| 2 | 2010 - Schiff & Hafen


| 2 | 2010 - Schiff & Hafen



| 2 | 2010


The international publication of

� Holistic design: Propulsion

system for AHTS 10

� Oil and gas projects:

Multiphase pumps 20

� Arctic Trends: Ice

navigation standard 54

My Vision Ambitious and challenging offshore installations in harsh

environments have to be designed and optimized totally from an operational

point of view taking into consideration the full range of determining factors,

such as technical possibilities, investment requirements, lifecycle and

operational costs. This sounds unpretentiously simple. So why is this still a

remarkable vision or philosophy?



Stadthausbruecke 1-3

D-20355 Hamburg


� Operational optimized design philosophies and

concepts for offshore installations in harsh

environments, especially in ice covered waters

� Evacuation concepts for ice covered waters

� Supervision of numerical simulations and model

tests in ice and open waters

Currently, offshore projects

are mostly designed from

an engineering point of view,

i.e. the most reasonable

solution is developed. It is

essential to develop a holistic

concept at a very early

stage of a project. This makes

it possible to formulate

new offshore concepts and

dramatically cuts construction

and lifecycle costs. Cost

reductions of up to 50% are

achievable particularly for

projects in ice covered waters.

SE SEA2 A2 A IC I E . DR D .- .-IN IN ING. G. G W




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22 223 3 | Lo L nd ndon on +44 44 -2 -20- 2 0- 0 81 8133 33 3 6614

146 | Singapore e +6 +65- 5- 5 31 3108 08 0 0055

55 559

Leon Schulz M.Sc.

Managing Editor



Offshore as pacesetter

The offshore sector is currently acting as the spearhead

of maritime technology progress in many respects.

A key trend within offshore exploration and development

is the shift from operations at depths of 1,000-

1,500m to advanced subsea operations down to 4,000m.

Larger and more sophisticated units with advanced

capabilities as well as green operation with optimal fuel

effi ciency are required.

A special focus of this issue is on the propulsion systems

required for offshore vessels. Again, know-how gained

here could be profi tably used for other types of vessels

with a demanding operating profi le.

As an example, bollard-pull is obviously vital for anchor

handling tug supply vessels (AHTS). The bollard-pull is

determined not solely by the installed power but also

by an optimised propulsion system and hull lines. An

optimal solution will consider all these three factors.

The article on page 10 describing the interplay between

power, propeller, nozzle and hull lines is of interest not

only for offshore vessels.

Hybrid propulsion is another trend, and nowhere else

has it reached such an advanced stage as in propulsion

systems for offshore support vessels. The plants installed

on Olympic Hera and Olympic Zeus are discussed on page

14, with fuel consumption and environmental aspects

being crucial considerations.

Air lift drilling and subsea boosting by means of multiphase

pumps in series are two examples of how complex

mining and the exploration of oil and gas becomes

Dr.-Ing. Silke Sadowski

Editor in Chief




with increasing depth. In the fi rst case, air lift drilling is

used for subsea diamond mining in depths down to over

200m. The unique system described on page 20 gives an

indication of how offshore raw material mining might

become economically feasible also for materials other

than diamonds in future. The article on page 16 deals

with multiphase pumps and how these can save considerable

energy and at the same time boost pressure from

almost 0 bar to 200 to 300 bar for oil-water-gas mixtures

with natural untreated well production.

A perennial problem on ships and especially offshore

units is corrosion. To combat corrosion, the aluminium-nickel-silicon-brass

alloy Tungum has displayed

outstanding qualities for use in piping systems. The

corrosion resisting characteristics of Tungum make it especially

suitable for the offshore industry, and here is another

example of how high requirements in the offshore

sector may prompt implementation of new technology

in other areas of the shipping industry (page 40).

Arctic operation in ice conditions has also involved new

challenges for the offshore industry. Shipping is now

taking advantage of the newly gained polar expertise.

Cruise vessels in particular are increasingly visiting Arctic

waters (page 58).

Ship & Offshore | 2010 | N o 2 3

International Publications for Shipping, Marine and Off shore Technology

Free issues


Just send us an email:


Euro 17,50 | www.schiffundhafen.de

62. Jahrgang | C 6091


��Maritime Wirtschaft:

Jahresbilanz und Ausblick 12

��Schiffsbetrieb: Condition-

Based Maintenance 24

The Wake

– the only emission we want to leave behind


� Offshore &

Marine Technology

Propulsion &

manoeuvring technology

10 Optimising propulsion systems

for AHTS vessels

14 Hybrid propulsion concept for

large AHTS

16 Two offshore support vessels for

E.R. Schiffahrt

Industry news

18 41st OTC in Houston

18 Contract for Mobile Offshore

Application Barge

German Offshore


19 Directory of German companies

offering equipment for the

offshore market

4 Ship & Offshore | 2010 | N o 2

��SO X -Emissionen: Trockenes

Abgasbehandlungssystem 38



2010 German yard Lloyd Werft is in talks about the entry of a new strategic investor into the company.

| “We are in talks about the sale of a shareholding,” said yard chief executive Mr Werner Lüken, declining

to name the possible buyer. The new investor could buy shareholdings in the yard currently

owned by Italian yard Fincantieri and the yard’s management, he said. He declined to name the

potential buyer. Fincantieri bought a 21 percent share in the yard in 2006 but had now given up

plans to buy a majority stake and develop strategic cooperation in cruise ship modernisation, a sector

both yards specialise in. The Bremen state government was also interested in selling its 13.1 percent

shareholding in the yard, a state spokesman said. Managers control the rest of the shares. (See also


German engineering group ThyssenKrupp is in fi nal talks on the sale of its Hamburg yard Blohm

+ Voss to United Arab Emirates (UAE) buyer Abu Dhabi Mar, according to informed sources. |

The two parties aim that ThyssenKrupp’s supervisory board approve the deal by end-January, the

sources said. The purchase price has not been agreed yet, but insiders suggest a sum in the lower

three-digit million euro range. Apart from that, Abu Dhabi Mar wants to win corvette and yacht orders.

ThyssenKrupp said only that talks are continuing.

Shipbuilder STX has confi rmed that some 430 jobs may be cut at its Turku shipyard in Finland. |

The company adds that nearly all staff can expect working hours to be cut or compulsory holidays to

be introduced at some point because of a lack of orders. Around 370 of the job cuts affect shipyard

workers; another 60 offi ce jobs are to be slashed. The shipyard’s current ship order, the luxury liner

Allure of the Seas, is well on its way to completion. The future of the shipyard seems rather bleak if

new orders do not surface. The company launched layoff talks in early November of last year. Talks

with staffs are still continuing. Some of the layoffs will be carried out this winter. The rest are expected

to occur by the end of the year.

South Korean shipbuilders won fewer newbuilding orders than their Chinese rivals in 2009 and

China’s shipbuilding order book is now larger than Korea’s, London-based market researcher

Clarkson Plc said. | Korean shipbuilders won a combined 3.15 million compensated gross tons

(CGTs) in new orders last year, accounting for 40.1 percent of all new global orders, said Clarkson.

New orders at Chinese shipyards totalled 3.49 million CGTs during the cited period, accounting for

a dominant share of the total new world orders, Clarkson said. Market observers said Chinese shipbuilders

have won new orders for cheaper, simple vessels, while South Korean shipbuilders have

continued to focus on high-priced vessels and offshore oilfi eld facilities. South Korea also gave up the

top position to China in the global shipbuilding industry in terms of order backlogs, according to the

researcher. South Korean shipbuilders’ combined order backlogs totalled 52.83 million CGTs as of

early January 2010, compared with Chinese rivals’ 53.22 million CGTs, it said.

Indian shipbuilders are heading for another hard year in 2010 amidst weak demand and prospects

of order cancellations as the global economy struggles to emerge from a slowdown, analysts

said. | Bharati Shipyard remains a lone promising outlook for investors on expectation its recent

acquisition of customer Great Offshore Ltd, an Indian offshore contractor. The takeover of Great

Offshore will boost Bharati’s order book and cash fl ows as Great Offshore has major expansion plans.

The Indian shipbuilding sector faced a tough 2009 as new orders collapsed. “For 2010, we do not

see improved orders. The order book has been stagnant and will continue to remain so,” said Kunal

Lakhan, a shipbuilding analyst at Indian analyst KR Choksey. While Lakhan expects some shipping

fi rms to delay delivery to next year, others are concerned that the over-supply may lead to order cancellations

for shipyards (See also India)


A holistic approach is essential for improving a

propulsion system. The complex confi guration

on board an offshore vessel is a good example

of the interaction between the individual

propulsion components, the aim being to fi nd

the most cost-effective solution with minimal

environmental impact.


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Reederei M. Lauterjung bringt ihren

ersten Autofrachter-Neubau in Fahrt Der mit 28 Besatzungsmitgliedern

gekaperte griechische Tanker „Maran

FRACHTABSCHLÜSSE S. 14 Centaurus“ ist seit gestern wieder

VLCC „Crude Star“ tritt Jahrescharter

frei. Zuvor sollen sich an Bord dramatische

Szenen abgespielt haben:

bei Clearlake zu 32 000 Dollar/Tag an

Nach dem Abwurf eines Lösegeldes

in unbekannter Höhe nahmen sich


rivalisierende Piratenbanden gegen-

Der Indikator für die Seeverkehrsseitig

unter Beschuss. Seite 13

wirtschaft fi el auf 330,43 Punkte

Dienstag, 19. Januar 2010 C 6612 | 63. Jahrgang Nr. 12 www.thb.info

DFDS LISCO verlässt Lübecker Hafen

Die seit 2003 betriebene RoPax-Linie „Hansa Bridge“ von Lübeck nach Riga wird zum Monatsende eingestellt

Das Jahr 2010 beginnt für

der Dienst von vier auf zwei

den Lübecker Hafen mit ei-

Abfahrten pro Woche redunem

Rückschlag. Die Reeziert

worden. Zum Jahresderei

DFDS LISCO verlässt

wechsel entschied sich die

die Hansestadt.

Reedereizentrale in Kopenhagen

dann für die Einstel-

Die Linie „Hansa Bridge“

lung der kompletten Linie,

zwischen Lübeck und Riga

die 2003 mit der Verlagerung

wird eingestellt, teilte das

von Kiel nach Lübeck gestar-

Unternehmen jetzt in Kotet

war. Die bislang zwischen

penhagen mit. Die Fracht-

Lübeck und Riga eingesetzfähre

„Kaunas“ soll am 27.

te „Kaunas“ wird zukünftig

Januar ihre letzte Reise von

als Ersatzschiff auf anderen

der Trave nach Riga antre-

DFDS-Linien verkehren.

ten. Die Reedereiagentur

Die „Hansa Bridge“ war eine

in Lübeck mit sieben Mit-

von zwei Lettland-Linien des

arbeitern wird danach ge-

Lübecker Hafens. Die lettischlossen.

Nach der Ein- Die Fähre „Kaunas“ wird zukünftig als Ersatzschiff auf anderen DFDS-Linien verkehren sche Reederei AVE ist aber

stellung dieses Dienstes sol-

auch von der Krise betroflen

die anderen DFDS-Lini- Sassnitz – Klaipeda. Stärkste RoPax-Fähren „LISCO Glo- zwei Abfahrten. Die „Hansa fen. Ihre Fähre „AVE Liepaen

nach Osteuropa gestärkt Verbindung mit weit über eiria“ und „LISCO Maxima“ Bridge“ hatte mit Beginn der ja“ hat den Fahrplan Ende

werden. DFDS unterhält von ner Million Tonnen Ladung verkehren. Auf der bisher Wirtschaftskrise im Herbst 2009 vorübergehend einge-

Deutschland aus drei Routen und 65 000 Passagieren pro mit einer Abfahrt pro Woche 2008 erhebliche Rückgänstellt und wartet gegenwär-

ins Baltikum: Kiel – Klaipe- Jahr ist die Route Kiel – Klai- bedienten Route Sassnitz – ge bei der Ladung verzeichtig in Gdansk auf eine Besseda,

Kiel – St. Petersburg und peda, auf der die modernen Klaipeda gibt es zukünftig nen müssen. Zunächst war rung der Lage. FB/ed

„Zusage von höchster Ebene“

Niedersachsen sieht Y-Trasse nicht gefährdet

150 Capesize-Schiffe warten

in Lade- und Löschhäfen

Trotz angeblicher Streiverfahren werde vorbereitet.

chungspläne der Deutschen Mehrere Zeitungen berichte-

2010 stark erhöhte Erz- und Kohleimporte nach China erwartet

Bahn sieht das Land Niederten unter Berufung auf ein insachsen

den Bau der Y-Trasternes Bahnpapier, dass we- Der Capesize-Markt war Seiten und einigen Analysten liefert werden. Angekündigt

se nicht gefährdet. Für den gen der staatlichen Finanz- in den ersten drei Wochen von zehn Prozent (Angebot) waren im Januar 2009 etwa

Bau der milliardenteuren not wichtige Schienenprojek- des Dezembers rückläufi g. bis 40 Prozent (Forderung) 170 Einheiten. Weitere 300

Schnellstrecke von Hannote auf dem Prüfstand stehen,

Preiserhöhungen die Rede bis 350 Capesize-Neubauver

Richtung Hamburg und darunter auch in Niedersach- Der Timecharter-Durch- war. 2010 werden stark erten sind für dieses Jahr re-

Bremen gebe es die Zusage sen. Ein Bahnsprecher sagte, schnitt fi el auf 38 000 US- höhte Erz- und Kohleimporgistriert. von höchster politischer Ebe- es gebe keine Streichliste bei Dollar pro Tag. In der letzte nach China erwartet. ILS (International Logisne,

sagte ein Sprecher des der Bahn. Man sehe vielmehr ten Woche des Jahres erholte Die weltweite Stahlproduktic Services) Chartering ist

Verkehrsministeriums ges- einen großen Investitionsbe- sich der Markt und beendete tion verlief im vergangenen ein unabhängiger Schiffstern

in Hannover. Das Plandarf beim Schienennetz. ev/jm das Jahr bei 42 000 US-Dol- Jahr sehr viel besser als ermakler mit Sitz in Hamburg

lar pro Tag, teilte der Schiffs- wartet. Im Vergleich zu 2008 und spezialisiert auf inter-

Foto: Behling

as from page 10 to 15

and from page 28 to 36

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��������� � ���������� � �����������

Find out more at

www.shipandoff shore.net

or www.thb.info

� Offshore &

Marine Technology

Oil & Gas

20 Subsea boosting for oil and gas


23 Regasifi cation


24 Sub-sea diamond mining

Industry news

26 Subsea mapping in Western


27 Advanced sub-sea services

27 Growing European wind market

OTC 2010

You are welcome to contact us at the

German Pavilion on the OTC Offshore

Technology Conference in Houston

ABB Turbocharging.

Don’t take chances.


� Shipbuilding &


Propulsion &

manoeuvring technology

28 Controlling corrosive wear with

TBN stabilisation

30 Validation of aft sterntube bearing


33 MAN Diesel and DSME to jointly

develop gas technology

Piping systems

38 Plastic piping used for drinking

water production

40 Tungum-tube pipework for

offshore construction

Industry news

42 Drop for LPG tankers expected

43 CAD/CAM release targets

large-scale projects


� Ship &

Port Operation

Trends/classifi cation

54 Increasing demand on Arctic


56 “Shipping confi dence levels

hold up”

Navigation &


62 New adaptive autopilot shows

advanced functions

63 New routing software released

� Regulars

Original ABB spare parts are your assurance of

the highest quality and precision. For further

information please contact your nearest ABB

Turbocharging service station.



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

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

NEW SHIPS ....................... 44

BUYER‘S GUIDE ................. 45


IMPRINT ............................. 67

Ship & Offshore | 2010 | N o 2 5


Fjord Line‘s new ferries will serve the route between Bergen, Stavanger and Hirtshals

Bergen Group to build cruise ferries

Contract | Fjord Line Danmark AS has signed a

contract with Bergen Group Fosen AS to build

two new cruise ferries. The ships will be delivered

in March and October 2012 respectively. Fjord

Line will thus be able to offer daily departures

on the service between Bergen, Stavanger and

Hirtshals. The contract was signed in Bergen and

is stated to have a total value of Euro 103 million

for each ship. The contract is subject to approval

from fi nancial institutions and from the board of

directors of both companies.

The vessels will have a deadweight of 4,000 tons,

and a total length of 170m. Both of the ultra modern

ships will be able to accommodate appro-

Naming ceremony at Brodosplit Shipyard

P-MAX tanker delivered

Brodosplit | Swedish tanker

shipping company Concordia

Maritime has taken delivery of

the product tanker Stena Polaris

from Brodosplit Shipyard in

Croatia. The vessel has gone on

charter with ST Shipping.

Stena Polaris, 182.9m long and

40m wide, is the eighth unit in

the so-called P-MAX series of

6 Ship & Offshore | 2010 | N o 2

totally ten and the fi rst of two

P-MAX tankers with the highest

ice class, 1A. Powered by two

MAN B&W 6S46MC-C with 2 x

7,860 kW a speed of approx. 14

knots can be reached.

Sister vessels Stena Penguin and

Stena Premium shall be delivered

Q4, 2010 and Q1,2011 respectively.

ximately 1,500 passengers. The vessels will have

the capacity to carry 600 cars in the “roll-on-rollof”

cargo bay, or a lower number in combination

with larger trucks and cargo.

Fjord Line‘s new cruise ferries designed by Bergen

Group Ship Design and Bergen Group Fosen

will be equipped with fuel-effi cient engines and

environmentally harmful emissions to air and

water will be minimal.

Construction of the hull will be taken over by

Bergen Group‘s Polish partner, Stocznia Gdansk,

while the fi nal assembly and fi nish of the vessels

will take place in the docks of the shipyard

at Fosen.

A clean alternative to HFO

Germanischer Lloyd Forum |

“Gas as ship fuel“ was the topic

of Germanischer Lloyd’s (GL)

First Class Exchange Forum

which highlighted the approach

towards the environmental

concerns of the maritime industry.

The forum addressed

all aspects related to LNG as an

alternative ship fuel.

Invited speakers presented the

LNG supply chain development

from a ship owner‘s and

gas terminal operator‘s view.

Regulatory developments at

IMO were explained by a German

governmental representative.

Details about a joint industry

project on a gas-fuelled

container feeder vessel were

discussed by representatives of

GL, MAN Diesel and TGE Marine

Gas Engineering, a specialist

in the design and construction

of cargo handling systems

OSV simulator


MOSAIC | Maersk Training Centre

and Maersk Supply Service

have inaugurated one of the

most advanced offshore supply

vessel simulators in the

new Maersk Offshore Simulation

And Innovation Centre,


In cooperation with Kongsberg

Maritime it has taken Maersk

Training Centre and Maersk

Supply Service several years

to develop the maritime training

system in a purpose-built

complex next to Maersk Training

Centre‘s headquarters in

Svendborg, Denmark.

Initially, MOSAIC will be used

to train crews from Maersk

Supply Service. Among others

the training comprises anchor

handling and dynamic positioning


MOSAIC features a full-mission

bridge with 360 degrees of surround

vision and includes three

independent satellite simulators,

which will allow real life

scenarios to be conducted,

every action driven by 100


for ships and offshore units

carrying liquefi ed cryogenic

gases. The shipbuilder Flensburger


evaluated fi rst results of the

research project GasPax while

the issue of gas bunkering was

addressed by GL.

More than 140 experts from all

over Europe gathered at GL‘s

new head offi ce in Hamburg

to discuss the status and trends

of using gas as ship fuel. The

opportunity to analyse the implication

of LNG as ship fuel

correlates with discussions at

IMO. Interim guidelines by

IMO are available in June 2010

and the IGF-Code is planned to

enter into force with the SOLAS

2014 revision. GL will publish

its own guideline on using gas

as a fuel in the beginning of

April 2010 to complement IMO

interim guidelines.

New shipyard in Brazil

Planned yard in Fortaleza

STX Europe | A shipyard in Brazil

will be set up by STX Europe

to expand its shipbuilding

capacity for offshore and specialized

vessels. STX Europe

has signed a Letter of Intent

with its Brazilian partner PJMR

for the new yard, which will

be located in Fortaleza, in the



Raytheon Anschütz | Kiel based

Raytheon Anschütz, a division

of Raytheon Co., USA, has

signed an agreement with Wärtsilä

to offer Raytheon‘s navigation

systems on a global basis.

The cooperation is supposed

to deliver benefi ts to the global

operations of both parties.

Wärtsilä intends to combine

Raytheon navigation and Wärtsilä

automation sys tems into

integrated packages, available

for all types of vessels.

Raytheon Anschütz will provide

their entire range of Integrated

Bridge Systems, including

Multifunction Displays, Radars,

Chart Systems, Conning

Display, Gyro Compasses, Autopilots

and Steering Controls,

Speed Logs, Echosounders,

and Communication Systems,

which provide maximum fl exibility

for navigation data access

at any location on the bridge,

and delivers the information

needed for safe and precise

ship navigation.

Ceará state of Brazil. STX Europe

has since the acquisition

of the Niteroi ship yard, Brazil,

in 2001 delivered more than

twenty vessels in the range

from platform supply vessels

to anchor handling tug supply

vessels, ROV and pipelaying

construction vessels.

The yard has in the last few

months received orders for

three new advanced PSV offshore

vessels, and has now

eight vessels in the backlog for

delivery up to 2013.

To meet the increased demand

for building of more complex

vessels in Brazil, STX Norway

Offshore AS intends together

with PJMR to invest approx

USD 100 mio over a period of

three years.

The project is expected to benefi

t from domestic fi nancing on

favourable terms, supported by

governmental resources.

The production capacity is estimated

to be approx 20,000 tons

of steel per year on a total yard

area of 320,000 m 2 .

Production start is planned

within a two years period. The

new shipyard will have about

1,500 employees in addition

to subcontractors.

ERRV for the East Shetland Basin

Craig Group | The latest addition

to the North Star Shipping

managed fl eet is Grampian

Confi dence, an NSS-IMT 948

designed ERRV (Emergency Response

and Rescue Vessel). The

Grampian Confi dence is equipped

with two daughter craft

and one fast rescue craft. The

newly launched vessel is part

of an ongoing investment programme

by the Craig Group.

Since 2003 the expansion and

ongoing modernisation of the

fl eet has consisted of 12 new

Sideview of the ERRV of type NSS-IMT 948

deliveries - ERRV’s, PSV’s and a

ROV Survey vessel.

Grampian Confi dence is the eighth

vessel of this class launched and

joins the fl eet to support operations

with CNR International at

the Ninian Complex in the East

Shetland Basin in April 2010.

Being 48.25m long and 11.8m

wide she is a sister vessel to the

Grampian Corsair, Grampian Contender

and Grampian Courageous.

The vessel was built at Balenciaga

Shipyard at Zumaia and is

classifi ed by Lloyd’s Register.


Imtech Group | Imtech


headquartered in

Hamburg,Germany, will

open a new Service Branch

Offi ce in the USA in May.

The branch will offer the full

range of mechanical Imtech

Services.The offi ce will be

located in the Ft. Lauderdale

Branch of Imtech Marine

Group‘s subsidiary Radio

Holland USA (2325 South

Federal Highway, FL-33316

Ft. Lauderdale, contact:



RWO | The WWT-LC sewage

treatment plant by RWO

has been type approved to

fulfi l the new guidelines for

sewage treatment plants

set by IMO Resolution

MEPC.159(55). The WWT-LC

is based on RWO‘s Biopur

WWT technology, with an

additional treatment step.

Royal Caribbean Cruises

Ltd. | A chemicals changeover

was recently completed

by Wilhelmsen Ships

Service on the 33 vessel

of Royal Caribbean Cruises

Ltd (RCCL) fl eet, which

includes the Royal Caribbean,

Celebrity and Azamara

brands. The changeover

was carried out in accordance

with a tight three

month schedule. Conversions

were done at no

additional cost to Wilhelmsen

Ships Service’s annual

fi xed fee package for RCCL.

IRIDIUM | JouBeh Technologies

Inc., combining

Iridium’s 9601 short-burst

data (SBD) transceiver and

GPS, have met requirements

for the Department

of Fisheries and Oceans

Canada’s (DFO) Vessel

Monitoring Systems (VMS)

following successful sea

trials of DFO’s Hardware

Approval Process.

Nadiro/Fassmer | Danish

Nadiro A/S and German Fr.

Fassmer GmbH & Co KG

have signed a cooperation

agreement enabling customers

to order Fassmer

lifeboats with Nadiro’s


Ship & Offshore | 2010 | N o 2 7


Höegh Caribia, deployed in a new Caribbean short sea service

Newbuildings taken into service

Höegh Autoliners | Two new

PCTC (Pure Car and Truck Carrier)

have recently gone into service

for the Norwegian shipping

company Höegh Autoliners.

Höegh Caribia is the second

PCTC in a series of four

20,209 gt sister vessels built

at the Japanese yard Kyokuyo

Shipyard for Gram Car Carriers

AS. She has a loading capacity

of 1,800 CEU (Car Equivalent

Unit). Two Caterpillar engines

of type MaK 6M43C are in-

Global Cruise


DNV | Long active in the cruise

industry in North America,

DNV plans to open a new facility

in Miami, Florida. The Global

Cruise Centre will enable

DNV to respond more quickly

to local customer demand and

serve as a hub for a network of

DNV cruise ship service centres

around the world. DNV’s new

Global Cruise Centre is supposed

to establish a stronger presence

in Miami Florida, home

to some of the largest cruise

companies in the world.

DNV’s Global Cruise Centre

will provide a broad range of

services, including coordination

of surveys for all cruise

clients on a global basis, newbuilding

project coordination,

compliance management, competence

training and advisory

services designed to improve

client business performance,

among other services.

8 Ship & Offshore | 2010 | N o 2

stalled as main engines. Höegh

Autoliners has started a new

short sea service in Caribbean

waters with Höegh Caribia.

In a series of 17 car carriers

Höegh Copenhagen was delivered

as 11th unit to Höegh Autoliners

by the Korean yard Daewoo

Shipbuilding and Marine

Engineering (DSME), Okpo.

After the maiden voyage Höegh

opened a new service with

Höegh Copenhagen sailing from

Europe to Longoni, Mayotte.

Bangladesh bans toxic ships

Shipbreaking | Bangladesh has

implemented the High Court

Order banning toxic ships from

entering the country‘s maritime

territory. At present, all ships destined

for breaking in Bangladesh

must have a certifi cate from the

exporting country proving that

they are toxic-free. This measure

aims at improving the current

disastrous environmental and

safety standards of the shipbreaking

yards in Chittagong and is

the result of a long legal battle

fought by BELA, a member organisation

of the NGO Platform

on Shipbreaking in Bangladesh.

The NGOs now call on the European

Union to urgently take effective

steps to stop the export of

European toxic ships to developing

countries. The Ministry of

Commerce ordered the Bangladeshi

customs to stop the import

of any obsolete vessel that

has not been pre-cleaned of toxic

materials such as asbestos, heavy

metals and PCBs. By putting this

new measure into effect, Bangla-

L27/38 engines for tug boats

The VB Bravo pictured during sea trials

MAN Diesel | MAN Diesel Spain

has been very active within the

tug segment recently, having

played a key role in three orders

that contract the company

to supply 18 of MAN Diesel

L27/38 engines to Boluda

Corporación Marítima, Spain.

The three orders encompass

two engines for the VB Bravo,

owned by Boluda Corporación

Marítima through its subsidiary

AUXMASA; twelve engines for

six tug boats owned outright by

Boluda Corporación Marítima;

and four engines for two tug

boats owned by the Shetland

Island Council. Boluda Towage

and Salvage.

Of the seven tugs bound for

the Boluda Towage and Salvage

fl eet, the fi rst, the VB Bravo,

has already entered service. Two

others – VB Titán and VB Trón –

were launched at Boluda-UNV

shipyard in October 2009 and

desh is fi nally being compliant

with international law and its

own national regulations on

waste imports.

The shipbreaking industry in

South Asia is the most toxic and

dangerous in the world. Currently

over 80% of the global

fl eet of end-of-life ships are run

ashore and broken by hand on

the bea ches of Bangladesh, India

and Pakistan, where labour

is cheap and laws weak, lacking

or not-enforced. The Platform

now urges India and Pakistan

to take similar action.

Shipbreaking in Bangladesh is

to become toxic-free

will shortly enter service. Delivery

of the remaining six vessels

is scheduled for 2010 and 2011.

The two tugs for the Shetland

Islands (UK), featuring four

MAN 9L27/38 engines (3,285

kW at 800 rpm), Solan and

Bonxie, will be based at the

Sullom Voe oil terminal in the

northern North Sea. The Solan

was launched on 17 December

2009 and the Bonxie on 18 February

2010. The tugs will be

delivered this spring and will

be operated by the Shetland Islands

Council and their design

makes them well-equipped for

towage, and the general assistance

and escorting of tankers

and other ships.

As per MAN Diesel, the 27/38

engine is amongst others characterised

by low fuel-oil consumption,

long time between

overhauls, low maintenance

requirement and reduced noise

levels through targeted insulation.

The next 14,000 TEU carrier will be MSC Alexandra, to be delivered in April

14,000 TEU series from Korea

CPO Savona | South Korean

ship yard Daewoo Shipbuilding

& Marine Engineering recently

delivered its biggest container

vessel ever to the German shipowner

Claus-Peter Offen, based

in Hamburg.

The stowing capacity of the

365m long and 51.20m wide

14,000 TEU type vessel CPO

Savona amounts to 6428 TEU

in hold and 7572 TEU on

Liferaft Rental


Exchange program | Wilhelmsen

Ships Service extends its

Liferaft Exchange Programme

and makes a new addition to

its range of Unitor liferafts. The

company has just launched a

35 person self righting davit

launch model which meets the

demands of the cruise industry.

The company’s Liferaft Exchange

Programme now covers

743 ports in 74 countries

worldwide. Wilhelmsen Ships

Service continues to expand its

own network of liferaft service

stations. The concept, which

swops service-due liferafts and

life-saving appliances for operational

ones, is to take better

control of costs and to reduce

the chance of getting caught

out by unforeseen service

dates. The solution was developed

as a result of a customer

request and is supposed to be

a step forward in increasing the

customer’s operational effi ciency

and reducing logistics costs.

deck in stacks up to nine boxes

high. On deck there is also

the possibility to stow 1,000

FEU reefer containers. The new

building, classed by Germanischer

Lloyd, is powered by

a MAN B&W main engine of

the type 12K98MC-C7 rated at

72,240 kW to reach a service

speed of appr. 24 kts.

CPO Savona is the fi rst vessel in

a series of 13 built by Daewoo

Plastic fender piles

Port of Seattle | At the Maritime

Industrial Center’s (MIC) east

pier at the Port of Seattle the

aging creosote treated wood

fender pilings are replaced

with plastic pilings. As a part

of a pilot program, the new pilings

are made of recycled materials

that are impervious to

marine borers and resistant to

corrosion, as the port operator


The plastic and fi breglass fender

piles are to act as a buffer

for Offen. The vessel following

in April will be MSC Alexandra.

Claus-Peter Offen will also

receive fi ve 12,552 TEU new

built container carriers from

Samsung Heavy Industries until


CPO Savona is chartered by Mediterranean

Shipping Company

(MSC) for 15 years and will sail

under the name of MSC Savona

between Europe and Asia.

The new pilings are driven into the ship canal

Photo: Don Wilson/Port of Seattle)

between a ship or barge and

the wooden docks, protecting

and lengthening the life of the


Since these composite pilings

are of a relatively new technology,

the Port of Seattle is said

to be leading the way in the Puget

Sound to test what could to

be a clean, green product that

will help protect the ship canal

and the fi sh that either live

there or pass through en route

to their spawning habitat.


Trojan/Wärtsilä | Wärtsilä

Corporation and Trojan

Technologies have signed

an agreement to jointly

develop, market, and distribute

a ballast water treatment

product. The ballast

water treatment product

is presently in pre-production,

with third-party

validation to take place in

late 2010. It is expected

to enter the market at the

end of the year.

100th delivery | Mitsui

Engineering & Shipbuilding

Co., Ltd. (MES) completed

and delivered M.V. Ikan

Seligi (MES Hull No. 1770)

at its Tamano Works, which

is the 100th delivery of

56,000 dwt type bulk carrier

built by MES. Over 50

units of “Mitsui’s 56” are

still on order backlog and

built at Mitsui Tamano and

Chiba works.

BV | Classifi cation society

Bureau Veritas (BV) has set

up a system to audit and

certify manning agencies

for seafarers. The Standard

for Quality Management

System of Seafarer Manning

Offi ces is available in

BV Guidance Note N° 6001.

Transas | The Ministry of

Transport of the People‘s

Republic of China and

Transas China have signed

a contract for the supply,

installation and commissioning

of a Navi-Monitor

system. This is the fi rst

VTS Transas sold in mainland

China. The operator

centre is run by Design

Institute from Ministry of

Transportation and is located

in Daxing County, near


ARRV | Fincantieri Cantieri

Navali Italiani S.p.A.,

Trieste, has gained a new

order. Marinette Marine

Corporation, Fincantieri’s

American subsidiary, will

build an oceanographic

research vessel capable of

working in icy arctic waters

(Alaska Region Research

Vessel – ARRV) for the University

of Fairbanks, Alaska,

for delivery in 2013.

Ship & Offshore | 2010 | N o 2 9


Optimising propulsion

systems for AHTS vessels

HOLISTIC DESIGN The bollard pull of an AHTS depends not only on the power transmitted to

the propellers but also on the propeller diameter, nozzle design and their interaction with each

other and the hull. A 13% increase in bollard pull has been shown, which has been verifi ed by

the full scale results.

Jens Ring Nielsen, Henrik Marinussen

The design of a propulsion

system for an AHTS is a

challenging task involving

not only the physically products

like engine, gearbox, propellers

and control system but also the

interfaces between these components

as well as their infl uence

on the vessel’s performance. One

signifi cant example in this respect

is the interaction of the propeller

and nozzle with the hull.

Most AHTSs are highly powered

and designed as twin screw vessels

with ducted CP (controllable

pitch) propellers in order to

achieve the required BP (bollard

pull) and a high manoeuvrability.

The other operating conditions

seldom play a role in specifying

the main engine power.

However, the BP is not solely determined

by the installed power

but also by an optimised propulsion

system and hull lines. An

optimum solution is characterised

by a design where all three

items have been addressed.

Pre-order stage

Hydrodynamic aspects One of

the fi rst questions raised, when

Fig. 1: Specifi c bollard pull versus power density

10 Ship & Offshore | 2010 | N o 2

starting the design of an AHTS,

is how much power is needed

to reach a certain specifi ed bollard

pull. For years it has been a

common practise to use simple

rules that would link the bollard

pull to the installed power.

One rule simply states that

each HP will yield 13.6 kg [1].

MAN Diesel developed a more

refi ned method where the bollard

pull is determined from

the power density i.e. based on

both power and propeller diameter

[2]. That power cannot

be used as a sole parameter to

determine the achievable bollard

pull. This can be demonstrated

by comparing three different

MAN Diesel propulsion

confi gurations which will all

lead to a 90 ton bollard pull.

Had the simplifi ed ruled

(13.6 kg/HP) been applied an

underestimation of 10% and

21% would have occurred in

the case of the 8 and 9L27/38

propulsion systems.

A further refi nement has since

been added to account for the

nozzle type, length/diameter

ratio, support type and the infl

uence of cavitation on per-

formance. A more precise determination

of the bollard pull

is thus possible in the project


An accurate determination of

the bollard pull is important as

a possible bollard pull guarantee

will have to be based on the

available fi gures at this stage.

Structural aspects The optimum

design of the propeller/

nozzle arrangements is primarily

determined by the requirement

of having an optimum hydrodynamic

effi cient solution

and sound structural construction.

The latter requirement

secures that harmful vibrations

and possible structural failures

are eliminated.

Being a part of the very early

design stage where all the important

decisions related to the

nozzle design are being made

[2] will make it easier to reach

the optimum solution for the

propeller and nozzle arrangement

in the post-order phase.

A basis for a sound design is

that lines plan and hull structure

drawings are forwarded for

evaluation. In order to reach an

optimum solution MAN Diesel

has introduced a set of guide

rules (Data Request for Nozzle

Design) that can assist the

hull designer in the structural

design of the aft ship.

To optimize the fl ow to and

around the propeller the guide

lines specify design parameters

which make the nozzle design

more effi cient and less costly.

The following design parameters

should be observed at this

stage of the project:

Vessel type and operation

mode: The vessel type and how

the vessel is intended to be operated

is essential for the propeller

blade and the nozzle design

including the interaction

in-between the two.

Nozzle type and support:

The profi le type and the connection

to the hull are decided

from the operating profi le of

the vessel, bollard pull requirement,

structural possibilities

inside the hull and hydrodynamic


To avoid vibration problems

MAN Diesel recommends that

the natural frequency of the

nozzles should be minimum

Engine Propeller Power Specifi c

Type Power Speed Diameter Density Bollard Pull

- - rpm mm kWm 2 kg/HP

7L27/38 2380 150 3300 278 13,9

8L27/38 2720 206 2750 458 12,2

9L27/38 3060 276 2400 676 10,8

Table 1: Different propulsion confi guration giving 90 ton bollard

pull for a twin screw AHTS

Fig. 2: Strut and headbox support

20% above or below the fi rst

order natural frequency of the

propeller blades. The stiffness

of the nozzle profi le itself, the

connection type to the hull

and the aft ship stiffness forms

the basis for this evaluation.

A sound design is characterised

by having a well distribution

of forces and by avoiding

stress raisers. The design of the

top strut and headbox is a special

challenge in this respect.

However, the structural aspects

must always be balanced by

the hydrodynamic requirements.

Post-order stage

The detailed design usually

takes place after signing the

contract when more information

is available on the hull

lines, engine, gearbox and shaft


The items that are usually addressed


Aft ship hull form design.

The achievable bollard pull depends

on the aft ship lines and

the propeller and shaft arrangement.

In general the water fl ow

around the hull will follow the

buttock lines. This means the

slope of the buttock lines is

of great importance as it will

infl uence the thrust deduction


t = 1 - TBP TP,B + TN,B From the formula it can be seen

that the propeller and nozzle

thrust in behind condition TP,B and T is reduced by the thrust


deduction factor t – leading to

a corresponding reduction in

the bollard pull. This reduction

is mainly caused by the suction

of the propeller and nozzle on

the adjacent hull surfaces. For

that reason the distance from

where the shaft protrudes from

the hull to the centre of the

propeller should be as long as

possible. It is MAN Diesel’s recommendation

to design slowly

raising buttock hull lines of

approximately 17-19 degrees.

The overall aim is to keep the

thrust deduction factor to a

minimum. Furthermore, it

must be secured that suffi cient

water will be present above the

propeller/nozzle in order to

prevent air suction.

Propeller blade design. The

detailed design of the propeller

blades will be based on the

different operating conditions

and the results from the model

tests (resistance, self propulsion

with stock propeller, wake

measurements). The blades will

be optimised for the bollard

pull condition and checked

for different other operating

modes (free sailing, towing etc)

to ensure that an overall optimum

design has been reached.

The fi nal design will be based

on a balance between the two

major design objectives – effi

ciency and cavitation/vibration.

The detailed design of the

Fig 3: Defi nition of tilt and azimuth angles

propeller and nozzle is made

in close cooperation between

the hydrodynamic and structural

engineer. For AHTS the

shape of the blades will exhibit

wide chords at the tip (Kaplan

shape) to maximise the bollard


Nozzle design. The type of

nozzle has already been selected

in the pre-order phase

and the detailed design of the

nozzle will focus on the support

and hull attachments to

minimise the thrust deduction

caused by the interaction effects

with the hull. Compared

to the conventional nozzle

types the AHT nozzle will deliver

more thrust thus making

the design details of the support

more important in order

to minimise the thrust deduction


Consequently, only a plant

specifi c designed propeller and

nozzle including well faired

and structurally sound supports

will result in an optimum

solution. This means that the

propeller and nozzle supplier

needs to be a part of the very

early design stage as already

underlined in reference [2]. �

Ship & Offshore | 2010 | N o 2 11


Fig. 4: CFD pressure calculation of nozzle and propeller Fig. 5: Comparison of astern bollard pull, AHT versus 19A both

with L/D=0.5

To verify the potential of the different design

alternatives MAN Diesel recommends to

make model test of the fi nal designed propeller

and nozzle, including test of tilt and

azimuth angles of nozzle as well as propeller

direction of rotation.

The possible improvement that can be

achieved by following this systematic approach

will be exemplifi ed by the following

case study. However, it is important to note

that the more aligning requirements that are

proposed for the nozzle, the more cumbersome

the installation will be. In each case, the

gain obtained in bollard pull by introducing

an additional nozzle alignment requirement

should be carefully judged against the risk of

possible misalignment during installation.

In any case MAN Diesel recommends choosing

the same supplier for the propeller and

the nozzle to optimise the overall performance.

Latest nozzle development

Since the introduction of the AHT nozzle

its range has been extended to include:

Fig. 6: An AHT Ø4030 nozzle ready for dispatch. Leading edge

of the nozzle is on the fl oor.

12 Ship & Offshore | 2010 | N o 2

� longer and shorter nozzles than the

original L/D=0.5 making it possible to select

the most optimum size depending on

cavitation number and propeller load

� a simplifi ed and more production version

with a strait inner area at the propeller


The nozzle family was developed using

CFD calculations on a large number of systematically

varied nozzle shapes and with

the bollard pull conditions as the prime

optimisation objective.

A major research program was recently undertaken

by MAN Diesel to investigate the

performance of ducted propellers including

the infl uence of cavitation. Different

types of AHT nozzles and the well known

19A nozzles were tested at SVA Potsdam as

well as in the Free Surface cavitation tunnel

at the University of Berlin.

Most propellers – being open or ducted – are

designed with a certain amount of cavitation

and if kept within limits the cavitation

will only affect the performance marginally.

However, this is not true for highly loaded

ducted propellers where the present of cavitation

reduces especially the nozzle thrust.

One aspect that became clear was the importance

of minimising the tip clearance

because the tip vortex would disturb the

fl ow at the exit of the nozzle. However, for

practical reason a certain clearance is necessary

to facilitate the dismantling of the

blades inside the nozzle.

An extensive test series was carried out in

both non- and cavitating conditions for the

AHT series of nozzle as well as the 19A version.

The results can be summarised as:

� The AHT nozzles showed superior performance

compared to the 19A.

� The shorter nozzles are more affected

by cavitation than the longer versions.

Air suction from the water surface into

the propeller/nozzle reduces the bollard

pull signifi cantly. The risk increases with

diminishing water height above the propeller

and increasing L/D ratios

The backing performance of the different

nozzles also formed a part of the investigation

and clearly showed the superiority of

Fig. 7: Finite Element vibration analysis of nozzle including


Fig 8: Stepwise improvement in bollard pull for a 120 ton AHTS

the new AHT nozzle family. A 20-25% improvement

of the astern thrust was measured

compared to the 19A type.

Case study

The case study concerns a series of AHTS

vessels designed to deliver a bollard pull

of 120 tons with a MAN Diesel propulsion


The initial hull lines developed by the naval

architect displayed steep buttock lines

of approx. 25° exceeding the recommended

17- 19°. The buttock lines were later reduced

to 23° by lowering the gearbox followed by

a redesign of the aft ship. In addition the

distance between the propeller and where

the shaft protrudes from the hull is short.

Because of these unfavourable conditions

the thrust deduction factor ended up being


A comprehensive model testing program

was set up to investigate the possible improvements

from not only using the new

AHT nozzle type but also including other

relevant installation aspects. Apart from

the normal testing with stock propeller the

following were added:

� Nozzle supports comprising both a

headbox and a strut solution

� Propeller direction of rotation

� Nozzle types – AHT and 19A

Tilting and azimuthing of nozzles.

The model testing program was planned in

the sequence as described above and lead

to an increasing improvement of the bollard

pull as the testing proceeded.

Especially the testing with the AHTS nozzle

showed a pronounced improvement in

bollard pull.

Varying the azimuth angle of the nozzle

only resulted in a marginally improvement

and was for this reason not applied.

Compared to a standard solution a 13%

improvement in bollard was achieved by

following this systematic approach.

The full scale testing was conducted as

the vessels were commissioned and at

the time being 5 vessels had their bollard

pull measured. The full scale fi gures are

as measured and not corrected for the

unfavourable conditions at the test site

(limited water depth and current across

tow line) as required in [5]. This type of

vessel falls into the standard 120 ton category

of AHTS’s which up to now have

been characterised by having two 8 cylinder

32cm bore main engines with a

rated power of 4,000 kW. Compared to

this industry standard the MAN Diesel

optimised propulsion solution can suffi

ce with only 2x3,285 kW to reach the

required bollard pull.


[1] Oosterveld, M.W.C. (1970). Wake

Adapted Ducted Propellers, Publication

No. 345 NSMB, Wageningen, Netherlands

[2] Nielsen, J. R., Jeppesen R. M. and Lundgren,

E., (2005) Propulsion of Offshore

Support Vessels, OSV Conference, Singapore

[3] Jeppesen, R. M., Marinussen, H., (2006)

Latest trends in Offshore Propulsion,

SNAMES Technical talk, Singapore

[4] Minchev, A., Nielsen, J.R., Lundgren, E.,

(2009) Ducted propeller Design and Verifi -

cation for Contempoary Offshore Support

Vessels, First international Symposium on

Marine Propulsors, Torndheim, Norway

[5] Boesen, K. (2005). Bollard Pull trials,

Internal MAN Diesel document

The authors:

Jens Ring Nielsen (Senior Manager),

Henrik Marinussen,

(Research Engineer, Propulsion R&D),

MAN Diesel SE, Frederikshavn,



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Hybrid propulsion concept

for large AHTS

ULSTEIN A122 The ever-increasing focus on environment and pollution issues, combined

with falling power electronics prices, is already turning many shipowners’ interests towards

hybrid and diesel- electric propulsion systems for anchor handling vessels. This is especially

the case on advanced, high-end vessels.

Yard number 284 Olympic

Hera has recently been

delivered from Ulstein

Verft to Olympic Shipping. Olympic

Hera is the sister vessel to

Olympic Zeus, which was delivered

six months earlier.

From fi rst experiences with

O lympic Zeus in the North Sea,

Olympic Shipping sees that the

vessel runs diesel-electric 80% of

the time. Figures show that fuel

consumption in this mode is

about 50% lower than for most

competing vessels due to the hybrid

solution onboard. Olympic

Shipping claims that this makes

it easy to acquire contracts.

The Olympic Hera measures

93.8m long, 23m wide and

10m from main deck to keel,

and performs anchor handling,

supply, subsea and construction

operations. The bollard pull is

approximately 260 tonnes. The

Olympic Zeus and Olympic Hera

can also be equipped with a

250-tonne heave-compensated

offshore crane and two A-

frames of different types. The

large dimensions of the Olympic

Zeus and Olympic Hera add

stability, and together with the

extra power installed onboard,

make the vessels especially well

suited to carry out deepwater


According to Olympic Shipping,

the trend has shifted

from operations at depths of

1,000–1,500m to advanced subsea

operations down to 2,000–

4,000m. In order to provide the

requested services for the market

at present, even larger ships with

advanced capacities are needed.

With one large 500-tonne

and two 450-tonne drums, the

winches aboard the vessels have

an impressive capacity.

Green operations

The propulsion concept is called

“Green Operations”, which is a

joint venture by Olympic Shipping

and Ulstein Group. The

fuel-effi cient vessels have low

NOx emissions and meet DNV’s

Crane operation on Olympic Zeus Photo: Olympic Shipping

14 Ship & Offshore | 2010 | N o 2

Clean Design criteria. Given that

the vessels only require low or

medium power the majority of

the time they are in operation,

the engines are said to run with

optimum fuel effi ciency.

Under ideal conditions, the

traditional diesel-mechanical

propulsion system is still very

effi cient. It may have as little

as 2.5–3% mechanical loss

between the diesel engine and

main propeller, mainly in the

reduction gear. Maximum

bollard pull performance utilises

maximum prime mover

power in the water. An anchor

hand ling vessel with a dieselmechanical

propulsion system

also performs very well at the

higher end of its power range. In

comparison, diesel-electric propulsion

systems typically have

10–11% loss between the diesel

engine and the shaft of the electrical

propulsion motor.

The Olympic Zeus and Olympic

Hera are the fi rst anchor handling/construction

vessels with

a diesel-mechanical/diesel-electric

hybrid propulsion solution.

The propeller on the system can

either be driven directly by the

diesel engine or by an electric

motor powered by generator

sets. The two modes can also be


Operation profile

The nature of an anchor handling

job may vary a great deal.

Jobs may often include quite

a lot of waiting and idle time.

These large and powerful anchor

handling vessels then

have to reduce engine power to

a fraction until the next work

sequence is started. The potentially

large amount of waiting

time introduces a number of

challenges for anchor handling

vessels. During waiting time,

there are several factors that

contribute to increased fuel

consumption, more pollution

and more wear and tear than


Main propellers running

at maxi mum rpm even at

idle, cause considerable zero

pitch loss – up to as much as

1,000kW per main propeller on

a large anchor handling vessel.

Large engines that run very ineffi

ciently while idling cause so

called carbon buildup and emit

relatively large amounts of polluting

particles and gases.

Ship designers are always eager

to know how the ship is going

to be used. They study the operation

profi le to identify the

various operating conditions

and their duration. This study

is also a help in calculation

of the fuel consumption of a

ship throughout the course of

a year. As the operation profi les

may vary a great deal, it is also

important to identify the nature

of each mode – including

the variation of power requirements

and duration of subactivities

within the mode.

Most diesel engines seem to be

most fuel effi cient at approximately

85% of full load. After

collecting fuel consumption

data from engine maker data

sheets, similarities among a selection

of makers and models

are revealed:

� Fuel economy is at its best

between 65–90% engine load

� At loads of 50% and below,

the specifi c fuel oil consumption

increases rapidly

At low engine loads, com-

bustion is weak and produces

more particles and pollution

Olympic Hera, sister vessel of Olympic Zeus

� At lower engine loads catalysers

are radically less effi cient

� Low engine loads over long

periods of time cause carbon


Anchor handling vessels are

quite extraordinary specimens

regarding operation profi le.

They are among the most powerful

and massively propelled

offshore vessels, and yet they

run at idle and at low propeller

load almost all of the time. They

are a defi nitive case for something

completely different than

standard diesel-mechanical propulsion.

While the hybrid is equal to

the diesel-electric system at

low loads, the hybrid system’s

diesel-mechanical part provides

the advantage of effi ciency at

high load. For medium- to highspeed

transit, the hybrid system

may utilise its diesel-mechanical

attributes. The effi ciency at high

loads in this mode is unbeatable,

with lower fuel consumption

and emissions than a diesel-electric

propulsion system.

Large electric motors

When setting out to design an

optimal hybrid propulsion system

for anchor handling vessels,

it is essential to pay enough

attention to the operation profi

le and ship operator feedback.

One crucial fact becomes apparent:

the size of the electric

motors needs to be much larger

than perhaps fi rst anticipated.

It was found that merely running

in diesel-electric when

idling and in low power modes

was not suffi cient. In order to

r eally make any signifi cant reductions

in fuel consumption

and emissions, the vessel had to

be dimensioned to run in dieselelectric

mode most of its time.

The reason for this was very simple

and obvious. In an anchor

handling situation, dependent

on factors such as water depth,

the anchor handling vessel has

to pull up to 130–140 tons in a

few minutes before going down

to low load again. When utilising

small electrical motors a

mode shift has to be performed

in the middle of an operation.

Even worse was the fact that

mode shifts had to be performed

at zero pitch or very low

load. The consequence would

have been that the safe or natural

choice for the ship operator

would be to enter the whole operation

in diesel-mechanical or

hybrid mode, losing all of the

benefi ts of running in dieselelectric


Ulstein therefore decided to

increase the size of the electric

motors to 4,000kW, resulting

in a bollard pull of around

150 tons. This keeps the vessels

free of mode shifts during most

normal operations.

However, the electric motors

are not standard 750 rpm units.

They are designed to deliver

massive torque and power from

0–660 rpm, which is the dieselelectric

speed range. The electric

motors have their 4,000kW

power at the top of this range.

This disposition gives the diesel-electric

mode more effective

propulsion, lower rpms

and higher pitch throughout

the diesel-electric speed range,

along with a very responsive

and commanding grip on the

propulsion system.

At 750 rpm, the electric motor

still has the power of 4,000kW,

but the torque has been reduced

to match the normal torque for

a typical 750 rpm, 4,000kW

electric motor.

Mode change and automation

The mode change philosophy

is kept simple – it really boils

down to clutching in and out

the electric and diesel motors.

Therefore, it’s not really

a mode shift as such, rather

merely starting and stopping

equipment. The feedback from

the operators is unanimous –

the hybrid system is very easy

to use, and its actions are said

to be visible, obvious and selfexplanatory.

Even though mode changes are

reduced to simply clutching in

and out equipment, the automation

behind the seemingly

straight-ahead clutching is

highly advanced. Much of the

realization: www.make-ad.de – design: www.jrs-viskom.de

Deck Machinery


Steering Gears

Offshore Power

competence and technology is

integrated right here.

One of the important features

of the Ulstein hybrid propulsion

concept is the ability to

carry out mode shifts at very

high loads. If the anchor handling

vessel is running in dieselelectric

mode and the operation

requires more power than

available, one does not need to

pull down to zero pitch or to

low load to change to hybrid

mode. The mode change may

be performed at high loads

without terminating the operation.

If this had not been possible

at high loads, most would

have chosen hybrid mode from

the beginning and spent more

fuel and had increased emissions.

All modes are combinatory

modes, except fi xed shaft

generator mode. The large

main engines run from idle at

525 rpm, and move stepless up

to 750 rpm, sharing loads with

the electric motors all the way

up. This also makes the hybrid

mode much more fuel effi cient

and dynamic.


world-wide service

Uetersener Maschinenfabrik GmbH & Co. KG



Ship & Offshore | 2010 | N o 2 15


Two offshore support

vessels for E.R. Schiffahrt


E.R. Athina and E.R. Georgina

are the two latest offshore vessels

to the Rolls-Royce UT 776

CD design, built by STX Europe

in Brevik, Norway, and tailored

to suit the requirements of their

owner E.R. Schiffahrt.

The UT 776 CD belongs to

the UT 77X Rolls-Royce family

of platform supply vessels,

the fi rst of which to be built

was the UT 776 E Island Champion,

delivered in 2006 from

the Norwegian shipyard Aker

Yards-Brevik. The ‘E’ suffi x denotes

diesel-electric propulsion.

At the time the design

was characterised by the chief

designer as the next generation

of platform supply vessels

from Rolls-Royce. It is designed

and equipped by Roll-Royce to

provide its owner and charterers

with a vessel that is eco-

16 Ship & Offshore | 2010 | N o 2

nomical to operate, extremely

effective at carrying out its

tasks and which provides a safe

environment for its crew. A

clear requirement has been to

make working and living conditions

on board as safe and

comfortable as possible. The

design has been tailored so

that cargo is carried as near the

point of minimum motion as

is feasible, on a working deck

with high and protective bulwarks.

Stabilising tanks above

the main deck provide optimal

roll reduction and also form

a safety buffer between the

working deck and the superstructure,

reducing the risk of

injury or damage from swinging

crane loads. The hullform

is optimised for low resistance

in the required 10-16

knot speed range in all normal

North Sea weather conditions.

A bulb bow is combined with

well vee’d sections aft to provide

hull lines that are not only

easily propelled in any sea condition

but have low motions.

Reduced hull resistance is refl

ected in less use of power and

consequently a lower total fuel

burn which, in turn, cuts the

amount of CO 2 emissions.

Since then the generic design

has been progressively developed,

and the later vessels have

the type number UT776 CD,

indicating that they meet Clean

Design class rules for minimum

emissions to water or air.

The fi rst CD variant was delivered

in 2008. To date fi ve UT

776 supply vessels have been

delivered, with a further three

currently on order. In the case

of E.R. Schiffahrt Rolls-Royce

says it came up with a version

of the UT 776 CD that, among

other things, can stay in port

without running generators

for electrical supply, reducing

noise and emissions. Various

technical solutions were adopted

to provide additional redundancy.

Last but not least, E.R.

Athina is the fi rst UT 776 CD to

implement the latest advance

in navigation techno logy, the

Rolls-Royce Icon DPII dynamic

positioning system.

E.R. Athina, like its sister ship, is

93m long with a beam of 20m

and a cargo deck area of about

1,030m 2 . The deadweight is approximately

4,000 tonnes, of

which about 3,000 tonnes can

be carried on deck. It can carry

pipes, liquid cargo, and dry

bulk. Tanks are provided for

fuel, water ballast, fresh water,

drill water, mud, brine, methanol,

base oil and special products.

The bulk handling system

has a capacity of 300m 3 . Accommodation

is provided for a

total of 25 people, and the ship

has Comfort V(3) class nota-

The E.R. Athina owned by

E.R Schiffahrt

E.R. Athina is the fi rst UT 776

CD to implement the Rolls-

Royce Icon DPII dynamic

positioning system

tion, showing that very low levels

of noise and vibration levels

have been achieved, providing

good living conditions for the

crew. E.R. Athina is equipped

with fi re pumps and monitors

to FiFi1 standard and has oil

spill recovery capability according

to DNV OILREC class.

Rolls-Royce AZP-series thrusters

with their streamlined shape

and pulling propellers have

shown themselves to be well

suited for supply vessel propulsion,

and E.R.Athina is fi tted

with two AZP 120 units each

handling 2,500kW in a diesel

electric system. They have CP

propellers and variable frequency

drive motors, and for

manoeuvring and station-keeping

are assisted by two 883kW

tunnel thrusters and a swing-up

azimuth thruster of the same

power at the bow. Four Bergen

C25:33L6A generator sets provide

a total of 6,960kW at 690V.

One merit of the diesel electric

system is that only the actual

number of engines required to

supply the load need to be running,

and they can be operated

at the most effi cient part of their

load range, saving wear and tear

and reducing emissions.

The second vessel, E.R.

Georgina, is scheduled for delivery

in April 2010.



�� ����� ������ ��� ���� ��������� �������� ���� ��������� ���� ������� ������������ ���������







41 st OTC in Houston



founded in 1969, is the world’s

foremost event for the development

of offshore resources in

the areas of drilling, exploration,

production and environmental

protection. It is held

annually at Reliant Center in

Houston, Texas and attracts

more than 65,000 visitors and

2,000 exhibiting companies

from over 120 countries.

The exhibition is accompanied

by a highly sophisticated

conference. At this year’s OTC,

which is taking place between

the 3 rd and the 6 th of May, 2010,

the technical program includes

about 150 papers presented in

more than 25 sessions, comprising

industry and topical


Germany’s attendance

Amongst the participating

countries, Germany has traditionally

been one of the largest

national groups attending

OTC in Houston presenting

their offshore solutions which

are among the world’s top tech-

The German pavilion

nologies in many specialised

sectors. This year, more than 60

German companies will be attending

this leading exhibition

and conference for offshore

technologies. Most of the fi rms

will present themselves at the

offi cial German pavilion, supported

by the Federal Ministry

of Economics and Technology

and the German Engineering

Federation VDMA – Marine and

Offshore Equipment Industries.

Germany as major global exporter

of high-tech marine equipment

is suffering from the current

slump in world merchant

shipbuilding and the offshore

sector is becoming increasingly

important as a future-oriented

area of activity. At OTC 2010,

German companies will present

a new comprehensive directory

“German Offshore Equipment”

which covers the full range of

German companies offering

equipment and services for the

global offshore market.

Perspectives For the coming

years, Houston-based Offshore

Technology Conference will be

adding two new conferences to

its portfolio of events.

OTC’s new Arctic Technology

Conference (ATC) will address

the technologies and innovative

practices needed for exploration

and production in

the Arctic. The fi rst ATC will

be held in February 2011 in


The OTC Brazil will focus on

technical advances, challenges

and opportunities for the deep-

and ultra deepwater offshore

activities. The inaugural event

for this biennially exhibition

will take place in Rio de Janeiro

in October 2011.

Contract for Mobile Offshore Application Barge


Verolme BV and consortium

partner AREVA Energietechnik

GmbH, a German

subsidiary of French energy

company AREVA, have secured

a EUR 62 million contract

from Wetfeet Offshore

Windenergy GmbH to build

a Mobile Offshore Application

Barge (MOAB) for a new

offshore wind farm in the

North Sea. This self-erecting

fl oating platform will be deployed

at the Global Tech I

Wind Farm that is being built

and operated by Wetfeet Offshore.

MOAB will host the

transformers and high voltage

switchgears to collect and

convert electricity generated

by the wind turbines for de-

18 Ship & Offshore | 2010 | N o 2

livery to Germany’s national

power grid. It is also equipped

with critical control systems

to serve as a backup power

supply for the wind farm in

case of emergencies.

The Global Tech I wind farm

will be located about 110km

northwest of Cuxhaven in the

German Exclusive Economic

Zone in the North Sea consisting

of 80 5-MW-class wind

turbines. When fully operational

in 2013, this wind farm

will be capable of generating

some 1.4 billion kWh of electrical

energy annually, supplying

approximately one million

people with clean energy. It is

also expected to help cut some

1.2 million tons of carbon dioxide

emissions each year.

This Mobile Offshore Application

Barge will be built for a

new offshore wind farm in

the German Exclusive Economic

Zone in the North Sea

MOAB will provide permanent

accommodation for up

to 32 personnel operating the

wind farm. By serving both

energy transmission and

wind farm maintenance functions,

MOAB aims to help to

enhance the operational reliability

and effi ciency of Global

Tech I.

Keppel Verolme will carry

out the detailed engineering

and construction work on

this new platform designed

by Hamburg based company

Overdick GmbH & Co, while

AREVA designs, fabricates

and installs the transformers

and other high voltage equipment.

The vessel is targeted

for completion in the fourth

quarter of 2011.


Subsea boosting for oil

and gas projects

MULTIPHASE PUMPS Multiphase boosting is not only pumping liquid and gas, it is a complex

and sometimes sensitive process. Production improvement and process control are the main

advantages of this technology. Vertical twin-screw multiphase pumps with improved dry run

capability can be installed in series and provide more than 200 bar boost pressure.

Axel Jäschke

Multiphase, according

to the general understanding

in the

oil and gas community, is the

oil-water-gas mixture coming

with the natural untreated

well production. Uncertainties

in the production data,

slugfl ow in pipelines and fast

variations in pressure and

fl uid composition are part


As soon as a signifi cant

amount of gas is involved,

separation effects in the fl owlines

have to be considered.

Consequently the Multiphase

Pump (MPP) has to be

designed for slugfl ow conditions.

In general multiphase

pumps can be divided into

three groups with its own

technical requirements:

gas tolerant liquid boo-

ster – 0% to 30% gas – typically

only applicable direct

downstream of separators or

Pressure at

MPP inlet

p out

p in

Gas + Oil


Oil Oil Production


GOR GOR = = constant


Fig. 2: Process diagram

20 Ship & Offshore | 2010 | N o 2

inside long crude-oil transfer


� multiphase pump – up to

100% gas temporary – downstream

well and upstream separator,

� wet gas compressor – 99%

to 100% gas continuously but

with the risk of slugfl ow (water

or condensate) – typically

downstream gas wells.

In all cases the MPP shall be

able to transport the liquidgas

mixture against the full

pipeline backpressure without

interruption of the fl ow.

Bornemann provides the patented

solution of internal

liquid (product liquid phase)

separation and recirculation

of a small percentage of liquid

back to MPP inlet, preventing

MPP rotors running

completely dry.

Separation and liquid storage

inside the MPP discharge

casing is vital for the Multi-

natural production





Fig. 1: Vertical high pressure

subsea pump

Actual Volume Flow (Oil+Gas)

at MPP inlet

Phase Mixture (MP) boosting


Improvement of oil


Each reservoir has its own

optimal production characteristic

in regard to oil production,

gas production and

water-cut minimization.

The graphic (fi g. 2) explains

the production task of multiphase

pumps. The oil production

(orange curve) of

wells typically follows a

certain known production

profi le, depending on the

wellhead back-pressure. At

a certain wellhead pressure

the fl ow velocity in the well

is too low to transport the

liquid to surface. The well

might be “dead” or only gas

is coming.

If the well is closed, after

some time the wellhead shutin

pressure will build up.

The shut-in pressure can be

very high compared to the

production pressure. There

is an optimal oil production

at a certain pressure which

is fl uctuating with the time.

Too low pressure draw down

might lead to non-optimal

production rates and damages

in the reservoir.

Together with the oil the associated

gas is produced –

the relation between oil and

gas typically is given in GOR

(gas-oil ratio at standard conditions).

Because the gas is expanding

with the pressure going

down, the total production

curve is expanding to higher

fl ow rates (brown curve) at

lower system and pump inlet


The well is producing into a

pipeline system. The pipeline

backpressure (blue curve) on

the production is defi ned by

any static backpressure on

the pipeline (geodetic height,

separator pressure, etc.) plus

pressure losses depending on

the medium fl owing through

the pipeline.

The equilibrium between

well and pipeline performance

(crossing of blue and

brown curve) defi nes the natural

production (depending

on choke setting, etc.).

During the fi rst years chokes

might control the perfect balancing

between production

and backpressure. By and by

the reservoir is depleting and

the producing well pressure

is declining. Additional wells

might be connected to the

pipeline system, which can

lead to higher pipeline backpressure

on the well.

At this moment the installation

of multiphase boosting

pumps (red arrow) helps to

control the well pressure for

best production. The pump

now unloads well performance

characteristics from

pipeline behaviour.

Twin screw pumping


The Bornemann MPPs are

twin-screw pumps. Within

these pumps two synchronized

rotors are intermeshing

and forming closed chambers

between the rotor-screwfl

anks and the surrounding

Fig. 3: Sectional drawing of twin-screw pump

casing insert (liner). Whatever

enters into the chamber

at screw inlet will be moved

to the outlet.

Pump capacity depends on

rotor diameter, pitch of the

rotor screws and fi nally the

pump speed.

There is no contact between

screws and liner. Consequently

there will be a gap

between the pumping elements

and therefore a certain

internal backfl ow (slippage)

from pump discharge back to

pump suction.

At any time the Bornemann

internal separation and recirculation

ensures enough

liquid at the rotors to keep

the gaps sealed with liquid

and therefore the pump performance

is independent on

gas content.

The rotors are “engineered

rotors”. Shaft and screws can

be made from materials,

best suitable for the task and

the pumping process. Heat

treatments and coatings can

be done separately without

infl uencing the shaft properties.

DPC – Double Pressure

Compensated Pump

The Bornemann Subsea

Boost er (SMPC) is the consequent

further development

of the subsea MPP and the

heavy duty topside Multiphase

Pump type MPC.

The new Double-Pressure-

Compensated (DPC) pump

design provides the basis for

the new subsea MPPs – the

SMPC series 4.1. It ba- �

for all weather conditions



sically consists of two main


� the pressure casing, rated

for water depths and process


� the pump-motor-module,

including all rotating equipment.

The pump-motor-module is

built up from the approved

SMPC pump cartridge and

a simplifi ed electrical motor

cartridge. Power transmission

from motor to pump can be

achieved by a conventional

mechanical coupling. Optionally

a hydraulic torque and

speed converter can be used.

The total cartridge – except

the pumping chambers – is

fi lled with pressurized lube

oil – the barrier fl uid. The

pressure of the lube oil is permanently

controlled and adjusted

to provide to the mechanical

seals best operating

conditions (constant pressure

over the seal).

Consequently the casing of

the pump-motor-module is

fully pressure compensated

against the pump discharge

pressure which is inside the

pressure casing.

The pump-motor-module

will be inserted into the pressure

casing by avoiding all

sensitive interfaces between

pressure casing and pumpmotor-module.

Defl ections,

deformations, mechanical

stress etc. from the casing will

not been transmitted to the


The casing is designed according

to the actual requirements.

Different materials

water depth

process pressure


pump discharge

discharge pressure + 10 bar

electrical liquid filled motor

pump inlet

Fig. 4: Principal drawing of double pressure compensated pump design

22 Ship & Offshore | 2010 | N o 2

can be used, coating from inside

could be done, composite

material might be applied.

The pressure casing is a geometrical

simple “separator

style” pressure vessel. Therefore

it provides good separation

and liquid hold up capabilities

– required for reliable

multiphase operation.

The DPC design also allows

the vertical installation of

the MPP. The diameter of the

pump can be minimized –

still providing suffi cient separation

and liquid hold up volume

for multiphase-service.

Pump performance

The pump capacity at a certain

speed is not much infl u-

Fig: 5: Subsea boosting system

pump inlet pressure

pump discharge pressure

barrier fluid pressure

enced by the differential pressure

over the pump. There is a

certain backfl ow from pump

discharge to pump suction

through the gaps between rotors

and casing. The backfl ow

depends mainly on viscosity

and differential pressure.

By speed variation a wide capacity

range at full pres sure

head (differential pres sure)

can be provided, 10% to

120% of the nominal capacity

is typical.

The achievable differential

pressure is limited by the mechanical

load on the rotor.

Differential pressure of up

to 100 bar in high viscous liquid

service with up to 20%

gas and good effi ciency is

standard today on twin-screw

pipeline transfer pumps.

Special designed high pressure

multiphase rotors also

allow for pressure build up of

100 bar without infl uence on

the rotor integrity in full gas

service – but at high gas the

effi ciency will be limited.

Rotors, designed for higher

capacity are limited in pressure

head due to the fact that

the maximal allowable shaft

power within one frame size

remains constant over all

available rotor designs.

High differential pressure

booster systems

For subsea applications more

often very high boost pressures

will be required to overcome

the water depth while

the wellhead pressures shall

be reduced to its limits.

Practically this will require

multiphase pumps or gas tolerant

liquid boosters being

able to increase the production

pressure from almost

0 bar up to 200 to 300 bar.

The Bornemann solution

is the installation of two or

more multiphase pumps in

series. The fi rst is controlling

the system inlet pressure

and providing a certain precompression.

The second

pump is controlling the outlet

pressure of the fi rst pump

by speed variation – picking

up the compressed volume

fl ow at the outlet of the fi rst

stage MPP at the required

pressure – and overcomes the

remaining pipeline backpressure.

Each single pump is operating

with a better effi ciency and

the total power consumption

will be signifi cant reduced.

On the Abu Dhabi project

the total power requirement

could be reduced from 1 MW

for the single pump concept

to 500 kW (2 x 250 kW) for

the fi nally selected serial installation.

The author:

Axel Jäschke, Head of

Research Department,

Joh. Heinr. Bornemann

GmbH, Obernkirchen,


Regasifi cation

HAMWORTHY | New technology

based on an intermediate

closed propane loop that uses

seawater as the heating medium

for vaporising LNG has

been delivered to Golar LNG’s

138,000m 3 LNG fl oating storage

and regasifi cation unit

(FSRU) Golar Winter.

Two skids to be operated in

parallel at full regasifi cation

capacity of 14 million Sm 3 /day

at 120 bar, equivalent to 460

tonnes/hr, have been tested.

The intermediate propane circuit

between seawater and LNG

is applied to avoid freezing. As

it is based on seawater, heating

the equipment has a high

level of effi ciency and therefore

requires less fuel and operating

cost to regasify the LNG than

steam-based systems. For Hamworthy,

this is a milestone in

the introduction of new technology

to the offshore market.

The capacity per skid is 7 million

Sm 3 /day; outlet pressure is

103 bar and outlet temperature

up to 6°C. Two skids will be

used during nominal send-out,

with a third on standby. Each

70-tonne skid is 10.5m long,

6.1m wide, 8m high, and contains

the required pumps, motors,

heat exchangers, instrumentation

and control systems

to provide the required capacity.

The equipment is designed

for marine installations and

cryogenic working conditions

and can handle large variations

in send-out capacity.

Chartered by Petrobas, Golar

Winter is part of an LNG im-

The regasifi cation plant onboard Golar Winter

port project in Guanabara Bay,

Brazil. LNG carriers will tranship

their cargoes to the FSRU,

which will then send gas to an

onshore gas grid through a subsea


Golar Winter was built as an

LNG carrier in 2004, and converted

into an FSRU by Keppel

Shipyard in Singapore. After

leaving the Keppel yard , Golar

Winter collected a cargo of LNG

in Trinidad en-route to Petrobras’s

Pecem Terminal, Brazil.

Initial commissioning and testing

began in Pecem before the

vessel departed for Petrobras’s

Rio terminal for a further period

of testing.

Hamworthy’s next onboard vaporiser

system commissioned is

on the 145,000m 3 LNG shuttle

regasifi cation vessel (SRV) Suez

Neptune, delivered in December

2009 by Samsung Heavy Industries.

The vessel went on to pick

up an LNG cargo in Trinidad

and is undergoing regasifi cation

tests off Boston, Massachusetts.

Suez Neptune is to be followed

by a second Neptune SRV, Suez

Cape Ann, to be delivered in the

second quarter of 2010. Both

SRVs are for Höegh LNG.

SRVs are designed to transport

and store LNG, then vaporise

it into natural gas that can be

sent ashore by subsea pipeline.

Hamworthy is supplying

three regasifi cation skids per

ship. Each ship set will have

a regasifi cation capacity of

210 tonnes/ hr of LNG with

send-out pressure of 115 bar.

supply industry | offshore wind energy

maritime logistics | marine technology

04-06 May 2010

10:00 to 18:00


Organized by: Rostocker Messe-

und Stadthallengesellschaft mbH

Partner Region 2010

West Pommerania – Poland


The international Trade Fair BalticFuture is the perfect

platform for the innovative maritime industries

to generate Business Contacts and to expand your


The Fair: More than 100 Exhi bitors from Industry,

Science, Research and Public Institutions present

their products to the professional visitors.

Contact-Event: B2B@BalticFuture means High-End-

Networking. Meet interesting business partners in

pre-arranged appointments.

Supporting Program: During the fair you can

engross your professional interests in seminars

and workshops.

Foreign Trade Forum of the German Association for Small and Medium-sized

Businesses | Economic Presentation of the Wojewodschaft Westpommerania |

2nd Conference of the Logistic Industry | Wind-Energy-Day | Product Presentations

at the Fair Stage | Innovative visions for the Maritime Navigation and

Logistics | Workshop on Intelligent Marine Technology of the 21st century

further information at www.baltic-future.com

Ship & Offshore | 2010 | N o 2 23

RMSG_09_1644_BaFu_Anz_89x251_hel1 1 12.03.2010 13:48:58 Uhr


Sub-sea diamond mining

AIR LIFT DRILLING Since the middle of the past century an increasing demand on known and

estimated resources has triggered a search for raw materials in the depths of the oceans.

Especially diamonds discovered on the seabed of the Atlantic Ocean on the western coast of

South Africa and Namibia makes mining feasible due to their high value.

Raw material can be found

in many ocean regions.

Manganese nodules and

cobalt-rich crusts were discovered

in the Pacifi c and hot orebearing

slurries were found in

the valleys of the Red Sea.

In the Southern Pacifi c, goldbearing

massive sulphides were

discovered adjacent to defunct

cooled down black smokers.

About 35 years ago large-scale

industrial production was developed

for manganese nodules

and to a minor extent tested

in practice. A complete breakdown

in raw material prices in

the early eighties stopped all activities

for economic reasons.

However, diamonds discovered

on the seabed of the Atlantic

Ocean on the western coast

of South Africa and Namibia

made mining feasible due to

their high value.

Millions of years ago, these

diamonds were formed

through volcanic activities

in the kimberlitic pipes and

dikes of Lesotho, Botswana

and the present area of Kimberly,

South Africa.

Due to long-term erosion over

several hundred thousand

years, diamonds were uncovered

from the kimberlite carrier

bed and washed along with

huge amounts of sediments

via the Gariep (Oranje), Vaal

and Buffels rivers into the

ocean. Initially, the diamonds

were deposited close to the

river mouth, but later distributed

over large surface areas in

the Atlantic by the Benguela

current fl owing along the west

to north coast.

This arduous transportation

method was survived only by

the hardest and purest diamonds

and is why the percentile

of high-value jewellery diamonds

found in the present

off-shore mining operations is

high – almost 90 percent.

Offshore diamond mining was

originally carried out by divers

operating small fi shing boats

at depths of up to 35 metres in

coastal areas. By using 4” suction

hoses, the divers sucked

the loose sediment from the

seabed and conveyed them

upwards. Subsequently, all

the material was transported

to a stationary separation unit

onshore where the diamonds

were further away and graded.

As larger diamond deposits

were found farther from

the coast, in water depths of

up to 200 metres, it became

necessary to develop special

production systems for sustainable

large-scale industrial

diamond mining.

One of the fi ve De Beers Marine diamond mining ships. They are all equipped with Aker Wirth airlift drilling systems

24 Ship & Offshore | 2010 | N o 2

Special vertical drilling

system by Aker Wirth

Diverse systems were tested

by various international mining

and drilling suppliers.

Finally, Aker Wirth’s special

air-lift vertical drilling system,

mounted on a marine vessel

prevailed as an economic and

productive system.

In areas where crawlers,

dredging or comparable

drilling systems had already

operated, the application of

this system increased the diamond

production by up to 70

percent in the second mining


Another advantage of the vertical

mining systems is the

universal applicability even

on the roughest seabed surface

where horizontal mining

systems such as crawlers are

unable to operate.

The mining vessel is positioned

utilising four anchor

lines in conjunction with a

satellite positioning system.

The drill bit is lowered using

fl anged pipes through a moon

pool down to the seabed.

The drill-bit has a diameter

of approximately seven metres

and the fl anged pipe has

an inner diameter of 600 mm

and is supplied in lengths of

nine metres per section. The

complete hydraulic drive unit

for the drill pipe is installed

in the drilling mast (approximately

35 m high) on the vessel

and is suspended by two

hydraulic cylinders with a

stroke length of 12 metres.

Two universal joints in the

above-surface drill string

protect the drill string from

becoming damaged and deformed,

through bending,

caused by vessel movements

of up to 10° (roll and pitch).

The heave compensator beam

which carries the complete

hanging drill equipment load

while compensating for wave

motion to a maximum vertical

vessel movement of up

to six metres within a 13 second

period is fi tted above the

stabiliser beam which is arranged

between the two universal


The suspended drilling equipment,

without the complete

drill string, has a total weight

of 125 tons. A discharge bend

(called the spout) which can

accommodate the full fl ushing

volume, is installed on

the heave compensator beam.

The air-lift material along

with the fl ushing water is then

discharged into a spiral-type

de-aeration bin from where

it is transported into the diamond

processing plant.

The drilling system is

equipped with a combined,

vertical pipe storage and pipe

handling system for storage

and installation of the drill


Principles of air-lift vertical


The drill bit is rotated by the

power swivel via the drill

pipe; this action loosens the

material on the sea-bed. Simultaneously,


air is injected closely above

the drill bit into the drill pipe.

This air is supplied through

the pressure line mounted

outside along the drill pipe,

via the drive unit designated

air swivel.

Once inside the drill pipe,

the compressed air expands

as it rises. The specifi c weight

inside the drill pipe is reduced

just above the air injection

opening. Due to the

higher outside pressure, wa-

Aker Wirth airlift drilling


Heavy duty drive system for the 6.8m drill bit with heave

motion compensating system which allows operations in

sea-conditions with waves up to 6m high

ter now fl ows in under pressure

through the bit channel

opening on the sea-bed, and

rises together with the compressed

air. A very high conveying

speed is achieved in

the water that sucks the material

loosened by the drill bit,

ensuring its transport up to

the separation system on the

vessel deck.

Consequently, the utilisation

of a pump, sensitive to wear

and clogging, is not necessary.

The air-lift procedure is a safe

and powerful conveying system

transporting up to 3500 m3

solids per day when operat ing

for a 24 hour period.

Nine compressors with

1,700 kW drive power in total

ensure suffi cient compressed

air supply for the highly effi

cient mining operation. The

sea-bed material discharged

through the drill string and

the drill equipment via the

spout into the bin wall is then

transported into the separation

system where it is sorted in several

processing steps according

to its specifi c weight. Finally,

diamond separation onboard

is completed by applying x-ray

sorting methods.

After the diamond-bearing

overburden layer has been

drilled down to the bed rock,

the drill bit is lifted just clear

of the seabed and the mining

vessel is re-positioned utilising

the anchor winches. The drillbit

is then lowered again, with

rotation and heave compensation

in operation, the sea bed

surface area directly adjacent

is mined. The drilled surfaces

overlap partially to achieve

complete material recovery.

After three years of continuous

operation, the system undergoes

a general overhauling

in-port. Up to 7,400 mining

hours are achieved per vessel

per year. Besides down-time

due to weather conditions,

re-fuelling, re-positioning the

vessel or down-time caused

by the vessel systems and the

processing plant, the vertical

mining system has an availability

rate of 98 percent.

Ship & Offshore | 2010 | N o 2 25


The Gavia AUV was tested to a subsea depth of 1,000m

Subsea mapping in

Western Australia

AUV | Fugro Survey Pty Ltd in

Perth and Hafmynd Ehf, in a

joint initiative with Woodside

Energy Ltd, have successfully

trialled a Gavia Autonomous

Underwater Vehicle (AUV)

down to a subsea depth of

1,000m. This signifi cantly

surpasses the previous maximum

recorded depth of 220m

achieved by a Gavia vehicle.

The Gavia AUV is a relatively

small and portable AUV,

manufactured in Iceland by

Hafmynd. Its modular confi guration

enables the inclusion of

various payloads in addition to

the base vehicle confi guration,

such as an Inertial Navigation

System, GeoSwath bathymetric

sonar and additional battery

modules for increased endurance.

This particular model purchased

by Woodside has been

optimised specifi cally for use

in the offshore survey industry.

It’s been fi tted with an underwater

camera, sidescan sonar,

multibeam echosounder, highly

accurate INS, and navigation

software, which enables the

AUV to automatically track a

pipeline on the seabed.

26 Ship & Offshore | 2010 | N o 2

Fugro Survey Pty Ltd will manage

all aspects of the Woodside

Gavia AUV, including supervision

of the factory and customer

acceptance trials, personnel

training, fi eld operations, and

maintenance and storage of

the vehicle.

The Gavia AUV was set to run

a grid of survey lines at an altitude

of 12m above the seabed

recording both side scan sonar

and swath bathymetric data.

This was followed by a survey

line run at only 2m above the

seabed, to collect seabed habitat

photographs. Dive time

from the surface to 1,000m

was approximately 30 minutes,

which indicates that the expected

survey duration at this

depth could exceed 6 hours.

Woodside anticipates using

the AUV primarily for pipeline

inspection surveys, as well as

for nearshore environmental

surveys, debris surveys in restricted

areas, and deepwater

inspections of fl owlines and

other seabed infrastructure.

The vehicle will be utilised

from vessels of opportunity

and is available for surveys for

third party projects.

FSRU for LNG project

OLT | One of the fi rst offshore

Floating Storage and Regasifi cation

Units (FSRU) will be placed

within the OLT Offshore LNG

Toscana project.

The OLT development will see

the 138,000m 3 Moss-type Golar

Frost converted into a 3.75 billion

cubic metres (bcm) per year

FSRU, moored in 120m of water

depth off Italy’s west coast port

of Livorno. It will act as a receiving

terminal for importing LNG,

regasifying the LNG and pumping

it into Italy’s gas grid.

The OLT FSRU is currently under

conversion in Dubai Drydocks

and will be towed to Livorno at

the end of 2010, with the aim of

coming on stream in 2011. An external

turret is being fi tted, along

with over 2,400 tones of regasi-

Animated picture of the FRSU

fi cation equipment. The main

contractor is Saipem, working for

the terminal owners - a joint venture

between E.ON Ruhrgas, Iride,

Golar LNG and OLT Energy.

Genoa-based classifi cation society

RINA will class the vessel and

provide statutory certifi cation

on behalf of the government.

Through its dedicated oil and gas

team it is also providing authority

and owner engineering, ship

handling simulation and assistance

with local and international

regulatory compliance.

RINA was also closely involved

in the development of the 8 bcm

Adriatic LNG terminal, providing

a wide range of analytical

and supervision services, plus

assistance with regulatory compliance.

Short courses at OMAE

SHANGHAI | Preceding the 29 th

International Conference on

Ocean, Offshore and Arctic Engineering

(OMAE) in Shanghai,

China, the ASME-IPTI offers four

short courses focusing on arctic,

deepwater, energy and engineering

subjects. On Saturday, 5 th

of June 2010, participants can

choose between the courses “Ice

Engineering” held by Walter L.

Kuehnlein, chair of sea2ice and

“Fundamentals of Deepwater

Riser Engineering” by Kieran Kavanaugh,

Group Technology Director

of MCS.

Frank Lim, Principal Director of

2H Offshore and Chris Barton,

Director of Business Acquisition

for FloaTEC, deal with the “Fundamentals

of Deepwater Project

Development” the following

day. Antonio Falcao from the

Technical University of Lisbon,

Portugal will be covering the

area of “Wave Energy” also on

the 6th of June.

OMAE 2010 will be held at

Grand Hyatt Shanghai from the

6th to the 11 th of June, 2010. It is

organized by the Shanghai Jiao

Tong University and the Ocean,

Offshore and Arctic Engineering

(OOAE) Division of the International

Petroleum Technology

Institute (IPTI), an institute of

ASME. www.omae2010.com/


Advanced sub-sea services


Marine and Mermaid Offshore

Services (MOS) have jointly

entered into an Alliance Agreement,

which will enable KD Marine

to provide fully integrated

saturation, air diving, daughter

craft and ROV services from the

advanced Diving Support Vessel

(DSV) Mermaid Endurer in the

European market.

KD Marine will act as the contractor

in the alliance, providing

the diving and project management

services whilst MOS will

provide the DSV, marine and

ROV services.

The Mermaid Endurer is a 95m

dynamically positioned DSV

which is being built in the Bergen

Group BMV shipyard in Bergen,

Norway and which features

an integrated 300m saturation

Growing Europeanwind

power market

EWEA | In 2009, a total of eight

new wind farms consisting of

199 offshore wind turbines,

with a combined power generating

capacity of 577 MW, were

connected to the grid in Europe.

This represents a growth rate of

54% compared to the 373 MW

installed during 2008. For 2010,

the European Wind Energy Association

(EWEA) expects the

completion of 10 additional

European offshore wind farms.

Currently, 17 offshore wind

farms are under construction

in Europe, totalling more than

3,500 MW, with just under

half being constructed in UK

waters. In addition, a further

52 offshore wind farms have

won full consent in European

waters, totalling more than

16,000 MW, with just over half

of this capa city planned in Germany.

In 2009, the turnover of

the offshore wind industry was

approximately 1.5 billion Euro,

and EWEA expects this to double

in 2010 to approximately 3

billion Euro. The push given by

diving system, integrated air dive

and ROV systems, 100 ton crane

and 1,000m 2 work deck space. It

is scheduled to be delivered to

MOS in the fi rst half of the 2010

calendar year and, in addition, it

is intended that KD Marine will

install their purpose built daughter

craft and launching system

on the vessel. This system has

been designed by KD Marine to

enable simultaneous air diving

and/or inspection ROV support

activities to be carried out whilst

similar operations are also being

carried out from the principal

support vessel, and the combination

should provide meaningful

productivity gains, especially

on restricted work sites.

KD Marine commissioned the

build of two such daughter

craft units for delivery in 2009,

the decision to inject 255 million

Euro under the European

Union’s European Economic

Recovery Plan into the offshore

wind sector is said to show that

decision makers understand that

offshore wind is key to Europe’s

future energy supplies. The European

Investment Bank’s (EIB)

increased involvement is also

said to be instrumental for the

future success of offshore wind’s

contribution to European recovery,

job creation and technology

leadership.More than 100 GW

of projects are at various stages

of planning. Europe is the world

leader in offshore wind with 828

wind turbines and a cumulative

capa city of 2,056 MW spread

across 38 offshore wind farms

in nine European countries. The

UK and Denmark are the current

leaders, with a 44% and

30% share respectively. In 2009,

fi ve countries built new offshore

wind farms: UK (284 MW),

Denmark (230 MW), Sweden

(30 MW), Germany (30 MW),

Norway (2.3 MW).

Mermaid Offshore Service’s new built DSV Mermaid Endurer

complete with dedicated heavy

weather launch & recovery systems.

These daughter craft units,

unlike conversions, have been

specifi cally designed to provide a

stable ancillary work platform to

a DSV and they feature onboard

gas storage, fully enclosed dive

control, data recording areas,

and inspection ROV handling.

Ship & Offshore | 2010 | N o 2 27


Controlling corrosive wear

with TBN stabilisation

LUBRICANTS TECHNOLOGY Princess Cruises uses a programme in conjunction with onboard

testing and lab analysis of used oil, which emphasises Total Base Number (TBN) stabilisation. To

date, Princess has implemented the programme on seven ships powered by Wärtsilä 46

engines. Savings are said to have exceeded $115,000 during the fi rst year.

Coral Princess in Ketchikan, Alaska

Under the programme, ExxonMobil

recommends a regimen of controlled

artifi cial oil consumption, or refreshment,

of the engine sump, as a way to extend

oil drain intervals and thus reduce overall

consumption. Economies are also realised

in reduced waste oil disposal and handling,

and in fewer deliveries.

In marine diesel engines burning moderate

or high sulphur-content fuel, corrosion is a

serious concern. By monitoring and managing

the lubricant’s TBN, the risk of corrosive

wear can be controlled and potentially a

company’s bottom line can be improved by

reducing the amount of used oil.

TBN is a measure of alkalinity reserve. Combustion

produces acid products that damage

an engine. To offset extensive corrosive wear

in cylinder liners or piston rings that would

result, the acid must be neutralised. This is

accomplished using specifi c oil additives. To

ascertain that oil in service has a suffi cient alkalinity

reserve to perform, ships’ engineers

measure its TBN periodically.

ExxonMobil’s programme incorporates a

proprietary system, which it calls Lubrisoft,

28 Ship & Offshore | 2010 | N o 2

to estimate depletion, taking into consideration

engine operating conditions and the

sulphur content of the fuel in use. Lubrisoft

generates a depletion curve based on various

engine parameters determined by the engine

builders as well as curves predicting subsequent

make-up rates required to stabilise

TBN levels. These make-up, or top-off, rates

(also referred to as controlled artifi cial oil

consumption, or lube oil replenishment) are

the basis for the oil supplier’s programme.

Optimising TBN

Engineering graphs provided for each engine

plot an original TBN curve over hours in operation,

an optimised TBN curve with artifi -

cial consumption, and a High Reserve TBN

curve. The projected-use data that generates

these graphs enables engineers to calculate

an optimised TBN to be achieved with artifi

cial consumption. The predictive system

can correct for changes associated with high-

To stabilise Mobilgard M50’s TBN, ExxonMobil recommended an increase in artifi cial

oil consumption of 76 liters a day above current natural consumption

sulphur fuel deliveries or changes in operating

conditions.Lubrisoft is suitable for evaluation

of 4-stroke engines, including those

with a separate cylinder lubricating system.

That includes Sulzer Z40, Storm TM 410 and

some Akasaka engines fi tted with lubricators.

The savings it generates are based on costs associated

with normal consumption – which

requires more frequent sump changes – as

compared to artifi cial consumption. With artifi

cial consumption, oil is added on a regular

basis, but oil drain intervals are prolonged,

resulting in a substantial savings in oil used

while protecting the engine from wear.

According to ExxonMobil, the programme is

especially effective because customers such

as Princess Cruises use Mobilgard M50 engine

oil. Mobilgard M50 was formulated to

provide what ExxonMobil calls outstanding

residual fuel compatibility characteristics.

It is especially effective in promoting engine

cleanliness, particularly in crankcase,

camshaft areas, ring belt and piston undercrowns,

the oil supplier maintains.

ExxonMobil especially recommends Mobilgard

M50 for the latest medium-speed

engines designed with “fl ame-ring” cylinder

liners operating on high-sulphur fuels. When

operating with conventional oils, these engines

are susceptible to signifi cantly reduced

oil life and drain intervals, due to severe TBN

depletion associated with low oil consumption.

Signum Oil Analysis Programme

Princess Cruises’ proactive approach to ship

maintenance includes the use of ExxonMobil’s

Signum Oil Analysis programme. Signum

is an online-enabled programme designed

to help maintenance managers monitor the

condition of their vessel’s engines, onboard

equipment and lubricants by testing and analysing

samples of used oil. The ExxonMobil

owned and operated programme reports

TBN levels and provides data on wear metals,

viscosity and water, among other measurements,

using samples tested onboard vessels

and at its land-based Signum Oil Analysis


The Signum programme includes a new Detecting

Asphaltene Contamination (DAC) test

to monitor a vessel’s medium-speed engine

lubricants for residual fuel contamination.

This is important, because such contamination

can alter an engine lubricant’s chemical

composition, accelerate the formation of piston

undercrown deposits and lead to piston

crown burning. DAC uses ultraviolet-visible

spectroscopy and a sophisticated mathematical

model to quickly and cost effectively

measure the asphaltene content of partially

burned and unburned residual fuel in used

Mobilgard M Series medium-speed engine

lubricants. The test is highly automated and

provides analysis of an oil sample in less than

two minutes. To do onboard testing, Princess

engineers use portable onboard equipment

developed by Kittiwake to test for TBN levels,

viscosity and water. Analyses of the oil’s

TBN and viscosity are used to help determine

when artifi cial oil consumption is required.

Stabilising TBN levels

The TBN limits for Mobilgard M50 are 25

for borderline and 20 for alerts. ExxonMobil

and the equipment builders set these levels

to help ensure the safest, most reliable and

most economical operation possible.

To stabilise the oil’s TBN in the Princess

vessels, ExxonMobil recommended an in-

crease in artifi cial oil consumption of 76

liters a day above current natural consumption.

Without these additions, the oil’s TBN

would have reached the alarm level of between

20 and 25 at approximately 4,000

hours, requiring a full sump change. With

added, or artifi cial, consumption to stabilise

Mobilgard M50’s TBN, the oil change

interval could be extended based on the

oil’s condition.

The overall savings in volume between full

sump change-outs and artifi cial consumption

on the seven ships was approximately

2,042 HL.



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Ship & Offshore | 2010 | N o 2 29


Validation of aft sterntube

bearing calculations

BEARING LOADS The correlation between the measurement data and the theoretical results

coming from the model presented in Ship&Offshore No 4/2009 proves that the model is suitable

to make a hydrodynamic analysis of sterntube bearing. As such, it is justifi ed to state that

the model describes accurately the actual pressure distribution and oil fi lm thickness within a

journal bearing as applied in a sterntube of a propulsion plant.

Yanyang Xi, R. Roemen

The results of the calculations


in Ship&Offshore No

4/2009 are verifi ed by making

a comparison with a set

of measurement data. For the

experimental data a paper

published by G.C.Volcy was

used [1]. The paper presents

a set of pressure measurements

within a white metal

bearing. The measurements

were actually taken of a real

propulsion shaftline. The entire

shaftline including the

propeller was installed in a

laboratory. In succession the

propeller and shafts were rotated

at different speeds. The

slope mismatch between the

aft sterntube bearing and the

propeller shaft was also varied.

The pressures within the

bearings were then measured

Pressure [Pa]












Fig. 1: Experimental and simulation results

in several points distributed

radially and axially in the

bearing. The paper presents

values of the radial and axial

pressure distribution within

the bearing. Adjusting the input

of the model to be coherent

with that in G.C.Volcy’s

paper, values of the oil fi lm

pressure at locations coinciding

with the used measurements

points were obtained.

The correlation between the

measured and calculated values

reached 95%. This value

substantiates a strong relationship.

Another example

of the correlation between

the experimental and theoretical

results is displayed in

fi g. 1. Shown is the pressure

distribution as calculated

in a specifi c condition. The

continuous line represents

0 0,1 0,2 0,3 0,4 0,5 0,6 0,7

Longitudinal position [m]

30 Ship & Offshore | 2010 | N o 2

Pressure at bearing centre line

Simulation results

Measurement data

the simulation data. The dots

are the actual measurement

results. The measured are of

the pressures over the centre

line of the bearing. The experimental

data show a good

agreement towards the calculated


Practical application

To demonstrate the advantages

of a an evaluation based

on the oil fi lm of a bearing,

or a hydrodynamic bearing

analysis, a practical example

is presented. A few years ago

Wärtsilä Netherlands delivered

a propulsion for a sophisticated

cruise ferry. The

scope of supply included a

controllable pitch propeller,

the shafting, the sterntube

and all the bearings including

the aft sterntube bearing. The

design phase of the project

included the determination

of the required number of

bearings and their positions.

A major piece of this design

part is to calculate the loads

on the bearings in the operating

conditions. The analysis

of the bearing loads and the

associated bending stresses in

the shafts for the relevant operating

conditions are commonly

known as the alignment


Typically two conditions are

considered. One is the situation

without propeller forces

acting on the installation. The

gravity is the only load on the

shafts and the propeller. All

parts of the propulsion plant

are in a static and non-rotating

situation. The condition

can be thought of as a start

up situation. Normally the

propeller will show some sag

in this situation. The other

condition is more or less the

opposite of the previous one.

The installation is loaded by

the maximum force. Typically

the thrust acting on the

propeller is situated above

the geometrical centre of the

propeller. As a result the propeller

is lifted with respect to

the aft sterntube bearing. The

condition is thought of as

representing the free sailing

condition. Consistent with

that the shafts are rotating

and an oil fi lm is present in

the bearings. For most operating

conditions the load on the

combination of the propeller

and the shafts is between the

two specifi ed situations.

The load for the two conditions

is signifi cantly different.

The slope mismatch between

the bearing and the shaft in

the unloaded condition is notably

different or even in the

opposite direction compared

to the maximum loaded condition.

As a consequence the

loading of the bearing with

respect to pressure and slope

mismatch needs to be evaluated

for both situations. Since

both situations represent the

extremes of the normal loads

it is a reasonable assumption

to state that if the results are

satisfactory for the extremes

so will it be for the operating

points between them. Depending

on the operational

profi le of the vessel it can be

benefi cial to look at more

conditions. In Fig. 1 some

data of the practical case are

presented. The information

is of the initial alignment calculations

for the static condition.

Also data for the condition

with maximum forces

acting on the propeller are incorporated.

The calculations

are based on a static situation

with a single support point

representing the aft sterntube

bearing. Based on experience

the support point is placed at

1/3 forward of the aft side of

the bearing in the static condition

and at the middle of

the bearing for the free sailing


As can be seen the bearing

load is limited for both conditions.

Normally a load corresponding

to 0,8 N/ mm 2 is

considered as the maximum

average load for a white metal

oil lubricated bearing. Also

the slope between the bearing

and the shaft in the static

condition is not excessive. As

such the situation seems acceptable.

A look at the other

condition, the one with maximum

load shows another picture.

The slope mismatch between

the propellershaft and

the bearing is considerable.

In fact the slope will result in

mechanical contact between

shaft and the bearing at the

aft top side and the forward

bottom side.

The above data are based on a

representation of the bearing

by one support point. Another

approach is to represent the

bearing by two points, one at

each end of the bearing. The



Free sailing


Shaft diameter [mm] 640

Bearing length [mm] 1280

Bearing load [kN] 383 232

Average bearing pressure [N/mm2] 0,47 0,28

Slope mismatch [mRad] -0,35 -0,84

Tab. 1: Aft sterntube bearing static and free sailing condition

drawbacks of the methods is

the direct link between the

assumption and the result.

The chosen supports more or

less determine the fi nal slope

of the shaft. The same is the

case for the moment as generated

by the bearing. As such a

support based on a continuous

oil fi lm approached by

the fi nite difference method

is a scientifi cally more correct

method. A continuation with

the practical case will provide

an insight into the advantages

of the application of the fi nite

difference method to the hydrodynamic

bearing analysis.

Following the results presented

in the table above it

becomes clear that the simplifi

ed calculations indicate

that the current arrangement

will not do. Various alternatives

are possible for the next

step to come to an acceptable

design. However, the method

with a single or a dual support

point can only provide results

with an unknown accuracy.

The need for an accurate calculation

method for the bearing

slope and the oil fi lm in

the bearing becomes clear.

The described method of

modelling the oil fi lm in the

bearing with the fi nite difference

approach is not based

on one or two points. According

to the physical reality a

continuous support over the

length of the bearing is used.

Based on the physical correct

approach and also of course

on the results of the vali- �



Free sailing


Bearing load [kN] 383 238

Average bearing pressure [N/mm2] 0,47 0,28

Slope mismatch [mRad] -0,35 -0,69

Tab. 2: Detailed aft sterntube bearing hydrodynamic analysis

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Fig. 2: Pressure distribution and oil fi lm thickness

dation, the results can be considered as


In comparison the same conditions are

evaluated using the combined hydrodynamic

bearing analyses with the alignment

calculations. The results are presented

in table 2.

The results for the static condition remain

the same since this is a non rotating

condition. As can be seen the results

with respect to the angle in free sailing

condition are quite different compared

to the original case. For the actual case

with the cruise ferry the presented data

32 Ship & Offshore | 2010 | N o 2


were used to evaluate the application of

a sloped bearing. Based on the values in

the table above an initial slope bore of

the aft sterntube bearing of -0,49 mRad

was applied. The minus sign in this case

means upwards towards the propeller.

Given the initial slope, the resulting

mismatch in the static condition is still

limited: 0,14 mRad only. The fi gures below

provide the pressure distribution of

the aft sterntube bearing and the oil fi lm

thickness in the free sailing condition.

The presented results provide very detailed

information on the loading of the bear-

ing. As such it is possible to make a well

founded assessment of the acceptability

of it. Since the pressure is limited and the

smallest oil fi lm thickness is 57% of the

radial clearance only. Given the limited

pressure and the thickness of the oil fi lm

the current situation can be considered as

being acceptable.


The validation and practical application

show that the method described in

Ship&Offshore No 4/2009 leads to a physically

correct modeling of the oil fi lm in the

bearing. Since the model can result in detailed

information on the performance of

the bearing it can be used as a valuable tool

to asses the loading of a bearing in varying

conditions. An important aspect in this is

that it can prevent the unjustifi ed acceptance

of alignments using standard simplifi

ed methods. Last but not least it provides

some refi ned acceptance criteria, such as

the pressures within the oil fi lm and the

actual thickness of the fi lm. As a consequence,

it can serve as a valuable tool to

design a shaftline and the associated bearing



[1] G.C.Volcy, J.P.Pressicaud, R.Ville.

Behaviour of White Metal Bushes for

Different L/D Ratios and Misalignment

Conditions, LIPS,1983

The authors:

Yanyang Xi, Department of Mathematics,

Fudan University, Shanghai,


R. Roemen, Wärtsilä Propulsion

Netherlands B.V.

What do you expect from your

Engineering Simulation Software?

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MAN Diesel and DSME to jointly

develop gas technology


Diesel has recently signed a

development agreement with

Daewoo Shipbuilding & Marine

Engineering Co., Ltd. (DSME).

The two companies have agreed

to jointly develop and exploit

the adaptation of DSME’s highpressure

cryogenic gas-supply

system for installation with

MAN B&W ME-GI engines.

The ME-GI engine is a gasinjection,

dual-fuel, low-speed

diesel engine that, when acting

as main propulsion in LNG

carriers or any other type of

merchant marine vessel, can

burn any ratio of fuel-oil and

gas, depending on the energy

source available on board and

dictated by relative cost and

owner preference.

While LNG carriers carry a gas

cargo, the potential for carrying

gas aboard other vessel types is

currently subject to a parallel

development, for which a cryogenic

gas fuel-supply system can

be used.

MAN Diesel has decided to

make a full-scale demonstration

and performance verifi -

cation test of the GI principle

for all kinds of marine applications

on its 4T50ME-X

R+D test engine, which will

be rebuilt as a 4T50ME-GI

engine ready to operate on

natural gas by end 2010. The

agreement covers the terms

for jointly deciding a time

schedule for developing and

installing DSME’s cryogenic,

high-pressure gas-supply

system on the test engine at

MAN Diesel’s test facility in

Copenhagen. The gas-supply

system will subsequently be

Engine management service

promoting effi ciency

FOBAS | Lloyd’s Register’s marine

fuel and engine performance

consultancy, FOBAS, has

launched a new service, FO-

BAS Engine. FOBAS Engine

is a performance monitoring

service, delivering fuel and

lubricant telemetry regarding

engine performance to ships’

crews and operators. The

FOBAS Engine service aims to

give ships in its programme a

detailed indication of what is

happening within large marine

diesel two-stroke engines and,

importantly, FOBAS will then

provide practical guidance

when any deteriorating engine

conditions are encountered

enabling action to be taken

before damage is caused.

FOBAS Engine is formed by the

fusion of expertise from FO-

BAS technologies and the data

analysis engine from Flame

developed for general use

on MAN B&W ME-GI engines,

and will ultimately

be adopted as an integral

part of the engine’s

gas fuel-supply system for

such applications where a

cryogenic gas-supply system is


For MAN, this is said to be

a signifi cant step in the development

of the ME-GI engine

and pertaining systems.

MAN believes there is already

huge industry interest in this

kind of technology as operators

look to control costs and


DSME claims that by applying

the ME-GI engine

and the DSME system to a

14,000-TEU containership

this could potentially reduce

annual operation costs by

Engine room fi tted with LR’s FOBAS Engine technology

Marine. This creates a signifi -

cant extension of capability,

adding value and offering true

independence and support in

engine management.

The benefi ts of FOBAS Engine

are said to include reduced

maintenance costs,

diminished potential engine

downtime and reductions in

Graphical rendering of the

ME-GI engine

USD 12 million or greater,

based on current gas and oil

prices. Moreover, SO x , NO x

(with EGR or DeNox) and

CO 2 emissions would also be

reduced at the same time.

cylinder oil feed rate. As the

shipping industry continues

to seek improved engine performance,

this new service

is said to help enhance operators’

ability to operate effi

ciently – reducing both costs

and emissions.

The FOBAS Engine service is

delivered using eight points

of performance analysis via

an assessment of the key condition

variables that affect

the effi cient operation of engines.

The crew are empowered

and enabled to make

any necessary adjustments

to achieve optimised engine

operation. Reports generated

by FOBAS Engine are

claimed to be concise, clear

and provide ship’s engineers

with relevant, easily assessed

information supporting their

decision making.

Ship & Offshore | 2010 | N o 2 33


New data protocol

declared ready


4 th Shipdex Conference took

place in Augsburg, Germany,

on 16 th of February, where the

Shipdex protocol was declared

ready and available for use.

Shipdex (Ship Data Exchange)

is international business

rules (protocol) based

and fully compliant with

S1000D, developed to standardise

the exchange of electronic

technical data within

the shipping community. It is

an independent standard and

is open to all members of the

maritime industry.

The Shipdex protocol aims to

ensure a high quality of technical

and logistical data and simplify

the exchange of data within

the industry. For application

service providers, Shipdex is a

basic specifi cation for implementing

data interfaces from

technical manual solutions to

maintenance and purchase or

any fully fl edged ERP systems.

The purpose of the conference

was to bring together the different

sub-groups of the European

maritime industry and

show the milestones reached

during the development of a

solution to the long-standing

industry challenge regarding

paper manuals, namely the

on-board availability of correct

maintenance data.

More than 100 people attented

the Shipdex Conference,

including owners,

classifi cation societies, shipyards,

equipment makers and

software providers of maintenance

systems. Speakers

included Shipdex founding

members Grimaldi Group,

Intership Navigation, Mac-

Gregor (as part of the Cargotec

Group), Alfa Laval, SpecTec

and MAN Diesel, as well as

Rolls Royce Marine, Germanischer

Lloyd, United Arab

Shipping Company, Corena

and the S1000D Council.

Shipdex Conference at the MAN Diesel PrimeServ Academy

Promising, concrete signs of

the new protocol’s acceptance

were also revealed in a series

of announcements that:

� MAN Diesel is ready to

deliver manuals in Shipdex


MacGregor Cranes will

shortly be ready to deliver

manuals in Shipdex format,

MacGregor RoRo and Mac-

Gregor Hatch Cover will follow

SpecTec is offering their

Shipdex-compliant CMMS,

the AMOS Business Suite

� Shipowners will order

Shipdex data for their new

building projects

� United Arab Shipping

Company has announced

that it has requested Shipdex

datasets for nine coming


� Germanischer Lloyd is

exploring the possibilities of

using Shipdex in its customer

communication and approval


� Rolls-Royce Marine has

become a registered member

of the Shipdex community.

Environmentally sound gas-fuelled ships

COOPERATION | A cooperation

agreement to develop

gas-fuelled merchant vessels

with effi cient and competitive

propulsion machinery concepts

that meet or exceed the

demands of future environmental

regulations has been

signed by Wärtsilä and Samsung

Heavy Industries (SHI).

The focus of the Wärtsilä/SHI

joint study will be on utilizing

liquefi ed natural gas (LNG) as

fuel for operating vessels. This

is especially relevant in Emission

Control Areas (ECAs).

Wärtsilä’s input will be related

to the propulsion machinery,

with particular reference to

large bore, dual-fuel engines

combined with mechanical

propulsion solutions. SHI will

concentrate on the design of

highly effi cient vessels incorporating

fuel storage facilities

34 Ship & Offshore | 2010 | N o 2

and gas-powered propulsion

machinery. Merchant vessels

to be evaluated include crude

oil tankers, for which both optimum

propulsion concepts

and the performance benefi ts

achieved using LNG as fuel,

will be assessed. According

to Jaakko Eskola, Group Vice

President of Wärtsilä Ship

Power, the dual-fuel engine

technology offers 20-25%

lower CO 2 emissions, 90%

lower NOx emissions and almost

negligible SOx and particulate

emissions compared

to conventional engines running

on heavy fuel oil (HFO).

In gas mode, all Wärtsilä’s dual-fuel

engines already comply

with the IMO’s Tier III

regulations which come into

force in 2016, Eskola adds.

Engines running on HFO have

been the market standard for

propulsion and electric power

generation in merchant vessels

for many decades. While

HFO represents the cheapest

available source of primary

energy, future environmental

regulations will require technologies

with lower levels

of emissions. ECAs, wherein

emissions of NOx, SOx and

particulates by marine engines

will be regulated, have

been announced under IMO

Tier III, and the number of

ECAs in different regions of

the world is expected to rise.

Increasingly tough environmental

regulations will open

up opportunities for new solutions

incorporating costeffi

cient technology, and this

could trigger a substantial

shift towards gas-powered dual-fuel

vessels. The need to invest

in emissions-abatement

technology will make the use

of liquid fuels increasingly

expensive in the future. From

a price perspective, LNG is already

competitive with liquid

fuels, but further investment

in the supply chain is necessary

to encourage widespread

use in the shipping industry.

SHI will be developing a

highly effi cient and environmentally

friendly gas-fuelled

ship with a new hull form

and propulsion systems. It

will include a fuel gas storage

and supply system, known as

Samsung FuGaS. As well as

identifying the major vessel

parameters, SHI will provide

input for the specifi cations

regarding the propulsion

system and fuel storage and

handling systems, in addition

to assisting with economic


Analysis of alternative design

and arrangements


design and arrangements

are solutions which

deviate from the prescriptive

requirements of SOLAS regulations,

but which are suitable

to satisfy the intent of the

respective regulations.

Such designs and arrangements

include a wide range of measures,

e.g. alternative shipboard

structures and systems based

on novel designs or traditional

shipboard structures and systems

that are installed in alternative

arrangements or confi


Alternative design and arrangements

as specifi ed in SOLAS

can be focused on particular

systems, subsystems or individual

components, or can ex-

tend to the whole concept of

the ship.

The application of alternative

design and arrangements has

been open with respect to fi re

safety (SOLAS Chapter II-2)

since 2002.

From July 2010 the application

will also be open to machinery

and periodically unattended

machinery spaces

(SOLAS Chapter II-1, Parts

C and E), electrical installations

(SOLAS Chapter II-1,

Part D), as well as life-saving

appliances (LSA) and arrangements

(SOLAS Chapter


The process for analysing

safety equivalency for alternative

designs and arrangements

is outlined in the IMO

circulars MSC/Circ. 1002

and MSC.1/Circ. 1212. This

process typically is based on

a holistic risk assessment,

which to date has not been

widely used in the maritime

in dustry.

Classifi cation society Germanischer

Lloyd (GL) has now

decided to share its experiences

from consultancies in

various alternative design

projects by providing new

guidelines to owners, yards

and designers.

To facilitate usability, the

new GL Guidelines for the

Analysis of Alternative Design

and Arrangements contain

the full text of IMO

circulars, which is enriched

by comprehensive recom-

mendations for the practical

implementation of the individual

steps of the alternative

design process; hence providing

a direct link between

IMO recommendations and

GL experience.

Objectives of these guidelines


to provide an overview of

the aims and working tasks of

the alternative design process,

� to support GL customers

applying the alternative design

process effi ciently

to make it possible for cus-

tomers to apply the alternative

design process effi ciently

in order to take advantage of

the new design opportunities

that are offered.

Ship & Offshore | 2010 | N o 2 35


New engine room and ice

navigation simulators

TRAINING | The Kalmar Maritime

Academy in Sweden

recently took delivery of its

latest engine room simulator

(ERS) from Kongsberg Maritime.

This follows the development

of simulators for the

recently opened Transatlantic

Ice Academy in Kalmar, as

part of a joint venture between

Kalmar and ship owner


The Kalmar Maritime Academy’s

expansion of its ERS

portfolio includes the installation

of a new DNV approved

full-mission simulator

based on Kongsberg

Maritime’s K-Chief 500 and

AutoChief C20 automation

solutions for real vessels.

Both simulators installed at

Kalmar are identical to the

automation and control systems

installed on hundreds

Tier-II compliant engine

ready for delivery

MAN | Production of the fi rst

Tier-II compliant MAN B&W

engine has been fi nished at

HHI-EMD (Hyundai Heavy

Industries Engine & Machinery

Division) in Korea and it

is ready for delivery.

The MAN B&W 6S50ME-C7

engine on the testbed at


36 Ship & Offshore | 2010 | N o 2

of vessels around the world

and run Kongsberg Maritime’s

Neptune ERS software

to ensure like-for-like operation

to the real-life systems.

This provides students with

a high level of realism in engine

room simulation.

The Academy’s expansion

of its ERS portfolio also included

a new DNV Class A

Neptune operational engine

room simulator, comprising

instructor station, engine

control room console, main

switchboard, and BigView

software based interactive

mimic panels.

All units are confi gured with

the recently introduced Neptune

MultiTouch touch screen

technology, which provides

Kalmar Maritime Academy

with a more fl exible solution,

as more simulation models

The low-speed, two-stroke

MAN B&W 6S50ME-C7 type

engine will power a shuttle

tanker (hull number 1749),

currently under construction

at Samsung Heavy Industries

Co., Ltd., and ordered

by Teekay, global provider of

marine services to the oil and

gas industry. Ship delivery is

planned for July this year.

Under the terms of the contract,

the 6S50ME-C7 engine

is intended for Teekay’s

Amundsen class of ships,

the most sophisticated and

eco-friendly shuttle tankers.

Teekay actively sought

for production to meet DNV

(Det Norske Veritas) Clean-

Design Notation requirements

that comply with the

strict, IMO Tier-Il emission

limits, setting in train the

production of the fi rst Tier-II

can be loaded utilising the

same hardware.Additionally,

the recently opened Ice

Academy offers training and

education to Transatlantic

employees and external customers

(including ice breaker

offi cers for the Baltic Sea Ice

breaking service on behalf of

the Swedish Marine administration),

with courses that

cover theoretical and simulator

exercises together with

onboard practice.

With support from Kongsberg

Maritime’s Polaris navigation

simulator running specially

developed Ice Navigation scenarios,

Kalmar is able to offer

training on cold climate ship

handling, Arctic education

for AHTS offi cers and crew,

Arctic education for Icebreaker

offi cer and crew, and DP

operation in Arctic waters.

compliant MAN Diesel engine.

This milestone is related to

MAN Diesel’s decision in

2008 to relaunch its product

portfolio, making all its

engines compatible with the

limits established by the International

Maritime Organisation

(IMO) in its Tier-II

regulations. The relaunch was

designed to pre-empt the January

2011 implementation of

the new IMO NO x emission

limits and fl ags the company’s

environmental credentials.

The majority of adjustments

required to make the engines

compliant with Tier II

are minor, internal changes

infl uencing such characteristics

as scavenging pressure,

injection spray pattern and

smaller combustion-room


Report on


EMISSIONS | A report on

Energy Effi ciency Design

Index (EEDI) was recently

commissioned by the European

Maritime Safety Agency

(EMSA). It provides information

on tests and trials

for several ship types for the

evaluation of the applicability

of the EEDI, showing the

complexity of a vessel’s CO 2

effi ciency.

The report, which was prepared

by Deltamarin, demonstrates

through examples

that EEDI would mainly lead

to power limitations for new

ships. This, in turn, would

lead to standardizing design

speeds at a certain level depending

on ship type and


Regarding the applicability

of the EEDI, it is concluded

that the current approach

could be feasible with certain

reservations for large oceangoing

cargo ships which have

uniform design criteria, i.e.

large tankers, bulk carriers,

containerships, LNG carriers,

LPG carriers, RoRo vehicle

carriers and the largest general

cargo ships. These ship

types account for the majority

of CO 2 emissions from


However, the current EEDI

approach is claimed not to

be feasible for small vessels,

passenger, RoPax and RoRo

ships and short sea shipping

in general or ships designed

for a certain route or with a

specifi c transportation task

in mind. For these ship types

the basic calculation methodology

still requires further

refi nement.

The report has been distributed

to all EU fl ag authorities

and the relevant industry organisations,

such as shipyard

and ship owner associations

within the EU.

The entire ‘EEDI test and trials

for EMSA’ report can be

downloaded at



A high voltage shore connection system by ABB

High voltage

shore connection



Fincantieri have signed an

agreement to collaborate on

the construction, marketing

and supply of high-voltage

shore connection (HVSC) systems

to provide electricity to

vessels in port.

Harbour facilities around the

world are taking a close look

at shore-to-ship connections

as a way of reducing emissions

from ships in port and improving

air quality for surrounding


HVSC systems enable ships to

draw electricity from onshore

power grids while in port to

operate onboard equipment

as refrigeration units, lighting,

cooling and heating systems,

instead of burning fuel oil to

run electrical generators.

ABB delivered the world’s fi rst

shore connection to the port of

Gothenburg in 2000. By combining

their know-how with the

shipbuilder, Fincantieri, they

claim to be able to develop solutions

that will lower the environmental

impact of shipping.

The new shore connection sys-

tems to be developed by ABB

and Fincantieri will meet all

current international standards,

and will be able to be installed

on ships while under construction,

docked for maintenance

or even out at sea.

For a large cruise ship on a

10-hour stay in port, a shore

connection is said to be able

to cut fuel consumption by up

to 20 metric tons and reduce

carbon dioxide emissions by

60 metric tons: equivalent to

the total annual emissions of

25 European cars. In Sweden,

shore connections have reduced

annual CO 2 emissions

in the ports of Gothenburg,

Stockholm, Helsingborg and

Pitea by 6,000 metric tons annually,

according to the Swedish

Environmental Research

Institute IVL.

Today, shore connections are

available at ports in the United

States, including Los Angeles,

Long Beach, San Francisco, San

Diego, Seattle and Juneau, in

Canada at Vancouver, and, in

Europe, at ports in Germany,

Sweden, Finland and Holland.

Liquids to Value

The Oil Guardian

The new high-performance separators of the Westfalia

Separator ® eagleclass have their sights firmly set on the

quality of your fuel and lube oils. Thanks to Westfalia

Separator ® unitrolplus, you can now monitor and control

the treatment of oil, automatically.

Depending on the water content, the new sensor

technology automatically adjusts the separator to

purifier or clarifier mode. The result: higher specific

separation capacities combined with optimum

separation efficiency. Your drive systems always give

maximum performance. Manual errors are avoided.

It’s a self-thinking system perfect for the unmanned

engine room.

Increased reliability, reduced labor costs: pure inspiration

from the Westfalia Separator ® eagleclass.

Your direct route to 24 / 7 service:

www.westfalia-separator.com / service

GEA Mechanical Equipment

GEA Westfalia Separator GmbH

Werner-Habig-Straße 1 · 59302 Oelde (Germany)

Phone +49 2522 77-0 · Fax +49 2522 77-1778

ws.eagleclass@geagroup.com · www.westfalia-separator.com



Plastic piping used for

drinking water production


clean water in drinking

water quality from the point

of production to the point

of use is of paramount importance

on seafaring ships

and contributes to the health

and well-being of passengers

and crew. Plastic piping systems

are increasingly becoming

the system of choice due

to their corrosion resistance,

chemical resistance and low


For a drinking water supply

that is self-contained,

maritime ships are equipped

with reverse osmosis installations

or seawater evaporators

that remove the salt from

seawater, thereby making

it potable. Normally, these

ships take water beyond the

15 mile zone. Before the seawater

is conducted to the reverse

osmosis installation it

is disinfected with chlorine

and stored in tanks. Immediately

prior to desalination,

the chlorine contained in this

water must be removed again

so that the sensitive membranes

of the reverse osmosis

equipment are not damaged.

Once the seawater has been

desalinated, it must again be

chlorinated before pumping

it back into storage tanks.

Desalination process

With the help of modern desalination

installations, the

drinking water requirements

on board ships can be satisfi

ed. Among the many various

desalination processes,

the environmentally friendly

techniques, such as reverse

osmosis, which is a natural

method of desalinating seawater,

have the best perspectives.

In reverse osmosis,

pressurized water is pressed

through a membrane, a type

of fi lter, from the side with

high ion concentration to the

pure water side with lower

concentrations. The unwanted

solutes cannot pass

through the superfi ne pores

of the membrane because of

their molecular size. Not even

bacteria and viruses can pass.

To obtain drinking water, the

pH value must be modifi ed

in the neutralization process.

The membrane is continually

rinsed to prevent it from

clogging up with the removed

substances. A reverse osmosis

installation therefore produces

not only clean water but

Installation for regulation of pH value after reverse osmosis

Photo: GF Piping Systems

38 Ship & Offshore | 2010 | N o 2

On-board installation of a reverse osmosis system with components

from GF Piping Systems Photo: GF Piping Systems

also waste water, which contains

undesired substances in

concentrated form and therefore

must also be treated.

Plastic solutions preferred

Thanks to new membrane

technology, drinking water

can be produced at lower pressures,

which enables plastic

piping solutions. Corrosionfree,

all-plastic pipelines feature

major benefi ts in regard

to desalination installations.

While salt water corrodes

metal pipes over time, plastic

piping systems are resistant.

Moreover, the homogenous

piping connections guarantee

safe operation for a service

life of at least 25 years.

Advances in membrane technology

have led to dynamic

trends in the demand for

reverse osmosis desalination

systems. For example, it

is now possible to use new

membrane technologies

with less than 16 bar. Georg

Fischer Piping Systems offers

the materials PVC-U and PE

100 for these applications,

whereas for lower pressures

and applications with high

purity requirements the Progef

Plus system is particularly

suited. Membrane technology

is available at competitive

prices thanks to the strong


Selecting the right materials

and products during

the design phase is crucial

for desalination systems;

manufacturing all the piping

components out of the

same plastic material brings a

safety-relevant benefi t in the

form of homogenous joints.

Regarding total cost of ownership,

plastic piping systems

offer signifi cant advantages

compared to metal products.

Mark Bulmer, Global

Market Segment Manager

Ship Building, Georg

Fischer Piping Systems,

Schaffhausen, Switzerland

On course with

Geberit piping systems

Know-how that pays for itself

Geberit is your clear-cut brand for

pressed piping systems that have

proven successful for years in the

shipbuilding industry. In the engine

room, the HVAC system, drinkingwater

pipes or the sprinkler and

fi re-extinguishing systems – there’s

no compromise with Geberit piping


International approvals

Signifi cant weight savings

No risk of fi re

One system for a variety of


Simple, quick installation

Global availability

Further information�

Tel: +49 (0)2173 285-310

Fax: +49 (0)2173 285-309



Tungum-tube pipework for

offshore construction


LOGY | Tungum is an Aluminium-Nickel-Silicon-Brass


which was fi rst discovered by

metallurgist Sidney Tungay in

the 1920’s trying to fi nd a decorative

alloy resembling of 22

carat gold when polished. This

copper based alloy has, in fact,

excellent qualities to be used

for pipework, especially for offshore


Tungum alloy is a cryogenic

material, suitable for chemical

engineering and low temperature

processes. Its corrosion

resistance often enables its use

in conveying fl uids and gasses

containing corrosive elements.

Highly resistant to sea water

and its atmosphere, Tungum

resists both stress and crevice

corrosion to offer outstanding

serviceability, even at intermittent

duty in the highly corrosive

‘splash’ zone. Non-magnetic

and non-sparking properties

make Tungum invaluable in

piping high pressure gases, particularly

oxygen where its thermal

conductivity/ defusivity

characteristics virtually eliminate

the potential dangers present

when lesser materials are


In salt-laden marine atmospheres,

‘316’ stainless steel is

highly susceptible to crevice

corrosion and chloride pitting.

After just a few years of salt

40 Ship & Offshore | 2010 | N o 2

Tungum pipes are installed on Toisa Paladin Photo: Sealion Shipping Ltd.

spray exposure, it may still look

bright from a distance, but closer

inspection reveals telltale

signs of imminent failure to

hold pressure.

Tungum alloy, however, possesses

a natural protection mechanism

whereby, on exposure

to salt spray, a very thin oxide

coating is generated over the

exposed surface, no more than

two thousandths of an inch

thick, when complete. The tube

becomes discoloured, it may

even have a verdigris coating,

but under the oxide layer the

tube material is perfect and will

remain so for a very long time.

Tungum Alloy tube remains

unscathed despite more than 10

years of marine exposure on a

semi-submersible support vessel.

In comparison, the stainless

steel section from a southern

North Sea gas platform, shows

both crevice corrosion and

chloride pitting after barely fi ve

years in the same environment,

in lines under pipe clamps.

The special corrosion resisting

characteristics of Tungum alloy

tubing, carefully developed for

use in the hydraulics systems

of marine aircraft remains just

as valid in today’s polluted sea

waters. An examination of the

development of the oxide coating

shows time plotted against

a minute weight loss during its

formation. After 1000 hours

the weight has virtually stabilised

indicating that the protective

coating is already almost


The strength to weight ratio

of Tungum alloy compares favourably

with other materials.

In tubes, this often affords the

opportunity to employ smaller,

lighter sections, hence reducing

the size and cost of fi ttings and

supports. As would be expected

of a material originally developed

for use in the hydraulic

control systems of aircraft, Tungum

alloy has excellent fatigue

resisting properties.

In practice, tubing is often used

after bending. In this operation

the outer wall of the tube

becomes thinner and the inner

wall thicker. The severity of this

depends on the radius of curvature

and the angle encompassed

by the bend. The tube

also becomes oval due to the

forming operations. The radius

of the bend, the angle of the

bend, the ovality of the tube

and obviously properties of the

tubing material, all infl uence

its fatigue life. The relationship

between the maximum stress,

calculated for straight and circular

Tungum alloy tubing,

and the number of stress repetitions

to cause failure is shown


Although initially more expensive

than stainless steel, the

proven life expectancy of Tungum

make the long-term operating

costs far more attractive,

not to mention the costs involved

in rig shut down and ‘old’

tube disposal.

Jens Olberts,

Sales Manager

MGI-Imhäuser GmbH,

Olpe, Germany

All-electric tube bending

UNISON | A new class of tube

bending applications is made

possible by the launch of allelectric

benders for handling

tubing diameters of up to 175

mm (7 inches), from the machine

innovator Unison. The

company‘s newly-extended

all-electric tube bending machinery

range brings the process

fl exibility of software-controlled

set-up and bending to

a large range of heavy-duty applications.

Machines from the

Unison Breeze family can now

generate bending torques as

high as 165,000 Nm/121,698

pound feet.

Breeze 170 machines open up

new application possibilities

for shipbuilding companies.

The ability to accommodate

175 mm (7 inches) diameter

tubing makes it particularly

suitable for handling light-

weight high-strength ducting

manufactured from specialist

materials. Fast, softwarecontrolled

set-up enables the

Breeze 170 to handle batch

sizes as small as one in a very

effi cient manner. The new large

diameter capability is already

being proven in the fi eld, with

one of the latest Unison machines

recently entering service

in an aerospace manufacturing

facility, and a second machine

currently being built to support

naval shipbuilding.

All-electric machines are said

to have become preferred over

hydraulic actuation in tube

bending applications involving

precision shaping, exotic

alloy materials, or small batch


In addition to launching larger

machines, Unison is releasing a

new generation of its Unibend

Unison Breeze, generating a bending torques of 165,000 Nm

Control Software, which the

company believes delivers the

most versatile tube-bending capability

available. Among new

software features are an intui-

tive graphical user interface and

a simple bending simulation

facility to help users develop

collision-free programs for the

most complex part shapes.






The new STRAUB-FIRE-FENCE shields from fire with its

innovative and patented design and at the same time keeps

all advantages of a STRAUB coupling. In the event of a fire,

the intumeszente fire protection coating expands, protectively

enclosing the coupling – without any limitations in functionality.

Approved, space-saving, crush resistant and light.



More information from: Straub Werke AG, CH-7323 Wangs, Switzerland

Tel. +41 (0) 81 725 41 00, www.straub.ch, straub@straub.ch



Drop for LPG tankers



CAST | A report just published

by Fairplay shows new orders

for liquid petroleum gas (LPG)

fl eet tankers currently stand at

191 to the end of 2013, which

is 50% less than the previous

fi ve years or 40% if measured

in cubic metres (m 3 )

The LPG market will by this

slower fl eet growth be better

positioned than most other

shipping markets when the

GDP growth resumes to previous

levels, particularly in Asia,

according to Fairplay. China

and South Korean dominate

the order book for tankers over

the next fi ve years, holding 30%

of the orders between them. Europe

accounts for only 15%.

This is expected as China will

continue to increase its share of

world exports with the Chinese

state buying raw materials for

stockpiling. The Chinese State

Reserve Bureau, which manages

the government stockpile,

has bought copper, aluminium,

zinc, indium and titanium in recent


The monthly Shipbuilding Market

Forecast for February 2010

examines the oil, chemical, LPG

and LNG tanker markets. It provides

a review of the global business

environment demand for

seagoing transport, market conditions

and capacity utilization

for these classes of vessels, and

gives a detailed fi ve-year shipbuilding

forecast, including new

orders, deliveries and demolitions.

The report by Fairplay forecasts

that the LPG tanker fl eet will

increase by a meager 7% over

the next four years. In 2008, the

fl eet reached historic highs, but

the Shipping Market Forecast by

Fairplay forecasts that deliveries

for 2009 through 2013 will

stand at 5.2M m 3 which is a

16% drop from 2008 deliveries.

The forecast for removals from

the worldwide tanker fl eet in

the period 2009 through 2013

is 152 ships, an increase of 70%

compared to the previous fi veyear

period, but as these are

mostly relatively small ships it

is only 40% of the capacity if

measured in m 3 .

At the beginning of January 2010

the worldwide LPG fl eet stood at

340 carriers, which is a capacity

of 47.7M m 3 . At this time 52 vessels

were on order, which is 40

less than the same time last year.

Extender frame to double ducting capacity


new RISE extender frame by

Beele Engineering BV can be

retrofi tted onto cable and

pipe transits on ships and

offshore installations. The extender

frames were designed

for the purpose of upgrading

existing conventional conduit

systems to the RISE system.

The frames are said not only

to make it easier to remove or

Rise extender frame of Beele Engineering

42 Ship & Offshore | 2010 | N o 2

add cables and thus reduce

maintenance costs, but also

to double the usable space

inside any block system transit

frame. The installation of

the frames can be performed

without the need to remove

any of the existing cables.

The RISE extender frame consists

of two metal plate sections,

the fl anges of which

are inserted into the existing

conduit. The length of the

fl anges corresponds to the

length of conventional conduit

frames. The two sections

are then joined together into

a single unit by means of nuts

and bolts.

For optimized stability, the

extension frame can be spotwelded

to the existing conduit.

Once the conduit has

been upgraded, the fi re safe

Network of


WENCON | Danish company

Wencon, primarily known

for providing epoxy-based repair

kits for emergency repairs

onboard, has recently built,

trained and certifi ed a new network

of marine-oriented workshops

in some of the world’s

major ports around the world.

These are to perform durable

repairs with epoxy. To date, 12

workshops have been certifi ed

with an additional eight workshops

planned for 2010.

When done correctly, refurbishing

a seawater fi lter with

Wencon is claimed to retrieve

both its initial durability and

functionality, and is, at the

same time, typically done at a

fraction of the cost compared

to a new spare part. Often the

refurbished part is claimed to

be even better than new, prtected

by epoxy.

sealing system RISE can be


The RISE extender frame can

be used for all A0 - A60 multi-cable

transits. Application

of the extension frame yields

not only the convenience of

the RISE system but it also

makes extra insulation at the

front of the penetration and/

or in between the cables unnecessary.

CAD/CAM release targets large-scale projects


latest release of ShipConstructor

2009, which is compatible

with AutoCAD 2009,

will allow 64-bit capability

on the Microsoft Windows

Vista and Windows 7 platforms.

This added capability

will allow modelers to load

larger portions of the 3D

model into a single working

session at a greater level

of detail with increased program

stability. Another enhancement

is improvements

involving the creation of 3D

Virtual Reality (VR) models.

Numerous visualization options

are available.

ShipConstructor has also improved

its automated nesting

capabilities with the introduction

of an enhanced nest

optimization engine. Test results

have shown clients can

expect up to a 6% improve-

ment in overall plate utilization.

ShipConstructor 2009 includes

a new intelligent Distributed

Systems Supports

module, which is a rule-based

program for the creation of

distributed system supports

such as pipe and HVAC. In

line with the company’s other

efforts to enhance Design for

Production (DFP), the software

allows an experienced

designer to inject knowledgebased

rules into the library

of supports, which are available

during the 3D modeling


This enhanced module offers

parametric design based

on a broad range of industry

standard supports. Each support

is associated with a set

of pipes and pipe hangers as

well as foundational structure,

allowing the support to

Portable gauge for

ballast tanks

Main body of the

liquid-level gauge

MOL | Mitsui O.S.K. Lines, Ltd.

(MOL) and Musashino Co., Ltd.

have jointly developed one of the

word’s fi rst portable liquid-level

gauges for vessel ballast tanks.

The gauge measures the level of

ballast water (seawater) in a tank

by dropping a portable measuring

tube into the sounding tube

of the ballast tank. A sensor detects

air pressure changes in the

tube and quickly measures the

ballast water level. Conventional

measurement using a sounding

tape is complex and timeconsuming,

requiring several

crew members. Use of this new

liquid-level gauge is claimed to

make it quick and easy to check

the levels of many ballast tanks,

improving effi ciency and enhancing

the safety of loading/

discharging operations.

The gauge’s compact main unit

measures 35cm (w) x 33cm (h) x

23cm (d) and weights about 5kg.

It is said to take only 10 to 15 seconds

to measure the liquid level

in each ballast tank. The system

is compatible with most vessels

because the gauge uses the vessel’s

air compressor system and

the gauge’s main unit can be

connected with the air hose with

a one-touch system. Further, the

pressure sensor automatically

adjusts for changes in temperature

and atmospheric pressure.

be constrained and automatically

adapt to design changes

as the project progresses. This

provides a smooth transition

from engineering to production.

Another DFP-based enhancement

allows for the standardization

of commonly used

assemblies, including items

such as simple panels, ladders,

pipe manifolds, handrails

and equipment complete

with standard foundations.

In addition to allowing common

items to be modeled

once and used many times,

these Standard Assemblies

include the production documentation

required for fabrication.

The production documents

include 3D assembly

drawings for each stage in

fabrication. When changes

are made to the Standard

Assembly defi nition or the

related construction documents,

all instances where it

has been used are automatically

changed as well. This reduces

the time needed in the

design process, especially on

large-scale projects.This latest

version of ShipConstructor

provides an intuitive set of

tools that allows modelers to

allocate space for the various

systems (pipe, HVAC, electrical

etc.) well before they are


The allocated space is parametrically

associated with

the wireways in the upcoming

ShipConstructor Electrical

module. Changes to the

allocated space will be automatically

propagated to

the detailed electrical system

model, providing a bridge

between the earlier stages of

the design process and the fi -

nal production design.

Ship & Offshore | 2010 | N o 2 43


Builders: Daewoo Shipbuilding & Marine

Engineering, Geo Je/Korea

Yard no: 4156

IMO no: 9453559

Call sign: FNUY

Flag: France

Port of registry: Marseille

Vessel type: Container vessel

Delivery: November 10, 2009

Owner: SNC Nieuhof

Managing owner: CMA CGM The French

Line, Marseille

Classifi cation: Bureau Veritas I �Hull

�MACH Container ship Unrestricted navi-

Builders: Hijos de J. Barreras, Vigo

Yard no: 1663

IMO no: 9465239

Call sign: 9HA2143

Flag: Malta

Port of registry: Valletta

Vessel type: Passenger and car ferry

Delivery: September 11, 2009

Owner: Lico Leasing, Madrid

Balearia (Eurolineas Maritimas), Dénia

Managing owner: Biscay Ship Management,


Classifi cation: Bureau Veritas I �Hull

�MACH Ro-ro passenger ship Unrestricted


Main data

Tonnage GT: 6,146

44 Ship & Offshore | 2010 | N o 2


gation �VeriSTAR-HULL �AUT-UMS �AUT-



Main data

Tonnage GT/NT: 153,022/81,900

Deadweight: 157,092 t

Length o.a: 365.5 m

Length b.p: 349.5 m

Breadth: 51.2 m

Depth: 29.9 m

Draught: 15.5 m

Speed: 24.1 kn


Deadweight: 850 t

Length o.a: 100.0 m

Length b.p: 86.6 m

Breadth: 17.0 m

Depth: 6.0 m

Draught: 4.0 m

Speed: 20 kn


Two four-stroke diesel engines Rolls Royce

Bergen B32:40L9P, 2x4,500 kW at 750 1/

min, acting through two reduction gears

on two controllable pitch propellers 244 1/


Auxiliary engines:

Three diesel generator sets 3x560 kW at

1,500 1/min, one emergency generator

280 kW at 1,500 1/min


One two-stroke diesel engine Wärtsilä

14RT-Flex 96C, 80,080 kW at 102 1/min,

acting on one solid propeller


Twisted leading edge rudder, Pre-Swirl Stator,

Fast Oil Recovery System JLMD


13,344 TEU, 800 reefer plugs.


Two electrically driven transversal thrusters

forward with variable pitch propellers

2x450 kW, one stern ramp/door of 13x10

m, one movable car deck between deck

2 and 4, one bow ramp/door for cars, fi n

stabilizers Rolls Royce


Max. 800 persons (crew and passengers),

one vehicle deck, one car deck, 540 lane

metres of 2.2 m width for cars, 300 lane

metres for trailers of 2.9 m width, range

2,200 nm, fresh water capacity 30 m³, distilled

water capacity 20 m³.

Crew: 26.


Buyer´s Guide

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

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

shipbuilding and supporting industry in the following 17 columns.

1 Shipyards

2 Propulsion plants

3 Engine components

4 Corrosion protection

5 Ships´equipment

6 Hydraulic + pneumatic

7 On-board power supplies

8 Measurement

9 Navigation


control devices



10 Ship´s operation systems

11 Deck equipment

12 Construction + consulting

13 Cargo handling technology

14 Alarm + security equipment





Port construction

Offshore + Ocean


Maritime services

Buyer‘s Guide


Ship&Offshore Buyer´s Guide

Ship&Offshore Buyer´s Guide


1 Shipyards

1.06 Repairs + conversions

Heise Schiffsreparatur &

Industrie Service GmbH

Hoebelstrasse 55

D-27572 Bremerhaven

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

e-mail: info@heise-schiffsreparatur.de

Internet: www.heise-schiffsreparatur.de

Steel Construction, Pipe Works, Mechanical

Engineering, Machining Technology, Berth: 220 m

MWB Motorenwerke Bremerhaven AG

Barkhausenstraße 60

D 27568 Bremerhaven

Tel. (0471) 9450-202 • Fax (0471) 9450-260

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

Internet: www.mwb.ag

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

1.000m pier facilities

1.09 Offshore vessels

2 Propulsion


2.01 Engines


Kieler Str. 177

D-24768 Rendsburg

Tel. +49(0)4331 / 4471 0

Fax +49(0)4331 / 4471 199

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

mtu, John Deere,Perkins and Sisu engines

Generating Sets

2.02 Gears


Eugen-Reintjes-Str. 7

D-31785 Hameln

Tel. +49 (0)5151 104-0

Fax +49 (0)5151 104-300

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

Ships' propulsion systems from 250 to 30.000 kW


Kieler Str. 177

D-24768 Rendsburg

Tel. +49(0)4331 / 4471 0

Fax +49(0)4331 / 4471 199

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

ZF - Gears

Your Representative for Germany

Austria and Switzerland

Friedemann Stehr

Tel. +49 6621 9682930

E-mail: fs@friedemann-stehr.de

2.03 Couplings + brakes

KTR Kupplungstechnik GmbH

Rodder Damm 170 • D-48432 Rheine

Tel. +49(0)59 71 798 0

Fax +49(0)59 71 798 698

e-mail: mail@ktr.com • www.ktr.com


R+W Antriebselemente GmbH

Alexander Wiegand Straße 8

D-63911 Klingenberg / Germany

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

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

email: rw@rwcouplings.com


Couplings, seawater resistent

Voith Turbo GmbH & Co. KG

Voithstr. 1

74564 Crailsheim/Germany

Tel. +49 (0)7951 32 - 0

Fax +49 (0)7951 32 500

E-mail: industry@voith.com

Internet: www.voithturbo.com/industry

Fluid couplings, Highly flexible couplings,

Universal joint shafts, Safety couplings

VULKAN Kupplungs - und Getriebebau

B. Hackforth GmbH & Co. KG

Heerstraße 66

D-44653 Herne

Phone: + 49 (0)2325 922 - 0

Fax: + 49 (0)2325 71110

e-mail: info.vkg@vulkan.com


Highly flexible couplings, dampers, elastic

mounts and driveline components

2.04 Shaft + shaft systems

SCHOTTEL-Schiffsmaschinen GmbH

Kanalstraße 18

D 23970 Wismar

Tel. +49 (0) 3841 / 20 40

Fax +49 (0) 3841 / 20 43 33

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

Controllable-pitch propeller units,

Shaft lines

Am Altendeich 83 • D-25348 Glückstadt

Tel. +49(0)4124 91 68-0 • Fax +49(0)4124 37 16

e-mail: pein@piening-propeller.de

Internet: www.piening-propeller.de

Fixed and Controlable Pitch Propellers,

Shaft Gears, Gearboxes

2.05 Propellers

Inline Thruster - The Compact Propulsor

Contur ® AIR

Fertigung -Technologie GmbH & Co. KG

Bützower Str. 1d • 18239 Hohen Luckow

Tel: +49 (0) 38 295 – 77 78 10

Fax: +49 (0) 38 295 – 77 78 40

E-Mail: info@air-composite.com


-, Vector-, Industrie-Propeller


Escher-Wyss-Str. 25

D-88212 Ravensburg

Tel. +49(0)751 29511 0

Fax +49(0)751 29511 679

e-mail: cpp@andritz.com


Controllable Pitch Propellers

SCHOTTEL-Schiffsmaschinen GmbH

Kanalstraße 18

D 23970 Wismar

Tel. +49 (0) 3841 / 20 40

Fax +49 (0) 3841 / 20 43 33

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

Controllable-pitch propeller units,

Shaft lines

Voith Turbo Schneider

Propulsion GmbH & Co. KG

Postfach 20 11

D-89510 Heidenheim/Germany

Tel. +49 7321 37-6595 • Fax +49 7321 37-7105

E-Mail: vspmarine@voith.com


Voith Schneider Propeller

2.06 Rudders +

rudder systems


Uetersener Maschinenfabrik GmbH & Co. KG

Tel.: +49 4122 711-0

Fax: +49 4122 711-104



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

Rotary vane up to 2.000 kNm

Hans-Böckler-Str. 50 • D-28217 Bremen

Tel. +49(0)421-39030 • Fax +49(0)421-3903 291

e-mail: info@macor-marine.com

Internet: www.macor-marine.com

Hatch Covers • Passenger Vessel-, Yacht-,

Ro/Ro-Equipment • Rudder Systems

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

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

e-mail: oceangoing@vdvelden.com


BARKE ® Rudders and COMMANDER Steering Gears

- High-Tech Manoeuvring Equipment -

2.07 Manoeuvring aids

Jastram GmbH & CO. KG

Billwerder Billdeich 603 • D-21033 Hamburg

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

e-mail: info@jastram.net

Internet: www.jastram-group.com

Transverse Thrusters,

Azimuth Grid Thrusters


Mainzer Str. 99

D-56322 Spay/Rhein

Tel. + 49 (0) 2628 / 6 10

Fax + 49 (0) 2628 / 6 13 00

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

Rudderpropellers, Transverse Thrusters,


2.09 Exhaust systems

H+H Umwelt- und Industrietechnik GmbH

Industriestr. 3-5

D-55595 Hargesheim

Tel. +49 (0)671 92064-10

Fax +49 (0)671 92064-20

E-mail: Herbert.Roemich@HuHGmbH.com

Internet: www.HuHGmbH.com

Catalytic Exhaust Gas Cleaning for

Combustion Engines on Ships

Johnson Matthey Catalysts (Germany) GmbH

Bahnhofstr. 43 • 96257 Redwitz / Germany

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

e-mail: sinox-systems@matthey.com


Complete SCR and Oxidation Catalyst-Systems

2.10 Special propulsion units


Mainzer Str. 99

D-56322 Spay/Rhein

Tel. + 49 (0) 2628 / 6 10

Fax + 49 (0) 2628 / 6 13 00

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

Rudderpropellers, Twin-Propellers,

Navigators, Combi-Drives, Pump-Jets

2.11 Water jet propulsion units


Mainzer Str. 99

D-56322 Spay/Rhein

Tel. + 49 (0) 2628 / 6 10

Fax + 49 (0) 2628 / 6 13 00

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

Pump-Jets for main

and auxiliary propulsion

2.12 Diesel service

+ spare parts

Chris-Marine AB

Box 9025

SE-200 39 Malmö, Sweden

Tel: +46 40 671 2600

Fax: +46 40 671 2699

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


Kaiser-Wilhelm-Straße 115 • D-20355 Hamburg

Tel. +49(0)40 413 496 0 • Fax +49(0)40 413 496 20

e-mail: contact@gold-engine.com

Internet: www.gold-engine.com

Technical Service and Consulting

for marine and power industry


Hudong Heavy Machinery

see NIPPON Diesel Service


see NIPPON Diesel Service


see NIPPON Diesel Service

MWB Motorenwerke Bremerhaven AG

Barkhausenstraße 60

D 27568 Bremerhaven

Tel. (0471) 9450-301 • Fax (0471) 9450-220

E-Mail: Thorsten.Hau@mwb.ag

Internet: www.mwb.ag

Development, modification and

maintenance of engines

NIPPON Diesel Service

Hermann-Blohm-Strasse 1

D-20457 Hamburg

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

Fax +49 (0)40 31 15 98

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

After Sales Service - Spare Parts

Distribution - Technical Assistance


Kieler Str. 177

D-24768 Rendsburg

Tel. +49(0)4331 / 4471 0

Fax +49(0)4331 / 4471 199

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

Repairs - Maintenance

on-board service - after sales

3 Engine

3.05 Starters


see NIPPON Diesel Service


3.04 Stuffing boxes

for piston rods

3.06 Turbochargers


see NIPPON Diesel Service

POLYVERIX - H. & G. Meister AG

Eugen-Huberstr. 11 • CH-8048 Zürich

Tel. +41 - 44 - 431 56 46

Fax +41 - 44 - 431 15 20

e-mail: info@polyverix.ch

Internet: www.polyverix.ch

Gland- & Stuffing Boxes / Piston cooling

parts / various sealing items

Your representative for

Denmark, Finland, Norway and Sweden


Phone +46 411 18400 • Fax +46 411 10531

E-mail: marine.marketing@orn.NU

DÜSTERLOH Fluidtechnik GmbH

Abteilung Pneumatik Starter

Im Vogelsang 105

D-45527 Hattingen

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

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

Air Starters for Diesel and

Gas Engines up to 9.000 kW

KBB Kompressorenbau

Bannewitz GmbH

Windbergstrasse 45

D-01728 Bannewitz

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

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

Turbochargers and spare parts for diesel

and gas engines from 500 to 4.800 kW


Pol.Ind. PELAGATOS - C/ del Progreso

Parcela 17A - 20A

11130 Chiclana de la Fra. (Cadiz) España

Tel. +34 956 407 949/50

Fax +34 956 407 951

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

Maintenance and Repair of Industrial and Marine

Turbochargers and Heat Exchangers in Spain


Ship&Offshore Buyer´s Guide

Ship&Offshore Buyer´s Guide


3.07 Filters

FIL-TEC Rixen GmbH

Osterrade 26 • D-21031 Hamburg

Tel. +49 (0)40 656 00 61

+49 (0)40 656 856-0

Fax +49 (0)40 656 57 31

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

Filter spare parts and accessories, bilge water

elements, maintenance, repair and service.

Georg Schünemann GmbH

Buntentorsdeich 1

28201 Bremen / Germany

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

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

e-mail: info@sab-bremen.de

Internet: www.sab-bremen.de

We filter, control and

secure liquids and gases

3.09 Fuel treatment plants


A.Hilpoltsteiner GmbH & Co KG

Postfach 0160

D-82213 Maisach

Tel. +49 (0)8141 22866-0

Fax +49 (0)8141 22866-10

e-mail: sales@elwa.com • www.elwa.com

Viscosity Control Systems EVM 3

Standard Booster Modules


Manfred Schmidt GmbH

Postfach 1763

D-27768 Ganderkesee

Tel. +49-4222-6104 • Fax -5502

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

Internet: www.marine-technik-schmidt.de

Fuel oil supply modules for diesel engines

„PAPS“ Pulsation Damper

3.12 Indicators


Force Measurement

Tvärleden 2

SE-721 59 Västerås


Phone: +46 21 32 50 00 • Fax: +46 21 34 00 05

pressductor@se.abb.com • www.abb.com/pressductor

Cylmate ® Diesel Engine Performance

Monitoring Systems (MIP)


Sales & Service Center

Siemensstr. 9 • D-25462 Rellingen

Tel. +49 (0)4101 5880-0

Fax +49 (0)4101 5880-129

e-mail: lemag@lemag.de


Schillerstr. 14 • 21365 Adendorf

Tel. +49(0)4131 959-0 • Fax 959-111

E-mail: sales.maritime@leutert.com

Internet: www.leutert.com

Digital Pressure Indicator Type DPI 2

Engine Indicators System Maihak

3.13 Preheaters


A.Hilpoltsteiner GmbH & Co KG

Postfach 0160

D-82213 Maisach

Tel. +49 (0)8141 22866-0

Fax +49 (0)8141 22866-10

e-mail: sales@elwa.com • www.elwa.com

4 Corrosion

Oil and Cooling Water Preheating

Hotstart GmbH

Mottmannstrasse 1-3

53842 Troisdorf / Germany

Tel. +49 (0) 2241 97398 282

Fax +49 (0) 2241 97398 281

e-mail: europe@hotstart.com


Engine heaters for diesel engines and dual fuel

electric driven propulsion systems


4.01 Paintings

Hempel A/S

Lundtoftevej 150

DK-2800 Kgs. Lyngby


Tel: +45 4593 3800 • Fax: +45 4588 5518

marine@hempel.com • www.hempel.com



4.02 Coatings

Steelpaint GmbH · Am Dreistock 9

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

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

mail@steelpaint.com · www.steelpaint.com

1-component polyurethane corrosion coating

systems for ports, sheet pilings, bridges,

shipbuilding, ballast tanks.


4.03 Surface treatment

60 years WIWA • www.wiwa.de • info@wiwa.de

4.04 Cathodic protection

Balver Zinn Josef Jost GmbH & Co. KG

Blintroper Weg 11 • D-58802 Balve

Tel. +49(0)2375 915 0

Fax +49(0)2375 915 114

CIA@Balverzinn.com • www.Balverzinn.com

zinc anodes, zinc-aluminum anodes, magnesium

anodes, anodes for electroplating finishing

4.05 Anodic protection

Balver Zinn Josef Jost GmbH & Co. KG

Blintroper Weg 11 • D-58802 Balve

Tel. +49(0)2375 915 0

Fax +49(0)2375 915 114

CIA@Balverzinn.com • www.Balverzinn.com

zinc anodes, zinc-aluminum anodes, magnesium

anodes, anodes for electroplating finishing

TILSE Industrie- und Schiffstechnik GmbH

Sottorfallee 12

D-22529 Hamburg

Tel. +49 (0)40 56 10 14

Fax +49 (0)40 56 34 17

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

Anti marine growth and corrosion system


Your representative for Eastern Europe

Wladyslaw Jaszowski

PROMARE Sp. z o.o.

Tel.: +48 58 6 64 98 47

Fax: +48 58 6 64 90 69

E-mail: promare@promare.com.pl

5 Ships´


5.03 Refrigeration • HVAC

DLK Ventilatoren GmbH

Ziegeleistraße 18

D-74214 Schöntal-Berlichingen


Phone +49 (0)7943-9102-0

Fax +49 (0)7943-9102-10

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

Axial- and centrifugal fans

for marine applications


Filtration Technologies KG

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

Weinheim / Germany



Filters for intake air filtration of gas turbines,

turbo chargers and HVAC systems

5.04 Sanitary equipment

Jets Vacuum AS

Myravegen 1

NO-6060 Hareid


Phone: +47-700 39 100 • Fax: +47-700 39 101

post@jets.no • www.jets.no

JETSTM sanitary system is the preferred

solution for vessels of all types

5.06 Furniture + interior


S&B Beschläge GmbH

Gießerei und Metallwarenfabrik

Illingheimer Str. 10

D-59846 Sundern

Tel. +49 (0)2393 22000 • Fax +49 (0)2393 1074



Ship, boat and yacht hardware

In brass and stainless steel material

G. Schwepper Beschlag GmbH & Co.

Velberter Straße 83

D 42579 Heiligenhaus

Tel. +49 2056 58-55-0

Fax +49 2056 58-55-41

e-mail: schwepper@schwepper.com


Lock and Hardware Concepts

for Ship & Yachtbuilders

Thermopal GmbH

Wurzacher Str. 32

D-88299 Leutkirch

Tel. +49 (0)7561 89-0 • Fax +49 (0)7561 89 232

e-mail: info@thermopal.com

Internet: www.thermopal.com

Decorative boards and High Pressure

Laminates for interior applications

5.07 Ship’s doors + windows

Alarichstraße 22a • D-42281 Wuppertal

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

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

Watertight / Gastight / Pressure Ship doors,

Hatches, Flaps, Vent heads, Fans

Steel Doors - Fire Doors - Ship Doors

Podszuck GmbH

Klausdorfer Weg 163 • D-24148 Kiel

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

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

info@podszuck.eu • www.podszuck.eu

A 30/60 Class hinged and sliding doors


Hittfelder Kirchweg 21 • D-21220 Seevetal

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

e-mail: sales@tedimex.de

Internet: www.tedimex.de

glare protection

sun protection and black-outs

TILSE Industrie- und Schiffstechnik GmbH

Sottorfallee 12

D-22529 Hamburg

Tel. +49 (0)40 56 10 14

Fax +49 (0)40 56 34 17

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

FORMGLAS SPEZIAL ® Yacht glazing

bent and plane, with installation

5.08 Supplying equipment


Boschstrasse 9

D-28857 Syke

Tel. +49(0)4242 16938-0

Fax +49(0)4242 16938 99

e-mail: info@dvz-group.de

internet: www.dvz-group.de

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

Plants, Ballast Water Treatment, R/O - Systems

5.09 Waste disposal systems


Boschstrasse 9

D-28857 Syke

Tel. +49(0)4242 16938-0

Fax +49(0)4242 16938 99

e-mail: info@dvz-group.de

internet: www.dvz-group.de

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

Plants, Ballast Water Treatment

5.10 Oil separation


Boschstrasse 9

D-28857 Syke

Tel. +49(0)4242 16938-0

Fax +49(0)4242 16938 99

e-mail: info@dvz-group.de

internet: www.dvz-group.de

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

Plants, Ballast Water Treatment

5.11 Ballast water



Boschstrasse 9

D-28857 Syke

Tel. +49(0)4242 16938-0

Fax +49(0)4242 16938 99

e-mail: info@dvz-group.de

internet: www.dvz-group.de

N.E.I. VOS Venturi Oxygen Stripping

Ballast Water Treatment

Next Buyer’s Guide

June 2010

5.12 Yacht equipment

Hans-Böckler-Str. 50 • D-28217 Bremen

Tel. +49(0)421-39030 • Fax +49(0)421-3903 291

e-mail: info@macor-marine.com

Internet: www.macor-marine.com

Hatch Covers • Passenger Vessel-, Yacht-,

Ro/Ro-Equipment • Rudder Systems

5.14 Shock +

vibration systems

Sebert Schwingungstechnik GmbH

Hans-Böckler-Str. 35

D-73230 Kirchheim

Tel. +49 (0)7021 50040

Fax +49 (0)7021 500420

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

subsidiaries in Bremen, France, Netherlands, Rumania

More than 25 years experience

in shock and vibration systems

6 Hydraulic

+ pneumatic

6.01 Pumps

von-Thünen-Str. 7

D-28307 Bremen

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

e-mail: info@behrenspumpen.de

Internet: www.behrenspumpen.de

Ship Centrifugal Pumps

Bornemann GmbH

Industriestraße 2 • D-31683 Obernkirchen

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

info@bornemann.com • www.bornemann.com

Twin-Screw Pumps, Progressive Cavity

Pumps, High Pressure Pumps

Körting Hannover AG

Badenstedter Str. 56

D-30453 Hannover

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

Internet: www.koerting.de

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

e-mail: kulp@koerting.de

Water jet ejectors • Bilge ejectors


Gewerbestr. 20 • D-58791 Werdohl

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

info@kracht.eu • www.kracht.eu

Transfer pumps – Flow measurement

Mobile hydraulics – Industrial hydraulics


Bildgasse 40, 6890 Lustenau, Austria

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

KRAL Screw Pumps for Low-viscosity Fuels.

Magnetic Coupled Pumps.


Ship&Offshore Buyer´s Guide

Ship&Offshore Buyer´s Guide


6.02 Compressors

Steintorstr. 3 • D-37115 Duderstadt

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

e-mail: info@dhv-gmbh.eu


Spare parts for water and air-cooled compressors


Uetersener Maschinenfabrik GmbH & Co. KG

Tel.: +49 4122 711-0

Fax: +49 4122 711-104



Water- and air-cooled compressors

Neuenhauser Kompressorenbau GmbH

Hans-Voshaar-Str. 5

D-49828 Neuenhaus

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

e-mail: nk@neuenhauser.de

www.neuenhauser.de • www.nk-air.com

Air- and water-cooled compressors, air receivers

with valve head, bulk head penetrations

Water- and air-cooled compressors

6.04 Valves


Lademannbogen 53

D-22339 Hamburg

Tel. +49 40 538949-0

Fax +49 40 538949 92

E-mail: info@fak-armaturen.de

Internet: www.fak-armaturen.de

Marine valves, indication,

remote controls, ship spare parts


D-25795 Weddingstedt

Tel. +49 (0)481 903 - 0

Fax +49 (0)481 903 - 90



Valves and fittings for shipbuilding

Ritterhuder Armaturen GmbH & Co.

Armaturenwerk KG

Industriestr. 7-9

D-27711 Osterholz-Scharmbeck

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

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

Wafer Type Check Valves,

Wafer Type Duo Check Valves, Special Valves



Tel.: 04 21 - 4 86 03 - 0 • Fax: 04 21 - 4 86 03 - 89

info@sander-fertigung.de • www.sander-fertigung.de

Valves delivery ex stock

48 hours service

Wilhelm Schley (GmbH & Co.) KG

Valve manufacturer

Carl-Zeiss-Str. 4 • D 22946 Trittau

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

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

Reducing valves, Overflow valves, Ejectors,

Safety valves, Shut-off valves, etc.

Schubert & Salzer

Control Systems GmbH

Postfach 10 09 07

D-85009 Ingolstadt

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

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

Internet: www.schubert-salzer.com

Georg Schünemann GmbH

Buntentorsdeich 1

28201 Bremen / Germany

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

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

e-mail: info@sab-bremen.de

Internet: www.sab-bremen.de

We filter, control and

secure liquids and gases


6.05 Piping systems

aquatherm GmbH

Biggen 5

D-57439 Attendorn

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

e-mail: info@aquatherm.de

Internet: www.aquatherm.de

fusiotherm ® piping systems for shipbuilding

- Approval by GL, RINA + BV

Heise Schiffsreparatur &

Industrie Service GmbH

Hoebelstrasse 55

D-27572 Bremerhaven

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

e-mail: info@heise-schiffsreparatur.de

Internet: www.heise-schiffsreparatur.de

Steel Construction, Mechanical Engineering

Pipe Works on ships, Repair + Newbuilding

KME Germany AG & Co. KG

Klosterstraße 29 • D-49074 Osnabrück

Tel. +49 (0) 541 321 3011

Fax +49 (0) 541 321 3020

e-mail: info-maritime@kme.com

Internet: www.marine-applications.com

OSNA ® - 10 pipes and components

of CuNi 90/10 for seagoing vessels

Straub Werke AG

Straubstrasse 13

CH 7323 Wangs

Tel. +41 81-725 41 00 • Fax +41 81-725 41 01

E-mail: straub@straub.ch

Internet: www.straub.ch

Pipe coupling with guaranteed quality

STRAUB – the original

7 On-board

8 Measurement

power supplies

7.01 Generating sets


Kieler Str. 177

D-24768 Rendsburg

Tel. +49 4331 / 4471 0

Fax +49 4331 / 4471 199

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

Individual generating sets with

mtu, MAN, Deutz, Volvo and other engines

Jürgen Thiet GmbH

Gutenbergstr. 3 • D-26632 Ihlow-Riepe

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

e-mail: info@thiet.de • www.thiet.de

Vermietung • Verkauf • Service

Emergency power plants, generators,

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

7.06 Cable + pipe transits

AIK Flammadur Brandschutz GmbH

Otto-Hahn-Strasse 5

D-34123 Kassel

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

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

e-mail : info@aik-flammadur.de


Fire protection systems


control devices

8.04 Level measurement


TILSE Industrie- und Schiffstechnik GmbH

Sottorfallee 12

D-22529 Hamburg

Tel. +49 (0)40 56 10 14

Fax +49 (0)40 56 34 17

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

pneumatic, electric und el.-pn. tank level

gauging with online transmission

8.05 Flow measurement


Gewerbestr. 20 • D-58791 Werdohl

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

info@kracht.eu • www.kracht.eu

Transfer pumps – Flow measurement

Mobile hydraulics – Industrial hydraulics


Bildgasse 40, 6890 Lustenau, Austria

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

9 Navigation

Fuel Consumption and Lube Oil

Measurement for Diesel Engines.

8.06 Automation equipment

Schaller Automation GmbH & Co. KG

Industriering 14 • D-66440 Blieskastel

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

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

VISATRON Oil Mist Detection Systems

against Engine Crankcase Explosions

8.09 Test kits

Martechnic GmbH

Adlerhorst 4

D-22459 Hamburg

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

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

E-mail: info@martechnic.com

Internet: www.martechnic.com

Test kits, autom. monitoring systems,

sampling devices, ultrasonic cleaning



9.04 Navigation systems

Am Lunedeich 131

D-27572 Bremerhaven

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

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

e-mail: sales@cassens-plath.de


Manufacturers of Nautical Equipment

Gerhard D. WEMPE KG

Division Chronometerwerke

Steinstraße 23 • D-20095 Hamburg

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

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

E-mail: chrono@wempe.de


Manufacturer of finest marine chronometers,

clocks and electrical clock systems


Your Representative for Germany

Austria and Switzerland

Friedemann Stehr

Tel. +49 6621 9682930

E-mail: fs@friedemann-stehr.de

9.08 Telephone systems


Advanced Technology GmbH

Litzowstr. 15

D-22041 Hamburg

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

e-mail: mail@neueatech.de

Communication Systems

9.11 Bridge equipment

Pörtner GmbH

Werther Str. 274

D-33619 Bielefeld

Tel. +49 (0) 521 10 01 09

Fax +49 (0) 521 16 04 61

E-Mail: info@poertner-gmbh.de

internet: www.poertner-gmbh.de

Marine seat systems for yachts

and commercial ships

Ship‘s operation


10.01 Fleet management


CODie software products e.K.

isman@codie.com • www.codie-isman.com

Integrated Fleet/Ship Management System

Safety and Quality Management Maintenance

10.03 Loading + stability

computer systems

Müller+Blanck Software GmbH

Gutenbergring 38

22848 Norderstedt / Germany

Phone : +49 (0) 40 500 171 0

Fax : +49 (0) 40 500 171 71

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

Capstan3 – the planners best friend

C3-Obi – the onboard system

Local Interface – Baplie/read and write

11 Deck equipment

11.01 Cranes



D-27476 Cuxhaven

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

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

E-Mail: info@besco.de • www.besco.de

Cranes - Lashings - Survival equipment

d-i davit international gmbh

Sandstr. 20

D-27232 Sulingen

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

e-mail: info@davit-international.de

Internet: www.davit-international.de

Cranes, davits and free-fall systems

Global Davit GmbH

Graf-Zeppelin-Ring 2

D-27211 Bassum

Tel. +49 (0)4241 93 35 0

Fax +49 (0)4241 93 35 25

e-mail: info@global-davit.de

Internet: www.global-davit.de

Survival- and Deck Equipment

Next Buyer’s Guide

June 2010

11.02 Winches


Uetersener Maschinenfabrik GmbH & Co. KG

Tel.: +49 4122 711-0

Fax: +49 4122 711-104



Anchor, mooring, spezial and research winches

Anchor-handling and towing winches


Ship&Offshore Buyer´s Guide

Ship&Offshore Buyer´s Guide

11.03 Lashing +

securing equipment


Robert Böck GmbH

Marcusallee 9 • D-28359 Bremen

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

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

E-Mail: info@germanlashing.de

Internet: www.germanlashing.de

SEC Ship's Equipment

Centre Bremen GmbH

Speicherhof 5

D-28217 Bremen

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

e-mail: info@sec-bremen.de

Internet: www.sec-bremen.de

For container, RoRo and timber cargo

Layout and optimization of lashing systems

11.04 RoRo facilities

Hans-Böckler-Str. 50 • D-28217 Bremen

Tel. +49(0)421-39030 • Fax +49(0)421-3903 291

e-mail: info@macor-marine.com

Internet: www.macor-marine.com

Hatch Covers • Passenger Vessel-, Yacht-,

Ro/Ro-Equipment • Rudder Systems

11.05 Hatchcovers

Hans-Böckler-Str. 50 • D-28217 Bremen

Tel. +49(0)421-39030 • Fax +49(0)421-3903 291

e-mail: info@macor-marine.com

Internet: www.macor-marine.com

Hatch Covers • Passenger Vessel-, Yacht-,

Ro/Ro-Equipment • Rudder Systems

11.06 Container cell guides

SEC Ship's Equipment

Centre Bremen GmbH

Speicherhof 5

D-28217 Bremen

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

e-mail: info@sec-bremen.de

Internet: www.sec-bremen.de

Layout, 3D-design, delivery and installations

of container related constructions

11.07 Anchors

+ mooring equipment

Drahtseilwerk GmbH

Auf der Bult 14-16

D-27574 Bremerhaven

Tel. +49 471 931 89 0

Fax +49 471 931 89 39

mail@drahtseilwerk.de • www.drahtseilwerk.de


Steel wire ropes up to 84 mm,

ATLAS ropes, DURA-Winchline

12 Construction

+ consulting

12.01 Consulting engineers

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

Naval Architectural Consultant and Calculation Services


e-mail: sdc@shipdesign.de

Bramfelder Str. 164 - D-22305 Hamburg

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

Design – Construction – Consultancy

Stability calculation – Project management

Dr.-Ing. Walter L. Kuehnlein

Stadthausbruecke 1-3 • D-20355 Hamburg

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

advice@sea2ice.com • www.sea2ice.com

Design and concepts for offshore structures

in ice and open waters, evacuation concepts


Techn. Büro GmbH

Winkel 2 • D-24226 Heikendorf

Tel. +49 (0)431 21080 10

Fax +49 (0)431 21080 29

e-mail: info@smile-consult.de

Internet: www.smile-consult.de

Basic Design - Detailed Design

Outfitting - CAD/CAM - Technical Documentation


Winkel 2 • D-24226 Heikendorf

Tel. +49 (0)431 21080 20

Fax +49 (0)431 21080 29

e-mail: info@smile-fem.de

Internet: www.smile-fem.de

FEM - Coupling - Optimization


12.02 Ship model basins

Bramfelder Str. 164 • D-22305 Hamburg

Tel. +49 (0) 40 69 20 30

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

e-mail: info@hsva.de • www.hsva.de



12.03 Classification


DNV Germany GmbH

Bei den Mühren 1 • 20457 Hamburg

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

Fax: +49(0)40 890 590 30

hamburg@dnv.com • www.dnv.com


Classification and service beyond class

12.04 Research + development

Nordseetaucher Gmbh

Bramkampweg 9 • D-22949 Ammersbek

Tel. +49 (0)4102 23180

Fax +49 (0)4102 231820

E-mail: info@nordseetaucher.de

Internet: www.nordseetaucher.eu

Offshore • Inshore • Nuclear

Deep Tunneling • Underwater Wet Welding


13.02 Cranes


Cargo handling


Drahtseilwerk GmbH

Auf der Bult 14-16

D-27574 Bremerhaven

Tel. +49 471 931 89 0

Fax +49 471 931 89 39

mail@drahtseilwerk.de • www.drahtseilwerk.de

Steel wire ropes up to 84 mm,

special ropes for hoisting and luffing

13.03 Grabs

MRS Greifer GmbH

Talweg 11 • D-74921 Helmstadt

Tel. +49 7263 91 29 0

Fax +49 7263 91 29 12

e-mail: info@mrs-greifer.de

Internet: www.mrs-greifer.de

Rope Grabs, Hydraulic Grabs,

Motor Grabs with Electro Hydraulic Drive

Alarm + safety


14.01 Lifeboats + davits

d-i davit international gmbh

Sandstr. 20

D-27232 Sulingen

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

e-mail: info@davit-international.de

Internet: www.davit-international.de

Cranes, davits and free-fall systems

Global Davit GmbH

Graf-Zeppelin-Ring 2

D-27211 Bassum

Tel. +49 (0)4241 93 35 0

Fax +49 (0)4241 93 35 25

e-mail: info@global-davit.de

Internet: www.global-davit.de

Survival- and Deck Equipment


14.02 Life jackets

CM Hammar AB

August Barks gata 15

SE-421 32 Västra Frölunda

Phone +46 31 709 65 50 • Fax +46 31 49 70 23

info@cmhammar.com • www.cmhammar.com


14.04 Fire protection


Advanced Technology GmbH

Litzowstr. 15

D-22041 Hamburg

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

e-mail: mail@neueatech.de

Fire 4Detection Buyer's Systems Guide • Safety Systems

effective from January 1st, 2010

Price per entry per issue:

Size I Size II

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

1 Keyword € 90,– € 120,–

2 Keywords each € 85,– each € 115,–

3 Keywords each € 80,– each € 110,–

4 Keywords each € 75,– each € 105,–

5 Keywords each € 70,– each € 100,–

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


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

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

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

and communications data plus a concise description of product or

services offered.




14.06 Searchlights

Europe International Select


Central Europe

Worldwide Vietnam, China

January – –

– February February / Vietnam

April April –

June June June / China

– August –

September – –

– October –

November – November / China

– December –

Time span and discounts:

Minimum time span for your

booking is one year in one target

region! Each target region

can be booked individually. For

bookings in several regions we

offer the following rebate off

the total price:

Two target regions / year: 10%

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Ship&Offshore Buyer´s Guide


Shipping in the Arctic regions is to increase the coming years

Increasing demand on

Arctic seafarers

DNV/ARCTIC TRENDS Climate, political and economic changes are facilitating unprecedented

access to the Arctic, increasing the demands on seafarers. Steven Sawhill, who contributed to

DNV’s development of the Ice Navigation Standard and participated in several Arctic research

projects, sums up the essential trends for Arctic seafaring.

Steven Sawhill

Navigating safely in ice-infested

waters requires not only icestrengthened

and winterized

ships, but also people skilled in operating

in this challenging environment. Demands

on seafarers are increasing due to

the changing profi le of Arctic shipping.

Four key trends are driving today’s focus

on the human element of safe and effi

cient Arctic operations.

Trend 1:

Growing Arctic shipping Cruise ship

activity in the region has doubled over

the past six years, at the same time that

54 Ship & Offshore | 2010 | N o 2

oil shipments from the Russian Arctic

have jumped from insignifi cance to 12

million tonnes per year. This growth

has continued: an estimated 20 million

tons of oil and gas will be transported

through the Barents Sea in 2009, and

terminal capacity in the region is expected

to reach 100 million tons in 2015.

Rapid expansion in Russia’s oil exports

has led to a demand for tankers that can

operate in ice-infested waters, especially

tankers with higher levels of ice strengthening.

In the early 1990s, only three per

cent of the world tanker fl eet had some

form of ice classifi cation; today, this fi gure

tops ten per cent.

Growth in the Arctic shipping market

means the maritime industry needs

more seafarers fi t for operating in this

demanding region. More bridge offi cers

with ice navigation skills are required,

as are engineers skilled in keeping their

ships running in a sub-zero environment

with limited external support.

Trend 2:

New year-round regions Today, Arctic

operations are expanding in both time

and place. As the Arctic heats up, the ice

edge is retreating northwards, the ice is

becoming thinner and weaker, and the

occurrence of perennial ice along Russian

coastal areas is diminishing.

These changes have opened up new possibilities

for tourism, resource exploration,

development and marine transport.

Ships are able to reach previously inaccessible

regions. They are also operating

for longer and longer periods, beginning

earlier in the spring and ending later in

the autumn than the traditional Arctic

navigation season has allowed. Icebreaking

bulk carriers are already servicing

base mineral mines in the Russian

and Canadian Arctic on a year-round

basis. This trend will only continue, as

offshore oil and gas development will

demand year-round operational capability.

Winter shipping operations in the

Arctic considerably increase the physical,

psychological, responsibility and knowledge

demands placed on people. The

darkness of the polar winter substantially

complicates the task of navigating

through an ice fi eld. Ice surveillance is

poorer in winter. Darkness and extreme

cold hasten fatigue and can lead to the

impairment of complex mental tasks,

cognition and decision making. To successfully

cope with the challenges posed

by the polar environment, seafarers not

only must be adapt at using advanced

technological tools, they also need to

follow appropriate routines and procedures

to keep themselves physically and

mentally fi t.

Trend 3:

Independent operations The third

major trend in the Arctic is the move

towards independent operations. At the

same time as Arctic shipping is growing,

the icebreaker support offered to commercial

shipping by national administrations

is declining. The Canadian and

US national administrations do not have

plans to increase their icebreaker support

for commercial Arctic operations, and

Russia’s icebreaker modernisation plans

will likely only maintain current levels

of service. In response, commercial operators

are taking matters into their own

hands, developing their own icebreakers

and ice-breaking cargo ships. Lukoil has

two icebreakers to support its Varandey

oil terminal in the Pechora Sea. Norilsk

Nickel has built a fl eet of six double-acting

ice-breaking bulkers that allow it to

carry out year-round operations between

Dudinka and Murmansk, independent

of icebreaker support.

To operate independently, seafarers

need advanced navigation skills that are

typical of icebreaker offi cers. They cannot

rely on the availability of outside

expertise or assistance. Rather than fol-

lowing dutifully in an icebreaker’s track,

they must make it themselves. To do

this safely and effi ciently, today’s Arctic

seafarers must be able to recognise ice

types and judge ice conditions, interpret

information from satellites and other

sources, plan a safe route, and manoeuvre

their ship safely in all types of ice


Trend 4:

New regulations Alarmed by several recent

incidents in the Antarctic, including

the sinking of the cruise ship Explorer in

2008, IMO member countries have recently

proposed a variety of mandatory

requirements for application in the Polar


Seafarers are particularly in the regulatory

spotlight. At present, there are no

requirements for the training and cer-

Norway and Russia have proposed that

the STCW Convention introduces mandatory

minimum requirements for Arctic


tifi cation of crews serving in the Arctic

or Antarctic. This could soon change,

as Norway and Russia have proposed

that the STCW Convention introduces

mandatory minimum requirements for

the training and qualifi cation of navigators

serving on ships operating in

ice-covered waters. These proposals are

currently under consideration as part of

the comprehensive review of the STCW

Convention and Code.

Ice navigation standard DNV recently

published the Ice Navigation Standard

in order to improve navigational safety

and prevent pollution from ship operations

in ice-covered waters. This ice navigation

standard specifi es the competence

requirements for offi cers responsible for

navigating a vessel in different ice conditions

throughout the world, whether

operating independently or with icebreaker

assistance. The standard will

assist the maritime industry in recruiting,

training and assessing offi cers to

safely pilot ships through ice. Maritime

training centres can use it as a guide for

developing courses in ice navigation,

which DNV can in turn certify as being

in compliance with the standard.

As part of its involvement in the Barents

2020 Project, DNV is leading a review of

international standards to ensure they

are up to the challenge of securing the

safety and effi ciency of people working

in the polar environment. Barents 2020

is a bilateral initiative that teams Russian

and Norwegian industry experts in

seven working groups in an effort to harmonise

standards for oil and gas operations

in the Barents Sea.

The group on Working Environment and

Human Factors is reviewing standards to

ensure the optimal safety, performance

and decision making of people working

on vessels and installations in Arctic-environment

conditions. The focus of this

group is on minimising risks to health,

the risk of accidents and elements which

affect human work capacity, including:

� fatigue

� the impairment of physical tasks and

work effi ciency

the impairment of complex mental

tasks, cognition and decision making

To this end, the expert working group

will draw on Russian and Norwegian

experience with cold climate operations

to assess whether existing maritime and

offshore standards are capable of maintaining

the same high safety levels when

pitted against Barents Sea conditions.

The group will develop a list of recommended

changes in which it identifi es

shortcomings in the existing standards.

These proposals will be submitted to national

and international standardisation

organisations and authorities for their


The Barents 2020 expert group includes

industry experts from Gazprom, Statoil-

Hydro, Eni Norge, Transocean, Giprospetsgaz,

University Hospital of Northern

Norway and the Central Marine Design

and Research Institute, and and is led by


The author:

Steven Sawhill, DNV SeaSkill Project

Manager, Oslo, Norway

Ship & Offshore | 2010 | N o 2 55



STCW Convention

IMO | Draft amendments to the

International Convention on

Standards of Training, Certifi cation

and Watchkeeping for Seafarers

(the STCW Convention),

and its associated Code, have

been approved by the Sub-Committee

on Standards of Training

and Watchkeeping (STW) and

are ready for submission to a

Diplomatic Conference that will

meet in Manila, Philippines,

from 21 to 25 June 2010, for

adoption.The proposed amendments

mark the fi rst major revision

of the two instruments

since those, completely revising

the original 1978 Convention,

adopted in 1995. IMO’s vision

of the revised Convention and

Code has been that the instruments

would provide, at any

given time, the necessary global

standards for the training and

certifi cation of seafarers to operate

technologically advanced

ships today and in the foreseeable


The Sub-Committee also completed

its review of the principles

for establishing the safe manning

levels of ships and agreed a draft

Assembly resolution on Principles

of Minimum Safe Manning,

which would replace the Principles

of Safe Manning (resolution

A.890(21), as amended).

The draft resolution will be submitted

to the Maritime Safety

Committee for approval at its

88 th session in December 2010,

subject to comments by the Sub-

Committee on Safety of Navigation

(NAV) at its 56 th session in

July 2010.

The Sub-Committee also endorsed

proposed draft amendments

to SOLAS regulation

V/14 Ships’ manning, to require

Administrations to take into

account the guidance on minimum

safe manning adopted

by IMO (with a footnote referring

to the Assembly resolution

on Principles of Minimum Safe

Manning), with a view to approval

by MSC 88, subject to

comments made by NAV 56.

56 Ship & Offshore | 2010 | N o 2

“Shipping confi dence

levels hold up”

Confi dence in Europe continued its recent upward trend


a scale of 1 to 10, the average

confi dence level expressed

by respondents in November

2009 in the markets in which

they operate was 5.7, the same

as in the previous survey in

August 2009, which itself was

the highest level recorded for

twelve months. But this is still

signifi cantly down on the 6.8

recorded in the fi rst Moore

Stephens survey, in May 2008.

Charterers showed the most signifi

cant drop in confi dence over

the latest three-month period,

down from 5.8 to 5.6, while

confi dence among brokers increased

slightly, from 5.6 to 5.7.

Confi dence among owners remained

unchanged at 5.7, while

managers dropped from 5.9 to

5.8. Geographically speaking,

the most signifi cant changes

were evident in North America

(down from 5.8 to 5.2) and

Asia (5.9 to 5.7). Confi dence in

Europe continued its recent upward

trend, from 5.4 to 5.6.

Once again, the survey revealed a

continuing level of concern over

the newbuilding orderbook.

There are said to be too many

ships already in operation, and

even more to come, so there

is very little scope to increase

freight rates. Other comments

included, “There is only enough

cash to fund half the orderbook,

so something has to give”, and,

“The massive orderbook is a

great cause for concern”. One

respondent said that the key to

the massive orderbook crisis was

for “the banks not to fi nance any

more projects and for shipyards

to agree to delays in delivery

dates”. For the fourth successive

survey, respondents identifi ed

demand trends as the most

important factor likely to affect

their business performance

over the coming year, followed

by competition and the cost

and availability of fi nance.

Respondents’ expectations of

making a major investment or

signifi cant development over

the next twelve months remained

unchanged at 5.1 overall

out of a possible maximum

of 10.0. Owners were the most

confi dent in this regard, scoring

5.4, although this represented a

marginal drop on the fi gure recorded

in the last survey. Confi

dence was down in Asia, from

5.4 to 5.0, and marginally up

in Europe and Latin America.

Owners, charterers, managers

and brokers all expected

fi nance costs to rise over the

next twelve months, the overall

percentage for all respondents

in this regard rising three percentage

points from 45 to 48%,

having fallen one percentage

point at the time of the previous

survey. The biggest percentage

rise was recorded by ship

managers, from 46% to 51%.

A geographical divide was also

evident, with Asia and Europe

anticipating increases (11 per-

centage points more on the part

of Asia) and the Americas expecting

costs to fall, in the case

of Latin America by no less than

14 percentage points.

So far as the freight markets are

concerned, there was a general

consensus among respondents

that there was very little scope

for increasing rates at the moment.

Indeed, there was a fall in

expectation overall in each of the

three tonnage categories covered

by the survey that rates would

increase over the coming twelve


In the tanker market, the number

of respondents overall who expected

rates to go up fell from

45% to 42% this time, with the

most signifi cant shift in opinion

being expressed by charterers,

where there was a 13 percentage

point drop (to 22%) in the

number of respondents who

thought rates would go up. For

owners, expectation levels of an

increase were down from 46 to

39% on last time. In the dry bulk

market, meanwhile, the overall

expectation of higher rates was

down from 41% to 38%, with

ship managers alone in increasing,

from 41 to 49%, their level

of expectation of increases.

Finally, in the container ship sector,

26% of respondents overall,

compared to 35% last time, expected

rates to rise over the coming

twelve months. It seems significant

that the survey revealed that

respondents in Asia anticipated

a downturn in new investment

over the coming twelve months,

and that Asia also led the way in

terms of expecting a big increase

in fi nance costs. Given what has

already been invested in the region,

in shipyards and elsewhere,

this is hardly a surprise. It was

notable, too, that operating costs

featured more prominently in respondents’

answers this time as a

signifi cant factor likely to infl uence

performance over the coming

year, given the fi ndings of the

recent Moore Stephens future operating

costs survey.

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(Automatic Identifi cation System

Search And Rescue Transmitter)

has been launched by McMurdo.

The Smartfi nd S5 AIS SART is

aimed at the commercial maritime

market and is designed to

assist in survivor craft location

during search and rescue operations.

After January 1 st 2010 the AIS-

SART is adopted into IMO

GMDSS carriage requirements

as an alternative survivor Search

and Rescue Locating Device to

existing 9GHz Radar SARTs. A

major benefi t of the AIS SART is

that target survivor information

becomes viewable using standard

ships AIS equipment, both

the range and course to locate the

survivors will be clearly presented

on the ships AIS user display.

Smartfi nd S5 transmits a series

of updating structured alert messages

including its geographic

position and serialised identity

number. Once activated, the

Smartfi nd S5 AIS SART transmits

emergency alerts for a minimum

of 96 hours. An in-built high

precision GPS provides exact

position information to assist

in quick recovery of survivors.

Buoyant, waterproof and rugged,

the Smartfi nd S5 has a long life

non-hazardous battery for easy

transportation making an economical

alternative to the traditional


Whether wall mounted in the

ships bridge or packed inside a

survival craft, the highly visible

and buoyant carry case affords

good protection while the Smartfi

nd S5 is not in use. Once activated


may be suspended

inside the

survival craft

or mounted in

an elevated


using the




AIS Search and

Rescue Transmitter S5

58 Ship & Offshore | 2010 | N o 2

MES for special purpose ships


Evacuation System (MES), consisting

of an infl atable slide or

chute where passengers can

evacuate straight into waiting

life rafts, can often be found on

modern high speed crafts and

passenger ships, where weight,

space and evacuation times

must be kept to a minimum.

For the fi rst time, a similar system

has now also been developed

for Special Purpose Ships


A close relationship between

Norwegian-based Brude Safety

AS and Ulstein Design has lead

to this new type of space saving

MES, designed to fi t Special

Purpose Ships, such as Offshore

Support Vessels (OSVs).

The new BRUDE MES Chute

SPS is designed for safe and effi

cient evacuation from a ship

in international waters with

an evacuation height from 3 to

20m. The system consists of the

evacuation chute and mooring

system, life rafts for 65 and 150

persons as well as optional additional

life rafts for 10, 30, 50

and 150 persons.

The new space saving BRUDE

MES Chute is said to improve

safe evacuation compared to

davit solutions and to be easy

and cost effective to install.

All the system’s operations are

manual and they can all be carried

out by 2 persons, meaning

there is no need for electrical or

hydraulic supply, while service

costs can be kept to a minimum.

The new design has instantly

lead to a major order to supply

all six new vessels for Polarcus

currently being built at Drydocks

World Dubai, with the

fi rst in the series, the Polarcus

Nadia, having been delivered

recently. The second vessel, the

Polarcus Naila, is to be delivered

early 2010. The vessels will

have one deployment frame

and chute combined with two

65 persons life rafts and one 10

persons life raft on each side.

The main reason for the order

is said to be the space saving

and Brude Safety’s experience

with supplying similar larger

systems to the passenger shipping


All components are made of

marine aluminium. The system

container is bolted to the deck

of the vessel and designed to

hold the launching ramp and

chute in a deployed position.

The container door is opened

by means of two gas cylinders.

When the container door is in

the open position, the launch-

Brude MES system on offshore vessel Polarcus Nadia

The chute of the MES is made

of separate cells with sloping


ing ramp and chute are ejected

and lowered into the deployed

position in a controlled manner.

Hot water to protect ships


Globe Pty Ltd has launched

a new patent pending antipiracy

system called Secure-

Waters, creating a curtain of

water around the ship using

special, non corrosive pipes,

that are installed along the

ship’s railing.

The new Secure-Water system

is offered in two versions:

the Hot Water System, working

on low pressure and high

temperature, as well as the

Cold Water System, working

with high pressure and high

volume of water.

The Hot Water System uses

the engine’s exhaust to heat

up the seawater to about

85° C. A heat exchanger is

installed to transfer the heat

from the steam or thermal

oil source to seawater. The required

heat capacity is quiet

large, as approximately 500

ltr / min need to be heated

up instantly without the use

of storage tanks. This hot

water is then pushed at low

pressure to the piping system

surrounding the ship and is

sprayed out via special nozzles.

The result is that anyone

trying to enter the ship will

start feeling the heat at sea

level, and will encounter hotter

water the higher he gets.

The system is turned on when

entering danger waters, so a

ship can sail with the system

turned on for several days.

Since the main engine’s exhaust

heat is being used, the

costs for running the system

are minimal.

The Cold Water System works

on the principle of creating

both a high pressure spray

as well as a large water fall,

which is intended to fl ood

the attacking boats. The com-

Sub-metre accuracy

with Global SBAS


new products, DPS 110 and

DPS 112, have been developed

by Kongsberg Seatex to utilise

the new Global Satellite Based

Augmentation System (Global

SBAS) introduced by Fugro


This new high performance

navigation service offers corrections

to both GPS and GLO-

NASS that enables sub-metre

accuracy with worldwide reach.

Unlike regional SBAS services

such as WAAS, EGNOS and

MSAS, and local DGPS services

such as IALA DGPS, SeaSTAR

SGG utilises Fugro’s own network

of dual system reference

stations to calculate ‘orbit and

clock’ corrections. The service

provides consistent sub-metre

level accuracy positioning with

global validity. The DPS 110

and DPS 112 are even capable

of supplementing SeaSTAR

SGG corrections with regional

SBAS and local DGPS corrections.

By complementing the Kongsberg

Seatex DPS product line

and introducing the SeaSTAR

SGG service, Kongsberg Seatex

and Fugro SeaSTAR extend the

user segment to new vessel categories.

The new SeaSTAR SGG

service is a competitively priced

variant of the premium G2

service. Whereas G2 provides

decimetre level accuracy, SGG

gives sub-metre level accuracy.

SGG does, however, offer the

same benefi ts of a composite

GPS/GLONASS satellite solution.

DPS 112 is extending the GPS

capability by utilising dual frequency

GLONASS signals. The

addition of GLONASS signals

increases positioning availability,

which is essential when operating

close to rigs, platforms

or other satellite signal obstructions.

bined cold water means are

said to effectively prevent

boarding at sea. The technical

requirements in this case

are quiet high, as enough water

fl ow and pressure needs

to be generated to protect the


In most cases it is recommend

to protect the full ship

(excluding the fore castle) but

for ships that want to minimize

costs, it is also possible

to go half way and still get

good protection, as it is not

easy to climb on a manoeuvring

ship past half its length.

The main point of boarding

is identifi ed as the aft ship.

The different pipes used in

both systems are GRE pipes

that will not corrode, and are

made especially for the shipping

and oil and gas industry.

Secure-Globe reports it has

done fi ring tests on them with

Solutions for


and industry

AK47 rifl es and because the

pipes are made from enforced

fi ber glass, the resulting holes

were said to be minimal since

the fi bers splinter and close

back on the hole. The only

result is an extra small nozzle

on the pipe, which has no

effect on the pressure or the

water capacity.

When the vessel is under attack,

there is an option of

adding a special chemical to

the water. This chemical is

eco friendly and not dangerous.

The main issue here is

creating a severe temporary

disabling factor to make sure

getting on board is impossible,

but also getting near the

ship becomes unbearable.

Further, a die can be added

to the chemical, to enable the

navies to identify the pirates

if caught near the attacked



- starting air

- control air

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TDI-Engine Air Starters

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Stand 4835-3

Neuenhauser Kompressorenbau GmbH

Hans-Voshaar-Str. 5 • D-49828 Neuenhaus

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

e-mail: nk@neuenhauser.de • www.neuenhauser.de • www.nk-air.com

Ship & Offshore | 2010 | N o 2 59


Piracy and armed robbery training package

VIDEOTEL | As the Somali pirates once again

escalate their activities, taking advantage of

the calmer seas that mark the passing of the

monsoon season, and with a number of nasty

incidents occurring elsewhere such as off

the coast of West Africa, Videotel’s launch of

a revised version of its Piracy & Armed Robbery

training package seems quite timely.

A great deal has been learned in recent

months about the tactics employed by pirates

operating in high-speed RIBs and armed

with high-powered automatic weapons and

even rocket-propelled grenades (RPGs). In

the light of experience gained in repelling

these attacks, not always successfully, Videotel

says it has been able to put together a

package that shows what preventative measures

should be deployed.

Videotel has invited experts to comment

on many other controversial subjects now

being widely discussed such as whether to

arm crews or carry trained guards, often

former military personnel. Those who participated

in the making of the fi lm, which

is available in both video (VHS) and DVD

format or as an interactive CD-ROM, include

leading maritime organisations, EU

NAVFOR (Somalia), the US Navy and a

number of major shipping companies.

Among the owners are some with direct experience

of actual or attempted hijackings.

Examining the issues

Piracy & Armed Robbery Edition 2 is centred

around the key issues associated with

piracy and the problems seafarers may encounter

when confronting an attack, and

the consequent issues if an attack is successful.

The Somali pirates have brought

with them new problems since many of

their attacks involve the ship and crew being

held for weeks or months while a ransom

is agreed; previously the ‘hit-and-run’

robbery, often accompanied by high levels

of violence, was the greater risk.

Videotel highlights the steps being taken

by the maritime industry and ship owners

alike, often with military assistance, to

protect seafarers from these threats. Clear

descriptions of the work undertaken by EU

NAVFOR and the International Maritime

Bureau (IMB) should reassure seafarers

that substantial resources are being committed

to keeping them safe when in the

Mandatory bridge alarm system

AMI MARINE | Following the IMO Committee’s

decision adopting the mandatory

fi tting of a Bridge Navigation Watch

Alarm System (BNWAS) on all vessels of

150gt (keel lay base) or over, the designers

at AMI UK have developed their new

BNWAS with manual interface and motion

sensor versions. This new product,

in accordance with the IMO specifi ca-

Touch screen display of the bridge alarm


60 Ship & Offshore | 2010 | N o 2

tion, has been fully tested and put into

production, and is now undergoing type


The touch screen system consists of a

main alert panel, a remote alert panel

and a watch alert panel for second and

third stage alerts. Other outputs from

BNWAS include a third stage active

watch alarm for the general ship alarm

and a fourth stage to activate the Ship

Security Alert Distress System (SSAS).

Under the IMO specifi cation two options

are offered, either push button or

motion sensor activation.

With the fi rst option, the system requires

the offi cer on watch to push a button at

regular intervals, which automatically

triggers an alarm if they fail to do so. The

second option using the BNWAS motion

sensor, removes the need for the offi cer

to manually press a button to stop the

alarm; the sensor detects movement

from the watch offi cer which, once detected

will not allow the alarm to trigger.

Should there be a power failure, BNWAS

is fully operational running on battery

power for six hours.

dangerous waters of the Gulf of Aden and

the Indian Ocean.

The programme emphasises the need for

ships’ crews to be well trained and well prepared

before entering high risk areas and

stresses the need to contact the relevant reporting

centres immediately if any suspicious

activity is observed. The programme also

explains the wider efforts of international

organisations and governments to eradicate

piracy from the seas.

The programme examines different attacks

and suggests ways in which ships can minimise

the dangers when they are in known

high risk areas. An Anti-Attack Plan, which

makes access to the ship very diffi cult, will

often mean that the pirates withdraw and

search for an easier target.

Whether an attack is an opportunity seized

by petty criminals wanting cash/valuables or

an assault by highly organised armed gangs

intent on hijacking the ship and/or its cargo,

the result is often traumatic for the ship’s

crew. Consequently the programme also addresses

medical issues such as Post Traumatic

Stress Disorder that can result from a pirate


Anti-piracy water cannon



SECURITY | Scanjet Marine AB, manufacturer

of fixed and portable tank cleaning

equipment, introduces an anti-pirate water

cannon, based on existing tank cleaning

technology. By strategically placing the water

cannons around the vessel, boarding at sea is

made very diffi cult, if not impossible, according

to Scanjet. Doing so, the entire vessel can

be protected, saving the crew, the vessel and

the cargo. The system is designed to be powered

by existing pumps, and can be remotely

operated from any look out post around the

vessel. The patented anti-pirate water cannon

is powered by an integrated turbine,

driven by the water flow. The system will remain

running until the vessel is safe and the

pumps are switched off.




Plotting of Cetaceans (REPCET) program

is being deployed in the Pelagos Sanctuary

for Marine Mammals, a conservation area

in the northwestern Mediterranean Sea.

An estimated 3,000–5,000 sperm and fi n

whales live in this region, which has a very

high density of shipping traffi c, including

high-speed ferries, which pose a danger to

whales on or near the surface of the ocean.

Whale collisions can injure or kill the animal

and also cause signifi cant damage to

the ship and its passengers and crew.

Chrisar Software Technologies chose Applied

Satellite Engineering (ASE) to develop

a satellite data solution for a whale

reporting program that uses the global satellite

network operated by Iridium Communications


ASE is using the Iridium short-burst data

(SBD) modem with specialized software

customized for this application. Watchstanders

on participating ships will use the

system to record and transmit reports of

whale sightings through the Iridium network

to a central server, which will save

it into a database and transmit warnings

via Iridium to all subscribing ships whose

tracks are likely to take them close to the


The pilot REPCET project is a collaborative

effort managed by Chrisar and Souffl eurs

d’Ecume, a non-governmental organization

specializing in applied environmental

engineering with a principal focus on

marine mammal conservation. Trials are

underway on a small number of ships,

and large-scale dissemination is planned

for this year.

Passenger transport companies are targeted

as a fi rst priority, since these vessels

operate daily at signifi cant speeds, which

statistically increases the risk of collision.

Souffl eurs d’Ecume is, however, also in

the process of expanding the program to

encompass all types of vessels, such as

merchant ships, private yachts, navy craft,

fi shing boats and racing sailboats, some

of which have already expressed interest

in subscribing.

Special care is said to be taken to screen the

applications for participation through an

ethical commission, to ensure the system

is not used for harmful purposes, such as

unauthorized whaling.

The centralized system server-client architecture

and database, along with Iridium’s

global coverage, is said to facilitate rapid

deployment of this unique service in other

regions of the world as well.

Enhanced target detection

RADAR TECHNOLOGY | Kelvin Hughes has

recently launched “Enhanced Target Detection”

(ETD) as an enhancement to its MantaDigital

range of wide-screen radars. This

new facility is said to signifi cantly enhance

the display of slow-moving or stationary

targets without interfering with the normal

radar appearance or operation. ETD treats

stationary and moving returns differently,

highlighting the moving ones by displaying

them in a different colour.

ETD combined with the dual PPI mode provided

by MantaDigital enables the operator

to continue using the radar in the normal

way with the addition of a simultaneous

advanced detection view available on the

secondary PPI without cluttering the main

display. Kelvin Hughes says they originally

developed the mode for detecting ice but

have found it is equally useful for detecting

small targets, which might otherwise be seen

only intermittently or not at all. Navigators

are said to appreciate the clarity provided by

removing unwanted clutter and by painting

moving targets in a different colour. Controls

are provided to enable the operator to

change the weightings between fi xed and

moving targets to achieve the best possible

picture in varying conditions.

The ETD mode is available as a software

upgrade and is an option on the complete

range of MantaDigital radar.

Ship & Offshore | 2010 | N o 2 61


New adaptive autopilot shows

advanced functions

The new NautoPilot 5000

autopilot series features a

large graphical display


With the new NautoPilot

5000 adaptive autopilot

series, Raytheon Anschütz

launches the successor of the

NP 2000 autopilot series.

The NP 5000 is based on the

same Anschütz steering algorithms,

but is enhanced to include

advanced functions for

economic and precise navigation

even under harsh environmental


The large graphical display

offers six different day and

night modes within an intuitive

to operate touch screen.

It features an integrated head-

ing and rudder plotter, which

provides a graphical indication

of heading changes and

all used rudder angles. This

indication instantaneously

indicates the steering performance

of the autopilot

due to the effects of changes

to parameter settings such as

rudder, counter rudder and

yawing. The operator benefi ts

from simple adjustments of

the autopilot’s settings to gain

optimized steering performance,

which results in minimal

rudder action and thus

reduced fuel consumption.

Another contribution to economic

navigation and reduction

in fuel consumption is

achieved by the Eco-Mode

of the autopilot, which provides

the automatic adaptation

to the current sea-state

and weather. Periodical yawing

movements which can be

caused by roll and pitch will

normally result in rudder actions

with high amplitudes.

As frequent rudder actions

will not compensate the heading

deviation due to environmental

conditions, the autopilot

reduces its sensitivity to

such movements. As a result,

the autopilot continuously

adapts to current environ-

mental conditions without a

manual change of autopilot

parameters. Subsequently

less rudder action is required,

which leads to lower levels of

speed reduction and thus less

fuel consumption.

The NP 5000 autopilot series

features up to three possible

modes of operation. The new

“Course Control” operation

offers benefi ts especially for

offshore operating vessels.

When using this mode, the autopilot

compensates for drift

automatically and keeps the

vessel on the defi ned course

over ground line. Compared

with the common “Heading

Control” mode, this leads to

a more precise course keeping

capability and increased

safety when steering the

vessel even under harsh or

changing weather conditions.

As an example, this function

will add accuracy to the automatic

steering of Offshore

vessels, when approaching to

a platform or oil buoy.

Besides heading control, the

new autopilot also maintains

the proven track control

mode, allowing a vessel to

steer automatically along a

pre-planned route from the

start to the end point of the

route. Track control is executed

with Category C accuracy

which requires environmental

conditions such as wind

and drift to be compensated

during track course changes.

The graphical display of all

NP 5000 autopilots includes

an indication of track deviation

and an integrated rudder

angle indicator as a backup

indication for the rudder

angle indication system. The

top of the range autopilot

NP 5500 includes a high accuracy

controller which has

been designed for ships sailing

in challenging sea areas

such as archipelagos. To further

increase safety of life,

ship and goods at sea, the

NP 5000 autopilot series is

available with an integrated

acceleration monitor, which

provides a warning if a predefi

ned cross acceleration

limit is exceeded. This helps

to avoid damage or accident

due to high acceleration

stresses that might occur for

example during a heading

change at high speed.

The new NP 5000 will be introduced

at this year’s OTC

in Houston and is available

for installations in the third

quarter of 2010.

Graphical indication of steering performance (le.) - the integrated heading and rudder plotter provides effective assistance for

optimizing the autopilot adjustments for economic steering - and an indication track deviation advice (ri.)

62 Ship & Offshore | 2010 | N o 2

New routing software released

SEAWARE | The Seaware Routing

software is designed to facilitate

on board weather presentation

and ship route planning,

and is delivered as part of weather

routing solutions from Seaware


Seaware Routing version 5 has

been developed with special attention

to optimization of short

sea passages. During this work,

the code for route optimization

and performance predictions

has been refi ned, amongst other

things by including a ‘virtual

rpm regulator’ emulating the

real-world engine control system.

Seaware says that the new

upgrade can fi nd the optimum

route that will save fuel and still

take the vessel to its destination

within minutes from the preferred

arrival time. Especially in

complex weather situations the

cost savings potential is said to

be remarkable. In some cases,

more than 20% fuel could be

saved by adopting the proposed

route from the Seaware

program instead of using the

‘standard route’.

Optimized routes

Seaware Routing version 5 features

cost-based route optimization,

i.e. to minimize the total

cost of a specifi c voyage. By including

fuel cost, daily cost for

ship and crew, and also costs

related to not arriving to the

destination in due time, the

program can be used to fi nd the

optimum route based on the

user’s specifi c needs in different


� Lowest cost route arriving at

a fi xed time

� Route with lowest fuel cost

and emissions

� Fastest route

� Lowest overall cost with an

offset from the desired arrival

time being allowed

To optimize the route, Seaware

uses a physics-based model for

the performance calculations

rather than the commonly used

‘speed down matrix’ concept. The


The Seaware Routing software displaying weather information and ship route planning

concept relies on user observations

of ship speed in different

weather conditions, and the accuracy

of the method itself will

not be better than the accuracy

of the user data with no established

relation between speed,

power and fuel consumption.

This means that fuel consumption

can only be treated approximately,

based on running hours,

leaving out the signifi cant effects

of increased power requirement

and hence fuel consumption in

bad weather.

The Seaware performance model

is developed in-house by Seaware

naval architects, and describes

the ship’s speed-power relation

both in calm seas but also when

the ship is exposed to wind and

waves. It takes ship specifi c data

into consideration, including

loading condition.Finally, support

for MAPI has been introduced

with the new upgrade, allowing

Seaware Routing to communicate

through the standard (default) email

program installed on the local

computer as an alternative.

The Royal Institution of Naval Architects published the 20th edition of its annual

Signifi cant Ships series in February 2010. Produced in our usual technicallyorientated

style, Signifi cant Ships of 2009 presents approximately 50 of the

most innovative and important commercial designs delivered during the year

by shipyards worldwide. Emphasis is placed on newbuildings over 100m in

length, Each ship presentation comprises of a concise technical description,

extensive tabular principal particulars including major equipment suppliers,

detailed general arrangement plans and a colour ship photograph.

Price: £46 (RINA member £40) including p+p

available in printed or cd-rom format

E-mail: publications@rina.org.uk www.rina.org.uk/sigships.html

The Marketing Department, Royal Institution of Naval Architects,

10 Upper Belgrave Street, London, SW1X 8BQ, UK.

Tel:+44 (0)20 7235 4622 Fax +44 (0)20 7259 5912

Ship & Offshore | 2010 | N o 2 63

keeping the course

7 – 10 sept 2010



26 – 28 jan 2011



7 – 9 april 2011



shipbuilding • machinery & marine technology

international trade fair


Iridium PBX and SMS Tracker

SATCOMS | Global Satellite

announce the launch of two

new Iridium products being the

Iridium PBX (Private Branch Exchange)

and the Iridium SMS


The MCG-101 PBX is a powerful

Iridium communications


for offi ces, remote

locations, military,


oil and gas,


and marineapplications.

The system

has an intelligent


Iridium SMS



for Iridium satellite phones to

operate as a telephone, Internet

gateway, GPS device, send/

receive SMS and attach to other

devices through RS232 or CAN

bus. The MCG-101 is daisy chainable

so that it can connect with

multiple simultaneous communications.

Installing the unit

only requires power, a SIM card

and an external antenna. To connect

to the internet is as simple

as connecting your computer to

the Ethernet Port.

The MCG-101 utilizes 100%

digital technology and is said to

provide a clear, true to life audio,

eliminating internal echo problems.

The MCG-101 includes a

standard analogue telephone

RJ11 interface with a hardware

echo canceller.

The MCG-101 is portable,

weighing 2 kgs/4lbs and measures

5 cm/2 inches high by 20

Handheld Inmarsat

satellite phone

ISAT PHONE PRO | Inmarsat’s

fi rst global handheld satellite

phone, called IsatPhone Pro,

has recently undergone initial

tests including a fi rst call. The

telephone will be launched in

June and offer satellite telephony

- with Bluetooth for handsfree

use - as well as voicemail,

text and email messaging. Location

data will also be available

to the user to look up or

send in a text message.

IsatPhone Pro is claimed to

have a robust handset that’s

easy to use, a long battery life

and to offer a reliable global

network connection. Designed

primarily for professional users

in the marine, government,

media, aid, oil and gas, mining

and construction sectors,

this is the fi rst handset to be

purpose-built for the Inmarsat


The handheld satphone will be

available on a global basis over

the three Inmarsat-4 satellites,

which have an operational

lifetime into the 2020s. The

upgrade of Inmarsat’s ground

network has been completed

by Lockheed Martin, and further

testing on the integration

between the handset and the

ground network continues as


The handset itself has been

developed by Sasken Communications

Technologies, which

has led similar programmes for

most of the world’s top mobile

phone operators. Production of

IsatPhone Pro is being undertaken

by Elcoteq, the world’s

third largest manufacturer of

mobile phones, at its facility in

Tallinn, Estonia.

Distribution will be handled

by 11 distribution partners,

covering all geographic markets

around the world. They include

AST, China Telecom, Evosat,

MCN, MVS, Network Innovations,

NSSL, Satcom Global,

SingTel, Stratos and Vizada.

cm/8 inches wide by 20 cm/8

inches deep.

The Global Satellite SMS Tracker

is an interactive text messenger

with automatic GPS tracking

and 2-way communications anywhere

on earth. The SMS Tracker

operates over the Iridium satellite

network, making it the only

handheld device with on-screen

interactive text messaging and

GPS tracking with truly global


The Global Satellite SMS Tracker

provides automatic position reporting,

bi-directional text messaging,

GPS utility functions

and an intuitive 2-way Emergency

Alert notifi cation system.

It also incorporates an Iridium

Short Burst Data (SBD) modem,

making its reliable, 2-way,

low-latency Iridium-based service

available globally. Built-in

power saving features allow us-

ers to simply turn it on and let it

run automatically for days, even

weeks, depending on the user’s

confi guration choices. The comprehensive

2-way Emergency

Alert notifi cation system uniquely

communicates the nature and

severity of an emergency.

The secure, online Web-based

client interface for the Global

Satellite SMS Tracker includes

tracking of multiple units with

online maps, reading and sending

text messages to individual

Global Satellite SMS Tracker

units and the ability to broadcast

to multiple units. Forwarding of

text messages by email and automated

telephone contact anywhere

in the world are standard

features of the Web-based client

interface. Units can be remotely

controlled, including changing

the time interval between position

message transmissions.

Access controller for


MARLINK | A new cost-effective

system, which enables

the seamless management

of a ship’s onboard satellite

communications network,

has been launched by Marlink.

The compact and lightweight

Access Controller can

be installed on any vessel

to make switching between

VSAT, Iridium OpenPort or

Inmarsat FleetBroadband systems

quick and easy, helping

users to effi ciently manage

the costs of satellite communications

at sea.

Bandwidth, coverage and

costs vary between satellite

communications solutions,

which has led many ship operators

to install more than

one system onboard. The new

Access Controller’s dynamic

fi rewall capability enables

the vessel operator to set up

profi les, which allocate bandwidth

and access to services

depending on location and

user priority, enabling a more

effi cient use of satellite communications


The Access Controller’s user

friendly interface displays

which data services are being

used, how much data has

been sent and received, as

well as how long the system

has been online. Additionally,

the ‘Remote User Control’

and ‘Remote WAN to WAN’

functions allow support technicians

to access the system

remotely if required. The system

is available with four or

eight ports to enable connection

to the vessel’s network.

The eight port model is available

as a compact shelf, wall

mounted unit or as a standard

19 inch 1U rack.

Marlink’s new Access Controller

is manufactured by

Livewire Connections, which

has been a distributor of Marlink’s

Wavecall(T) solution

since 2005.

Ship & Offshore | 2010 | N o 2 65


New compass



22 gyro compass by Raytheon Anschütz

has received some new features, such

as independent transmitting magnetic

compass and individual speed error

correction functions. With increased

failure safety and fl exibility, further value

is added to the gyro compass.

Standard 22 will now be equipped with

a modifi ed distribution unit, which is

enhanced by an independent transmitting

magnetic compass (TMC) path.

Thus, a failure in the distribution unit

or even in the compass system will not

affect the processing of the magnetic

compass heading. This enhancement

ensures that the steering repeater would

be switched automatically to magnetic

heading in a situation of lost gyro compass

heading. With this function, various

fl ag state authorities do not require

an optical bypass for the magnetic compass

on board of the vessel. Thanks to

the new feature, no separate TMC unit

is said to be required and the yard does

not have to install an optical bypass for

the magnetic compass.

The new Standard 22 will also offer

an individual speed error correction

mode. In a double or triple gyro compass

systems it will be possible to input

speed and latitude information directly

into the Standard 22. This means that

speed and latitude from more than one

speed log / GPS receiver are used for

speed error correction at the same time.

The benefi t is that in case of a speed or

latitude error the speed error correction

of only one Standard 22 is affected.

Subsequent systems such as Dynamic

Positioning Systems are able to detect a

heading error caused by incorrect speed

and position data. Therefore, the additional

construction of speed and position

data processing is a major contribution

to increased failure safety and


Standard 22 is available in various

confi gurations, ranging from a double

or triple system with possible integration

of further heading sensors to an

effi cient solution especially for retrofi t

purposes. All Standard 22 gyro compasses

are equipped with the patented

data transmission technology that

completely replaces the use of slip rings

and offers increased operational safety.

Standard 22 gyro compass solutions are

type approved for high speed crafts.

66 Ship & Offshore | 2010 | N o 2

U.S. approval for


KVH | The Federal Communications Commission

(FCC) has granted permanent

“Earth Station onboard – Vessel” or ESV

license authority for KVH’s mini-VSAT

Broadband satellite communications service.

This authority offi cially approves the

spread spectrum mini-VSAT Broadband

service and 24-inch diameter TracPhone®

V7 antenna as meeting the FCC’s new regulations

for broadband maritime services.

Prior to receiving this permanent license,

the KVH mini-VSAT Broadband service has

operated in U.S. waters under an FCC Special

Temporary Authority (STA) since September

2007, while also supporting mariners


Together, KVH and ViaSat are currently using

seven secure earth stations around the

globe, along with seven of the world’s communications

satellites, to offer voice service

and Internet access as fast as 512 Kbps

(upload) and 2 Mbps (download) at fi xed

monthly rates to mariners, as well as network

coverage for ViaSat’s Yonder aeronautical

mobile broadband service.

More than 500 mini-VSAT Broadband

systems have been sold, representing almost

10% of the installed maritime VSAT

systems based on estimates in the “2008

Maritime VSAT Markets Report” published


The mini-VSAT Broadband network takes a

completely different approach to maritime

satellite communications to maximize data

and voice throughput while preventing interference

to adjacent satellites. KVH’s network

is based on ViaSat’s ArcLight Code

Re-use Multiple Access (CRMA) spread

The compact TracPhone V7

DP simulator training

NAVIGATION | The Polaris Dynamic Positioning

simulator from Kongsberg Maritime

is the fi rst to achieve DNV approval

to the Class A standard. The simulator developer

has also achieved DNV approval to

Class A standards for its bridge operation

simulator including class notifi cation of

DP, ice navigation, high speed craft and tug

simulation.The new DNV certifi cation for

the Kongsberg Maritime Polaris Dynamic

Positioning simulator and Polaris Ships

Bridge simulator is according to new standards

laid out in DNV Class A - Standard for

Certifi cation of Maritime Simulators No.

2.14 October 2007, which is based on the

spectrum technology, which signifi cantly

reduces contention issues, transmission delays,

and shared transmission bandwidth

compared to traditional Time Division

Multiple Access (TDMA) technology that

are relied upon by older maritime VSAT


Traditional TDMA-based VSAT networks

require large antennas of 1 meter

or more in diameter to narrow their

beamwidths and avoid interference into

neighboring satellites, and in doing so,

also limit transmissions to one antenna

at a time. The new network spreads the

signal over a wider bandwidth, thereby

reducing interference issues, supporting

multiple simultaneous users, offering an

antenna 75% lighter and 85% smaller by

volume, and reducing costs as the same

transponder is used for inbound and outbound


requirements of STCW Convention, Regulation

I/12. The purpose of the DNV Class

A approval is to ensure that the simulations

provided by the simulators include an appropriate

level of physical and behavioural

realism in accordance with recognised

training and assessment objectives. The Polaris

Dynamic Positioning Simulator is said

to play an important role in the recognised

and certifi ed DP training programs used by

training institutes and offshore companies

around the world, whilst the Polaris Ship’s

Bridge Simulator is used by many to train

on navigation in extreme conditions such

as the Artic waters.

The international publication of



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Örn Marketing AB

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Straub Werke AG, CH-Wangs. . . . . . . . . . . . . . . . . . . 41

STX Norway Offshore Design AS, NO-Alesund . . . . . . . . . 21

The Naval Architect, GB-London . . . . . . . . . . . . . . . . 63

Voith Turbo GmbH & Co. KG, D-Heidenheim . . . . . . . . . . . 35

Coming up in the next issue …

Subjects June issue:

- Official CIMAC Conference Supplement

- Navigation & communications

- Corrosion protection, ship´s paint & surface

coating technology

- Deck equipment & cargo security

- Ocean, offshore & Arctic engineering

- Shipbuilding & technology: RoRo & ferries

Bonus circulation:

- Posidonia, Athens, Greece (June 7 th -11 th 2010)

- CIMAC World Congress, Bergen, Norway

(June 14 th -17 th 2010)

-OMAE Ocean, Offshore and Arctic Engineering,

Shanghai, China (June 6 th -11 th 2010)

DVV Media Group GmbH | Nordkanalstr. 36, D-20097 Hamburg | E-Mail: florian.visser@dvvmedia.com, Tel: +49 (0) 40 / 237 14 -117






May 17th


DVV Media Group

Georg Fischer Piping Systems AG

CH-8201 Schaffhausen, Switzerland

Phone +41 (0)52 631 11 11



Stop Corrosion

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important here than anywhere

else. With GF Piping Systems,

corrosion is no longer an


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DVV Media Group GmbH

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