 

Tel. +49(0)751 29511 0 

Fax +49(0)751 29511 679 

e-mail: cpp@andritz.com 

www.escherwysspropellers.com 

Controllable Pitch Propellers 

SCHOTTEL-Schiffsmaschinen GmbH 

Kanalstraße 18 

D 23970 Wismar 

Tel. +49 (0) 3841 / 20 40 

Fax +49 (0) 3841 / 20 43 33 

e-mail: info-ssw@schottel.de • www.schottel.de 

Controllable-pitch propeller systems, 

Shaft lines 

2.06 Rudders + 

rudder systems 

Wilhelm-Bergner-Str. 15 • D-21509 Glinde 

Tel.: +49-40 711 80 20 • Fax: +49-40 711 00 86 

e-mail: oceangoing@vdvelden.com 

www.vdvelden.com 

BARKE ® Rudders and COMMANDER Steering Gears 

- High-Tech Manoeuvring Equipment - 

Your representative for 

Denmark, Finland, Norway and Sweden 

ÖRN MARKETING AB 

Phone +46 411 18400 • Fax +46 411 10531 

E-mail: marine.marketing@orn.NU 

2.07 Manoeuvring aids 

Jastram GmbH & CO. KG 

Billwerder Billdeich 603 • D-21033 Hamburg 

Tel. +49 40 725 601-0 • Fax +49 40 725 601-28 

e-mail: info@jastram.net 

Internet: www.jastram-group.com 

Transverse Thrusters, 

Azimuth Grid Thrusters 

SCHOTTEL GmbH 

Mainzer Str. 99 

D-56322 Spay/Rhein 

Tel. + 49 (0) 2628 / 6 10 

Fax + 49 (0) 2628 / 6 13 00 

e-mail: info@schottel.de • www.schottel.de 

Rudderpropellers, Transverse Thrusters, 

Pump-Jets 

2.09 Exhaust systems 

Couple Systems GmbH 

Hamburger Landstr. 49 

D-21357 Bardowick 

Tel. +49 (0) 40 526000900 

Fax +49 (0) 40 526000939 

e-mail: info@couple-systems.com 

www.couple-systems.com 

PM, SOx and NOx reduction according to 

IMO regulations (MARPOL Annex VI) 

H+H Umwelt- und Industrietechnik GmbH 

Industriestr. 3-5 

D-55595 Hargesheim 

Tel. +49 (0)671 92064-10 

Fax +49 (0)671 92064-20 

E-mail: Herbert.Roemich@HuHGmbH.com 

Internet: www.HuHGmbH.com 

Catalytic Exhaust Gas Cleaning for 

Combustion Engines on Ships 

Johnson Matthey Catalysts (Germany) GmbH 

Bahnhofstr. 43 • 96257 Redwitz / Germany 

Tel. +49 9574 81- 879 • Fax +49 9574 81 98 879 

e-mail: sinox-systems@matthey.com 

www.jmcatalysts.com 

Complete SCR and Oxidation Catalyst-Systems 

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 

SCHOTTEL GmbH 



Tel. + 49 (0) 2628 / 6 10 

Fax + 49 (0) 2628 / 6 13 00 


Pump-Jets for main 

and auxiliary propulsion 

2.12 Service + spare parts 

Chris-Marine AB 

Box 9025 

SE-200 39 Malmö, Sweden 

Tel: +46 40 671 2600 

Fax: +46 40 671 2699 

info@chris-marine.com • www.chris-marine.com 

FOR DIESEL ENGINE MAINTENANCE 

HHM 

Hudong Heavy Machinery 

see NIPPON Diesel Service 

KOBE DIESEL 


3 Engine 

MITSUBISHI DIESEL/TURBOCHARGER 


MOTOR-SERVICE SWEDEN AB 

Mölna Fabriksväg 8 

SE-610 72 VAGNHÄRAD 

SWEDEN 

Phn: +46-156-340 40 • Fax: +46-156-209 40 

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

WORLDWIDE SPARE PART DELIVERIES 

MWB Motorenwerke Bremerhaven AG 

Barkhausenstraße 60 

D 27568 Bremerhaven 

Tel. +49(0)471 9450-202 • Fax +49(0)471 9450-260 

E-Mail: Thorsten.Hau@mwb.ag 

Internet: www.mwb.ag 

Development, modification and 

maintenance of engines 

NIPPON Diesel Service 

Hermann-Blohm-Strasse 1 

D-20457 Hamburg 

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

Fax +49 (0)40 31 15 98 

e-mail: info@nds-marine.com • www.nds-marine.com 

After Sales Service - Spare Parts 

Distribution - Technical Assistance 




Tel. +49(0)4331 / 4471 0 

Fax +49(0)4331 / 4471 199 


Repairs - Maintenance 

on-board service - after sales 

TAIKO KIKAI INDUSTRIES CO.,LTD 


YANMAR DIESEL 


components 

3.01 Heat exchangers 

Hauptstraße 11 • D-38271 Baddeckenstedt 

Tel. +49 (0)5062-9641973 

Fax +49 (0)5062-9641975 

e-mail: info@is-service.de • www.is-service.de 

Maintenance and optimisation of plate heat exchangers, 

separators and fresh water generators 

III 

Buyer´s Guide


IV 

3.02 Guide + roller bearings 

PAN-METALLGESELLSCHAFT 

Baumgärtner GmbH & Co. KG 

Am Oberen Luisenpark 3 

D-68165 Mannheim / Germany 

Phone: +49 (0)621 42303-0 

e-mail: kontakt@pan-metall.com 

www.pan-metall.com 

3.05 Starters 

3.06 Turbochargers 

since 1931 

Special bronzes for plain bearings and sliding plates 

Self lubricating plain bearings 

DÜSTERLOH Fluidtechnik GmbH 

Abteilung Pneumatik Starter 

Im Vogelsang 105 

D-45527 Hattingen 

Tel. +49 2324 709 - 0 • Fax +49 2324 709 -110 

E-mail: info@duesterloh.de • www.duesterloh.de 

Air Starters for Diesel and 

Gas Engines up to 9.000 kW 

KBB Kompressorenbau 

Bannewitz GmbH 

Windbergstrasse 45 

D-01728 Bannewitz 

Tel. + 49 351 4085 664 • Fax +49 351 4085 648 

e-mail: info@kbb-turbo.de • www.kbb-turbo.de 

Turbochargers and spare parts for diesel 

and gas engines from 500 to 4.800 kW 

TURBO CADIZ S.L. 

Pol.Ind. PELAGATOS - C/ del Progreso 

Parcela 17A - 20A 

11130 Chiclana de la Fra. (Cadiz) España 

Tel. +34 956 407 949/50 

Fax +34 956 407 951 

e-mail: tc@turbocadiz.com • www.turbocadiz.com 

Maintenance and Repair of Industrial and Marine 

Turbochargers and Heat Exchangers in Spain 

3.07 Filters 

Hufenweg 24 • D-24211 Preetz 

Tel. +49 (0) 4342 76 93 90 

Fax +49 (0) 4342 76 93 91 

faxes@Alphastone.eu • www.alphastone.eu 

PURADYN Oil filtration system 

Keep it clean ® & keep it green! 

BOLL & KIRCH Filterbau GmbH 

Siemensstr. 10-14 • D-50170 Kerpen 

Tel.: +49 2273 562-0 • Fax: +49 2273 562-223 

info@bollfilter.de • www.bollfilter.de 

Automatic, duplex and simplex filters 

for lubrication oil, fuel oil and sea water 

FIL-TEC Rixen GmbH 

Osterrade 26 • D-21031 Hamburg 

Tel. +49 (0)40 656 00 61 

+49 (0)40 656 856-0 

Fax +49 (0)40 656 57 31 

info@fil-tec-rixen.com • www.fil-tec-rixen.com 

Filter spare parts and accessories, bilge water 

elements, maintenance, repair and service. 

MAHLE Industriefiltration GmbH 

Schleifbachweg 45 • D-74613 Öhringen 

Tel. +49 (0) 7941 67-0 • Fax +49 (0) 7941 67-23429 

E-mail: industrialfiltration@mahle.com 

Internet: www.mahle-industrialfiltration.com 

Automatic, single and duplex filters for lubricating 

oil, fuel, hydraulic and cooling water 

simplex, duplex and back-flushing filters + special 

systems for lubricating oil, fuel and heavy oil 

3.08 Separators 

Hauptstraße 11 • D-38271 Baddeckenstedt 

Tel. +49 (0)5062-9641973 

Fax +49 (0)5062-9641975 

e-mail: info@is-service.de • www.is-service.de 

Maintenance and optimisation of plate heat exchangers, 

separators and fresh water generators 

3.09 Fuel treatment plants 

ELWA-ELEKTROWÄRME-MÜNCHEN 

A.Hilpoltsteiner GmbH & Co KG 

Postfach 0160 

D-82213 Maisach 

Tel. +49 (0)8141 22866-0 

Fax +49 (0)8141 22866-10 

e-mail: sales@elwa.com • www.elwa.com 

Viscosity Control Systems EVM 3 

Standard Booster Modules 


Tarpenring 31-33 • D-22419 Hamburg 

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

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

E-mail: mahle.nfv@mahle.com 


3.12 Indicators 

Fuel treatment systems 

Filter/water separators 

3.10 Injection systems 

L'Orange GmbH 

Porschestrasse 30 

D-70435 Stuttgart 

Tel. +49 711 / 8 26 09 -0 

Fax +49 711 / 8 26 09 - 61 

e-mail: sales@lorange.com 

www.lorange.com 

High pressure fuel injection systems up to 2.000 bar 

for diesel engines from 1.000 to 40.000 kW 

LEHMANN & MICHELS GmbH 

Sales & Service Center 

Siemensstr. 9 • D-25462 Rellingen 

Tel. +49 (0)4101 5880-0 

Fax +49 (0)4101 5880-129 

e-mail: lemag@lemag.de 

www.lemag.de 

3.13 Preheaters 

ELWA-ELEKTROWÄRME-MÜNCHEN 

A.Hilpoltsteiner GmbH & Co KG 

Postfach 0160 

D-82213 Maisach 

Tel. +49 (0)8141 22866-0 

Fax +49 (0)8141 22866-10 

e-mail: sales@elwa.com • www.elwa.com 

Your representative for Eastern Europe 

Wladyslaw Jaszowski 

PROMARE Sp. z o.o. 

Tel.: +48 58 6 64 98 47 

Fax: +48 58 6 64 90 69 

E-mail: promare@promare.com.pl 

4 Corrosion 

Oil and Cooling Water Preheating 

Hotstart GmbH 

Am Turm 86 

53721 Siegburg / Germany 

Tel. +49 (0) 2241 12734 10 

Fax +49 (0) 2241 12734 29 

e-mail: europe@hotstart.com 

www.hotstart.com 

Engine heaters for diesel engines and dual fuel 

electric driven propulsion systems 

protection 

4.04 Cathodic protection 

Balver Zinn Josef Jost GmbH & Co. KG 

Blintroper Weg 11 • D-58802 Balve 

Tel. +49(0)2375 915 0 

Fax +49(0)2375 915 114 

CIA@Balverzinn.com • www.Balverzinn.com 

zinc anodes, zinc-aluminum anodes, 

anodes for electroplating finishing 

4.05 Anodic protection 

Balver Zinn Josef Jost GmbH & Co. KG 

Blintroper Weg 11 • D-58802 Balve 

Tel. +49(0)2375 915 0 

Fax +49(0)2375 915 114 

CIA@Balverzinn.com • www.Balverzinn.com 

zinc anodes, zinc-aluminum anodes, 

anodes for electroplating finishing 

TILSE Industrie- und Schiffstechnik GmbH 

Sottorfallee 12 


Tel. +49 (0)40 432 08 08 0 

Fax +49 (0)40 432 08 08 88 

E-mail: tilse@tilse.com • www.tilse.com 

Anti marine growth and corrosion system 

MARELCO

5 Ships´ 

equipment 

5.02 Insulating technology 

R&M Ship Technologies GmbH 

Witternstraße 2 

21107 Hamburg, Germany 

Tel. +49 40 7524440 • Fax +49 40 75244460 

e-mail: contact@shiptec.info • www.shiptec.info 

Insulation • Interior outfitting • Accommodation 

systems • HVAC • Marine furniture 

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 

Freudenberg 

Filtration Technologies KG 

Tel.+49 (0)6201/80-6264 | Fax +49 (0)6201/88-6299 

Weinheim / Germany 

viledon@freudenberg-filter.com 

www.viledon-filter.com 

Filters for intake air filtration of gas turbines, 

turbo chargers and HVAC systems 

Uffelnsweg 10 • 20539 Hamburg / Germany 

+49 (40)78 12 93-0 • schiffbau@k-j.de • www.k-j.de 

Refrigeration, air-conditioning, ventilation 




Tel. +49 40 7524440 • Fax +49 40 75244460 




5.05 Galleys + stores 

www.loipart.com 

The world´s No. 1 supplier of marine foodservice 

equipment, laundry systems and pantry appliances. 

Global specialist in turnkey deliveries 

of ship catering areas. 

5.06 Furniture + interior 

fittings 




Tel. +49 40 7524440 • Fax +49 40 75244460 




S&B Beschläge GmbH 

Gießerei und Metallwarenfabrik 

Illingheimer Str. 10 

D-59846 Sundern 

Tel. +49 (0)2393 22000 • Fax +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 

Alarichstraße 22a • D-42281 Wuppertal 

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

Email: info@wigo-metall.de • www.wigo-metall.de 

Watertight / Gastight / Pressure Ship doors, 

Hatches, Flaps, Vent heads, Fans 

Steel Doors - Fire Doors - Ship Doors 

Established in 1919 

® 

Podszuck GmbH 

Klausdorfer Weg 163 • 24148 Kiel • Germany 

Tel. +49 (0) 431 6 6111-0 • Fax +49 (0) 431 6 6111-28 

E-mail: info@podszuck.eu • www.podszuck.eu 

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

TEDIMEX GmbH 

Hittfelder Kirchweg 21 • D-21220 Seevetal 

Tel. +49-4105-59862-10 • Fax +49-4105-59862-20 

e-mail: sales@tedimex.de 

Internet: www.tedimex.de 

glare protection 

sun protection and black-outs 




Tel. +49 (0)40 432 08 08 0 

Fax +49 (0)40 432 08 08 88 


FORMGLAS SPEZIAL ® Yacht glazing 

bent and plane, with installation 

5.08 Supplying equipment 

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, R/O - Systems 

5.09 Waste disposal systems 



D-28857 Syke 






Plants, Ballast Water Treatment 

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 



D-28857 Syke 






Plants, Ballast Water Treatment 



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 1 ppm, oil monitors, oil treatment systems 

5.11 Ballast water 

management 

BOLL & KIRCH Filterbau GmbH 

Siemensstr. 10-14 • D-50170 Kerpen 

Tel.: +49 2273 562-0 • Fax: +49 2273 562-223 

info@bollfilter.de • www.bollfilter.de 

Ballast Water Treatment 

V 

Buyer´s Guide


DVZ-BALLAST-SYSTEMS GmbH 


D-28857 Syke 





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 



VI 

Ballast water treatment 

(Ocean Protection System - OPS) 

5.12 Yacht equipment 

Veinland GmbH 

Pappelallee 19 

D-14554 Seddiner See OT Neuseddin, Germany 

Tel.: +49 33205 26 97-0 

Fax: +49 33205 26 97-29 

e-mail: info@veinland.net 

www.veinland.net 

3D Sonar System 

Forward Looking Sonar System 

5.14 Shock + 

vibration systems 

Sebert Schwingungstechnik GmbH 

Hans-Böckler-Str. 35 

D-73230 Kirchheim 

Tel. +49 (0)7021 50040 

Fax +49 (0)7021 500420 

E-mail info@sebert.org • www.sebert.de 

subsidiaries in Bremen, France, Netherlands, Rumania 

More than 25 years experience 

in shock and vibration systems 

5.15 Other marine equipment 

Hufenweg 24 • D-24211 Preetz 

Tel. +49 (0) 4342 76 93 90 

Fax +49 (0) 4342 76 93 91 

faxes@Alphastone.eu • www.alphastone.eu 

Separators, filters, pumps, boilers, 

gas-kits, valves 

6 Hydraulic 

+ pneumatic 

6.01 Pumps 

von-Thünen-Str. 7 

D-28307 Bremen 

Tel. +49 421 486 81-0 • Fax +49 421 486 81-11 

e-mail: info@behrenspumpen.de 

Internet: www.behrenspumpen.de 

Ship Centrifugal Pumps 

Bornemann GmbH 

Industriestraße 2 • D-31683 Obernkirchen 

Phone: +49 (0)5724 390 0 • Fax: +49 (0)5724 390 290 

info@bornemann.com • www.bornemann.com 

Twin-Screw Pumps, Progressive Cavity 

Pumps, High Pressure Pumps 

Körting Hannover AG 

Badenstedter Str. 56 

D-30453 Hannover 

Tel. +49 511 2129-247 • Fax +49 511 2129-223 

Internet: www.koerting.de 

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

e-mail: kulp@koerting.de 

Water jet ejectors • Bilge ejectors 

KRACHT GmbH 

Gewerbestr. 20 • D-58791 Werdohl 

Tel. +49(0)2392.935 0 • Fax +49(0)2392.935 209 

info@kracht.eu • www.kracht.eu 

Transfer pumps – Flow measurement 

Mobile hydraulics – Industrial hydraulics 

KRAL AG 

Bildgasse 40, 6890 Lustenau, Austria 

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

KRAL Screw Pumps for Low Sulfur Fuels. 

Magnetic Coupled Pumps. 

6.02 Compressors 

Steintorstr. 3 • D-37115 Duderstadt 

Tel. +49 (0)5527 72572 • Fax +49 (0)5527 71567 

e-mail: info@dhv-gmbh.eu 

www.dhv-palmai.de 

Spare parts for water and air-cooled compressors 

Neuenhauser Kompressorenbau GmbH 

Hans-Voshaar-Str. 5 

D-49828 Neuenhaus 

Tel. +49(0)5941 604-0 • Fax +49(0)5941 604-202 

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 

Water- and air-cooled compressors 

6.04 Valves 

FAK-ARMATUREN GmbH 

Lademannbogen 53 


Tel. +49 40 538949-0 

Fax +49 40 538949 92 

E-mail: info@fak-armaturen.de 

Internet: www.fak-armaturen.de 

Marine valves, indication, 

remote controls, ship spare parts 

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 

LESER GmbH & Co. KG 

Wendenstr. 133-135 


Tel.: +49 40 251 65-100 • Fax +49 40 251 65-500 

e-mail: sales@leser.com 

www.leser.com 

LESER offers safety relief valves 

for marine technology 

Premium Armaturen + Systeme 

OVENTROP GmbH & Co. KG 

Paul-Oventrop-Straße 1 • D-59939 Olsberg 

Telefon +49 (0)29 62 82-0 

Fax +49 (0)29 62 82-403 

E-Mail: mail@oventrop.de • www.oventrop.de 

Hydronic Balancing Valves and 

Pipesystems, appr. by GL and DNV 

Ritterhuder Armaturen GmbH & Co. 

Armaturenwerk KG 

Industriestr. 7-9 

D-27711 Osterholz-Scharmbeck 

Tel. +49 4791 92 09-0 • Fax +49 4791 92 09-85 

e-mail: contact@ritag.com • www.ritag.com 

Wafer Type Check Valves, 

Wafer Type Duo Check Valves, Special Valves 

Wilhelm Schley (GmbH & Co.) KG 

Valve manufacturer 

Carl-Zeiss-Str. 4 • D 22946 Trittau 

Phone: +49 4154 80810 • Fax: +49 4154 82184 

Mail: info@wilhelm-schley.com • www.wilhelm-schley.com 

Reducing valves, Overflow valves, Ejectors, 

Safety valves, Shut-off valves, etc.

Schubert & Salzer 

Control Systems GmbH 

Postfach 10 09 07 

D-85009 Ingolstadt 

Tel. +49 841 96 54-0 • Fax +49 841 96 54-590 

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

Internet: www.schubert-salzer.com 

WALTHER-PRÄZISION 

Carl Kurt Walther GmbH & Co. KG 

Westfalenstraße 2 

42781 Haan, Germany 

Tel. +49(0)2129 567-0 • Fax +49(0)2129 567-450 

e-mail: info@walther-praezision.de 

www.walther-praezision.de 

Quick Couplings & Multicouplers for 

shipbuilding, offshore & deepwater applications 


6.05 Piping systems 

aquatherm GmbH 

Biggen 5 

D-57439 Attendorn 

Tel. +49 2722 950-0 • Fax +49 2722 950-100 

e-mail: info@aquatherm.de 

Internet: www.aquatherm.de 

fusiotherm ® piping systems for shipbuilding 

- Approval by GL, RINA + BV 

Heise Schiffsreparatur & 

Industrie Service GmbH 

Hoebelstrasse 55 


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

e-mail: info@heise-schiffsreparatur.de 

Internet: www.heise-schiffsreparatur.de 

Steel Construction, Mechanical Engineering 

Pipe Works on ships, Repair + Newbuilding 

KME Germany AG & Co. KG 

Klosterstraße 29 • D-49074 Osnabrück 

Tel. +49 (0) 541 321 3011 

Fax +49 (0) 541 321 3020 

e-mail: info-maritime@kme.com 

Internet: www.marine-applications.com 

OSNA ® - 10 pipes and components 

of CuNi 90/10 for seagoing vessels 

Uffelnsweg 10 • 20539 Hamburg / Germany 

+49 (40)78 12 93-0 • schiffbau@k-j.de • www.k-j.de 

Pipeline: repair, conversion, new building 




Tel. +49 40 7524440 • Fax +49 40 75244460 




7 On-board 

7.06 Cable + pipe transits 

8 Measurement 

power supplies 

7.01 Generating sets 




Tel. +49 4331 / 4471 0 

Fax +49 4331 / 4471 199 


Individual generating sets with 

mtu, MAN, Deutz, Volvo and other engines 

Jürgen Thiet GmbH 

Gutenbergstr. 3 • 26632 Ihlow-Riepe / Germany 

Tel. +49 4928 9192-0 • Fax +49 4928 9192-40 

E-Mail: info@thiet.de • www.thiet.de 

Vermietung • Verkauf • Service 

Emergency power plants, generators, 

transformers 5 - 2000 kVA, 400 V - 20 kV, 50/60 Hz 

AIK Flammadur Brandschutz GmbH 

Otto-Hahn-Strasse 5 

D-34123 Kassel 

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

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

e-mail : info@aik-flammadur.de 

GEAQUELLO ® + FLAMMADUR ® 

Brandschutzsysteme für Schiff- u. Hochbau 

+ 

control devices 

8.04 Level measurement 

systems 

Barksdale GmbH 

Dorn-Assenheimer Strasse 27 

D-61203 Reichelsheim 

Tel: +49 (0) 6035-949-0 

Fax: +49 (0) 6035-949-111 

e-mail: info@barksdale.de 

www.barksdale.de 

Sensors & Switches to control 

Pressure, Temperature, Level, Flow 




Tel. +49 (0)40 432 08 08 0 

Fax +49 (0)40 432 08 08 88 


pneumatic, electric und el.-pn. tank level 

gauging with online transmission 

8.05 Flow measurement 

KRACHT GmbH 

Gewerbestr. 20 • D-58791 Werdohl 

Tel. +49(0)2392.935 0 • Fax +49(0)2392.935 209 

info@kracht.eu • www.kracht.eu 

Transfer pumps – Flow measurement 

Mobile hydraulics – Industrial hydraulics 

KRAL AG 

Bildgasse 40, 6890 Lustenau, Austria 

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

Fuel Consumption and Lube Oil 

Measurement for Diesel Engines. 

8.06 Automation equipment 

Bachmann 

electronic GmbH 

Kreuzäckerweg 33 

6800 Feldkirch, Austria 

Tel. +43 / 55 22 / 34 97-0 

Fax +43 / 55 22 / 34 97-102 

info@bachmann.info • www.bachmann.info 

Automation solutions for ships 

and offshore installations 

Bahnhofstr. 79 • D-21224 Rosengarten-Klecken 

Tel. +49(0)4105 65 60-0 • Fax +49(0)4105 65 60-25 

info@deckma-gmbh.de • www.deckma-gmbh.de 

Signal Light Columns, General-, Watch-, 

Hospitalalarm, Backup Engine Telegraph 

Schaller Automation GmbH & Co. KG 

Industriering 14 • D-66440 Blieskastel 

Tel. +49 (0)6842 508-0 • Fax +49 (0)6842 508-260 

e-mail: info@schaller.de • www.schaller.de 

VISATRON Oil Mist Detection Systems 

against Engine Crankcase Explosions 

8.09 Test kits 

Martechnic GmbH 

Adlerhorst 4 


Tel. +49 (0)40 85 31 28-0 

Fax +49 (0)40 85 31 28-16 

E-mail: info@martechnic.com 

Internet: www.martechnic.com 

Test kits, autom. monitoring systems, 

sampling devices, ultrasonic cleaning 

VII 

Buyer´s Guide


9.08 Telephone systems 

9.11 Bridge equipment 

VIII 

9 Navigation 

+ 

communication 

9.02 Satellite 

+ radio communication 

Marlink 

Offices in: Oslo, London, Hamburg, 

Brussels, Athens, Dubai, Mumbai, 

Singapore, Tokyo, Washington D.C. and Houston 

Tel.(24/7): +32 70 233 220 • Fax: +32 2 332 3327 

customer.service@marlink.com • www.marlink.de 

Connecting People and Businesses at sea 

9.04 Navigation systems 

Am Lunedeich 131 


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 

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

Email sales-commercial@raykiel.com 

www.raytheon-anschuetz.com 

Gerhard D. WEMPE KG 

Division Chronometerwerke 

Steinstraße 23 • D-20095 Hamburg 

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 

Neue A-TECH 

Advanced Technology GmbH 

Litzowstr. 15 


Tel. +49(0)40 32 29 26 • Fax +49(0)40 32 69 04 

e-mail: mail@neueatech.de 

Communication Systems 

Pörtner GmbH 

Werther Str. 274 

D-33619 Bielefeld 

Tel. +49 (0) 521 10 01 09 

Fax +49 (0) 521 16 04 61 

E-Mail: info@poertner-gmbh.de 

internet: www.poertner-gmbh.de 

Marine seat systems for yachts 

and commercial ships 

10 

10.01 Fleet management 

systems 

10.03 Loading + stability 

computer systems 

11 Deck equipment 

11.01 Cranes 

Ship‘s operation 

systems 

CODie software products e.K. 

isman@codie.com • www.codie-isman.com 

Integrated Fleet/Ship Management System 

Safety and Quality Management Maintenance 

Veinland GmbH 



Tel.: +49 33205 26 97-0 

Fax: +49 33205 26 97-29 



ISM Software System 

Performance Indicator Monitor 

Müller+Blanck Software GmbH 

Gutenbergring 38 

22848 Norderstedt / Germany 

Phone : +49 (0) 40 500 171 0 

Fax : +49 (0) 40 500 171 71 

E-Mail : info@MplusB.de • www.Capstan3.com 

Capstan3 – the planners best friend 

C3-Obi – the onboard system 

Local Interface – Baplie/read and write 

Veinland GmbH 



Tel.: +49 33205 26 97-0 

Fax: +49 33205 26 97-29 



Loading Computer 

Cargo Handling Simulator 

Your representative for 

Denmark, Finland, Norway and Sweden 

ÖRN MARKETING AB 

Phone +46 411 18400 • Fax +46 411 10531 

E-mail: marine.marketing@orn.NU 

BESCO 

Nordheimstr.149 

D-27476 Cuxhaven 

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

Fax +49 (0) 4721 / 50 80 08-99 

E-Mail: info@besco.de • www.besco.de 

Cranes - Lashings - Survival equipment 

d-i davit international gmbh 

Sandstr. 20 

D-27232 Sulingen 

Tel. (04271) 9 32 70 • Fax (04271) 93 27 27 

e-mail: info@davit-international.de 

Internet: www.davit-international.de 

Cranes, davits and free-fall systems 

Global Davit GmbH 

Graf-Zeppelin-Ring 2 

D-27211 Bassum 

Tel. +49 (0)4241 93 35 0 

Fax +49 (0)4241 93 35 25 

e-mail: info@global-davit.de 

Internet: www.global-davit.de 

Survival- and Deck Equipment 

11.03 Lashing + 

securing equipment 

GERMAN LASHING 

Robert Böck GmbH 

Marcusallee 9 • D-28359 Bremen 

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

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

E-Mail: info@germanlashing.de 

Internet: www.germanlashing.de 

SEC Ship's Equipment 

Centre Bremen GmbH 

Speicherhof 5 


Tel. (0421) 39 69 10 • Fax (0421) 38 53 19 

e-mail: info@sec-bremen.de 

Internet: www.sec-bremen.de 

For container, RoRo and timber cargo 

Layout and optimization of lashing systems 

11.06 Container cell guides 

SEC Ship's Equipment 

Centre Bremen GmbH 

Speicherhof 5 


Tel. (0421) 39 69 10 • Fax (0421) 38 53 19 

e-mail: info@sec-bremen.de 

Internet: www.sec-bremen.de 

Layout, 3D-design, delivery and installations 

of container related constructions 

11.07 Anchors 

+ mooring equipment 

Drahtseilwerk GmbH 

Auf der Bult 14-16 


Tel. +49 471 931 89 0 

Fax +49 471 931 89 39 

mail@drahtseilwerk.de • www.drahtseilwerk.de 

Steel wire ropes up to 84 mm, 

ATLAS ropes, DURA-Winchline

12 Construction 

+ consulting 

12.01 Consulting engineers 

Brunel Transport&Energy, Rostock 

Tel.: +49 (0) 381 / 8 57 63 05-0 

transport-energy@brunel.de 

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

Your R&D partner for plant construction, 

maritime industry, offshore industry 

and steel construction 

SDC Sh i p De S i g n & Co n S u l t gm bh 

Naval Architectural Consultant and Calculation Services 

www.shipdesign.de 

e-mail: sdc@shipdesign.de 

Bramfelder Str. 164 - D-22305 Hamburg 

T.:+49(40)6116209-0 - F:+49(40)61162 09-18 

Design – Construction – Consultancy 

Stability calculation – Project management 

SEA2ICE LTD. & CO. KG 

Neuer Wall 80 • 20354 Hamburg, Germany 

Tel. +49-40-22614633 • Fax +49-40-180248037 

advice@sea2ice.com • www.sea2ice.com 

Design and concepts for offshore structures 

in ice and open waters, evacuation concepts 

S.M.I.L.E. 

Techn. Büro GmbH 

Winkel 2 • D-24226 Heikendorf 

Tel. +49 (0)431 21080 10 

Fax +49 (0)431 21080 29 

e-mail: info@smile-consult.de 

Internet: www.smile-consult.de 

Basic Design - Detailed Design 

Outfitting - CAD/CAM - Technical Documentation 

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

Winkel 2 • D-24226 Heikendorf 

Tel. +49 (0)431 21080 20 

Fax +49 (0)431 21080 29 

e-mail: info@smile-fem.de 

Internet: www.smile-fem.de 

FEM - Coupling - Optimization 

CFD - FSI - SHOCK - CRASH 

12.02 Ship model basins 

Bramfelder Str. 164 • D-22305 Hamburg 

Tel. +49 (0) 40 69 20 30 

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

e-mail: info@hsva.de • www.hsva.de 

THE HAMBURG SHIP MODEL BASIN 

DESIGN • EXPERIMENTS • ANALYSIS 

12.03 Classification 

societies 

DNV Germany GmbH 

Bei den Mühren 1 • 20457 Hamburg 

Tel.: +49(0)40 890 590 0 

Fax: +49(0)40 890 590 30 

hamburg@dnv.com • www.dnv.com 

12.04 Research + development 

13 

13.02 Cranes 

13.03 Grabs 

MANAGING RISK 

Classification and service beyond class 

Nordseetaucher Gmbh 

Bramkampweg 9 • D-22949 Ammersbek 

Tel. +49 (0)4102 23180 

Fax +49 (0)4102 231820 

E-mail: info@nordseetaucher.de 

Internet: www.nordseetaucher.eu 

Offshore • Inshore • Nuclear 

Deep Tunneling • Underwater Wet Welding 

Cargo handling 


Drahtseilwerk GmbH 

Auf der Bult 14-16 


Tel. +49 471 931 89 0 

Fax +49 471 931 89 39 

mail@drahtseilwerk.de • www.drahtseilwerk.de 

Steel wire ropes up to 84 mm, 

special ropes for hoisting and luffing 

MRS Greifer GmbH 

Talweg 11 • D-74921 Helmstadt 

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 

ORTS GmbH Maschinenfabrik 

Schwartauer Strasse 99 

D-23611 Sereetz / Germany 

Tel. +49 451 39 88 50 

Fax +49 451 39 23 74 

Email: sigvard.orts-jun@orts-gmbh.de 

Internet: www.orts-greifer.de 

The best link 

between ship and shore 

14 

Alarm + safety 

equipment 

14.01 Lifeboats + davits 

d-i davit international gmbh 

Sandstr. 20 

D-27232 Sulingen 

Tel. (04271) 9 32 70 • Fax (04271) 93 27 27 

e-mail: info@davit-international.de 

Internet: www.davit-international.de 

Cranes, davits and free-fall systems 

Global Davit GmbH 

Graf-Zeppelin-Ring 2 

D-27211 Bassum 

Tel. +49 (0)4241 93 35 0 

Fax +49 (0)4241 93 35 25 

e-mail: info@global-davit.de 

Internet: www.global-davit.de 

Survival- and Deck Equipment 

HATECKE GMBH 

Am Ruthenstrom 1 

21706 Drochtersen / Germany 

Phone +49 (0)4143 91 52 0 

Fax +49 (0)4143 91 52 40 

Email: email@hatecke.de 

www.hatecke.de 

Lifesaving solutions you can rely on 

- for cruise and shipping industries. 

14.04 Fire protection 

Bahnhofstr. 79 • D-21224 Rosengarten-Klecken 

Tel. +49(0)4105 65 60-0 • Fax +49(0)4105 65 60-25 

info@deckma-gmbh.de • www.deckma-gmbh.de 

Fire-, Smoke-, FWBLAFFS Systems, 

Retrofit Systems 

Neue A-TECH 

Advanced Technology GmbH 

Litzowstr. 15 


Tel. +49(0)40 32 29 26 • Fax +49(0)40 32 69 04 

e-mail: mail@neueatech.de 

Fire Detection Systems • Safety Systems 

Uffelnsweg 10 

20539 Hamburg 

+49 (40)78 12 93-0 

schiffbau@k-j.de • www.k-j.de 

Fire Protection: KJ FireOff Systems, Sprinkler, CO 2 

IX 

Buyer´s Guide


X 

14.06 Searchlights 

TEDIMEX GmbH 

Hittfelder Kirchweg 21 • D-21220 Seevetal 

Tel. +49-4105-59862-10 • Fax +49-4105-59862-20 

e-mail: sales@tedimex.de 

Internet: www.tedimex.de 

16 

16.07 Arctic + polar 


18 4 

UV- and whitelight searchlights 

Offshore + Ocean 

Technology 

SEA2ICE LTD. & CO. KG 

Neuer Wall 80 • 20354 Hamburg, Germany 

Tel. +49-40-22614633 • Fax +49-40-180248037 

advice@sea2ice.com • www.sea2ice.com 

Design and concepts for offshore structures 

in ice and open waters, evacuation concepts 

Buyer's Guide 

Buyer‘s Guide 

Information 

Price per entry per issue: 

Size I Size II 

H 30/B 58mm H 40/B 58mm 

1 Keyword € 90,– € 120,– 

2 Keywords each € 85,– each € 115,– 




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

16.08 Subsea technology 

16.09 Marine equipment 

+ components 

The Buyer’s Guide provides a market overview and an index of supply 

sources. It is clearly organised according to key words. Every entry 

in the Buyer’s Guide includes your company logo (4 colour), address 

and communications data plus a concise description of product or 

services offered. 

Target 

regions 

Issues 

Europe International Select 

Germany/ 

Central Europe 

Worldwide 

Vietnam, China, 

Russia 

January – – 

– February February/Vietnam 

April April – 

June June June/China 

– August – 

September – September/Russia 

– October – 

November – November/China 

– December – 

Time span and discounts: 

Minimum time span for your 

booking is one year in one target 

region! Each target region 

can be booked individually. For 

bookings in several regions, we 

offer the following rebate off 

the total price: 

Two target regions/year: 10% 

Three target regions/year: 20% 

Online: In addition to the printed issues, the Buyer's Guide is also provided 

online. The premium online entry, including an active link, logo and 

e-mail, is free of charge for all customers of the Buyer’s Guide print issue. 



Tel. +49 (0)4102 23180 

Fax +49 (0)4102 231820 





CEMET LTD SP. Z O.O. 

GDAŃSK - POLAND 

tel. +48 58 301-41-68 

e-mail: g.lewandowski@cemet.com.pl 

www.cemet.com.pl 

Production of elements and mipulators 

on offshore platforms and vessels 

Hans-Böckler-Str. 50 • D-28217 Bremen 

Tel. +49(0)421 3903 208 • Fax +49(0)421-3903 291 

e-mail: info@mm-offshore.com 

Internet: www.mm-offshore.com 

OFFSHORE EQUIPMENT • OFFSHORE CRANES 

DECK CRANES 

For further information please contact: 

17 Maritime 

Services 

17.05 Insurance 

You can advertise in these categories: 


Werften 

2 

Propulsion systems 

Antriebsanlagen 

3 

Engine components 

Motorenkomponenten 

4 

Corrosion protection 

Korrosionsschutz 

5 

Ship's equipment 

Schiffsausrüstung 

6 

Hydraulic & pneumatic equipment 

Hydraulik & Pneumatik 

7 

On-board networks 

Bordnetze 

8 

Measurement & control devices 

Mess- und Regeltechnik 

9 

Navigation & communications 

Navigation & Kommunikation 

17.06 Professional 

Commercial Diver 

10 

11 

12 

13 

14 

15 

16 

17 

DVV Media Group GmbH • Nordkanalstraße 36 • D-20097 Hamburg 

Phone +49 40 2 37 14 -117 • Fax +49 40 2 37 14 -236 

florian.visser@dvvmedia.com • fs@friedemann-stehr.de 

Lindhorster Straße 4 • D-21218 Seevetal (Hittfeld) 

Tel. +49 (0)4105 77028-0 (24 hour service) 

Fax +49 (0)4105 77028-22 

info@Carl-Rehder.de • www.Carl-Rehder.de 

Insurance and shipping agents 

for seagoing- and inland shipping and fishery 



Tel. +49 (0)4102 23180 

Fax +49 (0)4102 231820 





Ship´s operation systems 

Schiffsführungssysteme 

Hệ thống điều khiển tàu 

Deck equipment 

Decksausrüstung 

Construction & consulting 

Konstruktion & Consulting 

Cargo handling technology 

Umschlagtechnik 

Kỹ thuật vận hành hàng hóa 

Alarm and safety equipment 

Warn- und Sicherheitsausrüstung 

Port construction 

Hafenbau 

Offshore & ocean technology 

Offshore&Meerestechnik 

Offshore + và công nghệ hải dương 

Maritime services 

Maritime Dienstleistungen 

Dịch vụ hàng hải 

18 Information 

Buyer´s Guide

Managed-services solution 

VSAT | MTN Satellite Communications 

(MTN), which is 

one of the main suppliers of 

VSAT products and services for 

the cruise industry, is emerging 

in the commercial maritime 

VSAT market. StreamXcel Plus 

is its new managed-services 

solution, which provides bandwidth 

optimisation functions 

as well as an integrated shipboard 

platform for VSAT and 

Inmarsat connectivity. 

StreamXcel Plus is a suite of tools 

permitting vessel owners to optimise 

their ships’ satellite voice 

and data traffi c while minimising 

costs. It also provides seamless 

worldwide coverage for vessels 

using MTN’s Ku-Band VSAT 

service, with automatic rollover 

to Inmarsat FleetBroadband 

whenever the vessel moves outside 

the Ku-Band beams. 

StreamXcel Plus provides two 

separate onboard networks for 

corporate communications and 

crew welfare. The corporate network 

includes two voice lines, 

data and Internet access over 

VSAT with FleetBroadband as 

a backup communications system. 

It also provides VSAT bandwidth 

optimisation through 

state-of-the-art data compres- 

sion and caching techniques to 

speed data transfer over MTN’s 

VSAT network. According to 

the company, the VSAT bandwidth 

optimiser saves time and 

reduces communication costs 

with applications performing 

up to 100 times faster and more 

responsively. 

The crew morale network offers 

two voice lines using MTN’s 

OceanPhone® stored-value 

calling plans and Wi-Fi access. 

MTN’s crew-calling and Internet 

billing platform offers crew 

members several ways to purchase 

calling and Internet services. 

The bandwidth for crew 

calling and Internet comes at 

no additional cost to the shipowner 

and does not interfere 

with the bandwidth dedicated 

to the ship’s business. The crew 

network is temporarily disconnected 

while the ship is using 

FleetBroadband to avoid running 

up high charges for crew 

calling. Crew services are automatically 

resumed when the 

ship re-enters MTN’s Ku-Band 

coverage area. 

StreamXcel Plus incorporates a 

wide range of tools to help the 

shipping company manage its 

ship-to-shore voice and data 

links, data compression, remote 

administration of servers and 

computers on board, and anti-virus, 

anti-spam and content fi ltering. 

MTN’s optional bandwidthanalyser 

software also gives the 

shipowner greater visibility into 

VSAT traffi c and usage patterns 

for analysis. 

MTN is said to be unique in the 

maritime VSAT marketplace by 

offering a guaranteed uncontended 

Committed Information 

Rate (CIR), which means that 

bandwidth is always available 

on a 1:1 contention ratio whenever 

the ship is communicating 

through the MTN VSAT network. 

The service plans also provide for 

a Maximum Information Rate 

(MIR), which allows for “burstability” 

to higher data rates when 

needed, for instance when transmitting 

very large data fi les. 

MTN’s fi rst customer for 

StreamXcel Plus is the German 

project and heavy-lift carrier, 

Beluga Shipping, which 

installed an MTN VSAT system 

on its new P-class ship, Beluga 

Shanghai. Beluga’s initial service 

plan calls for 128 Kbps CIR 

with the ability to surge to higher 

rates as needed. Beluga is also 

installing a fi xed MTN VSAT sys- 

The two separate onboard networks for corporate communications and crew welfare 

SHIP OPERATION | NAVIGATION & COMMUNICATION 

tem in Bremen for system integration 

and vessel simulation. 

The company plans to leverage 

the broadband ship-to-shore 

connections to integrate the 

fl eet’s ICT systems and processes 

into its worldwide enterprise 

infrastructure and network. For 

instance, the ships’ voice-over- 

IP (VoIP) switching systems will 

be connected via MTN to the 

central PBX exchange at Beluga’s 

headquarters, so the entire 

fl eet can be managed from the 

central switchboard as a worldwide 

network. 

Online learning for crew 

Cyprus-based Intership Navigation 

Co. Ltd. is leveraging MTN’s 

worldwide broadband satellite 

connections to enable a unique 

online crew training initiative on 

two new bulk carriers. 

The 177,000 deadweight ton 

ships are being built at the New 

Century Shipyard in Jing Jiang, 

China, the DHL Pacifi c and 

the Percival. Both ships were 

designed as designated training 

vessels, which can accommodate 

up to 12 nautical students 

and a training offi cer in 

addition to their standard crew 

complement. The shipboard 

training centre includes a secondary 

training bridge, separate 

from the ship’s navigation 

bridge, with a state-of-the-art 

simulator for watch-keeping instruction. 

The practical handson 

training is supplemented 

by an online education programme 

from Magellan Academy 

of Shipping & Transport 

(MAST), a Web-based academy 

that offers e-learning courses 

for nautical and technical seagoing 

staff. 

Using the MTN satellite connection, 

the students can participate 

in chat rooms and online 

forums to seek advice from 

career coaches at the company’s 

shore training centre in Manila. 

It also permits the shipboard 

training offi cers to access and 

check e-learning results of students 

via the shore-based MAST 

administration software and 

provide assistance as needed. 

Ship & Offshore | 2011 | No Ship & Offshore | 2011 | N 1 57 

o 1 57

SHIP OPERATION | NAVIGATION & COMMUNICATION 

‘Plug 

and Play’ 

THURAYA | Claimed to be 

the world’s smallest satellite 

broadband solution, Thuraya 

IP, is reported to be designed 

with a user-friendly ‘plug and 

play’ system. According to the 

company, Thuraya IP is one of 

the few solutions on the market 

which does not require 

customers to install additional 

software when operating 

Thuraya IP. 

Thuraya’s network resources 

are automatically allocated to 

IP customers in areas where 

there is high demand ensuring 

access to data services even 

when several simultaneous 

customers are using the product. 

Thuraya IP is claimed to be 

the fi rst satellite broadband 

terminal to reach 384 Kbps 

video-streaming speeds and 

has standard IP speeds of up to 

444 Kbps. A5 sized, it is a lightweight 

and portable device 

that offers asymmetric streaming 

whereby the user can select 

download and upload speeds 

without having to compromise 

on quality or cost. 

Thuraya provides mobile satellite 

services in more than 140 

countries in Asia, Africa, Europe, 

Australia and the Middle 

East. The company launched its 

third satellite in January 2008, 

which has brought countries of 

the Asia-Pacifi c region under 

its footprint and extended its 

coverage to nearly two thirds 

of the globe’s population. 

The A5 sized Thuraya IP 

satellite broadband terminal 


Worldwide network 

SATELLITE COMMUNICA- 

TION | Iridium Communications 

Inc. has announced 

the establishment of a global 

service programme for its Iridium 

OpenPort® broadband 

marine satellite communication 

product. Launching in 

the fi rst quarter of 2011, the 

programme aims to provide 

full-service shipboard support 

to any Iridium OpenPort customer 

at more than 50 ports 

around the globe. Iridium 

is said to be the fi rst mobile 

satellite service provider to offer 

full-service support of this 

kind for any of its products. 

According to the company, 

Iridium OpenPort is the 

world’s only global voice and 

data service specifi cally engineered 

for maritime use. The 

service leverages Iridium’s 

VHF locator beacon 


CODE OF PRACTICE | The 

newly introduced Code of 

Practice, Man Overboard: Prevention 

and Response, which 

has been developed and issued 

by Western Australia’s 

Commission for Occupational 

Safety and Health, specifi 

cally highlights VHF DSC 

technology. This is available 

in the Mobilarm’s V100 VHF 

locator beacon for quickly 

raising the alarm should a 

crew member fall off a vessel. 

The code details safety guidelines 

to prevent falls on 

commercial vessels as well 

as emergency responses for 

man overboard incidents and 

was developed in response 

to deaths arising from man 

overboard incidents and recommendations 

by the state 

coroner in his report on a 

death in 2006. 

Among the measures introduced, 

which include 

improved use of personal 

fl otation devices, the code 

global constellation of 66 

cross-linked low Earth orbiting 

(LEO) satellites to provide 

pole-to-pole coverage for 

ships at sea. 

The Iridium OpenPort Global 

Service Programme will 

comprise a robust network 

of experienced technicians 

located around the globe. As 

part of this initiative, Iridium 

has signed an agreement with 

Radio Holland to be the fi rst 

service partner for the Iridium 

OpenPort Global Service 

Programme. Radio Holland, 

a member of Imtech Marine, 

will provide portside technical 

support and assist Iridium 

with effi cient global logistics, 

managing three regional service 

centres enabling timely 

support at all major ports 

worldwide. 

highlights Man Overboard 

(MOB) alerting as vital to 

saving lives. 

The Mobilarm V100 is a new 

locator beacon that uses automatic 

VHF alerts and GPS 

positioning to ensure fast 

rescue of a MOB. The pocket-sized 

unit is attached to 

clothing or integrated with 

lifejackets and is automatically 

water-activated when 

the wearer has gone overboard, 

sending out a man 

overboard distress message 

and real-time GPS coordinates 

of the casualty’s current 

position via VHF DSC and in 

a synthesised voice on channel 

16. Since the probability 

of survival during a MOB 

event is directly related to the 

length of time in the water, 

alerting the crew aboard the 

parent vessel and other vessels 

in the vicinity will bring 

about a quick and effective 

rescue, therefore increasing 

chances of survival. 

Software 

upgrade 

The mespas cube acts as the 

vessel’s PCs and the central 

database ashore 

FLEET MANAGEMENT | Mespas 

AG has released version 

5.13 of its fl eet management 

software mespasR5. With more 

than 80 new functionalities 

and modifi cations, this software 

upgrade is said to be the 

most complex and largest ever 

released by the company. It 

contains enhancements and 

innovations to benefi t the operational 

as well as the management 

side of a shipping 

company’s business. The most 

important innovations relate to 

the mespas cube and mespas 

reporting engine. 

New features include a complete 

redesign of the Planned Maintenance 

System (PMS) – now 

called Asset Management System 

– which further improves 

the system’s architecture as well 

as the functionality and look of 

the user interface. Additional enhancements 

were implemented 

in part management, procurement, 

and maintenance. 

The mespas cube, installed on 

board the ships, is a small offshore 

server. It acts as the hub 

between the vessel’s PCs and the 

central database ashore. With 

the cube, the vessel client architecture 

was changed from a 

“single user/single PC” to a “client/server” 

architecture, which is 

fully network and multi-user capable. 

Thus, the software can be 

run on multiple PCs on board 

the ship, without impinging on 

the software’s ability to synchronise 

and work with the central 

database ashore. 

The overviews, comparisons 

and analyses can be run on single-vessel 

level as well as across 

products or even the entire fl eet, 

due to the centralised database.

Satellite data accelerator and 

control router 

GLOBAL MARINE NET- 

WORKS | A satellite data accelerator 

and control router called 

GMN webXaccelerator for 

ship-to-shore and remote communications 

needs has been 

introduced for the commercial 

fi shing, marine transport, 

cruise ships, offshore oil rigs, 

and fi rst-response communications 

coordination markets. 

The webXaccelerator has been 

developed to give users of satellite 

and other wireless data 

systems control of their satellite 

data installations, while it 

is said to provide data speeds 

up to fi ve times faster than uncompressed 

rates. 

The webXaccelerator can be 

used to address common situations 

for satellite data system 

users and installers: create a 

At the forefront of 

Mobile Satellite 

Services for 30 years 

satellite-based Internet café; 

generate new revenue or control 

shared usage through userdefi 

ned pin codes for clients, 

crew or passengers using a 

single data feed, solve installation 

challenges through loadbalancing, 

or increase reliability 

by changing between two 

different satellite networks on 

the fl y. 

There is no expensive landbased 

server required and 

SmartCompression gives data 

speeds up to fi ve times faster 

than uncompressed rates. Usage 

controls can limit groups or 

individual users by time, megabytes, 

or website white/black 

listing, while pin codes let customers 

generate new revenue 

by sharing or selling unique pin 

codes to crews, clients or pas- 

• On-demand solutions for any size or type of maritime 

operation, anywhere in the world 

• 24/7 global customer support 

• World-leading suppliers through one of the 

most trusted and experienced providers 

sengers. Firewall fi ltering is enabled 

by MAC or TCP/IP address 

and/or port number. Seamless 

failover service redirects data 

feeds, giving users the ultimate 

reliability of changing between 

different satellite networks on 

the fl y. Shared onboard caching 

provides fast load times for 

commonly visited sites. 

The GMN webXaccelerator 

works with every major satellite 

data service provider including 

Inmarsat, Iridium, Globalstar, 

Thuraya, MSAT, VSAT systems, 

or any IP-based connection. It 

works at all data rates above 

2.4KBps, and is specifi cally 

designed for the new generation 

of higher-speed satellite 

data systems such as Inmarsat 

FleetBroadband and Iridium 

OpenPort. 

The world’s most powerful alliance for FleetBroadband 

Innovative solutions to 

enhance standard 

satellite communications 

See how we can enhance your maritime satellite communications experience – contact Marlink 

Tel (24/7) +32 70 233 220 · Fax +32 2 332 33 27 · information@marlink.com 

Bandwidth 

doubled 

MINI-VSAT | A growing number 

of operators using KVH’s Trac- 

Phone® V7 and mini-VSAT 

BroadbandSM service has 

prompted KVH Industries Inc. to 

increase bandwidth in popular 

regions. KVH and its partner Via- 

Sat, Inc. have more than doubled 

the network’s bandwidth capacity 

in the North Atlantic. The 

mini-VSAT Broadband network 

was designed from the ground 

up as an alternative to traditional 

maritime VSAT services. It also 

includes the KVH TracPhone V7, 

the fi rst FCC-approved 24-inch 

(60cm) VSAT antenna. Mini- 

VSAT Broadband’s seamless 

worldwide network is delivered 

by twelve satellite transponders 

and nine secure Earth stations 

and offers voice service and Internet 

access. 

Offering customers the most 

comprehensive product 

portfolio on the market 

www.marlink.com 

OSLO • LONDON • HAMBURG • BRUSSELS • ATHENS • DUBAI • MUMBAI • SINGAPORE • TOKYO • WASHINGTON DC • HOUSTON

SHIP OPERATION | INDUSTRY NEWS 

Portable mobile refrigerator 

DOMETIC MARINE | A new 

portable mobile insulated refrigerator 

called CF850 has 

been launched by Dometic Marine. 

Providing 29.3 ft3/0.83 

m 3 of portable AC/DC refrigeration 

and an integrated battery 

that provides up to eight 

hours of operation without a 

power supply, the CF850 offers 

an innovative solution for the 

transportation and storage of a 

wide range of temperature-sensitive 

products including food 

and medical supplies to, for instance, 

an offshore platform. 

GSM 

at sea 

MARLINK | A new GSM service 

called Call@SEA was recently 

introduced by Marlink. The 

new service enables crew to use 

their own GSM-enabled mobile 

phones on board, providing access 

to the same service quality 

at sea as they receive on land. 

Marlink’s new Call@SEA service 

provides GSM on board the 

vessel, enabling crew to call and 

SMS as they would ashore. Users 

can either utilise their own 

existing mobile subscription or 

an onboard prepaid subscription. 

For crew using their own 

personal subscriptions, the 

service is delivered, priced and 

charged by the mobile operator 

they use ashore. 

Call@SEA also provides vessel 

operators with a direct channel 

to locally communicate with all 

users of the onboard GSM network. 

The channel can be used 

by vessel operators to communicate 

with crew. Using software 

provided by the Call@SEA service, 

vessel operators are able to 

send SMS messages to all users 

connected to the onboard GSM 

network, enabling fast and effi 

cient communication with 

crew. 

Marlink introduces the new 

Call@SEA service to its portfolio 

of Value Added Services. 


Dometic Marine’s portable mobile 

insulated refrigerator is said 

to offer a cost-effective alternative 

to traditional stainless-steel 

built-in boxes for an extensive 

range of commercial and workboat 

applications. The fl exible 

unit can be easily and quickly installed 

and removed to meet the 

vessel operator’s specifi cations. 

The CF850 refrigerator features 

an energy-effi cient air circulation 

system that is reported to ensure 

optimal temperature distribution 

within, as well as digital controls 

that enable users to set tempera- 

tures between 0°C and 11.5°C. 

The unit can be easily installed 

anywhere, including into the vessel’s 

galley space, without the use 

of tools, while the included belt 

set ensures quick and secure anchoring. 

The CF850 refrigerator 

is housed within a robust casing, 

providing good durability and 

protection of its contents in the 

maritime environment. 

The CF850 refrigerator incorporates 

several safety features including 

an optical temperature 

alarm system, double-magnet 

door seal and door lock that can 

Emissions index launched 

IAPH | The World Ports Climate 

Initiative (WPCI), under 

the auspices of the International 

Association of Ports 

and Harbors (IAPH), has introduced 

the Environmental 

Ship Index (ESI), an international 

standard for calculating 

ship emissions. Ports and other 

nautical service providers 

can use the index, launched in 

January, to reward clean ships 

and thus help encourage sustainability 

in the shipping industry. 

Participation by shipowners 

is voluntary. They can calculate 

their vessels’ emissions 

on the newly constructed 

website www.environmentalshipindex.org. 

Participating 

vessels will receive a certifi - 

cate that may earn them discounted 

port dues, rates and 

the like. 

The ESI identifi es seagoing 

vessels that perform better in 

reducing emissions than required 

by current standards set 

by the International Maritime 

Organization (IMO), which 

are based on the amount of 

nitrogen oxide (NOx) and 

sulphur oxide (SOx) released 

by the ship. In addition, the 

ESI tests for the presence of a 

EEDI for Hapag-Lloyd 

GL | The Energy Effi ciency Design 

Index Certifi cate (EEDI) 

certifi cate was given to Hapag- 

Lloyd in accordance with the 

voluntary EEDI guidelines, 

MEPC.1/Circ.681 and 682 of 

the International Maritime Organization 

(IMO). The attained 

EEDI value of the vessel turned 

out to be signifi cantly better 

than the present average vessel 

of this size, underlining the 

high energy effi ciency of the 

vessel’s design. 

The EEDI compares theoretical 

CO 2 emissions and transport 

work of a vessel (gCO 2 / 

(t*nm)) and will eventually be 

benchmarked against an IMOset 

requirement. 

As the individually attained 

EEDI for a ship represents 

the basic energy effi ciency of 

a design, it can be used as a 

benchmark within an operator’s 

fl eet as well as for a comparison 

against a competitor’s 

fl eet. Benchmarking against the 

The new CF850 portable 

mobile refrigerator 

be opened from the inside. The 

refrigerator also features a powerful 

interior multi-LED lighting 

system and wire shelves that can 

be arranged to suit the contents 

of the load. 

management plan for greenhouse 

gas emissions. Modern 

seagoing vessels with clean 

engines that use low-sulphur 

bunker oil in ports score high 

on the ESI, the IAPH noted. 

The WPCI comprises 55 of the 

world’s key ports, which have 

committed themselves to reducing 

their greenhouse gas 

emissions while continuing 

their role as transportation 

and economic hubs. Over the 

past two years, the ports of 

Le Havre, Bremen, Hamburg, 

Antwerp, Rotterdam and Amsterdam 

have worked together 

closely to develop the ESI. 

ship’s operations is possible as 

well. This means that the determination 

of the EEDI also 

makes sense for ships already 

in service, provided all data for 

a complete EEDI Technical File 

are available. 

For the verifi cation of the EEDI, 

a so-called technical fi le was 

established, which summarises 

all relevant technical data and 

documents the calculation procedure 

towards the fi nal EEDI 

value.

Operator interfaces for 

dry cargo products 

CARGOTEC | A new Portable 

Operating Unit (POU) for use 

with side-rolling hatch covers 

has been developed by 

Cargotec’s R&D team. At the 

same time, Cargotec has begun 

to create a new product 

series of future low- and highend 

starters. 

The new unit is said to provide 

an improvement for 

the operation of side-rolling 

hatch covers. Instead of operating 

hatch covers with manual 

hydraulic valves from a 

local control stand where 

their movements are restricted, 

the new unit allows the 

operator to move away from 

the control stand. 

According to the company, 

this makes hatch cover operation 

safer and easier to con- 

trol, particularly if there are 

unexpected situations during 

the drive process. The user 

receives feedback directly 

from the POU, not only from 

warning lights as before, but 

also in the form of short text 

messages. Furthermore, the 

unit is reported to be ergonomically 

easy to use. 

A bus communication technology 

has been employed 

instead of a traditional I/O 

system and it is said to be 

shock-resistant and durable 

for use in the marine environment. 

The covers are designed 

to have protective features 

and the unit is made from 

corrosion-free materials. 

Initially, the portable controller 

is designed to be used with 

MacRack systems, but in the 

Supported by: 

The new Portable Operating 

Unit from Cargotec 

future other solutions – simple 

or sophisticated - could 

start to use this operating 

unit as well. Further development 

plans include wireless, 

Bluetooth-technology based 

operation options. 

New 

container 

LANGH SHIP | A new 20’ 

hard open top bulk container 

has been launched by Finnish-based 

Langh Ship Cargo 

Solutions. 

The payload of the container 

is 30 tonnes and the tare 

weight is 3.6 tonnes. 

The container can be loaded 

through three bulk hatches 

on the roof, or the roof can 

be removed and bulk can be 

loaded with a wheel loader. 

Handling of the container’s 

roof is reported to be very 

simple due to the forklift 

pockets integrated in the roof. 

Furthermore, the door header 

can be opened, which results 

in a complete roof opening. 

This makes it possible for 

a forklift to drive into the 

container.

SHIP OPERATION | INDUSTRY NEWS 

AIS network for 

inland waterways 

SAAB TRANSPONDERTECH | 

A contract from the China 

Maritime Safety Agency 

(MSA) has been awarded to 

Sweden-based Saab TransponderTech 

AB to supply 

an AIS network covering six 

major inland waterways in 

China. 

The AIS stations are said to 

improve the China MSA’s visibility 

over the thousands of 

vessels transiting the country’s 

extensive rivers and canals, 

by capturing each vessel’s 

name and description, 

as well as its position, speed, 

heading and other data for 

display at vessel traffi c monitoring 

stations. 

Under the contract, Saab will 

supply some 150 AIS base 

stations and more than 50 


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system servers along the historic 

Beijing-Hangzhou Canal 

(also known as the Grand 

Canal of China), as well as 

the Heilongjiang, Songhua, 

tributaries of the Yangtze, 

Pearl and Huaihe River systems. 

Saab earlier supplied 

the AIS network covering 

China’s coastal waters. 

It is estimated that China 

has a total fl eet of more than 

200,000 inland vessels in operation. 

The Grand Canal of 

China is the world’s oldest 

and longest man-made waterway, 

far surpassing Suez and 

Panama canal. It comprises 

1,795 km (1,114 miles) with 

24 locks and approximately 

60 bridges. The canal was fi rst 

constructed between 486 BC 

and 610 AD 

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Decrease of 

administrative burden 

SHORT SEA SHIPPING | The 

European Commission has 

launched a pilot project designed 

to reduce administrative 

burdens in shipping. 

Short sea shipping is regarded 

as an environmentally 

friendly way of transporting 

freight within the European 

Union, but complex procedures 

hamper its full development. 

These could be overcome 

by creating a “blue belt” for 

maritime transport in which 

ships could operate freely 

within the internal market, 

with a minimum of administrative 

burden, by using the 

latest technology to monitor 

maritime transport. Substantial 

work on the one-year pilot 

project will be carried out 

by the European Maritime 

Safety Agency (EMSA). 

The project should help in 

assessing which services the 

European vessel traffi c monitoring 

system – known as 

SafeSeaNet – can offer customs 

authorities to support 

their mission, while reducing 

the administrative burden 

on short sea shipping. Safe- 

SeaNet will make it easier 

for authorities to distinguish 

between ships engaged exclusively 

in internal EU-trade 

and other ships, offering 

ships engaged exclusively in 

intra-EU trade a regime comparable 

to road haulage. The 

SafeSeaNet system monitors 

vessel movements and permits 

the exchange of vessel 

data between Member States. 


Next edition’s topics: 

OFFSHORE 

OIL & GAS 

Plus: 

� Offshore renewable energy 

� Offshore construction 

� Offshore drilling 

� LNG/LPG 

� Propulsion & manoeuvring 


� Ship design & construction 

� Electrical engineering & on-board 

networks 

Advertising deadline 

18 March 2011 

Bonus distribution: 

Sea Asia | Singapore: April 12th-14th 2011 

OTC | Houston: May 2nd-5th 2011 

Baltic Future | Rostock: May 2nd-5th 2011 

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or mail to fl orian.visser@dvvmedia.com

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Arctic technology: Winterisation of FPSO 38 Cruise ... - Ship & Offshore

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