| 2 | 2010 - Schiff & Hafen

MARCH 

APRIL 

| 2 | 2010 

www.shipandoffshore.net 

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? 

SEA2ICE 

DR.-ING. WALTER L. KUEHNLEIN 

Stadthausbruecke 1-3 

D-20355 Hamburg 

Services 

� 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. 

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55 559

Leon Schulz M.Sc. 

Managing Editor 

Malta 

leon.schulz@dvvmedia.com 

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 

Hamburg 

silke.sadowski@dvvmedia.com 

COMMENT 

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 

available! 

Just send us an email: 

service@dvvmedia.com 

Euro 17,50 | www.schiffundhafen.de 

62. Jahrgang | C 6091 

01|10 

��Maritime Wirtschaft: 

Jahresbilanz und Ausblick 12 

��Schiffsbetrieb: Condition- 

Based Maintenance 24 

The Wake 

– the only emission we want to leave behind 

24 

� 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 

Equipment 

19 Directory of German companies 

offering equipment for the 

offshore market 

4 Ship & Offshore | 2010 | N o 2 

��SO X -Emissionen: Trockenes 

Abgasbehandlungssystem 38 

NO 3 INSIDE REPORT 

18 JANUARY 

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 

Germany) 

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) 

Propulsion 

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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„CSAV RIO MAIPO“ S. 3 

TANKER WIEDER FREI 

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 

SHIPINX S. 16 

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 

projects 

23 Regasifi cation 

Mining 

24 Sub-sea diamond mining 

Industry news 

26 Subsea mapping in Western 

Australia 

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. 

14 

� Shipbuilding & 

Equipment 

Propulsion & 

manoeuvring technology 

28 Controlling corrosive wear with 

TBN stabilisation 

30 Validation of aft sterntube bearing 

calculations 

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 

CONTENT | MARCH/APRIL 2010 

� Ship & 

Port Operation 

Trends/classifi cation 

54 Increasing demand on Arctic 

seafarers 

56 “Shipping confi dence levels 

hold up” 

Navigation & 

communication 

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. 

www.abb.com/turbocharging 

54 

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

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

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

BUYER‘S GUIDE ................. 45 

INDEX OF ADVERTISERS .. 67 

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


INDUSTRY | NEWS & FACTS 

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 


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 

inaugurated 

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, 

MOSAIC. 

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 

actions. 

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 

computers. 

for ships and offshore units 

carrying liquefi ed cryogenic 

gases. The shipbuilder Flensburger 

Schiffbau-Gesellschaft 

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 

Global 

cooperation 

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. 

� IN BRIEF 

Imtech Group | Imtech 

Schiffbau-/Dockbautechnik, 

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: 

sven.busse@imtech.de, 

+1.954.815.7172). 

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 

Drop-In-Ball. 


INDUSTRY | NEWS & FACTS 

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 

Centre 

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. 


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 

Initiative 

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 

states. 

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 

2011. 

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 

dock. 

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. 

� IN BRIEF 

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 

Beijing. 

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. 


OFFSHORE & MARINE TECHNOLOGY | PROPULSION & MANOEUVRING TECHNOLOGY 

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 


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 

stage. 

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 

aspects. 

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 

arrangement. 

The items that are usually addressed 

are: 

� 

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 

factor. 

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 

N,B 

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 

pull. 

� 

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 

factor. 

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]. � 



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. 


� 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 

zone. 

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 

supports

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 

system. 

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 

9.6%. 

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. 

References: 

[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, 

Denmark 

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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 

operations. 

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 


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 

combined. 

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 

desired. 

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 

build-up 

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 

mode. 

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 

Compressors 

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. 

MARINE EQUIPMENT 

world-wide service 

Uetersener Maschinenfabrik GmbH & Co. KG 

info@hatlapa.de 

www.hatlapa.de 


OFFSHORE & MARINE TECHNOLOGY | NEW BUILDING 

Two offshore support 

vessels for E.R. Schiffahrt 

ROLLS-ROYCE UT 776 CD | 

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- 


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.

�� 

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OFFSHORE & MARINE TECHNOLOGY | INDUSTRY NEWS 

41 st OTC in Houston 

OFFSHORE TECHNOLOGY 

CONFERENCE | The OTC, 

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 

breakfasts. 

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 

Houston. 

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 

OFFSHORE WIND | Keppel 

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- 


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.

OFFSHORE & MARINE TECHNOLOGY | OIL & GAS 

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 

hereof. 

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 

Flow 

Oil Oil Production 

Production 

GOR GOR = = constant 

constant 

Fig. 2: Process diagram 


inside long crude-oil transfer 

pipelines, 

� 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 

Pipeline 

Performance 

potential 

production 

Fig. 1: Vertical high pressure 

subsea pump 

Actual Volume Flow (Oil+Gas) 

at MPP inlet 

Phase Mixture (MP) boosting 

process. 

Improvement of oil 

production 

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 

pressures. 

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 

technology 

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 

www.stxeurope.com

OFFSHORE & MARINE TECHNOLOGY | OIL & GAS 

sically consists of two main 

components: 

� the pressure casing, rated 

for water depths and process 

pressure, 

� 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 

pump-motor-module. 

The casing is designed according 

to the actual requirements. 

Different materials 

water depth 

process pressure 

coupling 

pump discharge 

discharge pressure + 10 bar 

electrical liquid filled motor 

pump inlet 

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


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, 

Germany

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 

pipeline. 

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 

www.baltic-future.com 

Organized by: Rostocker Messe- 

und Stadthallengesellschaft mbH 

Partner Region 2010 

West Pommerania – Poland 

Rostock 

The international Trade Fair BalticFuture is the perfect 

platform for the innovative maritime industries 

to generate Business Contacts and to expand your 

networks. 

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

OFFSHORE & MARINE TECHNOLOGY | MINING 

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 

campaign. 

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 

joints. 

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 

pipe. 

Principles of air-lift vertical 

drilling 

The drill bit is rotated by the 

power swivel via the drill 

pipe; this action loosens the 

material on the sea-bed. Simultaneously, 

compressed 

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 

system 

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. 


OFFSHORE & MARINE TECHNOLOGY | INDUSTRY NEWS 

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. 


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/ 

ShortCourses.html

Advanced sub-sea services 

MERMAID ENDURER | KD 

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. 


SHIPBUILDING & EQUIPMENT | PROPULSION & MANOEUVRING TECHNOLOGY 

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, 


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 

laboratory. 

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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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 

described 

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] 

1000000 

900000 

800000 

700000 

600000 

500000 

400000 

300000 

200000 

100000 

0 

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] 


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 

ones. 

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 

calculations. 

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 

condition. 

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 

Static 

condition 

Free sailing 

condition 

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- � 

Static 

condition 

Free sailing 

condition 

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 

reliable. 

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 


�� 

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. 

Conclusion 

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 

arrangement 

References 

[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, 

(China), 

R. Roemen, Wärtsilä Propulsion 

Netherlands B.V. 

What do you expect from your 

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MAN Diesel and DSME to jointly 

develop gas technology 

ALTERNATIVE FUELS | MAN 

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 

applicable. 

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 

emissions. 

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. 


SHIPBUILDING & EQUIPMENT | INDUSTRY NEWS 

New data protocol 

declared ready 

SHIP DATA EXCHANGE | The 

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 

format 

� 

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 

newbuildings 

� Germanischer Lloyd is 

exploring the possibilities of 

using Shipdex in its customer 

communication and approval 

processes 

� 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 


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 

evaluations.

Analysis of alternative design 

and arrangements 

SAFETY GUIDELINES | Alternative 

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 

gurations. 

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 

III). 

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 

are: 

� 

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. 


SHIPBUILDING & EQUIPMENT | PROPULSION & MANOEVRING TECHNOLOGY 

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 

Transatlantic. 

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 

HHI-EMD 


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 

volumes. 

Report on 

EEDI 

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 

size. 

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 

shipping. 

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 

http://www.emsa.europa.eu/ 

end185d012d003.html

A high voltage shore connection system by ABB 

High voltage 

shore connection 

systems 

ENVIRONMENT | ABB and 

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 

communities. 

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 

WSST-4-10-031

SHIPBUILDING & EQUIPMENT | PIPING SYSTEMS 

Plastic piping used for 

drinking water production 

REVERSE OSMOSIS | Having 

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 

weight. 

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 


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 

demand. 

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 

systems. 

International approvals 

Signifi cant weight savings 

No risk of fi re 

One system for a variety of 

applications 

Simple, quick installation 

Global availability 

Further information� 

Tel: +49 (0)2173 285-310 

Fax: +49 (0)2173 285-309 

industrie.de@geberit.com

SHIPBUILDING & EQUIPMENT | PIPING SYSTEMS 

Tungum-tube pipework for 

offshore construction 

ANTI-CORROSIVE TECHNO- 

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

alloy 

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 

applications. 

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 

employed. 

In salt-laden marine atmospheres, 

‘316’ stainless steel is 

highly susceptible to crevice 

corrosion and chloride pitting. 

After just a few years of salt 


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 

complete. 

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 

below. 

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 

sizes. 

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 

www.quint.ag

SHIPBUILDING & EQUIPMENT | INDUSTRY NEWS 

Drop for LPG tankers 

expected 

SHIPBUILDING FORE- 

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 

months. 

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 

BEELE ENGINEERING | The 

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 


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 

workshops 

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 

installed. 

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 

SHIPCONSTRUCTOR | The 

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 

process. 

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 

modeled. 

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. 


NEW SHIPS 

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, 

Bilbao 

Classifi cation: Bureau Veritas I �Hull 

�MACH Ro-ro passenger ship Unrestricted 

navigation �AUT-UMS INWATERSURVEY 

Main data 

Tonnage GT: 6,146 


M/V “CMA CGM CHRISTOPHE COLOMB“ 

gation �VeriSTAR-HULL �AUT-UMS �AUT- 

PORT MON-SHAFT CLEANSHIP �ALP INWA- 

TERSURVEY LASHING SDS 

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 

M/V “PASSIO PER FORMENTERA“ 

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 

Propulsion 

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/ 

min 

Auxiliary engines: 

Three diesel generator sets 3x560 kW at 

1,500 1/min, one emergency generator 

280 kW at 1,500 1/min 

Propulsion 

One two-stroke diesel engine Wärtsilä 

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

acting on one solid propeller 

Equipment 

Twisted leading edge rudder, Pre-Swirl Stator, 

Fast Oil Recovery System JLMD 

Capacities 

13,344 TEU, 800 reefer plugs. 

Equipment 

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 

Capacities 

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.

Ship&Offshore 

Buyer´s Guide 

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

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

shipbuilding and supporting industry in the following 17 columns. 

1 Shipyards 

2 Propulsion plants 

3 Engine components 

4 Corrosion protection 

5 Ships´equipment 

6 Hydraulic + pneumatic 

7 On-board power supplies 

8 Measurement 

9 Navigation 

+ 

control devices 

+ 

communication 

10 Ship´s operation systems 

11 Deck equipment 

12 Construction + consulting 

13 Cargo handling technology 

14 Alarm + security equipment 

15 

16 

17 

18 

Port construction 

Offshore + Ocean 

Technology 

Maritime services 

Buyer‘s Guide 

Information 

Ship&Offshore Buyer´s Guide

Ship&Offshore Buyer´s Guide 

II 

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 

plants 

2.01 Engines 

SCHIFFSDIESELTECHNIK KIEL GmbH 

Kieler Str. 177 

D-24768 Rendsburg 

Tel. +49(0)4331 / 4471 0 

Fax +49(0)4331 / 4471 199 

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

mtu, John Deere,Perkins and Sisu engines 

Generating Sets 

2.02 Gears 

REINTJES GmbH 

Eugen-Reintjes-Str. 7 

D-31785 Hameln 

Tel. +49 (0)5151 104-0 

Fax +49 (0)5151 104-300 

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

Ships' propulsion systems from 250 to 30.000 kW 




Tel. +49(0)4331 / 4471 0 

Fax +49(0)4331 / 4471 199 


ZF - Gears 

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 

Couplings 

R+W Antriebselemente GmbH 

Alexander Wiegand Straße 8 

D-63911 Klingenberg / Germany 

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

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

email: rw@rwcouplings.com 

www.rwcouplings.com 

Couplings, seawater resistent 

Voith Turbo GmbH & Co. KG 

Voithstr. 1 

74564 Crailsheim/Germany 

Tel. +49 (0)7951 32 - 0 

Fax +49 (0)7951 32 500 

E-mail: industry@voith.com 

Internet: www.voithturbo.com/industry 

Fluid couplings, Highly flexible couplings, 

Universal joint shafts, Safety couplings 

VULKAN Kupplungs - und Getriebebau 

B. Hackforth GmbH & Co. KG 

Heerstraße 66 

D-44653 Herne 

Phone: + 49 (0)2325 922 - 0 

Fax: + 49 (0)2325 71110 

e-mail: info.vkg@vulkan.com 

www.vulkan.com 

Highly flexible couplings, dampers, elastic 

mounts and driveline components 

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 

www.air-composite.com 

-, Vector-, Industrie-Propeller 

ANDRITZ HYDRO GmbH 

Escher-Wyss-Str. 25 

D-88212 Ravensburg 

Tel. +49(0)751 29511 0 

Fax +49(0)751 29511 679 

e-mail: cpp@andritz.com 

www.escherwysspropellers.com 

Controllable Pitch Propellers 

SCHOTTEL-Schiffsmaschinen GmbH 

Kanalstraße 18 

D 23970 Wismar 

Tel. +49 (0) 3841 / 20 40 

Fax +49 (0) 3841 / 20 43 33 

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

Controllable-pitch propeller 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 

www.voithturbo.com/marine 

Voith Schneider Propeller 

2.06 Rudders + 

rudder systems 

HATLAPA 


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 

www.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 

SCHOTTEL GmbH 

Mainzer Str. 99 

D-56322 Spay/Rhein 

Tel. + 49 (0) 2628 / 6 10 

Fax + 49 (0) 2628 / 6 13 00 

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

Rudderpropellers, Transverse Thrusters, 

Pump-Jets 

2.09 Exhaust systems 

H+H Umwelt- und Industrietechnik GmbH 

Industriestr. 3-5 

D-55595 Hargesheim 

Tel. +49 (0)671 92064-10 

Fax +49 (0)671 92064-20 

E-mail: Herbert.Roemich@HuHGmbH.com 

Internet: www.HuHGmbH.com 

Catalytic Exhaust Gas Cleaning for 

Combustion Engines on Ships 

Johnson Matthey Catalysts (Germany) GmbH 

Bahnhofstr. 43 • 96257 Redwitz / Germany 

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

e-mail: sinox-systems@matthey.com 

www.jmcatalysts.com 

Complete SCR and Oxidation Catalyst-Systems 

2.10 Special propulsion units 

SCHOTTEL GmbH 



Tel. + 49 (0) 2628 / 6 10 

Fax + 49 (0) 2628 / 6 13 00 


Rudderpropellers, Twin-Propellers, 

Navigators, Combi-Drives, Pump-Jets 

2.11 Water jet propulsion units 

SCHOTTEL GmbH 



Tel. + 49 (0) 2628 / 6 10 

Fax + 49 (0) 2628 / 6 13 00 


Pump-Jets for main 

and auxiliary propulsion 

2.12 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 

FOR DIESEL ENGINE MAINTENANCE 

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 

HHM 

Hudong Heavy Machinery 

see NIPPON Diesel Service 

KOBE DIESEL 


MITSUBISHI DIESEL/TURBOCHARGER 


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 


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

Fax +49 (0)40 31 15 98 

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

After Sales Service - Spare Parts 

Distribution - Technical Assistance 




Tel. +49(0)4331 / 4471 0 

Fax +49(0)4331 / 4471 199 


Repairs - Maintenance 

on-board service - after sales 

3 Engine 

3.05 Starters 

TAIKO KIKAI INDUSTRIES CO.,LTD 


components 

3.04 Stuffing boxes 

for piston rods 

3.06 Turbochargers 

YANMAR DIESEL 


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 

ÖRN MARKETING AB 

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 

TURBO CADIZ S.L. 

Pol.Ind. PELAGATOS - C/ del Progreso 

Parcela 17A - 20A 

11130 Chiclana de la Fra. (Cadiz) España 

Tel. +34 956 407 949/50 

Fax +34 956 407 951 

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

Maintenance and Repair of Industrial and Marine 

Turbochargers and Heat Exchangers in Spain 

III 



IV 

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 

ELWA-ELEKTROWÄRME-MÜNCHEN 

A.Hilpoltsteiner GmbH & Co KG 

Postfach 0160 

D-82213 Maisach 

Tel. +49 (0)8141 22866-0 

Fax +49 (0)8141 22866-10 

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

Viscosity Control Systems EVM 3 

Standard Booster Modules 

MARINE TECHNIK 

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 

ABB AB 

Force Measurement 

Tvärleden 2 

SE-721 59 Västerås 

Sweden 

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) 

LEHMANN & MICHELS GmbH 

Sales & Service Center 

Siemensstr. 9 • D-25462 Rellingen 

Tel. +49 (0)4101 5880-0 

Fax +49 (0)4101 5880-129 

e-mail: lemag@lemag.de 

www.lemag.de 

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 

ELWA-ELEKTROWÄRME-MÜNCHEN 

A.Hilpoltsteiner GmbH & Co KG 

Postfach 0160 

D-82213 Maisach 

Tel. +49 (0)8141 22866-0 

Fax +49 (0)8141 22866-10 

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

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 

www.hotstart.com 

Engine heaters for diesel engines and dual fuel 

electric driven propulsion systems 

protection 

4.01 Paintings 

Hempel A/S 

Lundtoftevej 150 

DK-2800 Kgs. Lyngby 

DENMARK 

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

marine@hempel.com • www.hempel.com 

INNOVATIVE MARINE COATING SYSTEMS FOR 

CORROSION AND FOULING PROTECTION 

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 


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 

MARELCO 

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´ 

equipment 

5.03 Refrigeration • HVAC 

DLK Ventilatoren GmbH 

Ziegeleistraße 18 

D-74214 Schöntal-Berlichingen 

Germany 

Phone +49 (0)7943-9102-0 

Fax +49 (0)7943-9102-10 

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

Axial- and centrifugal fans 

for marine applications 

Freudenberg 

Filtration Technologies KG 

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

Weinheim / Germany 

viledon@freudenberg-filter.com 

www.viledon-filter.com 

Filters for intake air filtration of gas turbines, 

turbo chargers and HVAC systems

5.04 Sanitary equipment 

Jets Vacuum AS 

Myravegen 1 

NO-6060 Hareid 

Norge 

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 

fittings 

S&B Beschläge GmbH 

Gießerei und Metallwarenfabrik 

Illingheimer Str. 10 

D-59846 Sundern 

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

info@sub-beschlaege.de 

www.sub-beschlaege.de 

Ship, boat and yacht hardware 

In brass and stainless steel material 

G. Schwepper Beschlag GmbH & Co. 

Velberter Straße 83 

D 42579 Heiligenhaus 

Tel. +49 2056 58-55-0 

Fax +49 2056 58-55-41 

e-mail: schwepper@schwepper.com 

www.schwepper.com 

Lock and Hardware Concepts 

for Ship & Yachtbuilders 

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 

TEDIMEX GmbH 

Hittfelder Kirchweg 21 • D-21220 Seevetal 

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

e-mail: sales@tedimex.de 

Internet: www.tedimex.de 

glare protection 

sun protection and black-outs 




Tel. +49 (0)40 56 10 14 

Fax +49 (0)40 56 34 17 


FORMGLAS SPEZIAL ® Yacht glazing 

bent and plane, with installation 

5.08 Supplying equipment 

DVZ-SERVICES GmbH 

Boschstrasse 9 

D-28857 Syke 

Tel. +49(0)4242 16938-0 

Fax +49(0)4242 16938 99 

e-mail: info@dvz-group.de 

internet: www.dvz-group.de 

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

Plants, Ballast Water Treatment, R/O - Systems 

5.09 Waste disposal systems 



D-28857 Syke 

Tel. +49(0)4242 16938-0 

Fax +49(0)4242 16938 99 




Plants, Ballast Water Treatment 

5.10 Oil separation 



D-28857 Syke 

Tel. +49(0)4242 16938-0 

Fax +49(0)4242 16938 99 




Plants, Ballast Water Treatment 

5.11 Ballast water 

management 

DVZ-BALLAST-SYSTEMS GmbH 


D-28857 Syke 

Tel. +49(0)4242 16938-0 

Fax +49(0)4242 16938 99 



N.E.I. VOS Venturi Oxygen Stripping 

Ballast Water Treatment 

Next Buyer’s Guide 

June 2010 

5.12 Yacht equipment 


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





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 

KRACHT GmbH 

Gewerbestr. 20 • D-58791 Werdohl 

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

info@kracht.eu • www.kracht.eu 

Transfer pumps – Flow measurement 

Mobile hydraulics – Industrial hydraulics 

KRAL AG 

Bildgasse 40, 6890 Lustenau, Austria 

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

KRAL Screw Pumps for Low-viscosity Fuels. 

Magnetic Coupled Pumps. 

V 



VI 

6.02 Compressors 

Steintorstr. 3 • D-37115 Duderstadt 

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

e-mail: info@dhv-gmbh.eu 

www.dhv-palmai.de 

Spare parts for water and air-cooled compressors 

HATLAPA 


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 

FAK-ARMATUREN GmbH 

Lademannbogen 53 


Tel. +49 40 538949-0 

Fax +49 40 538949 92 

E-mail: info@fak-armaturen.de 

Internet: www.fak-armaturen.de 

Marine valves, indication, 

remote controls, ship spare parts 

Industriestraße 

D-25795 Weddingstedt 

Tel. +49 (0)481 903 - 0 

Fax +49 (0)481 903 - 90 

info@goepfert-ag.com 

www.goepfert-ag.com 

Valves and fittings for shipbuilding 

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 

ARMATUREN • ANTRIEBE • STEUERUNGEN • AUTOMATISATION 

VALVES • ACTUATORS • REMOTE CONTROL SYSTEMS • AUTOMATION 

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 


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 




Tel. +49 4331 / 4471 0 

Fax +49 4331 / 4471 199 


Individual generating sets with 

mtu, MAN, Deutz, Volvo and other engines 

Jürgen Thiet GmbH 

Gutenbergstr. 3 • 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 

GEAQUELLO® + FLAMMADUR® 

Fire protection systems 

+ 

control devices 

8.04 Level measurement 

systems




Tel. +49 (0)40 56 10 14 

Fax +49 (0)40 56 34 17 


pneumatic, electric und el.-pn. tank level 

gauging with online transmission 

8.05 Flow measurement 

KRACHT GmbH 

Gewerbestr. 20 • D-58791 Werdohl 

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

info@kracht.eu • www.kracht.eu 

Transfer pumps – Flow measurement 

Mobile hydraulics – Industrial hydraulics 

KRAL AG 

Bildgasse 40, 6890 Lustenau, Austria 

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

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 


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 

+ 

communication 

9.04 Navigation systems 

Am Lunedeich 131 


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

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

e-mail: sales@cassens-plath.de 

www.cassens-plath.de 

Manufacturers of Nautical Equipment 

Gerhard D. WEMPE KG 

Division Chronometerwerke 

Steinstraße 23 • D-20095 Hamburg 

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

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

E-mail: chrono@wempe.de 

www.chronometerwerke-maritim.de 

Manufacturer of finest marine chronometers, 

clocks and electrical clock systems 

10 

Your Representative for Germany 

Austria and Switzerland 


Tel. +49 6621 9682930 

E-mail: fs@friedemann-stehr.de 

9.08 Telephone systems 

Neue A-TECH 

Advanced Technology GmbH 

Litzowstr. 15 


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

e-mail: mail@neueatech.de 

Communication Systems 

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 

systems 

10.01 Fleet management 

systems 

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 

BESCO 

Nordheimstr.149 

D-27476 Cuxhaven 

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

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

E-Mail: info@besco.de • www.besco.de 

Cranes - Lashings - Survival equipment 

d-i davit international gmbh 

Sandstr. 20 

D-27232 Sulingen 

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

e-mail: info@davit-international.de 

Internet: www.davit-international.de 

Cranes, davits and free-fall systems 

Global Davit GmbH 

Graf-Zeppelin-Ring 2 

D-27211 Bassum 

Tel. +49 (0)4241 93 35 0 

Fax +49 (0)4241 93 35 25 

e-mail: info@global-davit.de 

Internet: www.global-davit.de 

Survival- and Deck Equipment 

Next Buyer’s Guide 

June 2010 

11.02 Winches 

HATLAPA 


Tel.: +49 4122 711-0 

Fax: +49 4122 711-104 



Anchor, mooring, spezial and research winches 

Anchor-handling and towing winches 

VII 



11.03 Lashing + 

securing equipment 

GERMAN LASHING 

Robert Böck GmbH 

Marcusallee 9 • D-28359 Bremen 

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

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

E-Mail: info@germanlashing.de 

Internet: www.germanlashing.de 

SEC Ship's Equipment 

Centre Bremen GmbH 

Speicherhof 5 


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

e-mail: info@sec-bremen.de 

Internet: www.sec-bremen.de 

For container, RoRo and timber cargo 

Layout and optimization of lashing systems 

11.04 RoRo facilities 


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





11.05 Hatchcovers 


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





11.06 Container cell guides 

SEC Ship's Equipment 

Centre Bremen GmbH 

Speicherhof 5 


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

e-mail: info@sec-bremen.de 

Internet: www.sec-bremen.de 

Layout, 3D-design, delivery and installations 

of container related constructions 

11.07 Anchors 

+ mooring equipment 

Drahtseilwerk GmbH 

Auf der Bult 14-16 


Tel. +49 471 931 89 0 

Fax +49 471 931 89 39 

mail@drahtseilwerk.de • www.drahtseilwerk.de 

VIII 

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 

www.shipdesign.de 

e-mail: sdc@shipdesign.de 

Bramfelder Str. 164 - D-22305 Hamburg 

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

Design – Construction – Consultancy 

Stability calculation – Project management 

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 

S.M.I.L.E. 

Techn. Büro GmbH 

Winkel 2 • D-24226 Heikendorf 

Tel. +49 (0)431 21080 10 

Fax +49 (0)431 21080 29 

e-mail: info@smile-consult.de 

Internet: www.smile-consult.de 

Basic Design - Detailed Design 

Outfitting - CAD/CAM - Technical Documentation 

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

Winkel 2 • D-24226 Heikendorf 

Tel. +49 (0)431 21080 20 

Fax +49 (0)431 21080 29 

e-mail: info@smile-fem.de 

Internet: www.smile-fem.de 

FEM - Coupling - Optimization 

CFD - FSI - SHOCK - CRASH 

12.02 Ship model basins 

Bramfelder Str. 164 • D-22305 Hamburg 

Tel. +49 (0) 40 69 20 30 

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

e-mail: info@hsva.de • www.hsva.de 

THE HAMBURG SHIP MODEL BASIN 

DESIGN • EXPERIMENTS • ANALYSIS 

12.03 Classification 

societies 

DNV Germany GmbH 

Bei den Mühren 1 • 20457 Hamburg 

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

Fax: +49(0)40 890 590 30 

hamburg@dnv.com • www.dnv.com 

MANAGING RISK 

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 

13.02 Cranes 

14 

Cargo handling 

technology 

Drahtseilwerk GmbH 

Auf der Bult 14-16 


Tel. +49 471 931 89 0 

Fax +49 471 931 89 39 

mail@drahtseilwerk.de • www.drahtseilwerk.de 

Steel wire ropes up to 84 mm, 

special ropes for hoisting and luffing 

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 

equipment 

14.01 Lifeboats + davits 

d-i davit international gmbh 

Sandstr. 20 

D-27232 Sulingen 

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

e-mail: info@davit-international.de 

Internet: www.davit-international.de 

Cranes, davits and free-fall systems

Global Davit GmbH 

Graf-Zeppelin-Ring 2 

D-27211 Bassum 

Tel. +49 (0)4241 93 35 0 

Fax +49 (0)4241 93 35 25 

e-mail: info@global-davit.de 

Internet: www.global-davit.de 

Survival- and Deck Equipment 


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 

BETTER SOLUTIONS FOR SAFETY AT SEA 

14.04 Fire protection 

Neue A-TECH 

Advanced Technology GmbH 

Litzowstr. 15 


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

e-mail: mail@neueatech.de 

Fire 4Detection Buyer's Systems Guide • Safety Systems 

effective from January 1st, 2010 

Price per entry per issue: 

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16 

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

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

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

and communications data plus a concise description of product or 

services offered. 

Target 

regions 

Issues 

14.06 Searchlights 

Europe International Select 

Germany/ 

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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Online: In addition to the printed issues, the Buyers‘ Guide also appears 

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TEDIMEX GmbH 

Hittfelder Kirchweg 21 • D-21220 Seevetal 

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

e-mail: sales@tedimex.de 

Internet: www.tedimex.de 

UV- and whitelight searchlights 

16.07 Arctic + polar 

technology 

Offshore + Ocean 

Technology 


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 

For further information please contact: 

In this categories you can advertise: 

1 Shipyards 

Werften 

2 

Propulsion systems 

Antriebsanlagen 

3 

Engine components 

Motorenkomponenten 

4 

Corrosion protection 

Korrosionsschutz 

5 

Ships´ equipment 

Schiff sausrüstung 

6 

Hydraulik + pneumatik 

Hydraulik & Pneumatik 

7 

On-board power supplies 

Bordnetze 

8 

Measurement + control devices 

Mess- und Regeltechnik 

9 

Navigation + communication 

Navigation & Kommunikation 

16.08 Subsea technology 

17 Maritime 

Services 

17.06 Professional 

Commercial Diver 

10 

11 

12 

13 

14 

Ship´s operation systems 

Schiff sführungssysteme 

Hệ thống điều khiển tàu 

Deck equipment 

Decksausrüstung 

Construction + consulting 

Konstruktion & Consulting 

Cargo handling technology 

Umschlagtechnik 

Kỹ thuật vận hành hàng hóa 

Alarm + safety equipment 

Warn- und Sicherheitsausrüstung 

15 Shipyards 

Hafenbau 

16 

17 

Off shore + ocean technology 

Off shore&Meerestechnik 

Off shore + và công nghệ hải dương 

Maritime services 

Maritime Dienstleistungen 

Dịch vụ hàng hải 

18 Information 

Buyer´s Guide 

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

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

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Tel. +49 (0)4102 23180 

Fax +49 (0)4102 231820 





IX 


SHIPPING & SHIP OPERATION | TRENDS / CLASSIFICATION 

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 


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 

conditions. 

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 

Regions. 

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 

shipping 

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 

consideration. 

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 

DNV. 

The author: 

Steven Sawhill, DNV SeaSkill Project 

Manager, Oslo, Norway 


SHIP & PORT OPERATION | TRENDS / CLASSIFICATION 

Revised 

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 

future. 

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. 


“Shipping confi dence 

levels hold up” 

Confi dence in Europe continued its recent upward trend 

MARKET SITUATION | On 

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 

months. 

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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SHIP & PORT OPERATION | INDUSTRY NEWS 

AIS SART 

MCMURDO | A new AIS SART 

(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 

9GHz SART. 

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 

the AIS SART 

may be suspended 

inside the 

survival craft 

or mounted in 

an elevated 

position 

using the 

integrated 

extending 

pole. 

AIS Search and 

Rescue Transmitter S5 


MES for special purpose ships 

EVACUATION | A Marine 

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 

(SPS). 

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 

industry. 

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 

slides 

ing ramp and chute are ejected 

and lowered into the deployed 

position in a controlled manner.

Hot water to protect ships 

ANTI-PIRACY | Secure- 

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 

KONGSBERG SEATEX | Two 

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 

SeaSTAR AS. 

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 

ship. 

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 

Shipbuilding 

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 

vessel. 

Compressors 

- starting air 

- control air 

- working air 

Compressed-Air-Receivers 

TDI-Engine Air Starters 

Gastight Bulkhead 

Penetrations 

We exhibit: 

OTC Houston 2010 

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 & PORT OPERATION | INDUSTRY NEWS 

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 

system 


tion, has been fully tested and put into 

production, and is now undergoing type 

approval. 

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 

encounter. 

Anti-piracy water cannon 

Anti-pirate 

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.

Whale 

reporting 

COLLISION AVOIDANCE | A real-time 

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 

Inc. 

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 

animals. 

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 & PORT OPERATION | NAVIGATION & COMMUNICATION 

New adaptive autopilot shows 

advanced functions 

The new NautoPilot 5000 

autopilot series features a 

large graphical display 

RAYTHEON ANSCHÜTZ | 

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 

conditions. 

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 

partners. 

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 

situations: 

� 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 

SIGNIFICANT SHIPS 

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 


keeping the course 

7 – 10 sept 2010 

hamburg 

www.smm-hamburg.com 

26 – 28 jan 2011 

istanbul 

www.smm-istanbul.com 

7 – 9 april 2011 

mumbai 

www.smm-india.com 

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 

Tracker. 

The MCG-101 PBX is a powerful 

Iridium communications 

system 

for offi ces, remote 

locations, military, 

aircraft, 

oil and gas, 

mining 

and marineapplications. 

The system 

has an intelligent 

solution 

Iridium SMS 

Field 

Tracker 

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 

network. 

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 

planned. 

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 

coverage. 

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 

communication 

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 

services. 

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. 



New compass 

features 

RAYTHON ANSCHÜTZ | The Standard 

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 

detection. 

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. 


U.S. approval for 

Mini-VSAT 

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 

worldwide. 

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 

by COMSYS. 

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 

networks. 

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 

signals. 

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.


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ABB Turbo Systems AG, D-Baden . . . . . . . . . . . . . . . . . 5 

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MEMBER 

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Gesellschaft für 

Maritime Technik e. V. 

Center of Maritime 

Technologies e. V. 

HATLAPA, Uetersener Maschinenfabrik GmbH & Co, D-Uetersen 15 

IIR Exhibitions Ltd, An Informa Business, GB-London . . . . . . 57 

Klüber Lubrication München KG, D-München . . . . . . . . . . 31 

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NAVIS Engineering OY, FIN-Vantaa. . . . . . . . . . . . . . . . 27 

Neuenhauser Kompressorenbau GmbH, D-Neuenhaus . . . . . 59 

Oswald Elektromotoren GmbH, D-Miltenberg . . . . . . . . . . 13 

Rostocker Messe- und Stadthallengesellschaft mbH, D-Rostock 23 

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 


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Stop Corrosion 

Preventing corrosion is more 

important here than anywhere 

else. With GF Piping Systems, 

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issue. 

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of liquids and gases. 

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