Protection of Fuel Tanks Safety ahead! - GL Group

The Magazine for Customers and Business Partners
Protection of Fuel Tanks
Safety
ahead!
China Tracking Down Vibration
Environment Waste Overboard?
Energy India´s Wind Giant
EDITION 4 • 2006

Six thousand times thank you!
Six thousand ships with GL class.
Germanischer Lloyd Aktiengesellschaft
Vorsetzen 35 · 20459 Hamburg/Germany
Phone: +49 40 36149-0 · Fax: +49 40 36149-200
headoffice@gl-group.com · www.gl-group.com
Six thousand ships with about 60 million GT are now on course with GL class! This is a
wonderful occasion to thank our customers for their trust and cooperation in the spirit
of partnership. At the same time this milestone is a great incentive for us to continue
our successful growth and to keep offering our customers first-class service.

Dear Readers,
The year 2006 will be ending in just a few weeks. Perhaps
it is a bit too early to draw any final conclusions just yet.
But there can already be no doubt that Germanischer
Lloyd will once again be able to present impressive
growth figures. During the first three quarters alone,
Maritime Services sales increased by 11 % while Industrial
Services sales grew by as much as 34 %. We are
especially happy about the rising number of newbuilding
orders for tankers and bulk carriers. In particular,
we have been able to boost tanker classification orders
by almost two million GT, demonstrating that our
corporate expansion strategy is on the right track.
Despite vigorous competition, we successfully defended
our market share in the classification of container vessels.
In October 2006, we received the highest number
of orders this year, and the second highest in our com- Rainer Schöndube
pany’s entire history of 139 years. A special highlight in
November was the world’s first-ever order for the classification
of submarines, specifically three vessels from German production for the South
African Navy. Our innovative submarine engineering rules, first published in February 2005,
underscore our comprehensive technological expertise. Germanischer Lloyd is the only
classification society offering such a service. Our maritime safety philosophy of maximizing
precaution while ensuring economic feasibility remains as compelling as ever. New international
regulations for the protection of fuel oil tanks were introduced recently. Our engineers
show how doing a few extra calculations can be most worthwhile in finding the optimum tank
arrangement. To learn how helpful this is, please read our lead article.
Success makes attractive. The shareholders of Germanischer Lloyd are being ardently courted
at the moment. While we perceive these renewed advances as clear appreciation of our excellent
performance, there should be no misconceptions about the origin of our success. Indeed,
it is the result of the hard work of our loyal employees, who are dedicated to providing excellent
service to the customers of our Society. “Operating 24/7” is not only our credo but also
the first-class principle of continued commitment to quality, safety and economic efficiency.
We will continue to be there to offer you outstanding service. You have my word on that.
Yours sincerely,
Das Besondere
ist unsere Stärke
Rainer Schöndube
Member of the Executive Board
EDITORIAL
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3

CONTENTS
IMPRINT
12
Safety:
Fuel Tank
Protection
16
Interview:
EMSA Executive
de Ruiter
24
GL Pegasus:
The Software
that Tells
40
Wind Energy:
India’s
Market
Leader
COVERSTORY
12 Fuel Tank Protection: Safety Ahead!
MARITIME SERVICES
5 News
11 CD-ROM: The New GL ShipManager
16 “Safer than in the Past” – Interview EMSA Executive de Ruiter
19 GL Vent: Cool Transport
20 Emergency Response Service: SOS at 0. 30 a.m.
23 Shiplifting: Fluids in Motion
24 GL Pegasus: Checking Steel in Style
26 Union Transport: From Basel to Bromley
29 “Quality is Non-Negotiable” – Interview Dr Wasmansdorff
30 China: Tracking Down Vibration
32 Waste Management: Waste Overboard?
36 VDMA: Goals for the Future
INDUSTRIAL SERVICES
38 News
40 India: Lord of the Wind – Interview Suzlon CEO Tanti
43 Poland: Just a Stamp Won’t Do
44 Pipelines: Smart Pigs on a Mission
STANDARDS
46 Perspectives – Review: Plimsoll’s Lifeline
47 New Directions – GL Academy
48 Addresses: Headquarters and Divisions
nonstop Issue no. 4/2006, Dec. 2006 Circulation nonstop is published four times a year with a print run of 9,500 copies in German and 11,500 in English Published by
Germanischer Lloyd Aktiengesellschaft, Hamburg Editorial Director Dr Olaf Mager, Press and Information Managing Editor Steffi Gößling Authors of this issue Steffen Brauer
(SB), Hendrik Bruhns (HB), Ould El Moctar (OEM), Christian Göldenboog (CG), Anne Güldenpfennig (AG), Jürgen Helm (JH), Christoph Hinz (CH), Jörn Iken (JI), Atanaska
Kostadinova (AK), Nora Luttmer (NL), Jens Meyer (JM), Stefanie Normann (SN), Nina Pauls (NP), Barbara Sommerhoff (BS), Jasmin Straube (JS) Design and Production
printprojekt, Schulterblatt 58, 20357 Hamburg, Germany Layout Oliver Lohrengel Prepress Fire Department Printed by K.O. Storck & Co. Subscription Service This magazine
can be obtained from pr@gl-group.com Reprint © Germanischer Lloyd Aktiengesellschaft 2006. Reprinting permitted – copy requested. All information is correct to the best
of our knowledge. Contributions by external authors do not necessarily reflect the views of the editors or of Germanischer Lloyd. Enquiries to: Germanischer Lloyd AG, Press
and Information, Vorsetzen 35, 20459 Hamburg, Germany, Phone: +49 40 36149-4509, Fax: +49 40 36149-250, E-Mail: pr@gl-group.com
4 nonstop 4/2006
Photo: Eberhardt Petzold (Cover)

News from the Maritime Services
ECONOMIC ADVISORY COMMITTEE
News from Panama
AFrench competitor’s takeover attempt
was among the many topics.
Following GL Board Member Rainer
Schöndube’s detailed report on the
business situation of the enterprise,
the participants at the second annual
meeting of the Economic Advisory
Committee briefly discussed the BV
takeover offer. Several representatives
of shipown-ing companies threatened
to change classes in the event that
Germanischer Lloyd’s high safety and
quality standards were to be compromised.
The full agenda prevented a more
extensive discussion. Dr Hermann J.
Klein explained the upcoming changes
affecting Panmax ship sizes. Following
the enlargement of the Panama Canal,
larger Panmax-type container vessels
will be able to use this major transit
route from the year 2014 onwards.
The dimensions of the new ship
type will be matched to the width of
the locks. These will be 427 m long, 55
m wide, and 18.3 m deep. Dr Klein introduced
a new, innovative container
ship design adapted to the new canal
dimensions – 398 m long, 54.2 m wide
and 27.7 m tall, capable of carrying
14,000 standard containers. The new
regulation on the protection of fuel
oil bunkers, effective for ships with
keels laid on or after 1 February 2008,
have been incorporated in the design
of these vessels (refer to our lead story
on p. 12).
Yacht design. A speech that met with
particular interest was the lecture by
TAKEOVER OFFER
Vive la Différence
Germanischer Lloyd AG’s management
and supervisory board have
recommended that their shareholders
reject the takeover offer of Bureau
Veritas. It is neither adequate for the
Photo: judel/vrolijk & co
REGATTA YACHT. Design makes the difference.
Torsten Conradi, general manager of
judel/vrolijk & co engineering gmbh,
on the topic: “What are the Characteristics
of Successful Regatta and Series
Yachts?” His engineering company, active
internationally, has been designing
sail and motor yachts since 1978.
With its first series yacht, named “Popcorn”,
judel/vrolijk & co firmly established
their name in the regatta world.
Their designs have earned numerous
titles in international competitions,
among them nine Admiral’s
society and its 3,200 members, nor is
it in the shareholders’ best interest.
Upon reviewing and evaluating the offer,
a mutual statement was prepared,
explaining to the 50 shareholders the
NEWS | MARITIME SERVICES
Cups, the unofficial team ocean racing
world championship. Apart from racing
yachts, the company has also become
a leader in the design of cruising
yachts.
As with all sports disciplines, it is
not just the material used that makes
the difference. The hull, the sails, the
rigging, the trim – they all figure in the
equation, as do the preparation logistics,
the sailing tactics, and the team’s
professionalism.
www.judel-vrolijk.com
grounds for declining the offer. The
statement clearly refl ects the unanimous
disapproval of the offer by the
management team, the supervisory
board and the employees.
nonstop 4/2006
5

MARITIME SERVICES | NEWS
MARKET STUDY
Shipbuilding Boom
Continues
The recent shipbuilding market study
by HypoVereinsbank, Hamburg,
leaves no room for doubt. Shipyards
and suppliers can expect to be working
at their limits for years to come,
while market prices will reach record
levels.
For over three years, the world’s
shipbuilding industry has been enjoying
its most persistent and vigorous
high tide ever. On 1 August 2006, there
were 5,386 ships on order worldwide
with a total tonnage of 269.1 million
dwt (an international unit of measure
for ship sizes), or 117.4 million CGT
(another international unit of measure
for ships), and a total ordered value of
US$ 263.9 billion.
The situation looks bright for German
shipbuilders. German shipyards
STG GENERAL ASSEMBLY
The Need for a Long-term Perspective
Whatever the reason, the opening
night of this year’s annual
meeting of the Schiffbautechnische
Gesellschaft, Germany’s time-honoured
Society for Maritime Technology,
at Hotel Hafen Hamburg was
unusually crowded. STG honorary
member Bernhard Meyer, owner of
the Meyer Werft shipyard in Papenburg,
enlightened the audience on
the strengths and opportunities of
the German shipbuilding industry.
Referring to the current high level of
incoming orders, he used the steel,
copper and nickel markets as examples
to illustrate the exotic world
of pricing, showing how difficult it
can be to make sound price calcula-
ADMONISHION. Shipbuilder
Bernhard Meyer discussing the
future of the industry.
6 nonstop 4/2006
Photo: Bogumil
THE LAUNCH. Newly-built
vessel by tanker specialist
Lindenau-Werft.
are currently profiting from a boom in
the container and specialty ship sectors
where Far-Eastern shipyards are
unable to meet the current demand so
orders have been rerouted to Europe.
Innovative power. By collaborating
more closely, European shipbuilders
could position themselves even better.
German shipbuilders in particular,
tions in a high-demand situation.
The high-end luxury yacht and
cruise ship sector will offer shipbuilders
attractive opportunities
during the next ten years. Continued
product innovation and further
improvements to the industry’s internal
structure are prerequisites for
translating opportunities into business
success. Collaboration in research
projects in the areas of manufacturing
and logistics could generate
competitive advantages. Cooperative
purchasing on a national and
international level will save costs.
Competition from Asia. Citing deficits
in engineer training, Meyer called
upon the government to step up its
support for education. He also criticized
the high social security contributions
as a factor compromising international
competitiveness.
The high cost of labour, he said, is
just as problematic for shipbuilders
as the excessive bureaucracy. He particularly
referred to current tax legislation
levying taxes on the common
practice of interim financing of newbuildings.
Urging the political decision-makers
not to underestimate
the long-term aspirations of the
great Asian nations, he said: “They
want to achieve something. They
want to participate in our wealth.”
as well as the world-leading German
supply industry, should further leverage
their innovative potential: leadingedge
ship design, superior quality and
innovation, reliable delivery timing,
and flexibility will be key parameters
for competing successfully in the international
marketplace.
ORDERBOOK
New Record in
October
PRESENTATION.
GL Executive
Rainer Schöndube.
Classification orders for more
than 100 newbuildings with a
total GTI number of 2.1 million
set the monthly record in orders
received for 2006, topping the
total volume of the year 1995. By
the end of October, orders totalled
1,116 ships with a joint GTI of 19.6
million. “Based on our current orders
on hand, we expect 2006 to be
another year with a double-digit
growth rate,” said Germanischer
Lloyd Board of Executives Member
Rainer Schöndube.
Photo: Bogumil

VIETNAM
Two New Offi ces
November was a busy month: Vietnam
became a member of the
World Trade Organization (WTO);
the trade fair “Maritime Vietnam”
showcased the growing importance
of shipbuilding and the supply industry;
and Germanischer Lloyd officially
opened its new offi ces in Hanoi
and Haiphong. Le Thanh Binh,
Germanischer Lloyd Country Manager
for Vietnam, welcomed more
than 60 guests from the country’s
administration, the shipyard industry
and shipowning companies
to the opening ceremony in Hanoi.
GL opened its fi rst branch offi ce
in early 1995 in Ho Chi Minh City. To-
PARTY TIME. Dang Thanh Quang (left) and
Huynh Hong Vu (right) congratulate Le Thanh
Binh and Dr Volkmar Wasmansdorff (GL).
SHIPBUILDING
German Shipyard Orders – Totalling
US$ 33.5 billion
At the end of the third quarter 2006,
5,386 ships were on order with
shipyards worldwide, ordered by 770
ship-owners from 61 countries. The
orders-per-country list is headed by
shipowners from Japan and Germany,
totalling US$ 36.9 billion and US$
33.5 billion, respectively, followed by
day, close to 30 container ships and
multi-purpose vessels under construction
in Vietnamese shipyards
for Vietnamese, German and Danish
owners are up for classifi cation by
Germanischer Lloyd. Even the local
supply industry uses GL certifi cation
services for equipment such as boilers
or welding consumables.
the USA. (US$ 21.4 billion), Greece
(US$ 18.8 billion), and Norway (US$
16.5 billion). According to Clarkson
Research, the high investment volume
in Germany is largely attributable to
the German limited partnership (KG)
model that facilitates access to private
capital.
Germanischer Lloyd Supervisory Board Visits China
The Chinese shipbuilding industry keeps growing. The members of the Germanischer Lloyd Supervisory Board could see this for
themselves during a joint trip to China in September. In Guangzhou, GL Executive Board Member Rainer Schöndube (seated, 2nd
from the right) and Yiu Xueming (seated, second from the left), General Manager of Guangzhou Wenchong Shipyard, signed a
GL-classifi cation agreement for twelve 1740 TEU container vessels.
ASIA
NEWS | MARITIME SERVICES
FAREWELL.
SDARI manager Hu Jintao
and Hergen Thielemann.
Thielemann Retiring
Before I close a business deal, I
want to get to know my business
partners personally.” This was
Hergen Thielemann’s approach
to winning customers throughout
the Asian continent, said Dr Hermann
J. Klein in his eulogy during
Mr Thielemann’s farewell ceremony
in Shanghai last October.
Thielemann leaves Germanischer
Lloyd after nearly 29 years
of service in 14 countries. His last
position was that of East Asian
Division Manager, based in Singapore
and Shanghai. Life in Asia
is not always easy for a European,
said Hu Jintao, President of naval
engineering company SDARI. “You
managed with sincerity and a good
sense of humour. We will always remember
you with fondness.”
nonstop 4/2006
7

MARITIME SERVICES | NEWS
LECTURE
Taming the Monster Waves
The event at the great hall of the
Hamburg Ship Model Basin (HSVA)
was better attended than some of his
university lectures, said Günther F.
Clauss, winking, as he began the 29th
Georg Weinblum Memorial Lecture.
150 engineers had come to listen to
Clauss, a professor at the Berlin Technical
University’s Institute of Naval
and Maritime Technology. The title of
his speech: „The Taming of the Shrew
– Tailoring Freak Wave Sequences for
Seakeeping Tests.“
„What is a monster wave?“ asked
Clauss, introducing an evasive of topic
to his audience. The existence such
extreme waves, characterized by an
enormous height, is hard to prove. A
LOBBYIST.
Dr Mary Papaschinopoulou.
GL EXCHANGE FORUM
Trained for Ice
PAPENBURG
few occurrences have been registered
by offshore research platforms. „But
monster waves are not as rare as you
might think,“ said Clauss. His goal is
to put some figures on the seemingly
incalculable phenomenon. As a result
of his research, freak waves can now
be described through mathematical
models, and simulated in wave channels.
Their effects on ship models can
be tested under realistic conditions.
Clauss envisions computer programs
capable of anticipating monster
waves. One day, CASH (Computer Aided
Ship Handling) systems will hopefully
deliver information on an imminent
natural event previously considered
unpredictable. Germanischer
What Counts in Brussels?
Leverage your contacts proactively! This is
your only chance to make your ideas be
heard!“ A piece of advice given by Dr Mary
Papaschinopoulou to an audience of 220
guests invited by Germanischer Lloyd to
the Old Papenburg Shipyard.
Papaschinopoulou heads the Brussels
offi ce of the Northern German Chamber of
Commerce and represents the interests of
Germanischer Lloyd with European Union
What kinds of problems can ships encounter in icy seas?
How can damages be prevented? At the recent GL Exchange
Forum “Operating in Ice”, three Finnish experts educated
their audience of 80 about the hazards of navigating
through a frozen Baltic. They agreed that many propeller
and rudder damages are caused by inexperienced crews.
Collisions frequently occur between a ship and its icebreaker
or between several ships of a convoy. Cracks, holes
or damaged superstructures are often the consequences,
said Seppo Liukkonen, Germanischer Lloyd’s Helsinki Station
Manager.
Navigating ice. But how can you prevent such accidents?
Deltamarin Contracting LTD is currently developing specialized
ice navigation training programmes. Expert Kimmo
Juurma promised: “The first pilot project will be launched
soon.” Captain Atso Uusiaho of Finnish icebreaker operator
Finstaship is looking forward to its implementation: “So
far, the only way to learn was trial and error.”
For further information: Seppo Liukkonen, Station Manager Helsinki,
Phone: +358 9 6850750, E-Mail: seppo.liukkonen@gl-group.com
8 nonstop 4/2006
EXPERT.
Prof. Günther
F. Clauss.
Lloyd is actively supporting this development
project.
Memorial Lecture:
The Georg Weinblum Memorial Endowment
was established in 1978 in
Germany and the USA in memory of
Georg P. Weinblum, an internationally
renowned naval scientist. Once every
year, an internationally respected naval
hydrodynamics expert gives a lecture
to support international cooperation
in this fi eld as fostered by Weinblum.
agencies. In her speech, she emphasized Europe’s
role as a focal point of maritime trade:
40% of the world’s trade fl eet is Europeanowned,
and 80% of EU imports and exports
pass through the Union‘s seaports. “2007 will
be an interesting, trend-setting year for maritime
trade,” said Dr Papaschinopoulou. Key
items on the agenda are the Third Maritime
Safety Package, and the Green Book defi ning
a common European maritime policy.
ICE TRIP.
Many crews lack
experience.

MILESTONES
New Agreement
Hapag-Lloyd and Germanischer
Lloyd have signed an agreement
on classification and flag-state servicing
of GL-classed ships. “This agreement
is a milestone in the longstanding
partnership between Hapag-
Lloyd and Germanischer Lloyd” said
Germanischer Lloyd executive Dr
Hermann J. Klein. With an initial term
of five years, the agreement covers all
of Hapag-Lloyd’s newbuilt ships classified
by Germanischer Lloyd. The
innovative stipulations of the agreement
significantly reduce administrative
effort.
Perspective. “This agreement reinforces
the existing relationship of trust
and the mutual commitment to close
cooperation for years to come,” said
Hapag-Lloyd executive Adolf Adrion.
MUTUAL TRUST. Executives
Dr Klein (GL) and Adrion (Hapag-Lloyd).
DECEMBER
07.12.2006
GL Container Forum 2006
Hamburg, Germany
JANUARY
20.01. – 28.01.2007
Boot
Düsseldorf, Germany
24.01. – 25.01.2007
6th Conference of Corrosion
Prevention
Hamburg, Germany
24.01. – 25.01.2007
The Royal Inst. of Naval
Architects, „Developments
in Classifi cation and
International Regulations“
London, UK
MARCH
07.03. – 09.03.2007
Inmex China
Guangzhou, China
12.03. – 15.03.2007
Seatrade Cruise Shipping
Miami, USA
13.03. – 15.03.2007
Terminal Operations
Conference Asia
Hongkong, China
21.03. – 22.03.2007
Defence Technology Asia
Singapore
27.03. – 28.03.2007
Intertanko
Houston, USA
28.03. – 29.03.2007
IMarEST Propulsion
BENCHMARK.
German conventional submarines are
among the world‘s best.
SOUTH AFRICAN NAVY
First-ever Classed Submarines
The modern submarine fleet of the
South African navy will be classified
by Germanischer Lloyd. The
order includes the examination of
engineering drawings, as well as
annual safety audits. This makes
Germanischer Lloyd the world’s
first-ever classification society to be
entrusted with the technical inspection
of military submarines.
The order comprises three conventional
class 209, 1400 MOD-type
submarines. Germanischer Lloyd will
inspect the hull engineering drawings,
as well as the engine and electrical
systems based on GL engineering
regulations for military vessels. The
rules governing classifi cation of na-
Maritime services trade fairs
Photo: Hapag-Lloyd
Conference
London, UK
29.03. – 30.03.2007
SAFEDOR MÜNCHEN
Munich, Germany
APRIL
02.04. – 04.04.2007
Sea Asia
Singapore
11.04. – 12.04.2007
Motorship Propulsion
Conference
Hamburg, Germany
17.04. – 20.04.2007
LAAD
Rio de Janeiro, Brasil
25.04. – 28.04.2007
Europort Eurasia
Istanbul, Turkey
NEWS | MARITIME SERVICES
val ships were amended by new specifi
cations for military submarines in
February 2005.
The class. The South African submarines
will receive the 100 N 6 Submarine
class label. Their propulsion
systems will be classed MC U.
The fi rst technical inspections are
stated for the spring of 2007. They
will be followed by a six-year classifi
cation term. Inspections by technical
experts are an effective means
to detect and remedy safety-relevant
defects.
For further information: Lorenz Petersen, Head of
Department, Navy Projects, Phone: +49 40 36149-254,
E-Mail: lorenz.petersen@gl-group.com
MAY
07.05. – 08.05.2007
SAFEDOR BRÜSSEL
Brussels, Belgium
21.05. – 24.05.2007
Cimac Congress
Vienna, Austria
JUNE
05.06.2007 – 07.06.2007
Underwater Defense
Technology
Naples, Italy
12.06. – 15.06.2007
NorShipping
Oslo, Norway
nonstop 4/2006
9

MARITIME SERVICES | NEWS
ELECTRIC MOTORS
Reliability for The Long Run
If you ask how many electric motors
are installed on a VLCC, the answer
may be hesitant. “It depends,” the
experts on the SMM replied. Anyway,
there must be lots of them, and they
must run reliably! “Our electric motors
usually last for 30,000 hours of
GL SHIPMANAGER
Successful Launch
AGREEMENT. GL Executive Rainer Schöndube
and NSC managing directors Roberto
Echevarria and Dirk Rössler (from left).
The new GL ShipManager software
has already won the industry over,
including NSC Schifffahrtsgesellschaft
mbH & Cie. KG, a shipping
management company. Its core
competencies include operating and
chartering container vessels and conbulkers.
GL ShipManager helps the company
operate even more efficiently. At
the SMM, top executives Echevarria
and Rössler signed a software license
agreement for 60 ships.
10 nonstop 4/2006
Photo: Bogumil
operation. They are designed to withstand
this period of time without any
problems,“ explained Ton Snijders of
Rotor B.V. “Maintenance on the smaller
units is close to zero.”
Supplier in high demand. During the
SMM, Germanischer Lloyd handed
JANUARY 24./25., 2007
DIN EN ISO 8044, the relevant
European standard, identifies
37 different kinds of corrosion.
Corrosive decay harbours many
risks: it weakens the material;
calculated bending and failure
moments no longer apply.
Recent research findings are
the topic of the Sixth Conference
on Corrosion Prevention in Hamburg,
hosted by four organisations:
Gesellschaft für Korrosions-
SEAL OF APPROVAL.
Herbert Weekhout and
Arent W. J. ter Weeme of Rotor
B.V. with Heinz-Dieter
Hespe and Eric Endert of
Germanischer Lloyd
(from left).
over two design model test certificates
for induction motors to the Eibergen,
The Netherlands electric motors
manufacturer. The certification is a
milestone for this company that exports
one-third of its annual production
to Asian shipyard suppliers. Servicing
the electric motors made by the
Dutch manufacturer is easy, thanks to
their reliability. Jointly with the classification
society, pumps for essential
on-board systems – such as a motor oil
pump for the main machine – can be
tested within a few hours on the company’s
own test bench.
Established in 1958, Rotor B.V. currently
has 90 employees. 60 of them
work in production, the others in research
and development, sales and office
functions.
Conference on Corrosion Prevention
schutz, Hafenbautechnische Gesellschaft,
Schiffbautechnische
Gesellschaft, and Germanischer
Lloyd. Ten lectures will feature
well-known experts from science
and the industry.
Registration: before January
9 th , 2007, Contact: Bianca Gosch,
Phone: +49 40 36149 -7703,
Fax: +49 40 36149 -7154, E-Mail:
bianca.gosch@gl-group.com
Attendance fee: EUR 420.00
Romanian Success Story
The Romanian delegation pinning down classifi cation of 17 chemicals tankers of
37,000 tdw each (left to right): Helmut Zieger and Hans-Joachim Försterling (GL),
Gheorghe Bosinceanu (President, Histria Group), Dr Hermann J. Klein (GL Executive),
Radu Rusen, (Managing Director, Constanza Shipyard), and Daniel Albu,
(Managing Director, Histria Shipmanagement).

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COVER STORY | FUEL TANK PROTECTION
Safety Ahead!
Protection of fuel oil tanks: New MARPOL regulation specifi es design requirements
for newbuildings. Germanischer Lloyd helps to minimize economic disadvantages
while supporting high enviromental standards
Today’s shipping technology not only addresses the
need to protect human life and health at sea but also
embraces the protection of the marine environment.
Having passed resolutions on the issue of isolating cargo
oil tanks to prevent sea pollution, IMO
has taken on the next challenge:
The ‘Marine Environment Protection
Committee’ (MEPC), IMO’s senior technical
committee on marine pollution-related
matters, responded to the need for better
protection of fuel oil tanks against collision
and grounding damage by preparing
a new draft regulation.
The result was presented to the MAR-
POL convention committee, and accepted
at the 48th meeting of the IMO sub-committee
‘Ship Design and Equipment’ in
12 nonstop 4/2006
AGENDA
Application of MARPOL
Annex I Reg. 12 A:
■ Building contract on or
after 1 August 2007
■ Keel laying on or
after 1 February 2008
■ Delivery on or after
1 August 2010
February 2005. The draft was subsequently approved at
MEPC 53 in July 2005 and adopted in March 2006 at MEPC
54. Now a revision of MARPOL Annex I Reg. 12 A, the new
regulation, represents a revised design philosophy for fuel
oil tank arrangements that intends to reduce
the probability of oil spills due to collision
or grounding damage.
To minimize the economic impact on
ship-owners, the regulation defines two
alternative design approaches: a rather
pragmatic set of descriptive rules, and a
more sophisticated probabilistic approach.
Both methods provide equivalent degrees
of protection.
While the descriptive method specifies
the width of the protective double hull in
a way similar to the MARPOL 1/19 require-

ments for cargo oil tanks, the probabilistic approach includes
a far greater number of parameters. Based on hypothetical
oil outflow probabilities, it includes oil spill calculations
for side and bottom damages. This method is similar
to MARPOL 1/23 for tank size limitations on tankers.
Designing for Compliance
Based on statistical evaluations, this method offers the
possibility for more flexible double hull shell/fuel tank arrangements
and thus should try help minimize economic
disadvantages of the increased space required in particular
on container ships. This option of the regulation facilitates
safety requirements without limiting innovative design developments
of modern ships more than necessary.
Compliance with the oil outflow probabilistic concept
requires new ship designs to be developed. The oil outflow
parameter is extremely sensitive to geometrical changes.
FUEL TANK PROTECTION | COVER STORY
COLLISION. In an emergency unprotected fuel oil tanks
present a general risk for the enviroment.
nonstop 4/2006
13
Photo: Sabine Vielmo

COVER STORY | FUEL TANK PROTECTION
Fig. 1 Fig. 2
Generally, the tanks should be located as far inboard
as possible in order to avoid large outflow in the case of
lateral damage. Fuel tanks located directly on the double
bottom should be oriented to minimize the minimum oil
outflow factor, i.e. inboard of B/5. Regarding the vertical location,
the bottom damage contribution can be eliminated
by placing the tanks above the waterline, i.e. at 30% of the
overall depth of the vessel.
The ideal fuel tank arrangements depend on the type of
the vessel. For bulk carriers, one possible solution consists
in locating the fuel tanks in the topside tanks, protected by
a void space. The topside tanks are adjacent compartments
extending along most of the vessel’s length, allowing easy
installation of continuous piping and heating systems.
A Partial Triple Bottom
On tankers, some of the fuel could be carried within the
engine room in tanks away from the outer shell. In some
instances, the cofferdam in front of the engine room could
also be utilized for storing fuel.
For container vessels, one possible solution is to construct
a ‘triple bottom’, placing the fuel tank above the water
ballast tank inside the double bottom. It is also possible
PROTECTION OF FUEL TANKS: THE NEW IMO REGULATION FEATURES TWO APPROACHES
Descriptive Requirement
According to the descriptive requirement of the regulation,
fuel oil tanks must be located above B/20, or at least
0.76 m from the bottom, whichever is greater, not to exceed
2.0 m. This is in line with new the SOLAS (SOLAS 2009 MSC
80/24/Add. 1, June 2005) requirements so as to avoid subjecting
vessels to different minimum double bottom height
requirements resulting from different IMO conventions.
Prevent Pollution. The calculation of the required wing
tank widths or minimum distances from the outer shell accounts
for the total fuel oil capacity. Widths range from 1 m
(0.76 for tanks smaller than 500 m³ on vessels with a capacity
below 5000 m³) to 2.0 m. Furthermore, the regulation
includes provisions to prevent pollution from oil pipes.
Application of MARPOL Annex I Reg. 12 A:
Fuel oil capacity:
Total aggregate fuel capacity C>_ 600 m 3
Exception: individual tank capacity < 30 m 3
Small tanks aggregate capacity < 600 m 3
Maximum individual tank capacity 2500 m 3
Fuel oil type:
Heavy fuel oil, marine diesel oil, gas oil
14 nonstop 4/2006
For bulk carriers, one possible solution is locating
the fuel tanks in the top side tanks protected by a
void space (Fig. 1). For container vessels, a possible
solution is to construct a ´Triple bottom`, to place the
fuel tank above the water ballast tank in the double
bottom (Fig. 2). Figures 3 to 5 show more possible
cross-sections of a container vessel.
HFO – Heavy Fuel Oil WB – Water Balast
MDO – Marine Diesel Oil
SHIPBUILDING. The Design must consider the new
IMO regulations for fuel tank protection.
to construct a partial “triple bottom” that does not extend
across the entire hold area. The tanks in the turn of the bilge
usually have recesses to provide a foundation on which to
place the containers. They can be designed to assure the
continuity of the double hull between wing and bottom
Probabilistic Requirement
The probabilistic approach within the regulation can
be used as an alternative to the descriptive parts of the
regulation regarding double bottom heights and wing tank
widths. The alternative requirement is based on a probabilistic
concept of non-dimensional oil outfl ow, comprising
outfl ow calculations for side and bottom damages. This
method was validated by extensive analyses of vessels
complying with the requirements of the deterministic
approach of the regulation. The mean oil outfl ow is determined
irrespective of whether the damage is a side or a
bottom damage and is combined into a non-dimensional
computational parameter OM.
More variety. When regarding grounding damages, the
initial grounding, the deceleration and subsequent effects
from currents, tide and waves are all taken into consideration
when the oil outfl ow. A number of scientifi c research
studies were undertaken to evaluate the particular effects.
In summary, this approach accounts for a larger
number of aspects in a more refi ned way, allowing fuel
tanks to be arranged more fl exibily to accommodate special
needs.However, more optimization work is obviously
required.

Fig. 3 Fig. 4 Fig. 5
tanks, placing the fuel tanks adjacent to these outer tanks.
The fuel tanks will then provide the recesses necessary for
container stowage. The triple bottom solution also provides
space for piping and heating systems. Another possible design
includes a double bulkhead between the cargo holds.
The in-between space can be used not only for common
purposes, such as an access tunnel to the holds, but also
for vertical fuel tanks limited below by a non-oil compartment,
and above by the partial draught. The new regulation
is especially important for container ships, which have the
highest fuel oil bunker capacity of all vessels.
Developments for Container Ships
To evaluate the effects of this new regulation on container
ships, the ship type most severely affected by it, GL undertook
a number of studies that went beyond the scope of
double hull/probabilistic oil outflow determination to include
strength and stability analyses on vessels with rearranged
fuel oil bunkers. In examining the resulting designs,
special attention was given to quantifying and minimizing
the loss of cargo space.
Three typical designs were analyzed: a small container
vessel of 1000 TEU (study provided by SDC, Ship Design
& Consult), a Panamax container vessel of 4130 TEU and a
post-Panamax with 8100 TEU.
All designs were modified and evaluated in terms of
strength and stability in compliance with the relevant GL
regulations and rules.
The results show that the new regulation offers sufficient
design flexibility to minimize the economic disadvantages.
For further information, please contact GL. ■ HB
For further information: Hendrik Bruhns, Deputy Head of Competence Centre,
Ship Safety, Phone: +49 40 36149-635, E-Mail: hendrik.bruhns@gl-group.com
PROBABILISTIC REQUIREMENT. The factor used to account for the
minimum oil outfl ow in the event of bottom damage incorporates
the results of various relevant studies and model tests.
FUEL TANK PROTECTION | COVER STORY
DESIGN SOLUTIONS BY GERMANISCHER LLOYD
Increasing resistance of fuel oil tanks against collosion
and grounding damage – the IMO draft regulation defi nes
two alternative approaches that provide comparable levels
of protection: the deterministic requirement and the
probabilistic requirement.
GL studies show that a fl exible arrangement of double
skin sections should minimize the economic consequences
of the increased space requirement which affects container
ships in particular. In the example, the advantage is 70 TEU
when compared to the deterministic approach.
DETERMINISTIC DESIGN CONTAINER VESSEL
POST-PANMAX tank vol C 98% m 3 container loss 70 TEU
in cargo hold
PROBABILISTIC DESIGN CONTAINER VESSEL
POST-PANMAX tank vol C 98% m 3 container loss 0 TEU
HFO – Heavy fuel oil
WB – Water balast
MDO – Marine diesel oil
nonstop 4/2006
15

MARITIME SERVICES | EMSA
“Safer Than in the Past”
EMSA aims at safer and cleaner shipping in the European Union.
An interview with the Executive Director, Dutchman Willem de Ruiter
T
he European Maritime Safety Agency EMSA has moved
its headquarters from Brussels to Lisbon. The inauguration
of its interim new headquarters near the EXPO
site on 14 September 2006 was attended by high ranking
officials and prominent representatives of the European
maritime community, among them the Portuguese Prime
Minister, the President of the EU Commission and the Secretary
General of IMO. The Agency took up its work in 2003
and plays a central role in the EU maritime safety network.
For “nonstop”, Christoph Hinz had the opportunity to talk
to Willem de Ruiter, Executive Director of EMSA.
nonstop: Your office commands a spectacular view across
the river Tejo and the 12 km long Vasco-da-Gama bridge.
How does it feel to work in such surroundings?
Willem de Ruiter: Lisbon is a very appropriate location
for EMSA. Portugal as a country with a great maritime
tradition borders the Atlantic and the approaches of the
Mediterranean Sea and is exposed to many of the problems
which EMSA tries to tackle. Unfortunately, my work
schedule doesn’t leave me much time to look out of the
window!
16 nonstop 4/2006
SHANGHAI.
A single-hull tanker under construction.
nonstop: What is EMSA’s role among the national administrations,
the EU Commission and the international organizations
responsible for maritime safety?
de Ruiter: EMSA was founded in the wake of serious ferry
accidents such as Herald of Free Enterprise, the Estonia,
Express Samina in the nineties and after the oil tanker disasters
Erika (1991) and Prestige (2002). European leaders
concluded that a determined effort had to be made to improve
the safety of shipping in European waters. National
measures alone were not enough. A European dimension
had to be added to effectively protect the thousands of
kilometres of coastline and over 600 major ports of the European
countries.
nonstop: The EU has adopted a large number of regulations
on maritime safety which are being implemented by the
member states. Which added value can EMSA provide?
de Ruiter: The prime responsibility for maritime safety and
pollution prevention remains with the member states. You
may call EMSA the “technical arm” of the EU Commission.
It assists the Commission in monitoring the implementation
of the EU maritime legislation by the member states.
REMOVAL.
EMSA at its
interim new
headquarters
in Lisbon.
Photos: EMSA

It gives technical advice for updating the legislation. In
addition, it facilitates technical operation between member
states and the Commission. Thirdly, after the sinking
of the tanker Prestige, it was decided to give EMSA an operational
task in the field of pollution response, which is
complementary to the response mechanisms of the member
states.
nonstop: How does EMSA monitor the implementation of
EU maritime legislation and what are the priorities?
de Ruiter: At present the Agency is involved in different
types of assessments:
Firstly, we assess maritime administrations regarding their
obligations as flag states and as port states. One priority is
Port State Control. Member states are required to inspect
at least 25% of the ships which enter their ports. EMSA
controllers ensure that Port State Control officers throughout
the EU apply the same methods. EMSA also publishes
the list of vessels that are banned from European ports because
of grave deficiencies.
Secondly, we assess classification societies.
Thirdly, we assess educational systems in third countries,
verifying compliance with the STCW convention rules for
training of seafarers. Our motive: 75% of seafarers on EU
registered ships originate from non-EU countries and are
trained in non-EU schools. Nationals of 40 non-EU coun -
t ries (46.5% from the Philippines alone) are employed on
EU flagged ships. EMSA experts carry out an assessment of
the education system in these countries once every 5 years.
Here you have a clear case of added value: EMSA checks
the quality of nautical colleges in third countries for the
EMSA | MARITIME SERVICES
DIRECTOR. Before joining
EMSA, Willem de
Ruiter was responsible
for maritime safety in
the EU Commission.
“It is estimated that around 80% of the accidents at sea occur as
a result of human error.” Willem de Ruiter
benefit of all member states instead of each of them doing
it individually.
Fourthly, we assess security organizations, companies
and ships regarding compliance with the ISPS Code.
nonstop: How does all this affect the classification societies?
de Ruiter: The classification societies are one of the most
important parts of the maritime safety chain. Most member
states have delegated their duties of controlling the
construction and maintenance of ships to classification
societies recognized under EU law. Of more than 50 such
organizations worldwide only 12 are recognized by the EU.
These, however, survey and certify more than 90% of the
world’s tonnage.
In order to ensure compliance with the quality standards
laid down in Directive 94/57/DC each of the EU recognized
classification societies is assessed once every two
years. The agency’s assessors visit the head office, regional
offices, individual ships and ship-building sites.
nonstop: EMSA has concluded standby availability contracts
for oil recovery vessels. Does the agency take on operative
tasks in this field and will it broaden its assistance relating
to other pollutants?
de Ruiter: The Prestige disaster has clearly shown that there
is not enough pollution response capacity to deal with major
oil spills in European waters. For this reason EMSA was
requested to set up a network of vessels, equipment and
other resources to help member states to deal with oil pollution
from ships. The Baltic Sea, the Atlantic coast and the
western approaches to the Channel and the Mediterra-
nonstop 4/2006
17

MARITIME SERVICES | EMSA
nean were identified as sensitive areas for this purpose.
Standby contracts have been concluded with private companies
which will make their vessels – normally employed
in commercial trade, but equipped with oil recovery and
storage systems – available at short notice. This spill response
capacity is available to coastal states on request
and does not replace the prime responsibility
of member states for fighting oil pol-
lution. The Agency is at present studying
whether the operational assistance can
be extended to other pollutants like light
oil and other chemicals. This is a complex
exercise in view of the vast number of
chemicals transported and their different
properties.
nonstop: What is the current state of maritime
safety and pollution prevention in
European waters? Have the Maritime Safety
Packages Erika I and II and the controls
by EMSA led to tangible improvements?
de Ruiter: It is too early to judge the overall
impact of EMSA’s activities. But there is a
positive trend. EU waters are now generally
safer than in the past. Ships inspected
by EU-recognized organizations are doing
well in Port State Control statistics.
They are rarely detained for class related Willem de Ruiter
deficiencies.
The safety situation in the European
Union will be further improved when the
IT-system SafeSeaNet becomes fully operational. This will
harmonize the maritime data exchange between member
states and enable them to monitor the more than 20,000
ships operating in European waters at any given time.
nonstop: Where does EMSA see the major risks for maritime
safety and clean seas? Is the technical quality of the ships
or the human factor the crucial point?
de Ruiter: It is estimated that around 80% of the accidents
at sea occur as a result of human error. But it is difficult
to draw general conclusions from accidents because accident
investigation in European countries follows different
methods and results are not comparable.
This is why EMSA argues in favour of an EU marine ac-
EMSA: THE SAFETY EXPERTS
18 nonstop 4/2006
HEADQUARTERS.
From Lisbon
EMSA fi ghts for
environmental
protection and
safety.
Photo: EMSA
“A cause of
concern is the
increasing oil
tanker traffi c in
enclosed waters
such as the
Baltic Sea.”
Headquartered in Lisbon,
the European Maritime
Safety Agency (EMSA) is
the technical and operative
body of the European Union
dedicated to promoting
shipping safety and pollution
prevention in European
waters.
The beginnings. Two oil
tanker disasters, “Erika” off
the French coast in 1999,
and “Prestige” near Spain in
2002, severely affected the
inhabitants of the coastal areas
and the environment. In
cident database which would contain data supplied by
the member states in a common format. This would be an
important source of accident information in Europe and
would assist in future decisions on maritime safety.
Apart from this, a cause of concern is the increasing
oil tanker traffic in enclosed waters like the Baltic and the
Black Sea. The worldwide shipbuilding
boom also begs the question whether high
output of newbuildings and quality will go
hand in hand.
nonstop: How does EMSA organize its cooperation
with IMO in London in order to
maintain IMO’s position as a global regulator
of shipping?
de Ruiter: Merchant shipping is international
and needs global standards. EMSA represents
the EU Commission in IMO’s technical
work. It helps the Commission and the
member states to prepare European positions
and initiatives for IMO’s regulatory
framework.
nonstop: What are the priorities for EMSA’s
future work?
de Ruiter: The future agenda will be influenced
by the Third Maritime Safety Package
which is being discussed by the European
Parliament and by the Council of
Ministers. It deals with many issues with
which EMSA concerns itself: flagstate responsibility,
Port State Control, classification
societies, traffic monitoring, accident investigation,
liability. It remains to be seen which additional tasks for
EMSA will flow from decisions about this package.
Other priorities include the conclusions of additional
contracts for standby oil recovery vessels and setting up a
satellite surveillance system to monitor large sea areas to
detect illegal discharges and accidental oil spills.
nonstop: And when will EMSA move into its permanent
purpose-built headquarters in Lisbon?
de Ruiter: We hope to be able to open our new office at the
waterfront in the historical centre of Lisbon towards the
end of 2007.
nonstop: Mr de Ruiter, thank you very much! ■ CH
response, several EU institutions
launched initiatives to
enhance safety. The result:
the EU established EMSA
which began its work in 2003.
The issue. The European
Union’s 25 member countries
operate more than 600
important seaports. Roughly
90% of the EU’s imports and
exports, and about one-third
of its internal trade volume
pass through these ports. An
increasing number of the
ships sailing on European
waters are oil tankers.
The objectives. EMSA
advises the EU Commission
and the member countries
on all issues surrounding
maritime safety. It also
monitors the implementation
of, and adherence to,
the respective EU laws and
regulations by the member
countries and organizations.
Furthermore EMSA audits
port authorities, classifi cation
societies and training
facilities, and assists the
EU member countries in
coping with oil spills.

Cool Transport
The shipping of perishable goods in refrigerated containers is booming. Sophisticated
refrigeration and ventilation systems inside the vessels help to reduce operating costs
ASalmon from Alaska, lamb from New Zealand, bananas
from Honduras: the food on dining tables in Germany
and elsewhere has often travelled thousands of
nautical miles. According to statistics from Drewry Shipping
Consultants, 57.1 million tons of refrigerated cargo
were shipped across the seven seas in 2005 – more than
twice much as 25 years ago.
The bulk of perishable goods is now transported in refrigerated
containers – which poses a big challenge for designers
and shipbuilders alike: if the refrigeration units
in the containers are to work efficiently, cool air must be
pumped into, in particular, the ship’s hold and the warm
air pumped out.
Germanischer Lloyd’s new simulation system enables
ship designers and shipyards to construct effective ventilation
systems for any ship type. GL Vent simulates different
operating, load distribution and temperature situations.
The software provides the necessary data for the installation
of effective and economical ventilation systems and
analyzes the weaknesses of fitted systems.
Enormous Cost-Saving Potential
Demand is growing. Although around half of all bananas
are still being transported on reefer vessels, hardly any
new vessels have been built for years, and the trend towards
refrigerated containers is stronger than ever before.
The annual transport capacities in this sector are now rising
by 14% on average, which is even faster than the overall
market for refrigerated cargo. Ten years ago, capacity was
267,000 TEU; this figure has now reached 746,000 TEU.
Currently there are 2200 vessels worldwide that transport
CONTAINER. The
refrigerating set needs a
suffi cient ventilation.
Source: Drewery Shipping Consultants
refrigerated containers. The largest of these, the ‘Monte
Cervantes’ owned by the shipping company Hamburg-Süd,
has a total loading capacity of 5100 TEU, of which 2450
TEU can be used for refrigerated containers.
There are still two different container types in operation:
integrated containers with an inbuilt refrigeration unit, and
porthole containers without any additional refrigeration.
However, most shipowners have gone over to using integrated
containers. In 2002, the proportion of porthole types
on the world market was less than five per cent.
As for container loading capacities, the trend is towards
a larger volume inside the container. Traditional 40-foot
standard containers with a height of 8’ 6” are increasingly
being replaced by high-cube containers (height: 9’ 6”).
Nonetheless, 20-foot containers are still just as important
as before. Heavy reefer cargo, such as meat and fish, would
soon exceed the maximum weight of 30 tons if stuffed in
larger containers.
As the number, size and weight of refrigerated containers
grow, they are increasingly being stowed in the ship’s
hold rather than on deck. To make sure there is sufficient
cooling, the ambient air temperature may not exceed 45 degrees
centigrade. A 40-foot container requires 4,500 cubic
metres of air per hour, and a 20-foot container needs 3,100
cubic metres. This is because, depending on the goods and
room climate, a stand-alone 40-foot container produces
between 7 and 15 kW of heat. These values increase even
more depending on how many boxes are in the hold.
GL calculations prove the economic importance of sophisticated
and optimized ventilation systems: if there are
700 TEU in the ship’s hold and the ambient air temperature
drops by one degree, the energy consumption of refrigerated
containers with frozen cargo is reduced by 3.8 per cent
and that of containers holding frozen fruit by 2.1 per cent.
According to these calculations, the ship operators save approx.
EUR 50,000 per year in the operation of their ventilation
systems – and salmon, lamb and the rest are sure to
reach their destinations in perfect condition. ■ JH
For further Information: Hanspeter Raschle, Piping Systems/Tanker,
Phone: +49 40-361 495 69, E-Mail: hanspeter.raschle@gl-group.com
15
10
5
0
Bananas
Meat
Citrus fruit
GL VENT | MARITIME SERVICES
Development of refrigerated cargo transport
millions of tons
20
Saisonal fruit
Fish products
Diary products
nonstop 4/2006
1981
2005
19

MARITIME SERVICES | ERS
SOS at 0.30 a.m.
500th ship registered: The powerful Emergency Response Service
ensures effi cient handling of sea damages
Acontainer vessel runs aground on a mud bank. A
cruise ship scrapes a reef. A bulk carrier and a container
ship jam into each other. A fire breaks out in
a cargo hold. The many different scenarios the Emergency
Response Service (ERS) of Germanischer Lloyd has to
handle are often hazardous for both the seamen involved
and the environment. The emergency service for ships in
trouble has been operating since 1993 – and with great
success. The 500 th vessel joins ERS in November 2006.
The ship it was issued for is “Histria
Perla”, a Romanian chemical tanker with
a tonnage of 40,471 dwt. Built in 2005 by
Romanian shipbuilder Constantza Shipyard,
the vessel was classed by Germanischer
Lloyd. On 8 November, Nicolae
Berechet, Technical Director of Histria
Shipmanagement, received the ERS certificate
by Germanischer Lloyd.
Effi cient Emergency Management
The advantages of an emergency response
system are obvious. “What makes
our services attractive for ship-owners
is the fact that an efficient emergency
management can save them substantial
amounts of money on damages that would otherwise escalate,
costing them hundreds of millions of euros,” explains
Norbert Kray, head of Germanischer Lloyd’s Technical
Support Department. Customers pay only a three-digit
sum per ship annually for access to the emergency service
of Germanischer Lloyd. The service comprises competent
damage analysis and recovery recommendations for sea
damages. “Our rapid response not only saves costs but also
reduces environmental damages considerably,” Kray says.
Henning Schier, general manager of the Emergency Re-
SUCCESS STORY. „Histria Perla“
is already the 500 th
ERS certifi ed ship.
20 nonstop 4/2006
sponse Service of Germanischer Lloyd, and his team are on
call around the clock. Henning Schier describes a typical
emergency scenario: “ERS alarm is triggered by telephone,
using a dedicated phone number. The emergency call is
first received by the Maritime Rescue Coordination Centre
of the German Maritime Rescue Service (GMRS) in Bremen.
The GMRS immediately notifies our ERS team. Dedicated
emergency telephone, fax, telex and e-mail connections
ensure smooth communication between the ship and GL.”
The emergency service relies on a
computational model containing comprehensive
technical specifications of the
respective ship. Germanischer Lloyd uses
HECSALV, a specialized Salvage Software.
If the troubled ship has been classified by
GL, existing model data can be used. But
Kray emphasizes: “A ship doesn’t have to
have been classed by us in order to be eligible
for ERS certification.”
In an emergency, the ERS experts use
their computers to simulate the accident
and obtain a detailed insight into the current
state of the ship. Following a thorough
analysis of the situation, they make
recommendations for a possible rescue scenario.
“We leverage the full range of expertise accumulated
in our organization,” says Kray. The Emergency Response
Service sets Germanischer Lloyd far apart from other
classification societies and the service they offer.
All decisions about action to be taken on the damaged
vessel are ultimately the ship-owner’s responsibility. “We
only can give a recommendation,” explains ERS manager
Henning Schier. “Our expert advice is usually accepted,
and it has always proved to be correct in past emergencies.
Our track record makes Germanischer Lloyd look good.

Fortunately, the emergency service was called on only seven
times in the past two years. And for all these emergencies, we
had the right solutions,” says Schier.
Calculations Make the Difference
Schier remembers the most recent accident quite vividly.
On 29 January 2006, tanker “Kim Jacob”, fully loaded with
145,000 tons of oil, ran aground off the shores of Venezuela.
The emergency call was received at one o’clock in the
morning. “Within an hour, three colleagues were at headquarters
and began to work out a lightering plan immediately,”
Schier recalls. For days, the GL experts were in constant
contact with the ship’s captain and its owner, Ernst
EMERGENCY RESPONSE SERVICE: POSITIVE DEVELOPMENT
Following the Exxon Valdez oil spill off
Alaska, the U.S. government passed legislation
in 1993 requiring oil tankers to contact an
emergency service in the event of sea damage.
In 2004, INTERTANKO made it a requirement
for member tanker operators to subscribe to
an emergency response system for their ships.
As of January 2007 MARPOL will require an
international emergency service for tankers
above 5,000 dwt. The Emergency Response
Service of Germanischer Lloyd offers comprehensive
coverage, including the preparation of
Vessel Response Plans for non-tanker vessels
as required by the United States Coast Guard.
Number of Casualties
10
9
8
7
6
5
4
3
2
1
0
Jacob Co. of Flensburg, Germany. The ERS team calculated
that the vessel would have to be lightered by 14,000 tons to
get it afloat. In addition, the ERS team supplied the salvaging
company with important data about the damaged vessel.
By bringing in a chartered oil tanker, a portion of the
cargo could finally be transferred.
“The ship was recovered without any major damage,”
Schi-er reports. On 6 February, the “Kim Jacob” was free
again, a success the ERS had contributed to considerably.
The maritime press hardly took any notice of the largescale
rescue operation. But customers know what the ERS
team can do. Marcus Schwaeppe, managing director of shipowner
Ernst Jacob, confirms: “The Emergency Response
More vessels, less calls
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
ERS | MARITIME SERVICES
500
450
400
350
300
250
200
150
100
50
0
• Ships registered in ERS
nonstop 4/2006
21

MARITIME SERVICES | ERS
INTERVIEW
“GL customers expect superior performance”
Norbert
Kray,
Technical
Support
(BCS)
nonstop: The 500 th ERS certifi cate
was issued recently. The Emergency
Response Service was established 13
years ago. What have you learned during
these years?
Henning Schier: Each emergency is
different. There are no general rules.
What really matters is that there are at
least three people available for emergencies
at any given time so we are
able to address virtually any inquiry
presented to us. We are optimized for
stability and resilience. But inquiries often
take an unexpected turn. To give an
example, in December 2005 there was a
fi re on board a container ship, and we
had to fi nd out how various chemicals
positioned in the vicinity of the fi re
would react to water. By collaborating
with the Hamburg fi re department, we
Service of GL and the calculations they made when the
‘Kim Jacob’ had stranded gave us every reason to be satisfi ed.”
The good reputation of GL’s Emergency Response Service is
a fact known to many. The supplementary ERS class label
is more in demand than ever before. “As of 1 January 2007,
BACKGROUND: 100 YEARS OF “SOS”
“S-O-S” – this distress call has saved the lives of countless
seamen and passengers. One hundred years ago, on
3 October 1906, the “three dots – three dashes – three dots”
signal began its career. At the fi rst International Radiotelegraphic
Conference in Berlin, 139 representatives from 29
countries agreed to introduce the S-O-S Morse code distress
call. Their goal was to establish an unmistakable code that
could be used to alert radio stations around the world about
ships in distress.
Today, Morse code is no longer used in shipping. Modern
ships are equipped with a satellite-based emergency radio
system. The audio distress call used today is “Mayday”,
derived from the French phrase “m’aidez”, meaning “help
me”. Distress-at-sea calls are handled world-wide by Maritime
Rescue Coordination Centres (MRCC), including the
German Maritime Rescue Service (GMRS) in Bremen, which
handled 1,700 emergency deployments in 2005 and closely
cooperates with GL’s ERS team.
22 nonstop 4/2006
were able to provide specifi c recommendations
to the ship`s crew.
nonstop: How do you prepare for emergencies?
Schier: Any ERS deployment requires
that all necessary data about the ship
have been incorporated in our mathematical
model. We rehearse once or
twice a month. These drills are initiated
by ship-owners mostly without
notice. This way, ship-owners can test
emergency scenarios to see how well
they cooperate with us. The drills force
our team to be on guard constantly. As
a consequence, we are always ready.
Norbert Kray: And that includes readiness
for a worst-case scenario, as
well. For us, that would mean two
GL-classed ships are involved in an
accident at the same time. And we
have the resources to deal with such
a situation, as well. We wouldn’t have
any problems operating two teams
concurrently.
nonstop: How do you cooperate with
ship-owners, captains, tugboat and
recovery teams?
Kray: We maintain excellent
relationships with national and
international recovery companies.
One of the most important factors
for our work is the quality of
Henning
Schier,
Emergency
Response
Service
communication. We need an accurate,
detailed description of the damages.
Schier: Problems occur when we have
diffi culties communicating. Sometimes
a fax is illegible or there are misunderstandings
because people get nervous.
That is understandable during sea damage.
The more important it is that we
keep our calm and our eyes on the big
picture.
nonstop: The motto of Germanischer
Lloyd is “24/7”…
Kray: At ERS, we live up to that motto. Our
team is available day and night, and in an
emergency, everybody can be at headquarters
within an hour.
Quality and a strong commitment to our
mission are top priorities for us. GL customers
expect superior performance. We
are well aware of our responsibility.
MARPOL requires all oil tankers above 5,000 dwt to subscribe
to an emergency response system,” Schier explains the high
number of requests. “Many tankers have had to upgrade at
short notice. We have profi tted from that.”
Nearly 50 shipowners are currently subscribers of GL’s
Emergency Response Service. 60 per cent of all ERS certificates
issued to date have been for container ships, 24 per
cent for tankers, and 16 per cent for other types of vessels
such as bulk carriers, ferries or luxury yachts. “The ERS is
available for marine ships, as well,” Norbert Kray emphasizes.
“Furthermore, we are working on accelerating the
data exchange between ships and emergency headquarters,”
Schier adds. “The electronic process saves a full hour,
helping to mitigate further risks.”
Speeding up and improving its emergency service and
delivering help even faster continue to be goals for Germanischer
Lloyd. This necessitates exchanging information
with customers continuously, not only in an emergency. “To
that end, we are cooperating with the GL Academy to set
up a training programme to teach customers how to handle
emergencies, and to practise working with the ERS.”
Courses are to begin in the autumn of 2007. ■ AG
For further Information: Norbert Kray, Head of Department, Technical Support,
Phone: +49 40 36149-203, E-Mail: norbert.kray@gl-group.com
Henning Schier, ERS-Emergency Response Service,
Phone: +49 40 36149-269, E-Mail: henning.schier@gl-group.com

Fluids in
Motion
What can earthquakes do to
ship lift chambers?
Germanischer Lloyd provides
an answer
Germanischer Lloyd investigated fluid motions
caused by precalculated longitudinal (surge) and
transverse (sway) motions of the lifting basin of the
ship lift facility at China’s Three Georges Project. The investigation
served to ensure the reliability and safety of
this facility when earthquakes occur. Both harmonic and
inharmonic motions of the lifting basin as well as the corresponding
accelerations, obtained from finite element
structural computations carried out by Krebs und Kiefer
International, represented earthquake events in China’s
Three Georges area.
The precalculated motions of the ship lift chamber may
lead to water spilling over the chamber’s sides and cause
high structural loads acting on the chamber’s walls and
bottom, especially if the period of the water’s motion inside
the partially filled chamber is close to the water’s natural
period. Analytical methods are unsuitable to analyze
this highly nonlinear phenomenon, called sloshing. Therefore,
it was necessary to employ an advanced numerical
technique to obtain accurate predictions of these sloshinginduced
fluid motions and loads.
Elaborate Analysis
The technique employed is based on simulating the twophase
flow by solving the Reynolds averaged Navier-Stokes
equations (RANSE), using the finite-volume code Comet.
This kind of code, implementing an interface-capturing
technique of the volume-of-fluid type, is the obvious
choice to compute complex free-surface shapes with
breaking waves, sprays, and air trapping, phenomena that
should be considered to predict hydrodynamic pressures.
The conservation equations for mass and momentum in
their integral form serve as the starting point. The solution
domain is subdivided into a finite number of control volumes
that may be of arbitrary shape. The integrals are numerically
approximated using the midpoint rule. The mass
flux through the cell face is taken from the previous iteration,
following a simple Picard iteration approach.
The flow field inside the ship lift chamber was computed
as a transient process. The fluid domain was idealized
by a volume grid comprising about forty thousands cells
for the two-dimensional discretizations and about one million
cells for three-dimensional dicretizations. On the wall
surfaces a no-slip condition was enforced on fluid velocities
and on the turbulent kinetic energy. The time step size
was chosen such that the Courant number is unity on aver-
Photo: Corbis
Lock. A ship
waiting to be
hoisted.
Simulation. The ship hoist at the
dam.
Time Series. Normalized water
level in the caisson.
SHIPLIFTING | MARITIME SERVICES
age. The impulse equations
were discretized
using 90 percent central
differences and 10
percent upwind differences.
The entire flow
field was initialized by
the hydrostatic pressure
and zero velocity.
At the ship lift chamber
walls, no-slip conditions
were enforced
on fluid velocities
and on the turbulent
kinetic energy. Chamber
motion was
taken into account in
two ways, namely, by
moving the grid and by
adding a variable body
force due to chamber
acceleration. Both
methods gave nearly
the same solution. For
each time step up to ten
outer iterations were needed.
Various scenarios were investigated for different positions
of the chamber in the lifting installation, whereby the
chamber was subjected to harmonic as well as inharmonic
motions. Results comprised time histories of water elevation
inside the chamber, forces and moments acting on the
chamber’s sides and bottom, and computer animations of
the water motion inside the chamber.
In general, the chamber’s sway motions were found to
be more critical than the surge motions, resulting in higher
wave elevations in the chamber and larger loads on the
cross walls and the bottom. Furthermore, harmonic motions
caused higher wave elevations to occur than inharmonic
motions. Consequently, harmonic motions tended
to give rise to the largest wave-induced loads. The inharmonic
sway motions did not cause the maximum water elevation
to exceed the height of the chamber’s longitudinal
and side walls. ■ OEM
For further information: Dr Ould El Moctar, Head of Department, Fluid Dynamics,
Phone: +49 40 36149-1552, E-Mail: ould.el-moctar@gl-group.com
nonstop 04/2006
23

MARITIME SERVICES | GL PEGASUS
Checking Steel in Style
GL Pegasus: the new tool makes work easier for thickness measurement fi rms
and shipowners – it saves time and money
The setting was more than appropriate. At the leading
international Hamburg trade fair “Shipbuilding,
Machinery and Marine Technology (SMM)”, Germanischer
Lloyd premiered its new tool for simplifying the
task of thickness measurement: GL Pegasus. “Thickness
measurement firms, shipping companies and the classification
society alike stand to profit,” Till Braun, Head of
Competence Centre Sales Management, explained at the
product presentation. “Today, you have to react ever faster
in all areas of the industry,” says Braun. GL Pegasus provides
the rapid response for thickness measurement.
Thickness measurements are essential for monitoring
the signs of wear and tear, corrosion and material damage
in the world of shipping. Up to now, this has been a timeconsuming
process. Authorized contractors take the measurements
and perform the subsequent analysis primarily
by manual means. Depending on the ship size and age, it
can take up to four weeks for the investigation to progress
from the first expert appraisal on site to the print-out of
the measurement report. “At present, this is still done without
appreciable electronic support,” says David Jaramillo,
Senior Project Engineer and head of the Pegasus project.
As early as the eighties, experts looked for a solution to
24 nonstop 4/2006
the problem – yet without arriving at a satisfactory answer.
“Compiling the final report, in particular, takes a lot of time,”
says Jaramillo. With the aid of GL Pegasus, however, a report
can be generated within only a few hours – saving both
time and money.
Clear-cut Procedure
The sequence of the working steps is simple. Before GL
Pegasus can be applied, a three-dimensional computer
model of the hull structure must first be produced. “This
step can take several weeks, but is necessary only once
in the entire life-cycle of a ship,” David Jaramillo emphasizes.
Each component of the ship is captured both in
tabular form and visually in the model. In this way, tables
and graphics correspond at all times, doing away with duplicated
entry of the data. In fact, all that is then needed
with GL Pegasus is to have the values measured by a team
of inspectors on the ship. The measurement task itself
remains unchanged. Once the measurements have been
completed, the ultrasonic measuring device is connected
to the computer, and GL Pegasus automatically allocates
the data records to the ship model and hence also to the
tables. Possible vulnerabilities, e.g. corrosion damage, are

Photo: istockphoto.com
ULTRASOUND. In the test procedure nothing changes also with
employment of the new software.
highlighted in colour to indicate their degree of urgency.
In addition, there is also the possibility of linking a particular
measurement point to certain documents, such as
photos, texts or voice recordings.
“The outstanding feature of the new software is its fast
and automatic generation of the final report in the form
prescribed by the International Association of Classification
Societies (IACS),” David Jaramillo points out. The
shipping company then has direct worldwide access to this
written report and to the updated 3D model via the GL Internet
platform “fleet online”. Access for the shipowner is
view-only – for the time being. In future, it will be possible
for customers to use the program to make their own
entries. “This will be implemented within one year at the
latest,” is the forecast by Dr Christian Cabos, Head of Department
CAE Development, who finds the new product
extremely promising. “The response from our cooperation
partners during the development phase was thoroughly
positive.” On request, various shipping companies made
their ships available for tests, so that selected thickness
measurement firms could try out GL Pegasus for its suitability
in everyday operation.
Huge Time Savings
Hermann Heitkämper, hull quality inspector at N&P
Maritime und Industrietechnik GmbH, was one of the
“test drivers” and is delighted with the program: “I was
pleasantly surprised to see how well, and above all how
quickly, the whole thing worked. The program certainly
makes the task easier and is therefore also a significant improvement
for our customers.” Particularly for the thickness
measurement of large vessels, such as oil tankers or
bulkers, Heitkämper expects
huge savings in time. “The
measurements are carried out
while the ship is in dry dock.
However, we often only have
the results when the ship has
long since departed.” Because
this process can be reduced to
only one day with GL Pegasus,
any repairs which may be necessary
can be planned better
and defects can possibly be
remedied during the dock period.
Heitkämper: “As a result,
Photo: AbsolutVision
COMPUTER. Multiple input of data
becomes redundant.
GL PEGASUS | MARITIME SERVICES
REPORTING. To date, it was a highly manual process of up to
30 days, without delivering an electronic assessment report.
we have a lower workload, and the customer saves on the
costs.” N&P will certainly be using the program in future.
This appreciation from the industry is, of course, most
welcome at Germanischer Lloyd, particularly as the GL
experts worked on the development of GL Pegasus for
more than three years. The data model for the program
was produced within the scope of the EU research project
CAS (Condition Assessment of aging ships for real-time
Structural maintenance decision), in which various partners
from maritime industry and academia, e.g. a leading
thickness measurement firm, are participating. “GL contributed
a good deal of preparatory work to the CAS project,”
explains David Jaramillo. The cooperation proved to be
of great mutual benefit, because the data model from the
CAS project is now integrated into the tool developed by
Germanischer Lloyd. “The big advantage here is that it is a
neutral model, which means that the program is also well
suited to ships not classed by GL,” says Jaramillo.
Now that GL Pegasus is ready for the market, the CAE
Development team expects keen interest from shipping
companies and thickness measurement firms. “The first
courses will be held as soon as we receive specific enquiries,”
says team leader Christian Cabos. At present, 350
thickness measurement firms are approved by Germanischer
Lloyd for the execution of thickness measurements
on board ships and maritime installations. “We have contacted
many of these firms, and of course numerous shipping
companies, and are now looking forward to a good response,”
says Cabos. Customers will soon be given the opportunity
of informing themselves in greater detail about
GL Pegasus at the internal forums held by Germanischer
Lloyd. ■ AG
For further information: David Jaramillo, Senior Project Engineer
Hotline: +49 40 36149-4900, E-Mail: glpegasus@gl-group.com
GL INSPECTORS.
Carefully
recording
every detail.
nonstop 4/2006
25

MARITIME DIENSTE | UNION TRANSPORT
UNION TRANSPORT – THE FLEET
Combined transport at sea and on inland
waterways is a growing market. Union
Transport’s fl eet now consists of 20 vessels.
Eight of these are the company’s own, six
are on time charter, two are leased and four
are under its commercial management.
From Basel to Bromley
Long before the expression “short sea shipping” was coined, Union Transport was in
business in this sector. After 60 years of operations in this fi eld, the company has now
become a household name in the industry. A success story
Union Transport’s history began – what else would you
expect of a Swiss founder – with a consignment of
200 tons of sugar for Switzerland’s chocolate makers.
It was shipped from Silvertown in England via Antwerp
to Basel. On August 14, 1946, the Swiss shipbroker Hans
Schenkel and his British partner Bill Roper founded Union
Transport (London) Ltd with the help of Schenkel’s former
employer, Union Transport AG in Basel.
The company moved to its new premises in London’s
Cannon Street. Schenkel was soon able to put his extensive
competencies in transporting cargo from the UK to Switzerland
into practice. The goods were shipped from Silvertown
to Rotterdam or Antwerp and then transported to the final
consignee by barge. The sugar consignments became larger
and larger. A new line of business, transporting wood to the
26 nonstop 4/2006
FOCUS. Union Transport chief Heinimann always keeps an eye on his fl eet.
UK, offered new opportunities. In the early 1960s, however,
various wood importers went bankrupt, leading to a financial
crisis – but the company managed to overcome this
thanks to Schenkel’s reputation and excellent contacts.
The New Man
The arrival of a young man from Switzerland was to have
far-reaching consequences for the company’s future development
and objectives. After training with Schweizerische
Allgemeine Rhein Transportgesellschaft, a barge company,
and achieving excellent results in his exams, Max Heinimann
came on London in 1961 on a recommendation.
Schenkel was quick to notice his young employee’s ambition
and ability. Heinimann moved on to Paris after a year,
and then to Munich, Düsseldorf and Rotterdam. He want-

ed to gather more experience in agency business. In 1963
he returned to London, and two years later he took over
from Hans Schenkel as Managing Director. In 1967 he also
became the majority partner.
The late 1960s and early 1970s were characterized by
continual service optimization. Instead of volume-based
chartering, for example, the company began to charter
ships for specific periods (time charter). This, in turn, required
an adequate orders situation for the ships’ capacity
to be utilized. In this way, Union Transport developed into
more of a shipping company.
From Charterer to Owner
In 1973, the company bought its first vessel. It chose the
German coastal vessel Claus Jürgens: twelve years old, GLclassed
and at a price of 50,000 pounds. Its new name was
“Union Star”. The superfluous superstructure was removed,
and the mast and funnel were fitted with a tilt mechanism
so that the ship could pass under bridges when negotiating
rivers. In contrast to purely coastal vessels, the “Union
Star” was also seaworthy – enabling the company to offer a
service that its competitors could not provide: shipments
from European inland ports to the UK without any timeconsuming
stops along the way in Rotterdam or Antwerp.
Union Transport’s customers appreciated this competitive
advantage and the company’s proverbial reliability. In 1974
it added the “Union Sun”, “Union Moon” and “Union Venus”
to its fleet. Just three years later, Union Transport was able
to deploy its first newbuildings. The “Union Gem” transported
a thousand tons of sugar on its maiden voyage from
London to Basel – a quantity previously unthinkable.
The ships became bigger – making the question as to
whether the logistics services could still be performed efficiently
more pressing. The hydraulically-powered lifting
and lowering system for the wheelhouse had not yet been
invented. So the company simply removed the wheelhouse
roof to enable continued sailings to European inland ports.
In view of fluctuating water levels, this structural alteration
made it possible to extend the operating period of the Union
Transport fleet.
Apart from transporting cargo in bulk at sea, Union
Transport established itself as a reliable carrier for the
international oil industry and in the transportation of
heavy goods. For more than fifteen years it transported
machines and equipment for McDermott, an oil company
based in New Orleans. One of it biggest projects was
to handle the logistics for setting up the oil fields in the
Persian Gulf. Pipeline parts and cement were shipped
from Japan to the Middle East in consignments of up to
30,000 tons. McDermott, and therefore also Union Transport,
were likewise involved in equipping the oil fields
TRADITION.
Loading
and discharging
port indicators
for the
deployment
chart.
UNION TRANSPORT | MARITIME SERVICES
BRITISH COMMITTEE
“I am a busy man”
Not all the customers came into contact with
Germanischer Lloyd while they were still at school.
During a class trip, young Max Heinimann from
Switzerland noticed that most of the inland vessels
in the port of Basel were classifi ed by GL. This
must have been signifi cant. Later, as an aspiring
shipbroker, he implicitly trusted Germanischer
Lloyd’s technical professionalism. Most of Union
Transport’s chartered ships were German coastal
vessels with German owners and German crews.
And they were all classifi ed by Germanischer Lloyd.
The vessels chartered on a time charter basis, too,
were all classifi ed by GL.
The mixture. In 1986 Heinimann was asked by
the GL board member Helm whether he wanted
to become a member of the British Committee. “I
am a busy man,” was the reply. Helm had to do a
lot of convincing to tempt him to take part in the
annual committee meetings and specialist lectures
and debates. It’s the committee’s composition that
makes it interesting, says Heinimann: “The mixture
of shipowners, shipbrokers, insurance agents,
shipyard directors and representatives of banks
and investment companies, as well as representatives
of the fl ag states and other maritime institutions,
mean that you’re bound to learn something
new at every committee meeting.” Max Heinimann
was formally admitted at the annual meeting of the
British Committee on July 18, 1986 and has been an
active member ever since.
The development. Ten years later, he was
asked to take over as the chairman of the committee.
How does Max Heinimann see the development
of his classifi cation institution? “Over the
past few years, Germanischer Lloyd has increased
its activities and become more market-oriented.
Today we talk ‘business’. We offer a wider range
of services, customer wishes are put into practice
more quickly, and our readiness to innovate is
impressive. The important things are still reliability
and quality!”
nonstop 4/2006
27

MARITIME SERVICES | UNION TRANSPORT
BACKGROUND
Newbuildings: Deliveries from India
On the one hand, Max Heinimann is
clever enough not to take any incalculable
risks. On the other, he is pragmatic
enough to have vessels built in India.
When asked about his motives, he
says, “There were three reasons why I
decided to build in Goa: fi rstly, the price
was attractive; secondly, so was the
delivery date; and thirdly, the shipyard
was recommended to me. Sure, I also
had interesting offers from China and
Vietnam. But the shipyards in those
countries couldn’t deliver before 2009.”
On a personal note: What impressed
Max Heinimann was that
Ashok Chowgule, the Indian shipyard
director, came to visit him in Bromley,
south London, where the company has
been based since 1985. Heinimann is a
man who appreciates personal contact.
There are limits as to the esteem that
one can convey by phone or e-mail.
On-site, the vessel’s construction
was supervised by a representative of
the shipowning company who sent daily
progress reports by e-mail. Heinimann’s
technical staff were queuing up to
Chowgule & Company
Chowgule & Company Ltd. is in the
vanguard of exploiting inland waterways
in Goa. Nowadays, the Indian
company builds a wide range of maritime
vessels, ranging from ore-carrying
barges, grab and suction dredgers and
deep-sea fi shing trawlers to offshore
drilling rigs, tugs, pontoons, launches,
hopper barges and coastal vessels.
The company’s yards are situated in
Loutulim and Rassaim, Goa. The construction
grounds include a slipway
of 220 to 20 metres as well as two
construction bays of 90 to 40 meters
in the North Sea. The company was also used by other
customers from the oil industry.
Its Own Shipyard
In 1977 Max Heinimann got to know Tony Lapthorn, who
was running a small shipping business on the River Medway.
Together they bought the Acorn Shipyard in Rochester,
which was mainly engaged in ship repairs. From then
on, their vessels were repaired, overhauled and painted at
their own shipyard. They won other shipping companies as
28 nonstop 4/2006
handle the project. The Union team is
highly motivated anyway thanks to an
attractive bonus package and a good
working atmosphere. Over the years the
company has succeeded in optimizing
processes and increasing its customer
base.
Diffi cult: In recent decades, Union
Transport has gained a lot of experience
in building new vessels – in the
Netherlands, Germany, Denmark and
the UK. The experience was not always
good, though: we had to cancel
a contract for four coastal vessels
with an option for another two.
Ironic: The two vessels which
were not accepted are now part of
Union Transport’s fl eet anyway, since
the company took over a competitor.
Business: An order for four
newbuildings has been placed with
Chowgule and Company Shipyard (see
below) in Goa. These multi-purpose
dry cargo carriers are 89.94 metres
long and 14.4 metres wide, and have
a carrying capacity of 4450 dwt. The
fi rst vessel’s keel-laying ceremony
Pakistan
Miles
0 500
India
Loutulim
Marmagoa
Loutulim
China
Bay of
Bengal
SRI LANKA
Panaji
GOA
Arabian Sea
India
each. Up to now, more than 100 vessels
have been built at the Chowgule &
Company Shipyard, which also holds
“Attractive price,
convenient delivery
date and convincing
quality” Max Heinimann
took place on 23 May 2006 at the new
shipyard site Rassaim. Delivery is
planned for July 2007. The name “Union
Ruby” has also been decided on.
an International Ship Repair Licence
issued by the Directorate General of
Shipping (Mumbai) and takes care
of repairs of sea-going vessels.
In 2005 Chowgule received orders for six
MPP cargo ships from a joint venture
with Navigia, a subsidiary of shipbuilder
Rudolf Schöning and Apollo Shipping.
Including the four Union Transport
newbuildings Chowgule’s order book
presently lists 20 MPP cargo ships of
4,450 dwt involving European owners.
The plan is to deliver the fi rst in the
series to Navigia in January and the
fi rst of the Union Transport vessels in
May 2007. On the whole, six newbuildings
are due for delivery in 2007.
customers, and as a result capacities were fully utilized. In
1986 Union Transport bought Lapthorn’s stake in the undertaking,
and in 2000 it added the Quarry Shipyard, which
was located opposite Acorn on the Medway. This increased
Union Transport’s capacities substantially, paving the way
for a successful future. ■ SB/OM
For further information: Harald Seibicke, Area Manager Benelux/Northwest Europe
and Secretary British Committee, Phone: +31 10 2040404;
E-Mail: harald.seibicke@gl-group.com

EAST ASIA | MARITIME SERVICES
Quality is Non-Negotiable
In offi ce since October: The new Vice President Division East Asia, Dr Volkmar Wasmansdorff,
talks about the challenges of the market and his goals
nonstop: Congratulations on your appointment, Dr
Wasmansdorff. How do you feel?
Volkmar Wasmansdorff: I am excited about the task of serving
our customers in Asia. It is a wonderful challenge and
I am looking forward to strengthening our ties with the
flourishing shipbuilding industry.
nonstop: What experience have you had with Asia?
Wasmansdorff: Actually, I am quite an old hand, having had
my first professional contact with Asia nearly 20 years ago.
Since then, I have gained experience with almost all countries
in the East Asia Division. East Asia is a dynamic region
with strong growth rates; I am optimistic about its future.
That said, we need to provide specific answers, since the
Asian continent is not homogeneous, but home to many
separate cultural identities.
nonstop: What are your goals?
Wasmansdorff: Germanischer Lloyd operates an ambitious
business model and has been growing at a remarkable rate.
My ambition is to extend our services to all Asian countries
involved in shipbuilding. Germanischer Lloyd has already
gained recognition as “the container ship society” and that
is fine but there are more strings to our bow.
After all, we have a proven track record in a variety of
sectors, ranging from bulk carriers to multi-purpose vessels
and high-speed craft, from tankers to product carriers.
We must increase the industry’s awareness of our expertise
in these product areas and position ourselves as their partner
of choice. I think this is very important.
nonstop: What role can Germanischer Lloyd play in the
Asian shipbuilding nations?
Wasmansdorff: With more ships on order than ever before,
Germanischer Lloyd is already playing a significant role
for the Asian shipbuilding industry. Given the likelihood
of stagnating growth rates in the future, I regard our quality
approach and service orientation as important assets.
We are constantly enhancing our wide range of proven and
new classification services.
For example, shipyards and designers will save a lot of
time using our latest software tool called “GL ShipLoad”.
It makes it much easier to model cargo distribution and
calculate hydrodynamic loads both efficiently and accurately,
which greatly accelerates the strength assessment
of hull structures. My responsibility will be to allocate the
resources needed to deal with the workload of each individual
shipyard.
nonstop: What are your priorities?
Wasmansdorff: As a service provider focused on quality and
implementing high standards, we will continue to improve
our efficiency. In addition, we will support new shipyards
and deepen our relationship with the supply industry.
nonstop: Could you give a specific example?
Wasmansdorff: There are striking differences between
Vietnam, China, India and Korea in terms of shipbuilding
technology. The modern, efficient production process
used by very large shipyards in Korea involves sophisti-
EXPERIENCE. Dr Volkmar Wasmansdorff is the new Head of
Division East Asia.
“Our software tools
help save shipyards
and engineering
fi rms a lot of money.”
Dr Volkmar Wasmansdorff
cated external block-construction facilities which require
a large number of decentralized inspections. Some yards
consume about a million tons of steel per year. In India, by
contrast, there are shipyards that use only a few thousand
tons of steel in ship production. The production processes,
tools, and levels of education vary considerably.
At the end of the day, it is our job to check whether a
vessel was built to our rules and standards and whether it
is fit for purpose under both the international maritime
conventions and the flagstate’s regulations.
nonstop: What do you do in terms of long-term quality
assurance?
Wasmansdorff: We are continually upgrading the skills of
our staff. We have expanded our technical management
system by appointing a Technical Manager at the division
level who is supported by internal quality support teams
for every country in the region. ■ OM
nonstop 04/2006
29

MARITIME SERVICES | CHINA
Tracking Down
Vibration
Analyzing problems, implementing fast
turn around solutions: Germanischer Lloyd’s
engineers are active around the world
Shanghai, one of the leading ports in Asia, is a major center
of the Asian shipbuilding industry. This is why Germanischer
Lloyd is right on the spot – with engineering
services tailored to meet the demands of these shipyards.
On your marks – wait for the call – go! When it comes to
his job, Ulrich Behrens has two principles he always adheres
to: whenever his expertise is required somewhere, he
doesn’t waste any time. And whenever he swings into action,
he does so with a holistic vision.
“We not only carry out measurements, we also make specific
recommendations,” he says. “Measurements, analysis
and a solution to the problem, all in one package – that
is our special strength. And if necessary, we deliver it all
within a very short time,” he adds. Behrens, head of Engineering
Services at Germanischer Lloyd, Shanghai, is a vibration
and noise expert specializing in investigating mechanical
vibrations that exceed the limits permitted by ISO
6954. Such excessive vibration may cause discomfort and
health problems.
Good Vibrations, Bad Vibrations
Take the case of a tanker newbuilding a few months ago.
Behrens received a call from the shipping agent just before
the sea trial. The problem: vibration had been encountered
on the bridge deck and found to be extremely unpleasant,
not only for the shipping agent. Initial measurements
seemed to indicate that the limits were being exceeded. “At
this stage, you cannot possibly make a well-founded statement
about the causes,” says Behrens who has many years
of experience.
“That the vibration level extended so far into the perceptible
range was certainly alarming,“ but that was all we
knew. What we needed was an objective picture of these
subjective sensations.” Behrens analyzed the problem, figuring
in boundary conditions such as mass distribution, the
deck pillars, etc. He deduced a natural frequency SHANGHAI. of 17.5 Hz
for the local subsystem. A single-hull This tanker under construction.
corresponded to a propeller
speed of 105 rpm, which evidently
caused the excessive
resonance in the deckhouse.
On occasion of the sea trial of
the sister ship, Ulrich Behrens
was able to verify his conclusions
during a phased run-up
of the engine. In the service
speed range, the frequency
levels were far above limits.
Based on his analysis, Beh-
30 nonstop 4/2006
Foto: Sabine Vielmo
rens was immediately able to discuss possible solutions with
the shipyard’s designers and the shipping agent. They unanimously
decided to add two support pillars in the central
part of the deckhouse. Subsequent measurements showed
that the vibration level was now ranging within the limits
and had in fact decreased by a factor of 3. This timely solution
to the problem – before the delivery of further units of
the series – saved both the yard and the owner considerable
expense. “Having to fi nd remedies to the excessive vibration
problem at a later time would have been much more costly,”
says Behrens. “What is more, one must always expect consequential
damage with amplitudes of this scale.”
Analyzing and correcting vibration
problems constitutes only part
of the wide-ranging activities of GL’s
Engineering Services in Shanghai.
The office closely cooperates with
the Hamburg headquarters to provide
customers with access to the
entire spectrum of GL’s engineering
AUDIENCE. Ulrich Behrens presenting
the Engineering Services of Germanischer
Lloyd at the fair „Maritime Vietnam“
in Ho Chi Minh City.

BACKGROUND
Finite Elements: Computing to Achieve Equilibrium
What do a heavily loaded cargo ship in heavy seas and a Formula I
racing car taking a curve at 170 km/h have in common? As different as
these two situations may appear, it is not only the individuals steering
these vehicles that are put to the test, but also the vehicles themselves.
Both the ship and the car are travelling in a borderline situation that exposes
their materials to extreme stress. It is the engineer’s job to design
the vehicles so they will withstand these borderline stress loads.
There are numerous mathematical approaches to determine the
relationship between force and deformation so as to properly dimension
each basic component. But frequently these methods are inadequate for
real-life requirements, especially so in complex structures. How can an
engineer manage this seemingly impenetrable mess of loads, points of
application of force, and section moduli?
Small solutions. The answer is a scientifi c method that breaks up
large problems into many individual partial problems that are fi rst solved
independently. All these small solutions can then be merged into one
big solution. This is what the fi nite-element method (FEM) is all about. It
owes much of its success to the introduction of powerful yet affordable
computers that can handle the enormous amounts of individual calculations
involved in this method.
Big system. Simply put, the FEM substitutes a virtual structure of a
large but fi nite number of individual, simple elements assumed to have
simple elastic properties for the specifi c component. These elements are
assumed to be interconnected at individual points called nodes. Loads
and the resulting deformation of the elements cause node movements or
forces within the structure. The challenge consists in creating an equilibrium
between these inner forces and the external forces. This leads to an
enormous equation system that often comprises hundreds of thousands
of elements and can be solved to produce the desired values. A job for
Mr Silicon: many computer applications today use the FEM.
services and its team of about 50 mechanical engineers, naval
architects, physicists and mathematicians. On-site service
teams at locations around the globe, such as Ulrich Behrens
in Shanghai, profit from this network tremendously.
“We go wherever we are needed,” says Karsten Fach, Head
of Engineering Services at GL. Modern means of communication
are important prerequisites for rapid analysis and
problem-solving, he emphasizes.
Unique Expertise
One of the key competence areas that enable GL to deliver
its unique customer focus is structural strength. With GL
ShipLoad, Germanischer Lloyd offers a user-friendly program
for computing load spectra for reliable finite-element
analysis (FE analysis, see info box) of a ship. Using the
graphical user interface, ship, wave and cargo parameters
can be applied to the FE model quickly and reliably; hydrographic
and hydrodynamic calculations are integrated.
The calculation process provides the designer with selected,
substantiated and realistic load assumptions for optimal
dimensioning of the hull based on the given requirements.
Another software product that supplies Engineering
Services with outstanding results is the GL ShipModel application
for hull design – an extension developed in-house
of the widely used MSC.Patran package, and a pioneering
Foto: Eberhard Petzold
Foto: Renault
CHINA | MARITIME SERVICES
achievement in many ways. “The development of structural
models for analyzing strength, vibrations and ship acoustics
is not supported by any commercial software vendor,”
Karsten Fach says.
Another new trail was blazed when GL engineers developed
a high-speed trimaran 130 meters in length. Initially,
there was no experience available, nor were there any established
rules covering the envisaged ship design. What to
do? In the end, the GL specialists paved the road to success
by combining computational fluid dynamics derived from
the world of automotive engineering with their experience
gained from other ship types.
Precisely this is what distinguishes GL’s Engineering
Services, Karsten Fach explains. “We make our own
developments with our own staff, thereby achieving a level
of subject-specific know-how that is simply unique worldwide.”
But GL does not guard this expertise jealously. “It is my
job to pass on the knowledge,” says GL’s Shanghai expert,
Ulrich Behrens. To this end, he is currently working on the
presentation documents for the first vibration seminar to
be held by the GL Academy – an Asian debut. ■ JI
For further information: Ulrich Behrens, GL Engineering Services Shanghai,
Phone: +86 138 16504332, E-Mail: ulrich.behrens@gl-group.com
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31

MARITIME SERVICES | MARPOL
32 nonstop 4/2006
FLOTSAM. Thrown from board
into the sea, it is often washed
ashore somewhere completely
different.
Photo: Mauritius

Waste Overboard?
Proper waste disposal is of central signifi cance for the safety of crew and cargo, the environment
and, last but not least, the image of the shipping company. At the GL Academy, experts
are on hand to refresh the knowledge and skills of the participants
Green, grey and brown refuse bins, yellow disposal
bags, special containers for paper, green glass and
white glass are waiting in the towns. And they are
regularly collected by refuse collectors. Getting rid of
refuse is no problem for landlubbers. Things are a bit more
difficult on the high seas. Where can a captain dump his
plastic bottles when at that moment he is cruising between
Kiribati and Nauru? What to do with all the greasy cleaning
rags, the banana skins, the oil residues from the engine
room, and the used hypodermics from the sickbay? “Waste
overboard” is certainly one answer – but not a very environmentally
friendly one. Seals perish in plastic foil, and
fishes get caught in bags or die from swallowing splinters
of glass. But the safety of the crew and cargo too is at risk.
Chemicals that are not disposed of in the proper manner
can lead to fires and explosions, while bits of plastic floating
in the waves can clog up cooling water inlets or block
the propeller.
Apart from that, the simple throw-away solution is completely
illegal in many cases.
Laws are in place on all levels to restrict the disposal of
waste from ships. The International Maritime Organization,
each flag state, every coastal nation, ports and shipowners,
associations such as INTERTANKO, the International
Council of Cruise Lines (ICCL), the Baltic and International
Maritime Council (BIMCO) and the International Chamber
of Shipping (ICS) – have all issued their own recommendations
and regulations on waste management. In this tangled
web of legislation, it is difficult to keep a clear overview.
Exchange across Industry Sectors
The necessary clarity is given by the “Waste Management”
seminar offered by the GL Academy. Henning Gramann,
environmental engineer and specialist for maritime waste
management at Germanischer Lloyd, conducts this course
for the ships’ masters and crews of merchant ships and
cruise liners, for the staff of port reception facilities and
disposal companies, and also for plant manufacturers. The
seminar’s objective is to inform the participants about the
statutory and technical fundamentals as well as new developments
in waste disposal. In addition, checks by the
authorities, the obligation for reporting and recording
disposal actions, and optimization of waste management
activities on board are also on the agenda. This one-day
seminar in Hamburg offers the participants from a wide
range of fields many opportunities for an exchange of experience,
and also throws up topical issues that stimulate
controversial discussions.
Tons of Sludge, Cooking Oil and Wood
Every day, a 2100 TEU container ship with a main engine of
12,500 kilowatts uses up 53,000 litres of fuel and 140 litres
of lubricating oil. The “ship’s leftovers” include two tons of
Photo: Jorgen Udvang – FOTOLIA
MARPOL | MARITIME SERVICES
oil residues, 5 to 10 cubic metres of oily bilge water, 160
tonnes of carbon dioxide, 0.9 tonnes of carbon monoxide,
4.3 tonnes of sulphur compounds, and 2.7 tonnes of nitrogen
oxides. And such a cargo ship is one of the more economical
vessels. Added to this, you have the leftovers from
the messroom and galley, the empty tins of paint, dunnage
wood, shrink-wrap, cargo remainders, ...
The boom in shipping is making it all the more important
to ensure that these remnants do not end up in the sea.
The oceans are largely unexplored. We know more about
the moon than about the icy depths. But one thing is sure:
whatever is put into the sea will pop up again somewhere,
sometime. For example, a packet of crisps was found in
Antarctica. Its best-before date had long since elapsed, so
it had probably been drifting about for many years. Such
a plastic bag takes years to decompose. Even a garment of
natural wool needs a whole year to decay, treated wood
takes 13 years, a tin is estimated to last a century, and plastic
bottles over 450 years. With the aim of protecting the SHANGHAI.
oceans, the International Maritime A single-hull Organization tanker under (IMO) construction.
formulated MARPOL as a globally binding convention to
prevent marine pollution by ships. The basic principle of
MARPOL Annex V, for instance, is to make sure that, of all
the waste produced by ships, as little as possible passes
into the sea. Instead, the waste is to be transferred to port
reception facilities.
Tighter Regulations
All seafaring nations have pledged to observe MARPOL.
From the viewpoint of some states, the restrictions go too
far, but many other countries believe the requirements
STAPLE GOODS. Full containers with on-board wastes wait at the
dock for collection.
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33

MARITIME SERVICES | MARPOL
ENVIRONMENTAL
DAMAGE. The Baltic
Sea is an especially
sensitive body of
water protected by
very strict rules. The
map shows the pollution
levels measured
in 2004. Blue symbols
mark deposits of accumulated
waste.
10° 11° 12 ° 13 °
Kiel
are too soft – after all, it is still permissible to dump
almost all waste into the oceans. The only absolute “disposal
ban” applies to one single material: plastic. In no
form and in no region whatsoever is it permissible to “fall
overboard”. Since MARPOL does not suffice for many legislators,
a large number of regional, national and local laws
have been issued to tighten up on the IMO requirements.
Worldwide, it is inadmissible to dispose of land-based
waste at sea. And materials with milk or meat remnants
34 nonstop 4/2006
Oil
Chemicals
REFUSE COLLECTION.
When a cruise ship arrives,
it needs to dispose
of all of accumulated
waste.
Photo: look foto
Waste
Others
Rostock
must be handled with great care, owing to the danger of
transmitting disease.
The Baltic Marine Environment Protection Commission
(HELCOM) has issued special recommendations for the
Baltic region. With good reason. This sea is relatively shallow
and, being almost landlocked, there is little exchange of
water. Contamination is a particularly serious threat here,
as shown by the repeated occurrence of algal blooms. For
this reason, no waste incineration plants may be used on
ships plying the Baltic. Although the HELCOM recommendations
apply to all ships only in territorial waters, and outside
the 12-nautical-mile zone only to ships sailing under
the flags of the HELCOM contracting parties (Denmark, Estonia,
the EU, Finland, Germany, Latvia, Lithuania, Poland,
Russia and Sweden), it is difficult to stay outside of territorial
waters for any length of time when passing through
the Baltic.
Draconian Penalties
The various laws are confusing; an easily understandable
database or reference guide is sorely needed. So why not
just throw the waste over the side? Who will ever find out?
Usually, there is no ship in sight, and a few “good-looking
lines” are quickly fabricated in the record books.
Not everyone has the bad luck the crew of a chemical
tanker experienced last year. Port inspectors had found
meat products on board and sealed it into plastic bags.
Once at sea again, the mariners remembered their appetite
for steaks. They tore open the officially sealed packages and
fried the meat. As bad luck would have it, one of the bags
fell overboard and was washed up on the beach. It was then
possible to identify the guilty party by means of the seal. A
court sentenced the captain and owner to a total fine of
about US$ 72,500 – quite a lot of money for a plastic bag
and some fudged records.
However, the penalties can be even more draconian. In
the United Arab Emirates, marine pollution can cost up to
US$ 270,000. For dumping radioactive material, even the
Stralsund

Sassnitz
14 ° 15 °
death sentence may be imposed. Dramatic consequences
may possibly ensue if one of those inconspicuous little fire
detectors falls overboard by accident, because they often
contain radioactive materials.
Not only fines but also prison sentences are possible
in the USA. At present, the captain of a reputable international
shipping company is in jail. He is accused of having
discharged oily bilge water over a period of five months
through a so-called “magic pipe”. Decades of imprisonment
are looming over him.
For the shipping company, the offence will involve more
work and added expense for a very long time to come. It
will be blacklisted, which results in regular tours by external
inspectors who check every single ship calling at a US
port. Over and above the heavy penalties, large cruise liner
companies have been forced to spend years implementing
a comprehensive and strict environmental management
system on board.
Most shipping companies and their staff do observe
the regulations – and not only because of the fines and the
safety of crew and vessel. Environmental protection is increasingly
becoming a matter of image. And yet there are
still shipowners who do not see the point of spending money
on ecological disposal methods. A strange attitude when
one considers that the associated costs, for example for a
container ship, hardly exceed the daily charter fee. An effective
way of more or less forcing shipowners to conform
is the so-called “no special fee” clause, according to which
a ship must always pay for disposal in port, irrespective of
whether it actually transfers its waste to a port reception
facility or not.
The disposal fee therefore forms an integral part of the
harbour dues. This takes the financial advantage out of
dumping waste at sea. So far, however, only a few ports
have introduced this system. ■ NL
For further information: The GL Academy regularly holds seminars on “Waste Management”.
Ulrike Schodrok, Phone: +49 40 36149-195, E-Mail: academy@gl-group.com
55°
Source: Bundesamt für Seeschifffahrt und Hydrographie
54°
Photo: Hirlesteanu Constantin-ciprian - FOTOLIA
MARPOL | MARITIME SERVICES
RULES AND REGULATIONS
MARPOL Marks the
Minimum Standard
MARPOL consists of an article section
which contains general provisions and
defi nitions of terms, and six annexes
regulating certain regulations of shipping
relevant to the marine environment. The
Convention and Annex I became effective
in 1983, with the other annexes coming
into effect later, e.g. Annex VI as recently
as May 2005.
MARPOL I is aimed at guarding against
oil pollution. For instance, before bilge
water can be discharged overboard, its
oil content must be measured and limited.
MARPOL II and III are aimed at
preventing marine pollution by noxious
liquids or harmful substances carried
in bulk or in packaged form.
MARPOL IV limits the disposal of
black water, e.g. sewage from the toilets
or infi rmaries. Amongst other things, this
annex demands that ships from a size of
400 GT or 15 persons on board must sail
at a minimum speed of four knots when
discharging black water, and also maintain
a minimum distance from the coast.
MARPOL V applies to solid ship
wastes for all ship types and sizes, i.e.
also to typical ´household leftovers`. Admissible
disposal depends on the type
of waste and the position of the ship.
Moreover, masters of ships from 400 GT
or with more than 15 persons on board
must keep a record book on what waste
was disposed of when and where.
MARPOL VI is aimed at controlling
air pollution through gaseous emissions
by ships. The sulphur limit for fuel
oil lies at 4.5 per cent, and in special
emission control zones, like the North
Sea and Baltic Sea, at 1.5 per cent. The
ships` masters therefore have to keep
a watchful eye on where they use what
kind of fuel oil. Nevertheless, the general
sulphur limit of 4.5 per cent has been
chosen so high that it is easily observed.
nonstop 4/2006
35

INDUSTRIAL SERVICES | VDMA
Dr Hermann J. Klein, Member of the
Executive Board, Germanischer Lloyd
Christian Fritzen, Managing Director,
Peter Döhle Schiffahrts-KG
Suppliers and Classifi cation
Societies – Goals for the Future
Avoiding frictional losses, cutting costs, increasing effi ciency: shipbuilding suppliers and
classifi cation societies are banking on better dialogue
Business is really booming. And yet the suppliers to
the shipbuilding industry are already feeling the hot
breath of their competitors in Asia down their necks.
“We must use the current boom phase to gird ourselves for
bad times,” warned Dr Alexander Nürnberg, chairman of
the working group “Marine and Offshore Equipment Industry”
within the German Engineering Federation (VDMA).
To sound out the potential for efficiency enhancement
and cost reduction, the VDMA issued an invitation to a podium
discussion entitled “Who’s stamping now? Enhanced
efficiency in classification for a globally competitive shipping
and shipbuilding industry” which was held with the
scope of the leading shipping fair SMM in Hamburg. The
topic proved to be as contentious as it had promised. In
front of more than 150 industry representatives, Dr Hermann
J. Klein (Executive Board, Germanischer Lloyd),
Christian Fritzen (Managing Director, Peter Döhle Schiffahrts-KG),
Ralf Sempf (Meyer Werft), Dr Ing. Gottfried
Braun (MAN B & W Diesel) and Hatlapa CEO Dr Alexander
Nürnberg entered into a frank but fair discussion on “Classification
of the Future”. Chaired by Professor Georg Wachtmeister
(Technical University of Munich), the podium concluded:
only with dialogue and partnership can the joint
potential for optimization be tapped and realized.
Strong in export, German suppliers employ 70,000 people
and generate more than EUR 9 billion in annual turnover.
But with the competitive pressure increasing steadily,
cost-effectiveness is becoming a matter of survival. This is
one of the reasons why the German Engineering Federation
36 nonstop 4/2006
EXCHANGE OF IDEAS. Over 150 visitors
took part in the VDMA event ´Classifi cation of the Future`.
Photos: Jens Meyer
Ralf Sempf, Head of Materials Management
and Purchasing, Meyer Werft
is working intensively on a national and international level
to develop specific proposals for improvement in the classification
processes.
At the Hamburg podium discussion, Dr Nürnberg, Managing
Partner of Hatlapa Uetersener Maschinenfabrik,
called for greater cost transparency from the classification
societies: “Having appreciable differences in price between
the IACS classes for comparable services is simply unacceptable.”
Amongst the suppliers, there is also an increasing
lack of understanding for multiple surveys, thus acceptance
of the same construction unit by different classification
societies. Nürnberg: “This ties up highly qualified staff
without creating any added value.”
There was support for this viewpoint from the shipbuilding
industry. Ralf Sempf, Head of the Materials Management
and Purchasing Department at Meyer Werft in Papenburg,
also criticized the multiple surveys. “It is difficult
to comprehend why steel plate that has been approved by a

Dr Gottfried Braun, Quality
Management, MAN B&W Diesel
recognized classification society must be stamped off again
for use in a ship sailing under a second IACS class,” said
Sempf. Granting the manufacturers a higher
degree of autonomy and self-responsibil-
ity could make the overall process more flexible
and economical. Ralf Sempf pointed out:
“This would do away with the need for a visit
by a second or even a third surveyor. After all,
somebody has to pay for these extra trips.”
With product and design innovations, the
focus is less on cost and more on flexibility.
Suppliers and yards alike have to expend a lot
of effort to get novel concepts past the classification
societies. Ralf Sempf was convinced:
“Goal-based classification – as opposed to the
rule-based surveys still usual today – will yield
considerable benefits.”
Greater flexibility is on the wish list of Dr Gottfried
Braun, Quality Manager at MAN B&W Diesel, also for the
introduction of new regulations. “There should be a grandfather
clause – protection of existing rights for proven products,”
said Braun. His main requirements for the “Classification
of the Future” are safeguarding product quality, creating
lean, flexible and cost-effective processes, avoiding
duplication of surveys, and cultivating the fundamental
principle of manufacturers” self-responsibility wherever
possible. Both experts – Braun and Sempf – were banking
on cooperation: “We really want to foster an ongoing dialogue
with the classification societies,” Braun asserted.
Germanischer Lloyd, as the only representative of the
classification societies present at the VDMA podium dis-
VDMA: THE WISH LIST FOR THE CLASSIFICATION SOCIETIES
The German Engineering Federation
(VDMA) organized a podium discussion
in Hamburg with experts from the shipping
industry.
Topic: Classifi cation of the Future.
Goal: Greater effi ciency in the cooperation
between shipbuilding suppliers and
classifi cation societies.
Demands of the suppliers:
Dr Alexander Nürnberg,
Managing Partner, Hatlapa
“We are proactive
in
approaching
our customers.”
Dr Hermann J. Klein
■ Increased self-responsibility in the
classifi catory surveys for qualifi ed equipment
suppliers and products to secure
their own level of competitiveness. The
rigid rule-based system favors production
fi rms with a lower level of know-how,
above all in low-wage economies.
■ Harmonization of selected rules of
the individual IACS societies.
VDMA | INDUSTRIAL SERVICES
Prof. Dr Georg Wachtmeister,
Technical University of Munich
cussion, was more than willing. However, Dr Hermann J.
Klein, Member of the GL Executive Board, viewed the desired
harmonization between the IACS
classes a little sceptically, because of the
differences exhibited by the individual societies.
Formulation of Common Structural
Rules, as a harmonization of the various
sets of construction rules and their reciprocal
recognition, is a difficult process
which itself could obstruct flexibility and
innovative advancement. Dr Klein said:
“Here we must proceed with great care.”
With regard to the business processes
in place between class and suppliers, Germanischer
Lloyd had already been hunting
for optimization potential. Whatever
is meaningful will be implemented. For
instance, the increased autonomy demanded by suppliers
for the testing of series products was already an everyday
matter to a certain extent. And the dialogue between Germanischer
Lloyd and the shipbuilding supply industry was
running at full speed: “However, environmental protection
and safety must never be sacrificed on the altar of commercial
interests,” emphasized Dr Klein.
Here he received support from Christian Fritzen. The
Managing Director of Peter Döhle Schiffahrts-KG reminded
listeners that, in the end, it was the shipowners who had to
bear the costs of classification, and advised against leaving
the acceptance testing of vendor products up to the manufacturers:
“We need independent inspectors and certifiers.
That is in the best interests of everyone involved.” ■ JM
■ Greater cost transparency of the
necessary classifi cation services to
prevent distortion of competition.
■ Equal treatment worldwide of the
suppliers with regard to the classifi cation
requirements. Only then can the
disadvantages suffered by the innovative
manufacturers in high-wage countries
be reduced.
nonstop 4/2006
37

INDUSTRIAL SERVICES | NEWS
News from Industrial Services
BODE CHEMIE
Certifi ed Disinfectants, Hygiene and Personal Care Products
The environmental management audit according to
ISO 14001:2004 at Bode Chemie GmbH & Co. KG focused
on the “Development, Production and Sale of Disinfectants,
Cleaning Agents, Preservatives, and Personal
Care Products.” The company first had its quality and
medical products management systems certified according
to ISO 9001 and ISO 13485 in 1995.
In November 2006, Germanischer Lloyd Executive
Board Member Rainer Schöndube presented the new
certificate to Dr Ulrich Möllers, managing director of
Bode Chemie. Based in Hamburg, Bode is a worldwide
leader in chemical products for disinfection, hygiene,
skin care, and technical preservation. By choosing to
comply with international standard ISO 14001:2004,
the enterprise exceeds the legal and statutory requirements.
Effi cient use. Bode Chemie and Germanischer Lloyd
have been partners for eleven years. Accepting the certificate
at Germanischer Lloyd headquarters, Dr Möllers
GLO
Personal News
Dr Rainer Mohr is the new Global
Business Manager of Germanischer
Lloyd Oil & Gas (GLO). Mohr
studied mechanical engineering at
Braunschweig Technical University.
He was previously a member of the
executive board of Menck GmbH, a
company specializing in foundations
for onshore and offshore struc-
MEXICO
The Project Pipeline is Full
More than 20 active projects:
Whenever specialist advice
is needed for building or repairing
pipelines in any region of
Mexico, the experts of Germanischer
Lloyd Oil & Gas are
there to assist.
Whether risk analysis, diagnostics,
inspection, quality control,
or certification – GLO Mexico
will tune each project to the
official standards of Mexico, international
guidelines and technical
best practices.
At Costa Azul, one of Mexico’s
largest liquefied-gas storage
projects, GLO monitors techni-
38 nonstop 4/2006
tures. At GLO, 36-year old Mohr will
be responsible for the entire range
of high-quality engineering services
offered for oil, gas, and industrial
plants, comprising everything from
design to decommissioning.
For further Information: Dr Rainer Mohr, Global
Business Manager GLO, Phone: +49 40 36149-515,
E-Mail: rainer.mohr@gl-group.com
PIPELINE. A project in Mexico.
cal safety from the planning
stages through construction all
the way to maintenance during
routine operation.
explained the benefits of having his company’s management
systems analyzed regularly and systematic ally:
“Our foremost environmental objective is to reduce nosocomial
infections of hospital patients through the efficient
use of Bode products. Much suffering can be avoided,
and millions of euros saved.”
AUDIT. Dr Ulrich Möllers (left), Managing Director of Bode
Chemie, and GL Executive Board Member Rainer Schöndube.
Agenda
MARCH
11.03. – 14.03.2007
MEOS 2007 – 15th Middle East Oil
& Gas Show and Conference
Manama, Bahrain
28.03.2007
www.Windmesse.de-symposium
Hamburg, Germany
APRIL
03.04. – 05.04.2007
CIOOE
Beijing, China
16.04. – 20.04.2007
Hannover Messe
Hanover, Germany
30.04. – 03.05.2007
OTC
Houston, USA
MAY
07.05. – 10.05.2007
EWEC
Milan, Italy
JUNE
03.06. – 06.06.2007
Windpower 2007
Los Angeles, USA
12.06. – 15.06.2007
OGA
Kuala Lumpur, Malaysia

WINDENERGIEZIRKEL HANSE
Bracing the Storms
What are the prospects for wind energy
in the decades to come? Will
it outstrip fossil fuels? In his speech
at a convention of WindEnergieZirkel
Hanse, Dr Peter Ahmels, chairman of
the German Federal Wind Energy Association,
described the perspectives
of his industry.
To cope with climate change, renewable
energy sources could contribute
substantially to a reduction of
HEALTHCARE
Clinical Quality Assurance
OPTIMISTIC. Dr Peter Ahmels,
Chairman, Federal Wind Energy
Association.
All good things come in fours: Following certification
of the quality management system, the
cardiac unit, and the paediatric clinics of the Eppendorf
University Clinics in Hamburg by Germanischer
Lloyd Certification GmbH (GLC), a fourth
department, the Clinical Trial Center North (CTC
North), is now up for certification.
The CTC North coordinates clinical studies and
runs diagnostic tests (Phase I Unit). Through the
certification procedure, GLC will check and evaluate
the unit’s compliance with the requirements of
ISO 9001:2000, and issue a certificate that remains
valid for three years. A monitoring audit will be
conducted once per year.
Proven standard. Hospitals and other medical facilities
are legally obliged to introduce an internal
quality management system.
CO 2 emissions associated with energy
production. “In 2005, wind energy reduced
CO 2 emissions in Germany by
roughly 25 million tons,” said Ahmels.
According to conservative estimates,
179 million tons of CO 2 emissions
could be avoided worldwide by the
end of the decade. The increasing production
of electricity from renewable
sources will reduce the dependency on
fossil fuel imports while lowering the
CERTIFICATES.
Prof. Dr Rainer H. Böger
(CTC North) and Rainer
Schöndube (GL).
NEWS | INDUSTRIAL SERVICES
cost of electricity. “The Leipzig stock
exchange is revealing today how wind
energy can keep the prices of other
energy forms in check,” Ahmels continued.
He believes that the production
costs of various forms of electrical
energy will level out within the next
ten years. Wind energy would then be
among the least expensive sources of
electricity. Due to the volatility of fossil
fuel prices, the costs of new wind
farms can be calculated more reliably
today than those of traditional power
plants.
Improved business environment.
Ahmels expects many “bureaucratic
construction sites” to be eliminated in
the coming years. Insufficient capacity
will likely be eliminated through
grid upgrades and new line installations.
“In view of the positive effects of
alternative energy sources on our climate,
public support for exaggerated
environmental protection demands
will wane.”
Eliminating redundant requirements,
such as height limitations for
wind turbines, will improve the effectiveness
of wind power stations. New
systems and consistent repowering will
dramatically increase the energy yield.
Ahmel predicts that wind turbines will
not necessarily increase in number, but
will increase their energy output. “The
wind power sector is a classic growth
industry,” he said. Sales are topping
EUR 4 billion. Ahmels believes a 25%
annual growth rate to be realistic. “You
may rest assured that wind power will
cook up quite a storm,” he said.
DIN EN ISO 9001:2000
has proved to be an effective,process-oriented
quality management
standard for healthcare
institutions worldwide.
Checklists and questionnaires
assist facilities in
building an individualized
quality management
system.
The CTC North was established
in May 2006 as a
unit of MediGate GmbH, a wholly-owned subsidiary
of the Hamburg-Eppendorf University Clinics.
The CTC North was officially opened seven months
later, in November 2006.
nonstop 4/2006
39

INDUSTRIAL SERVICES | SUZLON ENERGY
Lord of the Wind
Tulsi R. Tanti is the founder and managing director of India’s Suzlon Energy Limited (Suzlon),
the world’s fi fth largest manufacturer of wind turbines. nonstop spoke with the entrepreneur
about his ascent and the prospects of his industry
nonstop: Mr Tanti, you founded Suzlon Energy Ltd. (Suzlon)
in 1995 after your polyester yarn factory was handed
a huge electricity bill. Please give us more details about
your switch from the world of textiles to energy.
Tulsi Tanti: A very important factor in the textile industry is
the high requirement of energy, because textile manufacturing
is a very power-intensive business. If you would like
to succeed in the textile industry, you need a lot of electricity.
Before 1995, our business was growing steadily, but I
realized that the more we were increasing our production
the more the energy costs were getting out of hand. So, in
reality, we were not really growing. That was a major setback
for us. We then started looking for a reasonable solution.
nonstop: And the answer lay in the Indian wind?
Tanti: After analyzing the situation carefully, I realized that
wind power is definitely the best solution. In those days,
however, it was very expensive to implement. Companies
in developing countries could not afford the capital investment.
40 nonstop 4/2006
“Why shouldn’t wind power apply to
the whole nation?” Tulsi Tanti
PROFILE
Powerful Tail Wind
nonstop: Nevertheless, you invested in two wind turbines
for your textile company in 1990. When did you really see
the enormous potential of wind power?
Tanti: First of all, we realized that it was working very well.
With these wind turbine generators, we could even predict
our power costs for the next 20 years. It certainly gave me a
great vision for my primary business growth.
nonstop: And why did you switch from textiles to wind?
Tanti: After understanding the concept of wind power, I
realized that this source of power could also provide really
sustainable growth for the main industries. So I asked
myself: Why should wind power be restricted to only one
company? Why should it not apply to the whole nation? Or
even the whole world?
Tanti: But India is also pushing nuclear power. Yes, there
are nuclear power plants, but today wind power is bigger
than nuclear power. Nuclear power is producing 3,600
megawatts (MW), whereas India currently has 5,300 MW
of wind capacity installed. When we started the wind business
in India, the size of the whole industry was just 50 MW.
Tulsi R. Tanti founded Suzlon Energy in 1995, and the company has been a
never-ending success story ever since. Suzlon offers its customers total wind
power solutions that include consultancy, manufacturing, operations and maintenance
services, and is now the largest wind turbine manufacturer in India
and Asia. The company operates worldwide and has research and development
facilities in Rostock.
Going Public. Tulsi Tanti enjoyed a massive windfall last September, when
he sold a minority of shares of his company on the stock market. Since then, the
American magazine Forbes ranked him together with well-known names like
steel mogul Lakshmi Mittal or Azim Premji of Wipro in their famous billionaire list.
Awards. Thanks to the power of the wind, Mr Tanti is now counted as the
seventh-richest Indian. For his dedication, he was awarded the World Wind
Energy Association’s World Prize for Wind Energy (WWEA) in Cape Town in 2003.
In november in New Delhi, Tanti received the Terialumni Award for Excellence.
Photos: Suzlon Energy Ltd.

This year it is 2,000 MW. So we truly helped to develop the
entire market. It was not just a case of expanding our own
company. For example, we also took a lot of initiative by
developing the infrastructure or educating the banks and
investors. We convinced them that wind power is a very
good investment for our country. Suzlon is the key catalyst
for the growth of the wind power industry in India, and
even our competitors are growing with us.
nonstop: The growth of India is impressive. Recently, the
World Bank forecast that the economic growth of your
country in the com- ing years would lie between 6
and 8 per cent a year…
Tanti: ...but this kind of growth is only possible if
India can produce suf- ficient energy!
nonstop: And some peo- ple are still counting on
nuclear power plants. In Germany, we have an
ongoing debate on phasing out nuclear energy.
Tanti: This question affects not only Germany but
the whole world today. Energy and climate issues
are global, not country-specific issues. We need
energy and we have to find out which type we
have to use so that we do not damage
our planet and our environment.
The costs for oil and gas are
going up, and reliability issues are
becoming increasingly important.
In this scenario, we have to focus
on nuclear and renewable
energies. If we develop the
renewables faster than nuclear
power, then nuclear
power will no longer be
SUZLON ENERGY | INDUSTRIAL SERVICES
needed. But whether we are able to manage is not a question
of the competition between one source and the other.
For the moment, we need all sources.
nonstop: The Indian wind industry has been booming in
the last few years, and India has a wind energy potential
of 45,000 MW. With the present shortfall of 16,000 MW, can
wind energy play a major role in bridging the gap?
Tanti: India and also China are in a period of high economic
growth. If the people there want to live like Europeans and
Americans, they have to grow. The talent is there. But is it
advisable to grow like that by damaging the environment?
I say “No”. Global warming and climatic change are very
serious problems today. So, on the one hand, we have economic
growth, and, on the other, we have to take care of
the environment. The whole world has to make a decision
about the balance between these two factors. Do we need
the planet or do we need economic growth? Each country
has to make a decision based on its resources – which kind
of energy they have to favour and utilize first. The ultimate
aim is to ensure that we are damaging neither our environment
nor our economy. We have to sustain the stability of
mankind. That is a key challenge for all of us on earth.
nonstop: Let’s talk business. Suzlon products include wind
turbines with capacities ranging from 350 kW to 2.1 MW. Is
this a secret of your success – that you are focusing on the
specific needs of the people?
Tanti: We have to understand the needs of our customers.
We have to understand the capability and the capacity and
the constraints. Then we make and deliver the product to
match. And that is the correct approach for any businessman.
The US market is comfortable with 2.1 MW, and India
and China are very comfortable with 1 MW and 600 KW
machines. If my customers need platinum, I can’t offer
them steel. If my customer needs steel, I can’t offer him
platinum. If somebody wants to sell a turbine in the European
market, then 3 MW is what they need.
nonstop: And for wind turbines you need a lot of steel. By
the way, do you know Lakshmi Mittal?
Tanti: Yes, he was born in India, but is now living in England,
and his business headquarters is in the Netherlands. Under
his leadership, the Mittal group has become the largest
steel company in the world.
nonstop 4/2006
41

INDUSTRIAL SERVICES | SUZLON ENERGY
nonstop: And the interesting phenomenon is that, only
a while ago, some European businessmen were laughing
at him. They said Europeans are producing Chanel and
his steel is eau de cologne. Now the situation has changed.
Can you feel a certain kind of European arrogance regarding
the needs of the people?
Tanti: I don’t see this arrogance. Different continents have
different feelings: an Asian can understand an American
differently, also a European can understand an Asian differently
but a European person cannot understand another
European differently. I have been operating in European
countries for 15 years. Here I have more than 150 vendors
and suppliers. There are 2000 employees who are working
outside of India for Suzlon. And I don’t see any arrogance at
all. The employees of Suzlon come from 12 different countries,
and we respect each other and are integrating everybody’s
culture. By getting the best out of them all, we are
creating a new Suzlon culture. Our attitude is a global one.
I will give you a very good ex ample: my oldest employee is
Thorsten Spehr, a German engineer who really believes in
the German culture. He is a very hard worker.
nonstop: You and your company have enjoyed a very strong
and very long relationship with Germanischer Lloyd Wind
Energy.
Tanti: Yes, we have been working together for eleven years.
We are very happy with their service, technical expertise
42 nonstop 4/2006
PRODUCTION.
Assembling a 2 MW
plant at Suzlon.
COOPERATION.
Suzlon representatives receiving the type
certifi cate at the Suzlon S88 from GL
(l. to r.): Mike Woebbeking, Head of Department
Machinery Components and Safety,
Bodo Helm, Global Business Manager Wind
Energy, Ajey Mohatkar (Suzlon),
Alpesh Shah (Suzlon) and
Reinhard Schleesselmann, Deputy Head of
Department Machinery Components and Safety.
and support, especially since the wind industry is growing
and technology is the key to growth for the industry. Germanischer
Lloyd is a very good certifying agency, because
they set new standards in the industry. For a long time, the
growth in the wind energy industry was only on the European
market, but now the growth has spread out over the
whole world. We are working in different environments,
different situations and different production processes
– so global standards are becoming very important.
nonstop: And GL Wind certified all Suzlon’s turbine types,
with rotor diameters ranging from 33 to 88 meters?
Tanti: Yes, we have a long-term framework agreement
which provides a good foundation for continuous innovation
and development. For this, we need to expand our
resources, maintain sufficient capacity, and stay on track
and on schedule. We have a long-term plan for five years
and every year we review this plan. Germanischer Lloyd is
an important business partner in this plan and our growth
policy.
nonstop: One last question: Mr Tanti, you are now in the
right business – alternative energy – in the right market, at
the right time. Are you still working in textiles?
Tanti: No. Over the last 11 years, my team, my family and my
executives have been focusing on wind energy 24 hours a
day. We want to remain a long-term and serious player in
the development of the wind industry. ■ CG
Jaisalmer
Diu
Mumbai
Jaipur
Ahmedabad
Pune
Trivandrum
New Delhi
Bangalore
India
Hyderabad
Chennai
Pondicherry
Coimbatore
MARKET LEADER.
From India, Suzlon is
conquering the world.
Corporate Office
Sales
Research & Consult
Production
Windfarm Sites & O&M Sites

© Maciej Dominik - FOTOLIA
Just A Stamp
Won’t Do WARSAW.
GLC positioning itself in Poland as a high-quality service provider
Rising growth rates, low corporate taxes, a vibrant economic
climate: the kind of conditions to make any
entrepreneur’s heart beat faster. Poland, which apart
from all of this has a good infrastructure and a population
of 38 million with a high standard of education, is also
regarded as one of the most attractive locations for foreign
companies in Eastern Europe. Like every market, the
Polish also has its own special characteristics, which everyone
should be familiar with.
Dagmara Zygowska is aware of the opportunities and the
hurdles within her native country. After five years with the
Swiss certification company SGS, the trained precision engineering
technician, who also holds an MBA, joined Germanischer
Lloyd Certification (GLC) as the new Country
Manager for Poland in 2006. In an interview she explains
the conditions on the certification market in Poland, her
personal objectives in the new post and the qualities that
she demands of her staff. The certification market in Poland
has been growing by an enormous 20 per cent per year
since the late 90s.
The predominant standard is ISO 9001, although the demand
for ISO 14001 is now actually rising faster. Some 40
local certification companies are currently scrambling for
a share of the fiercely contested market, with the largest
slice of 3,000 certifications going to PCBC. The remaining
considerably smaller companies account for 3,000 certifications
in total. Nevertheless, the volume of the national
market leader is still considerably lower than that of the international
certification companies. The largest non-Polish
supplier is TÜV with 3,300 certifications.
Score with Quality
In order to stay in the market, some local suppliers are trying
to make their mark through price. “In some cases we
are seeing price reductions of 30 to 60% – with a considerable
drop in quality at the same time,” says Zygowska, explaining
the current situation.
POLAND | INDUSTRIAL SERVICES
Dagmara Zygowska is
the new Country Manager.
Of course, pricing and quality dumping on this scale
only attracts companies who are looking for a stamp at the
bottom of a sheet of paper. “This is why we have to show
our customers that certification means much more than
this: that it is a critical analysis of existing company procedures,
specification of the areas for improvement and continuing
support for the customer in all areas of business
– both internal and external.”
Raise Market Share
Establishing the name of Germanischer Lloyd as a trademark
for expertise and service throughout the country is
how Dagmara Zygowska sees her goal for the coming five
years. And in doing so, she is extending her horizons considerably
beyond the scope of GLC’s activities. She has
set her focus firmly on the entire range of Germanischer
Lloyd services: cross selling is the keyword when it comes
to acquiring customers. Specifically, her objective is to significantly
raise their market share. Not only through certification
but also with other industrial services. Dagmara
Zygowska has set herself and her five-man team an ambitious
target, and one that calls for expertise and a high
level of motivation. Above all, the new Country Manager is
concerned with giving every member of her team a strong
sense of belonging. “Each individual is responsible for the
success of the entire group; everybody must be aware of
this,” she says. Another essential quality for her employees
is the ability to listen. “To our customers, and to colleagues
as well,” she stresses. She is also constantly reminding her
team that they have to be capable of viewing their own job
from the customer’s point of view. “An inward-looking attitude
is fatal in our business,” Zygowska explains. “We cannot
hope to understand the customer unless we are able to
see him through his own eyes.” ■ BS
For further information: Dagmara Zygowska, GLC Country Manager for Poland,
Phone: +48 22 520 1890, E-Mail: dagmara.zygowska@gl-group.com
nonstop 4/2006
43

INDUSTRIAL SERVICES | PIPELINES
Smart Pigs on a Mission
Robots check pipelines for corrosion, ruptures and deformation
Global demand for energy is set to rise sharply over
the coming 25 years. The International Energy Agency
(IEA) expects an average annual growth rate of 1.7
per cent until 2030, with renewable energies and natural
gas identified as having particularly strong potential for
growth. The implications for the latter energy source are
that facilities will become larger and more expensive and
that projects will become increasingly international.
Venezuela and Colombia, for instance, recently started
building a joint gas pipeline which will first link the two
countries and then be extended to Panama. The costs are
estimated at US$ 335 million. Similarly, the Nabucco gas
pipeline, the construction of which is scheduled to begin
in 2008, will provide Europe with access to the vast
gas reserves of the Caspian region. The pipeline is due to
be phased into operation from 2011 and planned to carry
some eight billion cubic metres of gas per year initially,
with the figure expected to rise to as much as 30 billion
44 nonstop 4/2006
cubic metres in 2018. Investment costs amount to EUR 4.6
billion.“ The more gigantic and expensive a project is, the
more costly it becomes to check the plans and drawings
and to verify the strength calculations for the pipeline and
its components”, explains Ulrich Adriany, an expert on onshore
pipelines at Germanischer Lloyd Oil & Gas (GLO).
Target: Maximum Reliability
He specializes in an inspection method using a device
known in the jargon as a“smart pig”. The term refers to an
inspection robot that performs the important task of detecting
corrosion, ruptures and deformation of petroleum
and natural gas pipelines. Adriany observes that this used
to take weeks, but can now be done in a matter
Simulation:
of hours.
Das
After the current condition of a pipeline
Schiffshebewerk
is assessed, GLO
des
Staudamms.
evaluates the residual risk using special IT tools. Early detection
and elimination of weaknesses not only improves
safety, but also increases the life of the pipeline. With
PIPELINE. Regular maintenance
enhances safety
and extends the life circle.

Fotos: Istockphoto.com (2)
INSPECTION. This pipeline pig detects and measures corrosion.
comprehensive technical support and monitoring by GLO,
pipelines can work well 24 hours a day.
In this context, Adriany considers three issues to be crucial:
continuous availability, maximum reliability and minimum
risk. To reflect these criteria, GLO is currently developing
the GALIOM asset integrity management system, a
holistic approach that ensures safe and cost-effective operation
of offshore and onshore facilities over their entire
lifespan. The innovative software provides a comprehensive,
up-to-date online description of the condition of the
facility, making it possible at any time to initiate appropriate
inspection and maintenance procedures which are optimized
in terms of risk and probability.
GLO’s Life Cycle Service, which comprises certification,
detailed surveys, in-depth technical advice as well as mathematical
risk analyses based on the ALARP (As Low As Reasonably
Practicable) principle and feasibility studies, guarantees
that both newly constructed and aging pipelines operate
with a high degree of safety. The higher energy prices
rise, the more pipelines will have to be laid in inhospitable
parts of the world. As Adriany emphasizes, the possibility of
a natural disaster must not be ignored in the process. Consequently,
in regions where there is a risk of earthquakes,
pipelines are flexibly jointed and laid in a zigzag pattern
so that they can compensate for any horizontal or vertical
PIPELINES | INDUSTRIAL SERVICES
displacement. More often than not, however, damage and
leaks are the result of human activity: “The worst enemy of
a pipeline is a digger driver,” Adriany points out. ■ AK
For further information: Ulrich Adriany, Pipelines and Infrastructure,
Phone: +49 40 36149-7423, E-Mail: ulrich.adriany@gl-group.com
PIPES.
Advanced
technology enables
easy
inspection.
nonstop 4/2006
45

PERSPECTIVES | REVIEW
Plimsoll’s Lifeline
A simple line has saved the lives of countless mariners. The man who pushed it through,
despite a sea of obstacles, is the hero of all seafarers: Samuel Plimsoll –
although the Plimsoll line was actually not his own idea
Plimsoll line. The circle with the line belongs long to the standard–
however did not invent its name giver Samual Plimsoll (1824-1894).
1866, Bay of Biscay, wind force nine. Slowly
but steadily, the London is fi lling up with water. The
11January
steamer is taking 220 emigrants to Australia. In addition,
the London has taken on cargo – too much cargo: as
much as 1200 tons of iron and 500 tons of coal. Then the
point is reached when there is so water in the vessel that the
steam boilers are extinguished and the pumps stop working.
One of the passengers, Henry John Dennis, writes his fi nal
letter: “Farewell, my father, brother, sisters and my dear Edith.
The reason – the ship has loaded too much cargo.” The passengers
of the ill-fated London were never found. Only their
letters – as messages in bottles that were washed up a month
later on the British coast. All of the 69 crew members also lost
their lives.
Sailors on the British merchant vessels in the 19th century
seldom lived to a ripe old age; all too frequently, the ships
capsized due to overloading. The man who was to change this
sorry state of affairs had never worked on a ship: Samuel Plimsoll,
born in 1824 in the port city of Bristol, spent most of his
childhood in Sheffi eld. As a 14-year-old, he read Charles Dickens’
novel Oliver Twist, just published, and the realistic portrayal
of social grievances were to shape his life. “Sympathy
for the mental anguish of the bereaved” – this is how Nicolette
Jones described Plimsoll’s motive force in her biography.
In young Samuel, the heart of an entrepreneur was beating
strong at an early age. He left school prematurely to work
in a brewery, rising to the position of manager. At the age of
29, the bright city lights of London called him. He opened a
46 nonstop 04/2006
coal dealing business, meeting with initial success. Business
intrigues bankrupted him, but Plimsoll made a spirited comeback
and was even able to conduct a costly campaign for election
to Parliament. He was not to forget the plight of the poor
and needy. Once elected, he made a name for himself as an
uncompromising defender of trade union interests.
An Eloquent Spokesman for A Borrowed Idea
In the meantime, the discussion on the “coffi n ships” had become
more heated. Within the space of 30 years, the losses of
British ships doubled, the general reputation of shipowners
suffered, and the fees for insurance policies soared. Things
came to a head in 1870 when James Hall, a far-sighted shipowner
from Newcastle, urged the chambers of commerce in
14 British ports to submit a petition to the government. The
demand was for, amongst other things, the statutory requirement
for a load line mark, a blacklisting of unseaworthy ships,
and a training programme for seafarers. As soon as Plimsoll
received a copy of the petition, he contacted James Hall. In
William Leng, editor at the Sheffi eld Daily Telegraph, they
found an infl uential ally in the battle to fi nally achieve a
statutory ruling for the load line mark. The fi rst appeals were
formulated, with the cause also receiving support from the
Times.
But the shipowners mobilized their own resistance. Their
main argument was that there were already far too many laws
regulating shipping. Plimsoll, on the other hand, accused unscrupulous
shipowners of buying and overloading unseaworthy
ships on purpose, to collect the insurance sums. More
heated debates followed before the Merchant Shipping Act
was fi nally able to pass the legislature on 12 August 1876. Of
the 46 sections, number 26 is the most important – it made
the load line mark an obligatory feature of British ships. The
famous symbol is also defi ned there: the mark was to be a
ring of 300 millimetres in diameter and 25 millimetres in
line width, bisected by a horizontal line of 450 millimetres in
length and 25 millimetres in width, the upper edge of which
was to pass through the centre of the ring. This was to be
placed amidships vertically below the upper edge of the deck
line, with the distance between them corresponding to the
summer freeboard. In the course of the subsequent decades,
almost all seafaring nations introduced the load line mark.
At long last, Plimsoll had achieved his political goal. The
general public applauded him as a social reformer, and he
was promptly re-elected to Parliament.
The family of the original inventor,
James Hall, may be grumbling up to the
present day, but the load line mark was
not given his name; it is still commonly
known as the Plimsoll line. ■ CG
The Plimsoll Sensation
The Great Campaign to Save Lives
at Sea by Nicolette Jones, 416
pages, published by Little, Brown

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JANUARY
Hamburg, 18.01.2007
STCW Basics
Hamburg, 25.01.2007
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FEBRUARY
Hamburg, 01./02.02.2007
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Hamburg, 06.02.2007
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for Industry and Service
Providers
Hamburg, 07./08.02.2007
Internal Auditor DIN EN ISO
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Hamburg, 19. – 23.02.2007
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Hamburg, 27.02.2007
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MARCH
Hamburg, 05.03.2007
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Hamburg, 08.03.2007
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Hamburg, 12./13.03.2007
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Offi cer Training Course
Hamburg, 13.03.2007
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Hamburg, 15.03.2007
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Hamburg, 19.03.2007
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Hamburg, 22.03.2007
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Hamburg, 27.03.2007
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Hamburg, 28.03.2007 Internal Auditing of an
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Hamburg, 29.03.2007
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Hamburg, 24./25.04.2007
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NEW RULES AND GL ACADEMY
Chapter 1 Fibre Reinforced Plastics and Bonding
Chapter 2 Wooden Materials 2006-11-15
GL Academy: Seminars in Germany
Hamburg, 07.06.2007
Container Ships –
Technical and
Operational Aspects
Hamburg, 12.06.2007
ISM Basics
Hamburg, 13.06.2007
ISM Basics
Hamburg, 14./15.06.2007
Shipping Basics
Hamburg, 19./20.06.2007
Company/Ship Security
Offi cer Training Course
Hamburg, 21.06.2007
Maritime English Basics
Hamburg, 26./27.06.2007
Internal Auditor ISM / DIN
EN ISO 9001:2000 for Shipping
Companies
Hamburg, 28.06.2007
Introduction to the System
of Maritime Regulations
nonstop 04/2006
47

OE003 2006-12-01
Germanischer Lloyd Aktiengesellschaft
Head Offi ce
Vorsetzen 35, 20459 Hamburg
Phone: +49 40 36149-0
Fax: +49 40 36149-200
E-Mail: headoffi ce@gl-group.com
www.gl-group.com
Mexico, D.F.
Division Americas
Lloyd Germanico de Mexico
Bosques de Duraznos No. 75/605
Col. Bosques de las Lomas
11700 Mexico City, D.F.
Mexico
Phone: +52 55 52450165
Fax: +52 55 52450167
E-Mail: gl-americas@gl-group.com
Hamburg
Division
Europe/Middle East/Africa
Germanischer Lloyd AG
PO Box 11 16 06
20416 Hamburg
Germany
Phone: +49 40 36149-202
Fax: +49 40 36149-4051
E-Mail: gl-ema@gl-group.com
Shanghai
Division East Asia
Germanischer Lloyd Shanghai
Room 1218, Shanghai Central Plaza
381, Huaihai M. Road
Shanghai 200020
People’s Republic of China
Phone: +86 21 61416700
Fax: +86 21 63915822
E-Mail: gl-east.asia@gl-group.com