No.2 - 2014

www.shipandoff shore.net

THE INTERNATIONAL PUBLICATION FOR OFFSHORE & MARINE TECHNOLOGY

Deepsea Challenger: Exploration of the Marina Trench 38

Singapore: Holistic business experience 34

March | April02|

14 № 2 | 2014 Innovative vessels: LNG-powered large carriers 10

DAMEN WALK-2-WORK VESSEL

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Environmental issues still on radar

COMMENT

Dr.-Ing. Silke SadowskiEditor in Chief

[email protected]

The maritime industry is eagerly awaiting the 66th meeting of IMO’s Marine Environment Protection Committee (MEPC) from March 31st to April 4th in London. First and foremost, a final de-cision is expected on the effective date of stringent international regulations on NOx emissions for all newly built vessels that will be operating in Emission Control Areas (ECAs).

The IMO may or may not adopt a Russian proposal to post-pone introduction of MARPOL Annex VI Tier III NOx emissions limits, due to come into force on January 1st 2016, for five years. If it does and the postponement applies to all ships, the United States is likely to unilaterally impose emissions limits in US waters. This would regrettably defeat efforts to create common global rules for shipping.

There are many other weighty environmental issues on the agenda of MEPC 66. Also expected, for instance, are steps to-wards implementation of the International Convention for the Control and Management of Ships’ Ballast Water and Sediments as well as an update of the greenhouse gas emissions estimate for international shipping.

Since environmental concerns in the maritime community clearly remain undiminished, Ship&Offshore is focusing once again on “green” shipping. The current edition of our series “Innovative Vessels”, starting on page 10, introduces some of the most interesting projects involving big, LNG-powered ships. As environmental regulations tighten, propulsion systems using LNG as fuel are becoming increasingly attractive not only for small, spe-cialised ships and ferries but also large vessels such as container car-riers and tankers, for which newbuilding orders have risen in recent weeks.

To meet IMO’s upcoming SOx emissions limit of 0.1% for ship exhaust gases in ECAs, the shipping industry is urgently working on various scrubber technologies. While previous systems have been based on wet technologies, the ConRo vessel Oceanex Connaigra, recently delivered by Germany’s Flensburger Schiffbau-Gesell-schaft, has been equipped with a dry scrubber system. The article on page 16 describes installation and operation of the DryEGCS® scrubber system.

The spectacular design of the world’s first oblique icebreaker is the subject of the article on page 24. Currently under construction at Arctech Helsinki Shipyard, the Baltika has an asymmetric hull and three azimuthing propellers that allow it to operate not only ahead and astern, but also obliquely. By breaking ice sideways, the vessel can clear wider channels for large merchant ships.

On page 34 we take a look at the agenda of this year’s Asia Pa-cific Maritime (APM) exhibition and conference, scheduled from March 19th to 21st at the Marina Bay Sands in Singapore. Needless to say, this issue of Ship&Offshore will be available there. A novelty at APM 2014 is that it will be held in conjunction with the inaugu-ral IMarEST Ballast Water Technology Asia Conference.

APM traditionally emphasises the offshore industry and so-phisticated technologies needed for the growing amount of activi-ties under extreme conditions such as ice and deep water. With this in mind, we have included an article (page 38) on challenges faced during an expedition to the deepest part of the world’s oceans, the Mariana Trench in the western Pacific. One of the aims of the manned deep-sea submersible Deepsea Challenger was to gain valuable knowledge for the exploitation of marine commodities.

Finally, in our ship operation segment we present a white pa-per that gives the shipping industry food for thought on a new ap-proach to charter party practice. See page 58.

Ship & Off shore | 2014 | Nº 2 3

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Industry news44 Off shore personnel basket

replaces out-of-date lifters46 Agreement on off shore

construction vessel

Ship Operation

Ship efficiency58 Improving charter party practice

Classification & consulting64 Position paper on future

alternative fuel mix64 Advisory on navigating Northern

Sea Route

Navigation & communication66 Fibre optics simplifi es VSAT

installation and maintenance

Special | Asia Pacifi c Maritime

34 Holistic business experience in Singapore

36 Contracts and orders

Off shore & Marine Technology

Deep-sea research38 Exploration of the deepest part

of the world’s oceans

Renewable energy42 Performance of wave energy

device verifi ed

Shipbuilding & Equipment

Innovative vessels10 Liquefi ed natural gas to power

large carriers

Ship design & construction24 Construction of fi rst

oblique icebreaker

Heating, ventilation & air conditioning

28 Managing HVAC energy consumption

30 Piping systems Grooved pipe-joining for

fast and safe retrofi t

10 38

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AZIMUT BENETTI

SOLUTIONS THAT SPAN THE MARINE INDUSTRY

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CONTENT MARCH / APRIL 2014

Regulars

3 Comment6 News & Facts 47 Buyer‘s Guide67 Imprint

16 Integration and operation of a dry scrubber system

on a ConRo vessel

20 Retrofi t optimises slow steaming

20 Research and verifi cation of new scrubber

technology

21 Addition of intermediate reactor size and IMO type

approval

22 Development of portable ballast water

treatment system

22 New heat exchanger series presented

23 Green shore power for container vessels

58

Green ship technology

In Focus

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Conversion completed

Drydocks World | Platinum Yacht Repair, the yacht repair and maintenance arm of Drydocks World & Maritime World, Dubai, has completed conversion of the landing craft Al Hail 1 to a RoRo vessel for civilian use. The work scope included exterior and interior refurbishments; hydro blasting and painting; overhaul of equipment and valves; refurbishment of wheelhouse, toilets and vacuum systems; and an upgrade of genera-tors and air conditioning systems.Chairman Khamis Juma Buamim said, “With the unprecedented development tak-ing place in the region, more marinas are expected to be developed and hence more yachts will be available in the region. This calls for readily accessible and sophisticated repair and maintenance facilities.”

The 54m-long vessel in Dubai

Enhanced presence

of oil majors

Posidonia 2014 | This year’s international shipping exhibition Posidonia will take place in Athens from June 2nd to 6th at the Metropolitan Expo Centre. The or-ganisers of the 24th edition, Posidonia Exhibitions SA, expect about 1,870 ex-hibitors from some 85 countries; exhibi-tion space covers 35,000m2. Besides Posidonia’s regular and tradi-tional exhibiting sectors, the oil and gas industry is determined to make a major impact with an enhanced presence of oil majors, bunkering specialists and traders, and lubricants suppliers. Posidonia 2014 is sponsored by the Greek Ministry of Shipping, Maritime Affairs and the Aegean; the Municipal-ity of Piraeus; the Hellenic Chamber of Shipping; the Union of Greek Shipown-ers; the Greek Shipping Co-operation Committee; the Hellenic Shortsea Ship-owners’ Association; and the Association of Passenger Shipping Companies.

Ferus Smit | The Swedish shipping company Erik Thun AB has placed an order with the Dutch yard Ferus Smit for an LNG-powered, short-sea, dry-cargo vessel of 5,800dwt. The contract includes options for two fur-ther vessels. The ships will be bulk-oriented general cargo vessels with the option for conversion into self-unloaders. They will be of ice class 1A and suitable for year-round Baltic Sea service. The Lloyd’s Register-classed vessels will be equipped with a Wärtsilä dual-fuel main engine and pressurised LNG tank enabling round trips of about two weeks. The first ves-

sel will be delivered in autumn 2015. Thun operates in Northern Europe and the Baltic area. To further strengthen its position as an environmentally friendly operator with new emissions rules coming into force in 2015 for the Baltic, Thun believes LNG will be the way forward. Ferus Smit said it was a great chal-lenge to be one of the first shipyards to build LNG-powered, short-sea, dry-cargo ves-sels, “Many concepts and studies have been around the market already, but it will be down to the long-term cooperation between yard and shipowner to work out viable solutions that can be profitable in daily use,” it added.

Construction of LNG-powered ships

Rendering of the LNG-powered, short-sea, dry-cargo vessel Image: Ferus Smit

First German-built jack-up vessel delivered

Sietas shipyard | The first jack-up vessel de-signed and built in Germany for offshore wind farms has been delivered by the Ham-burg-based Sietas shipyard to the Dutch marine engineering company Van Oord. With a length of 140m, beam of 38m and draught of 5.7m, the Aeolus has a carrying capacity of up to 5,600 tonnes and can work safely in water depths of up to 45m. The DP2 vessel is equipped with a jacking sys-tem with four 84m-long legs, each weighing about 1,000 tonnes and with a diameter of 4.5m.

The diesel-electric drive, with four sets of generators, delivers a total output of 20,000 kW for a service speed of 12 knots. A special offshore crane can lift loads of up to 900 tonnes with a jib reach of 30m and to a height of about 120m above the water. The installation ship will accommodate 74 crew members during deployment at wind farms. In July 2014 the Aeolus will start its first charter. The vessel will be used for the con-struction of the Eneco Luchterduinen wind farm off the coast of the Netherlands.

Aeolus is the first jack-up vessel designed and built in Germany

6 Ship & Off shore | 2014 | Nº 2

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Technology and safety in focus

Seatrade | The 2014 Off-shore Marine Forum, a Sea Asia conference organised by Seatrade and the Singapore Maritime Foundation (SMF), will be held from May 28th to 29th at the Marina Bay Sands Expo and Convention Centre in Singapore. The two-day conference will bring together industry experts to discuss pressing issues such as the next phase of exploration and production, the solutions that are needed in the service and supply space and oppor-tunities and risks for marine companies moving into the offshore industry.Among the confirmed speak-ers at the conference is Duncan

Telfer, commercial director of Swire Pacific Offshore Opera-tions (Pte) Ltd. According to Telfer, the main challenges that are most likely to be discussed during the event include com-mitting capital to advanced vessel designs, the global dis-tribution and increasing qual-ity of vessels, meeting environ-mental requirements as well as improving safety standards. The ten sessions will deal with the following subjects:

Offshore Energy in Asia, >Leadership Forum, >Supply and Demand, >Finance for the Offshore >Marine Sector,The Geography of Offshore >Exploration in Asia,

Technical Forum, >Manning and Training, >Opportunities and Risks >for Marine Companies in the Offshore Sector,Raising the Technology >Bar,Building for the Offshore >Service Sector.

Summarising the situation in the run-up to the event, Gunnar Haug, managing direc-tor of Ulstein Asia Pte Ltd, said, “In general, the oil majors will require vessels with better fuel economy and less emissions, and high operational safety.”More information about the 2014 Offshore Marine Forum can be found at

http://www.seaasia-omf.com/

IN BRIEF >

New facility | L’Orange GmbH will open a new production facility in the city of Ningbo in eastern China in 2014. This will enable L’Orange, a special-ist in high-pressure fuel injec-tion systems and subsidiary of the Tognum Group, to expand its presence in the Asian mar-ket and improve its response to the market’s demands and customers’ requirements. It will be L’Orange’s fi rst produc-tion facility abroad.

Strategic investor | After a search of over two years, a strategic investor for the Sietas shipyard in Hamburg has been found. As of March 10th, Pella Shipyard, of Otradnoye, Rus-sia, near St Petersburg, will take over the business. Fol-lowing the takeover, Terraline, a Hamburg-based Pella sub-sidiary will be renamed Pella Sietas GmbH. The buyer has committed itself to operating Sietas as a shipyard for a fur-ther eight years at least.

Oil mist detection system | Schaller Automation Blies-kastel, Germany, has supplied its 50,000th safety system. The oil mist detection system Visatron© VN115/87plus was supplied to Caterpillar Mo-toren GmbH & Co KG in Kiel, Germany, and will be used on an eight-cylinder MaK 8M32 C. diesel engine

Workshop | The ThroughLife project will present its re-sults for optimising the life-cycle performance of vessels in a fi nal workshop on March 26th at the Forum Alte Werft in Papenburg, Germany. The main objective of the project is to develop and test new ap-proaches for through-life as-set management for selected technologies and application scenarios in the maritime in-dustry. Special emphasis will be given to the identifi ca-tion, elaboration and dem-onstration of innovative joint services of the main actors in the ship life cycle, e.g prima-rily new building yards, repair yards and ship operators. More information can be found at www.throughlife.eu

Order for two well-intervention vessels

Siem Offshore | Germany’s Flensburger-Schiffbau-Gesell-schaft (FSG) has announced an order for two well-intervention vessels (WIVs) from Norway’s offshore vessel operator Siem Offshore. The identical new-buildings, which will be based on the 307 WIV design from

the Norwegian company SALT Ship Design, will be owned by Siem Offshore and chartered by the global offshore service pro-vider Helix Energy Solutions Group, Inc. The WIVs will have a length of 158m, beam of 31m and maxi-mum service speed of 17 knots.

They are compliant with MODU code and well interven-tion 2 notation, and provide ac-commodation for 150 persons. Upon their delivery, which is scheduled for February and July 2016, respectively, the ves-sels will be equipped with Helix topside equipment.

Rendering of the WIVs for Siem Offshore


INDUSTRY NEWS & FACTS

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Order for two Damen PSVsPSV 3300 | Swiss ship management company Promar has ordered two 3300-series platform supply ves-sels (PSVs) from Damen Shipyards Group to be delivered in February and August 2015. They will beemployed in the West African market.The 3300 series is part of Damen’s new range of platform suppliers based on a more effi-cient hull shape, the Dutch ship-builder said.

The 80.1m-long vessel has a deck load of 1,500 tonnes and will undertake crew and materials transport to and from offshore platforms. It also has fire-fight-ing and oil pollution recovery capabilities. Promar established its headquar-ters in Switzerland in 2002. Ac-cording to Olivier Meynis de Paulin, chartering supervisor of Promar, it aims to enlarge its fleet in the coming five years.

Promar has ordered two PSVs 3300

Infield support vessel contract for Prelude FLNG

KT Maritime Services | Shell Australia has awarded a ma-jor contract for the design, construction and operation of three infield support ves-sels (ISVs) to Perth-based KT Maritime Services Australia Pty Ltd, a joint venture partner-ship of Kotug International BV and Teekay Shipping Australia Pty Ltd. Supporting the Prelude FLNG (floating liquefied natu-ral gas) project located 475km north-east of Broome, Western Australia, the three 42m-long, 100-tonne-bollard-pull ISVs will assist in product offloading during the operational phase of the project. The vessels have been specifically designed to meet the Prelude FLNG fa-cility’s service requirements. The three ISVs will be pow-ered by Rotortug® technology

pioneered by Kotug, featuring three separate azimuth propul-sion units to provide improved vessel safety, power, efficiency and manoeuvrability.

The ISVs will support the Prelude FLNG contract off the coast of Western Australia

Contract for further cruise vessel

Meyer Werft | Star Cruises, a leading cruise company in Asia, has placed another order for a cruise vessel at Meyer Werft.The 330m-long and 150,000gt vessel is a sister ship of the ves-sel that was ordered in October 2013. The Papenburg-based German shipbuilder reported that the order, which is still

subject to financing, will in-crease Star Cruises’ fleet to eight ships. The newbuilding will offer space for 3,300 pas-sengers in 1,680 cabins as well as a crew of 2,030. With a speed of up to 24 knots, the ship will have great flexibility to serve Asian itineraries, the shipbuild-er noted.

Launch of pipe-laying vessel

Sapura Topázio | IHC Mer-wede has named and launched the pipe-laying vessel Sapura Topázio. Ordered by Sapura Navegação Marítima, a joint venture between SapuraK-encana and Seadrill, it is the second in a series of five fully integrated offshore vessels that will be completely designed, engineered and built by IHC Merwede. Like its sister vessel Sapura Diamante, the Sapura Topázio will be employed off-shore Brazil to develop deep-sea oilfields in depths up to 2,500m on behalf of Petrobras. The 145.9m-long and 29.9m-wide Sapura Topázio will be equipped with a pipe-laying spread designed by IHC En-gineering Business. It com-

prises two below-deck storage carousels with capacities for 2,500 tonnes and 1,500 tonnes of product, respectively. A verti-cal (tiltable) lay system – with a 550-tonne top tension capacity – will be permanently installed for the deployment of a range of flexible products. The tower orientation allows for maxi-mum deck space while utilis-ing a high-capacity 610-tonne abandonment and recovery sys-tem. A custom-designed con-trol system from IHC Drives & Automation integrates each as-pect of the pipe-laying spread to ensure excellent performance, safety and reliability, the Dutch shipbuilder said. The vessel offers accommoda-tion for 120 people.

Upon delivery, the Sapura Topázio will be employed offshore Brazil


INDUSTRY NEWS & FACTS

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Asphalt tanker with independent cargo tanks

T.Esra | Turkey-based RMK Ma-rine’s Tuzla Shipyard recently launched the tanker T.Esra, the first of two vessels with cargo tanks independent of the vessel’s hull structure. Like its sister vessel, which will be named T. Aylİn, the 19,000dwt tanker will have the capacity to carry 18,000m3 of oil and asphalt products at a tempera-ture of 250°C in twelve tanks.The DNV-classed vessels each have a length of 156.5m, a beam

of 25m and draught of 9.5m. Maximum speed is 14 knots. The hull form, optimised with computational fluid dynam-ics (CFD), has been designed for minimum fuel consump-tion in economic mode with minimum hydrodynamic resistance, the Turkish ship-builder said. The overall design is said to provide an environmentally friendly, cost-effective, reliable and flexible unit.

Two-speed marine gearbox launched

Fuel savings | Wärtsilä has launched a two-speed marine gearbox offering what it says are notable economic and environ-mental benefits. The product will serve vessels having mul-tiple operational modes or re-duced transit speed, including RoPax ferries, offshore support vessels, tugboats and fishing vessels. Compared with a single me-chanical propulsion system, the gearbox lowered fuel consump-tion by 8% during sea trials, ac-cording to the Finnish company.

Reductions of up to 15% are an-ticipated, with a similar lower-ing of nitrogen oxide (NOx) and sulphur oxide (SOx) ex-haust emissions.These cost savings and environ-mental benefits are achieved by operating the ship’s propeller at low speed when maximum vessel speed or propeller thrust is not required. At the same time, the engine speed is kept constant, thereby allowing elec-tric power generation from the power take-off on the gearbox to remain uninterrupted.

Wärtsilä’s new two-speed marine gearbox

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Liquefi ed natural gas to power large carriersPROPULSION SYSTEMS Since liquefied natural gas (LNG) has proved to be a reliable fuel option for small, specialised ships, large LNG-powered container vessels and tankers are now being developed as well. High investment costs and supply issues continue to limit newbuilding orders, but stricter environmental regulations that will help make the new propulsion systems more competitive have pushed up the number of orders in recent weeks, writes shipbuilding expert Ralf Witthohn in the current edition of our series “Innovative Vessels”.

The second construction contract for LNG-driven container ships will, like the first, be realised in the United

States: In November 2013, US liner opera-tor Matson announced that it had ordered two 3,600-TEU newbuildings from Aker Philadelphia Shipyard for service between the US mainland and Hawaii. Because the route falls under the Jones Act, the vessels will have to fly the US flag, be manned by US citizens and built at a domestic ship-yard. The last requirement means building costs of USD 418 million, several times higher than Asian offers would have been. The 259m-long vessels are designed to car-ry 45-foot containers and will be the largest Jones Act container ships to date – but still able to enter some of the smaller Hawaiian ports.

Dual-fuel on Hawaii route

Each will be powered by an MAN B&W 7S90ME-GI dual-fuel engine with an out-put of 42,700 kW for a speed of more than 23 knots. It was the most powerful dual-fuel engine when the contract was signed. In contrast to other dual-fuel engines, which operate on the Otto principle, it uses the diesel cycle without de-rating and with a negligible methane slip. Safety standards are said to be high, with double-walled gas pipes in the engine and gas volume kept to a minimum. Combined with modern stern hull designs and larger propellers, the G-type engine is believed to offer potential fuel-consumption savings of 4% to 7%.

Besides the dual-fuel engine, environ-mentally friendly aspects of the Matson vessels’ design include double-hulled fuel

A gas engine will accelerate the Daniel K. Inouye to more than 23 knots Image: Matson

tanks, a freshwater ballast system and op-timised hull lines. The first of the Aloha Class vessels is to be commissioned as Daniel K. Inouye in the third quarter of 2018. Its sister vessel will follow in 2019. The Philadelphia builder had previously delivered four German-designed, 2,500-TEU container vessels of two different types to Matson.

TECHNICAL DATA >Container vessel Daniel K. Inouye

Capacity 3,600 TEU

Length 259m

PropulsionMAN B&W 7S90ME-GI, 42,700 kW

Speed >23 knots

ConRos for Crowley

Eleven months before the Matson ships were contracted, the US shipping compa-ny TOTE ordered the world’s first LNG-driven container vessel newbuildings from General Dynamics NASSCO in San Diego, California. All five – two firm orders and three options – will be equipped with an MAN B&W 8L70ME-C8.2GI engine. The gas will be delivered by two reciprocating high-pressure pumps supplied by Califor-nia-based ACD and driven by two electric motors with an output of 132 kW. New details have also been released on another, five-year TOTE LNG project: the USD-84-million conversion of the diesel-electrically driven trailer vessels Midnight Sun and North Star. The work will be done while the vessels are under way so as not to interrupt the Alaskan service. Two existing MAN 9L 58/64s will be refitted for dual-fuel use, while two new LNG-ready 9L 35/44 mo-tors will replace two older 9L 28/32 units. The gas will be stored in cylindrical tanks on the RoRo weather deck. The project in-cludes establishing a supply infrastructure on Puget Sound, in the north-western US state of Washington, with the support of Germany’s TGE Marine Gas Engineering.

Also in November 2013, US ship-owner Crowley Maritime Corporation announced it had ordered a pair of ConRo vessels whose main engine and auxilia-ries are to be powered by LNG. Like the Matson vessels, these newbuildings will operate under Jones Act rules. The double-hulled ships were jointly designed by Wärt-silä Ship Design and Crowley subsidi- >


SHIPBUILDING & EQUIPMENT INNOVATIVE VESSELS

SPI_002-14_10_33_20140227154 48_583458.indd 10 27.02.2014 15:50:07

��

SPI_002-14_10_33_20140227154 48_583458.indd 11 27.02.2014 15:50:11

ary Jensen Maritime Consultants, based in Seattle, and will be built at the domestic shipyard VT Halter Marine. They will be fitted with an MAN B&W 8S70ME-GI8.2 main engine and three MAN 9L28/32DF auxiliaries. Crowley says the newbuildings will emit about 38% less CO2. At a length of 219.5m and breadth of 32.3m, the ves-sels will have a capacity of 2,400 TEU or 400 vehicles each. Designed for a speed of 22 knots, they will be able to transport con-tainers with lengths ranging from 20 to 53 feet. The two ships are to be classed by Det Norske Veritas (DNV) as the first LNG-driven ConRo vessels and will be commis-sioned under the names El Coqui and Taipo in the second and fourth quarters of 2017, respectively.

TECHNICAL DATA >ConRo vessel El Coqui

Deadweight 26,500 tonnes

Length 219.5m

Breadth 32.3m

Draught 10.0m

Capacity 2,400 TEU/400 vehicles

Propulsion MAN B&W 8S70ME-GI8.2

Speed 22 knots

Classifi cation Det Norske Veritas

First gas-driven ULCCs for Arabia

MAN B&W is currently working on a number of LNG conversion and new-building projects, the latter including

eleven 14,000-TEU and five 18,800-TEU container vessels on order for Dubai-based liner operator United Arab Shipping Co (UASC) at Hyundai Heavy Industries. Due for delivery in 2014 and 2015, re-spectively, the ultra-large container carri-ers (ULCCs) are designated LNG-ready, a term coined by DNV and meaning they can easily switch to LNG operation.

UASC has opted for SPB technology (self-supporting, prismatic, IMO type B tank), in which the LNG will be stored at atmospheric pressure at -161°C. The oper-ator will be able to take advantage of sup-ply opportunities during the vessels’ calls in the Gulf region. To serve the Far East - Middle East - Europe route, the vessels are designed for speeds of 16 to18 knots. The five 18,800-TEU units – there is also an option for a sixth – are counterparts of similar-sized newbuildings for China Ship-ping Container Lines.

The LNG-driven ConRo vessel burns gas in the main engine and auxiliaries Image: Crowley

Even before UASC and Hyundai signed the contract, DNV supported the project and took part in the design phase. Despite years of development work by leading container vessel builders and clas-sification societies, the UASC order re-mains the only ULCC project in the LNG sector to date.

TECHNICAL DATA >UASC LNG newbuildings

Length 400m

Breadth 58.6m

Draught 16m

Capacity 18,800 TEU

Speed 18/23 knots


Swiss compressors on Teekay tankers

Until recently, LNG-driven newbuildings were mostly special ships like ferries and offshore vessels or meant for navigation in Emission Control Areas (ECAs). The order by Bermuda-based Teekay LNG Partners for 173,400m3-capacity LNG tankers with main engines able to burn LNG is a clear step towards the use of the new propulsion technique in a vessel type common in inter-national merchant shipping.

The initial contract with Daewoo com-prised two firm orders to be completed by 2016, plus three options. In July 2013, Teekay converted two options to orders, still to be delivered by 2016. At the same time, the owner secured two additional op-tions. Meanwhile, time charter contracts for the first two units have been concluded with US-based Cheniere Energy. The di-mensions of the newbuildings will allow them to transit the new Panama Canal locks.

Each of the tankers will be fitted with two MAN B&W 5G70ME-C9 GI main engines. First installed in a Japanese power plant in 1994, the engine is described as the most efficient LNG-fuelled engine used in shipping. It can burn either heavy fuel oil or gas, including natural gas, liq-uefied petroleum gas (LPG) or methane. MAN Diesel & Turbo figures that mount-ing larger propellers under the latest aft line configurations should result in slower shaft revolutions and a further savings potential of 4% to 7%. Among the important com-ponents of the propulsion system are the compressors by Switzerland’s Burckhardt

UASC’s 13,100-TEU vessels of the Al Ula type will be succeeded by 14,000 and 18,800-TEU ships fitted with dual-fuel engines

Photo: Ralf Witthohn


SHIPBUILDING & EQUIPMENT INNOVATIVE VESSELS

SPI_002-14_10_33_20140227154 48_583458.indd 12 27.02.2014 15:50:11

Compression, with which MAN B&W has worked since 2004. The result of the col-laboration is a simple but highly efficient double-acting compressor system that reliquefies the vaporised gas of the vessel’s cargo and delivers it to the engine’s com-bustion chamber through double-walled pipes and special gas valves. The Laby-GI compressors, based on labyrinth packing technology, are able to create a maximum pressure of 300 bar. Thanks to a sophisti-cated control system, the system can easily be handled by the ship’s crew.

Another tanker operator, Norway’s Knutsen OAS Shipping, has decided to equip two LNG carrier newbuildings hav-ing a capacity of 176,300m3 with two 7G70ME-GI engines each. MAN says an ME-GI engine will save more than 30 tonnes of gas per day at a normal ship speed of 15 to17 knots. At the end of 2013, MAN Diesel & Turbo had secured orders for 42 dual-fuel units. In the United States, Aker Philadelphia Shipyard formed a joint venture with Crowley Maritime Corpora-tion in August 2013 to build up to eight dual-fuel product tankers to be operated

under the Jones Act. Four units are firm or-ders to be delivered in 2015 and 2016 at a price of USD 500 million, USD 115 million of which the builders will contribute. Con-struction of the 50,000-dwt vessels, based on a proven design by Hyundai Mipo Dock-yard (HMD), has begun. HMD helped the Philadelphia yard build 14 product tankers between 2005 and 2013.

MAN Diesel & Turbo has developed an ME-LGI (liquid gas injection) engine, which can use methanol and LPG and run on a blend of 95% methanol and 5% die-sel. The first units, designated G50ME-B9.3-LGI, were contracted in December 2013, when Vancouver-based Waterfront Shipping announced charter agreements with Westfal-Larsen, Marinvest/Sk-agerack Invest and Mitsui O.S.K. Lines (MOL) to build six 50,000-dwt methanol tankers by 2016, with an option for an-other three units. Seven-cylinder versions of the engine type are due for delivery by licensee Mitsui Engineering & Shipbuild-ing to Minaminippon Shipbuilding for the 2+1 MOL vessels, while Hyundai Heavy Industries will supply HMD with six-

cylinder motors for the remaining ships in the summer of 2015. Waterfront Shipping is a subsidiary of Methanex Corporation and, with 18 methanol tankers ranging from 3,000 to 49,000 dwt, says it operates the largest methanol ocean tanker fleet in the world.

Two-strokers for Terntank

Terntank Rederi of Denmark has ordered two LNG-driven, 15,000-dwt tankers from China’s AVIC Dingheng Shipbuild-ing for delivery in February and May 2016, respectively. The newbuildings will be powered by Wärtsilä’s RT-flex50DF two-stroke, low-pressure, dual-fuel engines. When the contract was signed, both the owner and engine builder released data about the main engine’s expected emis-sion levels. According to Wärtsilä, when operating in gas mode the engine will emit nitrogen oxides (NOx) at a level at least 85% below that specified in current IMO regulations. CO2 emissions are said to be about 25% less than those of a con-ventional marine engine running on diesel fuel, while sulphur oxides (SOx) and >

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particle emissions are considered to be negligible.

The owner expects the engine choice and an advanced hull design from Rolls-Royce will reduce particle emissions by more than 90%, NOx by 80% and CO2 by 35%. The DNV-classed newbuildings, for which two options have been signed, will thus comply with IMO Tier III regula-tions and are also expected to meet strict-er upcoming regulations. Taking into ac-count the 10% to 15% higher energy value of LNG and optimised hull design, the vessels would consume 13.5 to 14 tonnes of fuel daily compared with 22 tonnes by vessels now in service. The ships will be driven by large propellers and are intend-ed to reach a speed of 14.5 knots at 65% of maximum engine output. To cope with the higher building costs for these ves-sels, Terntank and other participants in the Zero Vision Tool project are seeking 90% reductions in port costs and fairway dues.

Wärtsilä also points out the benefit of stable operation on gas across the entire load range, with no need to switch to diesel at low loads.

TECHNICAL DATA >Terntank newbuildings


Length 147.0m

Breadth 22.0m

Draught 8.7m

Propulsion Wärtsilä RT-fl ex50DF

Speed 14.5 knots


Tri-fuel FPSO

In the offshore sector, UK company FLEX LNG has reached a settlement with Sam-sung Heavy Industries (SHI) over renewal of an FPSO (floating production, stor-age and offloading) contract dating back to 2007. According to the agreement, Samsung will deliver two tri-fuel diesel-electric newbuildings with a capacity of 174,000m3.

The propulsion system is to rely on ME-GI engines, which drive two azimuth propellers mounted behind two skegs un-der the ship’s stern.

The units will be 336m long and 50m wide. Their annual capacity is figured at

nearly 2 million tonnes of LNG. USD 210 million of FLEX’s payment to SHI for the initial order will be used as the first instal-ment for the two vessels.

In June 2013, COSCO Dalian Ship-yard in China and the Rio Grande do Sul yard in Brazil completed conversion of BW Offshore’s 1983-built ULCC Nisa into the FPSO Petrobras 63. This includ-ed fitting six Wärtsilä 18V50 DF engines with an output of 17,500 kW and a daily gas consumption of 61.5 tonnes.

TECHNICAL DATA >FPSO Flex LNG Producer

Length 336.0m

Breadth 50.0m

Depth 31.6m

LNG capacity 174,000m³

Condensate 50,000m³

Production capacity

1.7 - 1.95 mtpa

Fuel shrinkage 11% of feed gas

Propulsiondiesel-electric, ME-GI en-gines, two azimuth propellers

In December 2013, Armada Kraken, a subsidiary of the Malaysia-based off-shore company Bumi Armada Berhad, awarded Wärtsilä a contract to supply two identical power-generation mod-ules for a 600,000-barrel-capacity FPSO, which will start operation on the Kraken oilfield in the UK sector of the North Sea in 2016.

The topside power modules, with a total output of 62,000 kW, will each have two 16-cylinder Wärtsilä 50DF multi-fuel engines. They can use a variety of fuels, including well gas, heavy crude oil or marine diesel oil (MDO), and will be fit to a recently built Suezmax tanker due for conversion.

LNG ferry newbuildings

The letter of intent signed by Danish-German Scandlines and Finland’s STX shipyard in July 2013 covered two dou-ble-ended ferry newbuildings for the Rostock-Gedser route, which were to use gas instead of heavy fuel oil. Delivery had been scheduled for spring 2015. The ves-sels were to rely completely on LNG, thus differing from an earlier Scandlines or-der for two ships from the now insolvent German shipyard Volkswerft Stralsund − which were meanwhile cancelled − that were only to be prepared for the later use of gas. In November 2013, however, STX announced it had suspended preparations for construction of the newbuildings be-cause of financing problems.

After conducting a two-year feasibili-ty study, Brittany Ferries and STX France agreed in January 2014 on construction of the second-largest LNG-powered fer-ry contracted to date. Designed to carry 2,474 passengers and 800 cars or a mix of cars and freight units, the 52,500gt new-building will begin service between UK and Spanish ports in late spring 2017. Its dual-fuel propulsion system, able to run on marine fuel oil as a back-up, will al-low the 210m-long and 32m-wide ferry to sail at a maximum speed of 24.5 knots. The vessel is described as the first to use a technology enabling the LNG fuel to be stored at close to atmospheric rather than high pressure. Building costs total EUR 270 million.

In Poland, experienced LNG ferry builder Remontowa has completed two double-ended, LNG-only ferries with a length of 123.2m and breadth of 17.65m for Norway’s Norled, based on an LMG Marin design. The diesel-electrically pow-ered Ryfylke and Hardanger will serve the Stavanger-Tau line. Energy for the two Schottel STP 1515 propulsion units, pro-viding a speed of 11 knots, is supplied by

A second attempt is being made to build this tri-fuel FPSO with the project designation Flex LNG Producer Photo: Samsung


SPI_002-14_10_33_20140227154 48_583458.indd 14 27.02.2014 15:50:15

four generator sets, two of which are fed by LNG and two by compressed natu-ral gas. The newbuildings are classed by DNV with the notation +1A1R4 Car Ferry B E0 Gas Fuelled (NOR) and can carry 550 passengers and 165 cars or 18 lorries. Another LNG ferry from Remontowa is Denmark’s first gas-operated coastal ferry. The 99.9m-long and 18.5m-wide vessel will be equipped with four Wärtsilä dual-fuel 6L20DF engines accelerating the ves-sel to 14 knots through four thrusters. It is destined for the island municipality of Samsø for service to Jutland, and its fuel tanks, which can hold 40m3 of gas or 80m3 of MDO, will be filled at the mainland port of Hou. The local fire brigade took part in the vessel’s conception.

TECHNICAL DATA >Double-ended ferry for Samsø

Length 99.9m

Breadth 18.5m

Draught 3.0m

Propulsion 4x Wärtsilä 6L20DF, four thrusters

Speed max. 15.5 knots

Capacity650t, 160 cars, 16 trailers, 600 passengers

Classifi cation

Det Norske Veritas

�1A1 Passenger/Car ferry B restricted area R2 [DNK], E0 Gas Fuelled, ICE CLASS C BIS

Hybrid system on coastguard vessel

More special ships are powered by LNG than tankers or container vessels. Among them is the highly sophisticated Finn-ish coastguard vessel Turva. The vessel is due for delivery in 2014 by STX Finland’s Rauma yard as its last newbuilding before the yard’s closure. Its propulsion system comprises three Wärtsilä 12V34DF en-gines, whose 5,400-kW output is not re-duced during the fuel switch from gas to MDO or vice versa. The middle motor acts mechanically through a shaft system on a propeller, while two electrically driv-en Rolls-Royce AZP120CP azimuth units are positioned port and starboard, to-gether giving a bollard pull of 100 tonnes. While the Turva design, supported by the Finnish Environment Institute, primarily emphasizes safe operation and energy ef-ficiency, it also takes a number of different casualty situations into account. In addi-tion to its coastguard and military tasks, the newbuilding can carry out a variety of roles including rescue, salvage, research and underwater assignments as well as oil spill or fire-fighting duties.

TECHNICAL DATA >Coastguard vessel Turva

Length 96.0m

Breadth 17.4m

Draught 5.0m

Propulsion 3xWärtsilä 34DF/20DF

Speed 18 knots

Further LNG refits

Caterpillar Motoren is currently working on a number of dual-fuel retrofit projects, in-cluding ones for long-term customer AIDA Cruises and a US owner that operates cargo vessels on the Great Lakes. The option to refit the proven engine type MaK M43 C is based on development of the new dual-fuel motor MaK M 46 DF, which is identical to the M43 C in its essential dimensions and components.

In June 2013, Caterpillar’s first ever M 46 DF unit was shipped from the Ros-tock works to Nagasaki for installation in the Mitsubishi cruise newbuilding AIDA-prima. In gas mode, the engine’s pilot fuel injection system helps to control the com-bustion process. In this mode, the motor consumes 7,200 kJ/kW at an improved efficiency of 50%, compared with 45% in the diesel mode with a consumption of 186 g/kW. While burning gas, the engine, which is built with six, nine, 12 or 16 cylin-ders of 900 kW output each, complies with IMO III emission limits. Its control system includes automatic switching between fuel types.

The Samsø ferry is the first in Denmark to be driven by gas Image: Remontowa

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SPI_002-14_10_33_20140227154 48_583458.indd 15 27.02.2014 15:50:16

Integration and operation of a dry scrubber system on a ConRo vesselIMO SULPHUR LIMITS The new ConRo vessel Oceanex Connaigra, built by Germany’s Flensburger Schiffbau-Gesellschaft (FSG), is the first ship to receive a full-size DryEGCS® scrubbing system. The system enables com-pliance with ECA (emission control area) sulphur limits taking effect in 2015 without the use of expensive, low-sulphur fuel. Four diesel engines were equipped with scrubbers, and a supply system for granular lime was installed. Initial operation showed easy handling but a need for further adjustment of the system, as described by Christoph Schladör, project engineer in FSG’s Machinery and Systems department.

Lower IMO limits for sulphur content in marine fuels beginning in 2015 may force shipowners to use expensive, low-

sulphur fuels in ECAs. As an alternative, numerous systems for exhaust gas desul-phurisation, called scrubbing, have been developed. Wet scrubbing systems use ei-ther seawater or caustic soda in fresh water to remove the sulphur oxides (SOx) from the exhaust gases. The Dry Exhaust Gas Cleaning System (DryEGCS®) is the only process that uses solid granules to absorb both SO2 (sulphur dioxide) and SO3 (sul-phur trioxide).

FSG’s newbuilding No. 757 is the first ship to receive the dry scrubbing sys-tem. The Canadian shipowner Oceanex Inc competes with land-based container transport and has to limit additional fuel costs resulting from IMO limits. The DryEGCS®seemed to be the system best suited for transport to Newfoundland in Canadian waters. The Oceanex Connaigra was delivered in September 2013.

TECHNICAL DATA >ConRo vessel Oceanex Connaigra

Length o.a. 210m

Breadth moulded 29.60m

Design draught 8.45m

Design speed 20.0 knots


Total deck area about 13,700m2

Lane metres, lorries max. 2,800

Lane metres, cars max. 6,200

Container capacity11,000t / 940 TEU on the weather deck

Requirements for the application on ships

The chief task in integrating a scrubber system into a cargo ship is to minimise the influence on stability, safety and cargo space. All cleaning systems work with either a scrubbing tower or a packed bed reactor that has to be integrated into the funnel. This heavy equipment must not interfere

with intact stability or other stability crite-ria.

The supply systems required for all cleaning technologies are quite complex. When a wet scrubbing system is used, seawater is needed for scrubbing, cooling, diluting or generation of fresh water. The power demand for the water pumps is 2% to 3.5% of the diesel engine power [1]. Before the wash water is discharged over-board, it has to be cleaned of particulate matter, soot and fuel residues in a discharge cleaning plant.

The dry scrubbing system needs a sup-ply of granular lime. After reacting with the SOx, the saturated granules have to be collected and discharged ashore. Onboard tanks or removable containers must be con-nected to the system.

Most of the scrubbing processes have been used in land-based installations for many years. Wet scrubbing systems are installed in power and cement plants. Dry scrubbing with lime granules has been

Figure 1: Model of Oceanex Connaigra


SHIPBUILDING & EQUIPMENT GREEN SHIP TECHNOLOGY

SPI_002-14_10_33_20140227154 48_583458.indd 16 27.02.2014 15:50:17

Figure 2: DryEGCS scrubber for one main engine (8,400 kW) on Oceanex Connaigra

used in brick manufacturing for several dec-ades.

In these stationary applications, capture efficiencies of about 60% to 75% are gener-ally sufficient to meet SO2 and SO3 limits [2]. Desulphurisation consists of several stages and the limits are less strict [3].

Very high efficiency is required to de-sulphurise the exhaust gases of a marine en-gine. An SO2 capture rate of 97% is neces-sary to meet a limit of 0.1% when heavy fuel oil with 3% sulphur is used. Furthermore, the need for lightness and compactness is substantially greater on board ships than in stationary plants. A ship’s limited accessibil-ity complicates maintenance.

Scrubbing systems for ships must be small and uncomplicated, but extraordinar-ily efficient. This makes the design a special challenge.

DryEGCS® installation on Oceanex Connaigra

The DryEGCS reactor is integrated directly downstream of the engine’s turbocharger.

It is filled with calcium hydroxide (slaked lime) granules, which are exposed to the exhaust gas flow during operation.

The main chemical reaction that results is as follows:

Ca(OH)2+SO2+1/2 O2=CaSO4+H2OCa(OH)2+SO3=CaSO4+H2O

Thus the reaction products are calcium sulphite (which reacts further to form calci-um sulphate, commonly known as gypsum) and water.

The Oceanex Connaigra is powered by two MAN main engines with a total output of 16,800 kW on one gearbox and propel-ler. For the generation of electric power, two gensets with an output of 3,520 kW were installed along with two shaft gen-erators. All four diesel engines are oper-ated on heavy fuel oil with a sulphur con-tent of about 2.5%. To comply with IMO regulations in the North American ECA from 2015 onwards, each engine was equipped with a dry scrubbing system.

Figure 2 shows one of the scrubbers for the main engines. The scrubber has an overall height of about 16m and a weight of 135 tonnes, including the granular filling. The reaction takes place in the packed bed ab-

sorber, which contains about 60 tonnes of granules.

The four scrubbers were integrated into each engine’s exhaust system via a bypass. The main exhaust pipes can be shut with a bypass valve to change the flow past the absorber if necessary. Two additional valves were installed to close the absorber’s inlet and outlet for a complete disconnection during maintenance. The junction behind the bypass flap was positioned before the boiler and silencer to use these in any op-eration mode (Figure 3).

All four scrubbers were arranged in the funnel housing on the starboard aft side of the vessel. Supply and removal of the gran-ular lime are handled via specially made 20-foot containers. (Figure 4, p. 18). The containers may be used for either fresh or used granules.

The granules are pneumatically con-veyed from the containers to the scrubbers. A special air supply to the containers guar-antees easy, gentle treatment of the granu-lar pellets. Four containers can be placed on the weather deck. A framework is used to provide the necessary hose connections for each container. Buffer silos are arranged on top of every absorber. Below the

Figure 3: Piping and instrumentation diagram of the main components and piping of the DryEGCS for Oceanex Connaigra (auxiliary engine scrubbers not shown)

>

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SPI_002-14_10_33_20140227154 48_583458.indd 17 27.02.2014 15:50:23

absorber, three discharge hop-pers with cellular wheel sluices are used to remove the used granules.

Containers full of fresh granules are delivered for eve-ry voyage. The granules are completely fed into the buffer silos. The used granules can be conveyed back into the empty containers for disposal ashore. By continuously discharg-ing small portions of reacted granules, steady replacement occurs. Fresh granules sink from the buffer silo into the absorber to keep the necessary reaction rate in the system. The complete arrangement of scrubbers and surroundings is shown in Figure 5.

Operational behaviour

The focus during operation of the dry scrubbing system is on the supply of granules. Most handling will be automatic. The automation system tells the operator with flashing con-trol lights where to connect the feeding hoses and air supply. It

recognises the correct closure of the hose couplings and starts feeding when needed.

Only filling the buffer silos with fresh granules must be activated manually. One op-erator is needed for about two hours a week to empty the new containers into the buffer silos. When empty, the containers can be used in automatic mode for reacted material.

In September 2013, the Oceanex Connaigra was taken on a four-day trial in the Baltic Sea. To test the performance of the dry scrubbing system, heavy fuel oil containing 2.5% sulphur was used.

At first, the completely fresh granular filling needs about two hours at high engine load to heat up and dry. In this phase, concentrations of both SO2 and CO2 came down in-stantly after closing the bypass valve.

The absorption of CO2 by fresh granules led to a short-term rise of the clean gas temperature up to 400°C,

while the raw gas tempera-ture was about 320°C. The absorption reaction is exo-thermic and heat is released. This effect vanished after a few hours.

The absorption of CO2 is a side effect of the DryEGCs® process. It is a back-reaction of the calcination of lime-stone. It is not possible to avoid this reaction. The calci-

Figure 4: Specially made 20-foot container for granular lime

Figure 5: Arrangement of engines, scrubbers and piping in the funnel



SPI_002-14_10_33_20140227154 48_583458.indd 18 27.02.2014 15:50:23

um carbonate that is formed can still absorb sulphur diox-ide, though.

Throughout the sea trial of the scrubbing system, sulphur dioxide concentrations stayed well below the IMO limit. An equivalent sulphur content of 0.02% to 0.08% was reached.

Long-term operation of the system must show full per-formance capabilities. Both fuel sulphur content and gran-ule consumption have to be adjusted for economical op-eration.

Summary and outlook

The basic process of the DryEGCS is quite simple. Exhaust gases flow through a packed bed absorber filled with lime granules, which re-move sulphur oxides.

A major task of the DryEGCS® is meeting the necessary capture rate when using high-sulphur fuels. Having to reduce sulphur concentrations from 3% to 0.1% means capture rates close to 100%. The require-ment applies to all cleaning technologies used on ships. Process management must be very precise – no deviations are acceptable. IMO regula-tions allow no violation of the limits, neither at full load nor in transient operation [4].

The demand for granu-lar lime in the dry scrubbing process increases dispropor-tionately with the fuel sulphur content. When 1% sulphur fuel is used, consumption is moderate; for 3% it is about 4.5 times higher. The price difference between high- and low-sulphur heavy fuel oil is only 5% [5].

The most economical way to operate the DryEGCS® is to minimise the fuel sul-phur content of the heavy fuel oil. The scrubber can be relatively small and the cost of the granules is low. The process works best when

the temperature of the ex-haust gases is high. Short and regular voyages help to keep granule storage capac-ity requirements low. High-performance granules are needed to provide sufficient desulphurisation power in a medium-sized scrubber.

Large two-stroke en-gines produce high exhaust flows, low temperatures and low gas concentrations. The DryEGCS® for such engines is very large and granule con-sumption is high. The best application for the system is therefore a small- or medi-um-size cargo vessel with a four-stroke engine. If the ves-sel operates in European or American coastal waters, a ready supply of granules and low-sulphur heavy fuel oil is possible.

In these cases, the DryEGCS®can work reli-ably and show its advantages over wet scrubbing systems. The exhaust gas temperature stays high, so heat recovery is improved. The use of SCR catalysts for NOx removal is improved sharply since the catalysts can be placed in the sulphur-free, hot exhaust. No transfer of pollution from air to water takes place and the sulphur stays well bound in the gypsum.

References[1] Various technical specifications and budgetary offers for exhaust gas clean-ing systems for Oceanex Connaigra.

[2] Sindram, M. et al.: Flue gas treatment in the ceramic industry.

[3] Rentz, O. et al.: Erarbeitung der Grundlagen für das BVT-Merkblatt Groß-feuerungsanlagen im Rahmen des In-formationsaustausches nach Art. 16(2) IVU-Richtlinie, Deutsch-Französisches Institut für Umweltforschung, Universität Karlsruhe, 2002.

[4] IMO Resolution MEPC.184(59): 2009 Guidelines for Exhaust Gas Cleaning Sys-tems, London, 2009.

[5] www.bunkerworld.com/prices/port/nl/rtm, last downloaded 2013-12-18.

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Research and verifi cation of new scrubber technology

SOx REGULATIONS | The clas-sification society ClassNK has announced it will participate in a joint development project to in-stall and verify the effectiveness of new SOx scrubber technology on board a pure car carrier (PCC). Project partners are Kawasaki Kisen Kaisha, Ltd (K-Line), Mit-subishi Heavy Industries (MHI), Mitsubishi Kakoki Kaisha, Ltd, (MKK), and Japan Marine United Corporation ( JMU).

The project is being imple-mented as part of K-Line’s new “Drive Green Project”, which aims to protect the environment and reduce CO2 emissions through the use of new maritime technol-ogy. As part of the project, K-Line will install a variety of new green technologies, including a hybrid SOx scrubber system, developed by MHI and MKK, on a 7,500-unit PCC being built at JMU for

delivery in 2016. The vessel will be the flagship of a series of eight new PCCs currently on order by K-Line.

MHI and MKK’s new hybrid SOx scrubber effectively removes sulphur from the engine exhaust, making it possible for vessels to satisfy the upcoming SOx emis-sion requirements while using heavy fuel oil, which is less ex-pensive and more widely available than low-sulphur fuels, ClassNK noted.

The project will include the installation of the scrubber on the vessel as well as verification of its effectiveness in actual operation. ClassNK will support the safe installation and operation of the system on board, as well as make use of data and experience gained from the research to support its certification and emission verifi-cation activities.

Retrofi t optimises slow steaming ECOCAM | MAN Diesel & Turbo is introducing the MAN EcoCam as a retrofit solution for low-load optimisation of its low-speed, mechanical engines with single turbochargers. The company says EcoCam offers significant fuel savings of 2-5 g/kW – with short payback times – and delivers increased Pmax cylinder pressure through ad-justable exhaust-valve timing.

“Slow steaming is now an established industry standard across all segments, including the tanker and bulker markets, and MAN Diesel & Turbo continuously seeks to further refine its technology and im-prove efficiency,” remarked Christian Ludwig, head of

Retrofit & Upgrade at MAN Diesel & Turbo. “The MAN EcoCam adjusts the exhaust-valve timing between 10% and 60% load, giving a 2-5g/kW fuel saving with minimal to no interruption to a vessel’s sched-ule during installation.”

MAN Diesel & Turbo is initially rolling out the MAN EcoCam to a number of its MAN B&W S50MC-C engines and will eventually introduce it stepwise to its mid- and large-bore engine programme.

As the company explained, the MAN EcoCam introduces a flexible cam profile, called a virtual cam. The profile is con-trolled hydraulically by adjust-ing the amount of actuator oil

in the hydraulic pushrod. Low-load tuning has an impact on torsional vibration and NOx. When a low-load tuning meth-od is installed on an engine, the torsional vibrations’ impact and the NOx level have to be taken into account to ensure that the vibrations’ impact is not harm-ing the engine and that the NOx level is in compliance with IMO regulations.

The new torsional vibration calculation and NOx amend-ment are included when buying the MAN EcoCam.

The EcoCam’s effect on fuel reduction has been verified by two independent testbed installations and aboard a test vessel in service, according to

MAN Diesel & Turbo. The ear-lier closing of the exhaust valve provides a higher compression pressure, thereby delivering a higher combustion pressure and lower fuel-oil consump-tion. Flexible exhaust-valve timing has traditionally only been available to electronically controlled engines.

Depending on an engine’s load profile, the company says, the MAN EcoCam typically generates savings in the range of 2-5 g/kWh. For smaller en-gines, this can result in a pay-back period of as little as 1½ years, as is the case, for exam-ple, with a 6S50MC-C engine with 6,000 annual running hours.

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PUREBALLAST 3.0 | Alfa Laval, a global pro-vider of specialised products and engineer-ing solutions for heat transfer, separation and fluid handling, has added a 600m3/h reactor to its PureBallast 3.0 system portfolio. In addition, the 3.0 version of its ballast water treatment system (BWTS) has formally re-ceived IMO type approval from DNV GL.

With PureBallast 3.0, which was launched in April 2013, Alfa Laval said it had redefined its chemical-free ballast wa-ter treatment system, producing major ad-vances in flexibility and energy efficiency. The new reactor is said to enable new con-figurations with fewer components and considerable energy savings.

“The intermediate PureBallast 3.0 re-actor complements our existing 300 and 1,000m3/h sizes, enabling even more com-

pact and energy-efficient ballast water treat-ment,” said Per Warg, Alfa Laval’s business manager for PureBallast.

For customers whose flow needs are greater than 1,000m3/h but do not ap-proach 1,500m3/h, there are substantial energy savings in the PureBallast 1200 configuration. Built with two of the new reactors, the system has a maximum power consumption of 125 kW. This is a major re-duction compared with the 201 kW of the PureBallast 1500 system, which up to now has been the next available step.

IMO type approval

The introduction of the 600m3/h reactor is one of two factors that will reinforce the al-ready strong market position of PureBallast 3.0, Alfa Laval said. The other is the IMO

type approval of the system, which was re-cently announced by the classification so-ciety DNV GL. Although PureBallast 3.0 uses the same core technology as its pred-ecessors, a new approval was necessary due to the sweeping advances between versions 2.0 and 3.0.

Addition of intermediate reactor size and IMO type approval

The 600m3/h reactor of Alfa Laval s PureBallast 3.0

Data acquisition, display and analysisWe take care of the entire sensor system of consumption and performance measurement in theengine room, show this information in the control room and send it to the bridge to the presentationof the performance on visual trends, data logging, including the provision of data for reports andoptimization analysis on shore completes our program.

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New heat exchanger series presented

TANK CONTAINERS | GEA Heat Exchang-ers, a division of the Germany-based GEA Group, has presented a new series of rugged heat exchangers developed to clean 25-tonne tank containers. Its GEA Bloksma-Fryer NHP shell and tube heat exchangers, the company said, are designed for pressures of up to 300 bar and effective in operation with steam, overheated water or thermal oil. Models from the NHP se-ries can be easily dismantled, allowing easy access for maintenance and cleaning. As a result, the heat-exchange surface can be mechanically cleaned, largely eliminating the need for chemical cleaning, GEA Heat Exchangers said.

Each unit is produced from standard components, according to the customer’s specifications, for outputs from approxi-mately 100 to 2,500 kW. Because of the large number of standardised components (e.g. pipe sizes, diameters and spacing; housing cross sections; covering and operator-con-trol components), several hundred combi-nations are possible. The six available shell diameters range from 168 to 406mm. In ad-dition to the standard lengths of 1,200 and 2,500mm, special dimensions are available.

Approximately 5% of the heat-exchange surface is redundant, which allows a leak-ing pipe to be plugged. If less than 95% of the heat-exchange surface is active, the

shell and tube assembly can be easily ex-changed. According to the manufacturer, GEA Bloksma-Fryer NHP shell and tube heat exchangers meet all requirements for operation in the European Union, includ-ing the regulations in PED 97/23-CE.

A GEA Bloksma-Fryer NHP shell and tube heat exchanger

Development of portable ballast water treatment systemBWTS | Cleanship Solutions (CSS) has developed a range of fully containerised, portable ballast water treatment systems (BWTS) suitable for a range of vessels and applications.

With the implementation of US Coast Guard regulations and final ratification of the IMO Convention for the Control and Management of Ships’ Ballast Water and Sediments, the dates for compliance are ap-proaching quickly, CSS said. However, the Glasgow-headquartered company noted that there were many vessels that only re-quire ballasting a few times a year. For these vessels, the cost of retrofitting a BWTS was simply not cost-efficient. “Containerised, portable BWTS provide owners with a low-cost solution to achieving compliance, es-pecially on vessels where transit ballasting is only carried out on two or three projects per year,” said Chris McMenemy, general manager of CSS.

CSS said it had a number of treatment technology options available for the con-tainerised systems, and each would be tai-lored to specific vessel flow rate and capaci-ty requirements. Small modifications to the vessel’s ballast pipework will be required to route the ballast water to and from the con-

tainers, which will most likely be located on the main deck.

By working closely with key BWTS manufacturers, CSS said it could provide the containerised systems with a variety of hire or purchase options. In addition, the systems can be supplemented by fully trained CSS service teams that will install and operate the system as well as produce all required documentation for compliance. “The ability to provide service teams with the systems means there is no disruption to

the vessel crew, and provides peace of mind to the vessel operators,” McMenemy con-tinued.

CSS believes that the containerised systems provide a solution to the indus-try that has been somewhat lacking to date. “Our containerised systems provide shipowners with the option of purchasing one system that they can share between their fleet, rather than having to pur-chase and retrofit one system per vessel,” McMenemy said.

The containerised BWTS



SPI_002-14_10_33_20140227154 48_583458.indd 22 27.02.2014 15:50:34

Green shore power for container vesselsSAMCON | L-3 SAM Electronics has an-nounced that eleven Hanjin Shipping con-tainer vessels calling at the US West Coast ports of Long Beach and Oakland, Califor-nia, are to be fitted with its SAMCon high-voltage onshore power connection facilities. South Korea’s SANIL Electric Co, Ltd is the prime contractor to L-3 SAM Electron-ics, and the end user is Seoul-based Hanjin Shipping.

SAMCon will enable the vessels to meet California’s strict clean air regulations for ships berthed at terminals by avoid-ing harmful air pollutants as well as noise caused by active diesel engines, L-3 SAM Electronics said. Scheduled to come into effect in early 2014, the regulations require alternate provision of shoreside emission-free electrical power for vessels while their

main and auxiliary engines are disconnect-ed.

“With SAMCon, we are able to meet growing worldwide demand for the restriction of noise, carbon dioxide and other noxious emissions traditionally generated by vessels while berthed in the confines of heavily popu-lated ports,” said Reinhard Swoboda, senior vice president of L-3 SAM Electronics.

Installed at the stern of each vessel, the SAMCon facility comprises a 40-foot container housing a complete range of electrical components designed for seam-less acceptance of up to 7.2-MVA transfer-rable power at 6,600 volts together with a medium-voltage switchboard, control and monitoring facilities, and a customised in-terface between ship and shore. Compo-nents also include an extendable cable reel

drum for direct connection to shore-based power sources.

The modular SAMCon system can be easily adapted for different types of vessels and container configurations, according to the manufacturer. SAMCon systems are al-ready in use around the world, with assem-blies aboard Hapag Lloyd vessels docking at the California ports of Long Beach, Los Angeles and Oakland.

Eleven Hanjin Shipping container vessels are to be fitted with the SAMCon high-voltage onshore power connection facilities

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SPI_002-14_10_33_20140227154 48_583458.indd 23 27.02.2014 15:50:38

Construction of first oblique icebreakerBALTIKA The Helsinki-based shipyard Arctech is building the world’s first oblique icebreaker, the Baltika. How the UK’s Aveva, a leading engineering software provider for the plant, power and marine industries, has helped to create the sophisticated vessel is described in the following by Camille Nedelec-Lucas, editor of Aveva World Magazine.

Three years ago Arctech took the de-cision to focus purely on icebreak-ing technology at a time when other

shipyards were diversifying. It was a stra-tegic decision, recognising that growth in Arctic oil and gas production would create increased demand for high-tech, multi-purpose vessels to open up these remote locations.

The oblique icebreaker

According to Tapani Skarp, vice president of Arctech, the concept of the oblique ice-breaker addresses the problem of opening wide channels in shallow passages. For a large tanker, the 25m-wide channel created by a conventional icebreaker is too nar-row, so the tanker must be accompanied by two icebreakers, increasing cost. The Baltika features a patented oblique design with asymmetric hull and three azimuthing propellers, which allow the vessel to oper-ate efficiently ahead, astern and obliquely. Crucially, as the oblique icebreaker can break ice sideways, it clears a channel almost as wide as its length.

Baltika has a length of over 76m and will be delivered by Arctech this year.

“The history of the oblique icebreaker is actually very long,” Skarp said. “Its de-sign went through many stages of evolution until the innovative idea was ordered by a client. The original design was more trian-gular in shape. Gradually, the design shifted towards a more conventional shape because it was found that a more limited asymmetry was not only best for overall performance, but would also be more readily accepted by the market.”

Skarp related how first model tests on the highly asymmetric design had revealed excessive pitching in high seas, resulting in slamming and air leaks in the forward propeller. The design evolution that led to Baltika has solved the problem while retain-ing the original benefits of an asymmetric hull. As a result of this extensive develop-ment, Baltika can be operated either bow first, able to continuously break up to 1m of ice, or obliquely, cutting a wide channel through ice up to 0.6m thick at a minimum speed of two knots.

Increased operational efficiency

In its final form, Baltika will halve the number of icebreakers required, and its

small size will also save fuel. With a beam of only 20.5m, the vessel will cut a 50m channel through the ice, while its draught of just 6.3m makes it extremely versatile. Its small size also requires only 7 MW of propulsion power, compared with the 17 to 20 MW required by a conventional ice-breaker.

Baltika’s versatility makes it an all-sea-son, multi-functional ship, ideally suited to the diverse needs of Arctic oil produc-tion. In addition to icebreaking, it will be able to respond to emergencies and pro-vide prompt oil recovery capabilities in the event of spillages.

“Baltika’s sideways operating mode ena-bles the vessel to act like a broom,” Skarp said. “It has a collection capacity of 750m3, and in the event of a spill it can be deployed quickly because it will already be present assisting the tankers.”

Migration to Aveva Marine

Developing such a vessel brought many challenges, not least its asymmetry, which took Arctech’s designers into quite unfamil-iar territory. It is also a very crowded vessel, making 3D design the only solution.

SHIPBUILDING & EQUIPMENT SHIP DESIGN & CONSTRUCTION

The icebreaking rescue and emergency vessel NB 508

Photo: Arctech


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Class design was carried out creating a 3D model of the ship – using Tribon at that time – then the model was further re-fined by the subcontractors, for whom a 3D product model is far more effective than drawings, for detail design of the hull.

Arctech migrated to Aveva Marine in June 2012, and the rest of the vessel was designed with the software. “We found that the hull design was very easy to migrate into Aveva Marine. We chose Aveva Marine be-cause of the design network in Finland and Russia. Aveva Marine is very widely used, and for liaising on projects it is easier to adopt the same software that contractors and partners are using,” Skarp said.

“What I like about Aveva Marine is that all the design disciplines are on the same level, so you can manage HVAC, cabling and machinery all within one database,” he went on. “This is of huge benefit because you don’t have to translate data. In the past we had to create a lot of interface modules to achieve this. For example, with materi-als handling, the new ERM system, Aveva Mars™, is compatible with Aveva Marine. Arctech is not currently a user of Aveva ERM, but we are investigating the option. It would give the possibility to achieve complete material handling, from design through to procurement and production, in the same database.”

While the adoption of Aveva Marine went smoothly, the biggest challenge for Arctech has been introducing the software to people who have only used either Auto-CAD or 3D mechanical CAD systems,

without risking delays to other, more ur-gent, projects. The design capabilities of the organisation had to be redeveloped af-ter a period of design outsourcing, during a lull in activity at the shipyard.

Towards lean construction

Skarp has a very clear vision of the way he wants the shipyard to be managed. As in many industries, design and production are increasingly made of interconnected and parallel tasks. The yard must adapt its op-erations accordingly.

“The time between design and delivery is becoming ever tighter and our internal processes must reflect this. The production

team wants to start production as soon as possible to meet the delivery date, but cli-ents want to delay their order until the last minute. So the concept must be ready and waiting in Aveva Marine well before the contract for the ship is signed, and we must achieve more overlap in the project sched-ule,” Skarp said.

“3D design enables the overall process to become a lot more streamlined, particu-larly in its ability to support late changes in specification,” he continued. “But we find the biggest benefit of Aveva Marine is in time-saving. Because we buy hull blocks from Russia, we need the structural infor-mation as early as possible. By designing in a 3D environment in advance of contract signing, the first material list can be issued to the procurement department within a few weeks, enabling us to place early orders with the steel mills and ensure timely and sufficient steel supply.

“Compressing timescales is challeng-ing, but Aveva Marine enables hull and out-fitting design to be carried out in parallel, as well as more concurrent construction work. It has also taken pressure off the pro-curement process. By getting equipment data earlier we can avoid a lot of costly de-sign updates.”

A promising future

Arctech has had a lot of interest from Russia in the oblique icebreaker; once the success of Baltika has been proven, it will be inter-esting to see how the maritime sector reacts to this innovation.

Construction of the icebreaking rescue and emergency vessel NB 508 Photo: Arctech

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SPI_002-14_10_33_20140227154 48_583458.indd 25 27.02.2014 15:50:41

Maximising productivity in the steel-cutting shopCCS | Kranendonk, a Dutch robot technol-ogy centre, recently introduced its third generation of cutting lines for shipyards to maximise productivity.

Although the process of profile processing in shipyards has already trans-formed from a labour-intensive manual job into an automated CNC or robotic process, Kranendonk noted, there are large gains achievable by integrating sur-rounding processes and optimising the complete product flow.

Background

Kranendonk supplied its first robotic cut-ting line in 1987. Over the years, 3D ro-botic cutting of steel profiles has become more common in shipyards. Because of a demand for shorter delivery and installa-tion times, the company started working on a next-generation profile cutter in the early 2000s. Additional processes that had to be performed on shipbuilding profiles, such as text printing, bending line marking and edge cleaning, were now part of the same production line. The second genera-tion of profile cutters had some significant advantages over traditional ways of profile processing, since integration into one sys-tem enabled shipbuilders to synchronise

all machines with planning and stock. This improved the total production flow.

In 2010, Kranendonk started develop-ing what it calls its most advanced profile cutting system to date. Based on a com-pletely redesigned concept, the compact cutting system (CCS) offers an all-in-one solution for profile production. The third generation of robotic profile cutters is set up in a modular way, i.e. a full production line can easily be tailored to individual customer requirements or even expand-ed afterwards. For example, it is easy to extend the cutting line with infeed and outfeed buffers or even a dynamic high-rise storage. The most complete profile processing shops can cut more than 3km of profiles per day. In these cutting shops, multiple storage systems take care of just-in-time delivery of the profiles to the shipyard’s panel-welding lines, Kranen-donk noted.

Tailored to shipbuilders’ needs

An important feature that Kranendonk in-troduced in its second-generation cutting line was the inflow measuring system. It eliminated the need for a ”gripper” (also called ”stopper”), improving speed and drastically reducing the need for mainte-

nance. With modern cutting lines, each steel profile is measured with a tool before cutting. Intelligent software takes steel de-viations into account to adapt the cutting path and compensate for tolerances, the company said.

Profile-cutting process

To maximise productivity, modern pro-filing lines are equipped with a plasma cutting robot for high-speed processing. Since plasma cutting is such a powerful process, it puts a lot of pressure on com-ponents and shop-floor safety. For that reason, Kranendonk designed a sound-proof cabin with integrated fume extrac-tion. All components are integrated into a rigid base frame, which increases durabil-ity and reliability of the system. Oxy-fuel cutting (flame cutting), to achieve more accurate cuts, is optional in the CCS and can be integrated with a tool-changing device. To cope with the large variety of profile lengths that shipbuilders use, the CCS features a multi-cut functionality for unlimited cutting length and a sorting ta-ble for short profiles.

Software and control

In advanced production automation, it is important that hardware and software work closely together. By controlling logistics as well as additional machines, software can take care of a continuous production flow in the cutting shop. Kranendonk has been developing its own software since its very first cutting line (1987). Programming in the open software environment is easy, the company said, so there is no limitation on the profile cuts that a shipbuilder wants to make. A CAD link enables shipbuild-ers to directly import their CAD data into the production software. The CCS is said to be the only robotic cutting line in the world today that can interface with Inter-graph’s Smart Marine 3D as well as many other software systems.

The system is set up in a modular way, with optional logistics such as buffers and a high-rise storage

The all-in-one CCS design ensures operator’s safety on the shop floor and features different cutting and marking options


SHIPBUILDING & EQUIPMENT SHIP DESIGN & CONSTRUCTION

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SPI_002-14_10_33_20140227154 48_583458.indd 27 27.02.2014 15:50:54

The Callenberg emt™ system being configured

CRUISE VESSELS | Wilhelmsen Technical Solutions (WTS), a global provider of engineer-ing solutions, equipment and services for the maritime and offshore industries, has intro-duced its Callenberg emt™ en-ergy management solution to the market.

Especially designed for cruise ships, the system is aimed at meeting the challenges of energy-intensive heating, ven-tilation and air conditioning (HVAC) units for accommoda-tion and machinery spaces.

According to WTS, Callen-berg emt™ provides measurable energy savings with the means to reduce fuel costs and dem-onstrate environmental creden-tials with respect to emerging compliance standards.

Shipboard engine room ventilation controls and com-bustion air systems are typically designed to work at extreme ambient conditions and when the vessel is sailing at full speed. However, the engine load, room temperature and ambient con-ditions usually vary widely dur-

ing the course of a voyage, often resulting in fans and pumps running at overcapacity for ex-tended periods, the Norway-headquartered company noted.

Similarly, air conditioning systems on board cruise ves-sels are designed to cope with extreme conditions that are seldom or never encountered, making it all too easy to inad-vertently run air conditioning at full blast even when a frac-tion of the design capacity is needed, it added. The result, according to Magnus Hans-son, director of Energy Man-agement Technology at WTS, is large amounts of wasted electric and thermal energy. “The combination of rising fuel prices and increased pres-sure to meet environmental regulations means that energy management is paramount for cruise operators,” he said. “The need to use finite sources of en-ergy more intelligently means that owners look at all poten-tial sources of energy wastage as an opportunity to increase energy efficiency.”

The Callenberg emt™ tech-nology is dedicated for fluid flow machinery such as HVAC, pump and compressor systems found throughout cruise ships. The solution uses the True-Demand™ concept that auto-matically responds to varying conditions and alters the ac-commodation HVAC capacity and the engine room ventila-tion and combustion air supply to meet the demand at any giv-en time.

“Callenberg emt™ creates real value by recording the energy savings for the user, enabling cruise operators to set benchmarks and analyse the return on investment,” Hans-son remarked. “The system provides the greatest energy savings during slow steaming, when in port and when oper-ating in intermediate ambient conditions.”

The technology is aligned with the IMO’s Energy Effi-ciency Design Index (EEDI) for new ships and the Ship En-ergy Efficiency Management Plan (SEEMP) for existing ton-

nage. Hansson said that based on experience to date, cruise ships employing Callenberg emt™ had reported savings of 3,000 tonnes of bunker fuel per year, corresponding to a 10% to 15% reduction of the electric power generated on board and helping to reduce the carbon footprint by over 9,000 tonnes.

“With the Callenberg emt™ solution, it is easy to compare predicted and actual energy savings so the results can be reported and return on invest-ment quickly proven,” he add-ed. “The return on investment is typically between six and 18 months, dependent on the ship configuration and operating profile.”

Callenberg emt™ is offered both for newbuildings and ex-isting ships in service through the Wilhelmsen global service network. WTS also offers train-ing programmes for ship man-agement companies on how to run HVAC plants in smart and energy-effective ways, without compromising the onboard cli-mate.

Managing HVAC energy consumption


SHIPBUILDING & EQUIPMENT HEATING, VENTILATION & AIR CONDITIONING

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KNUD E. HANSEN | The Dan-ish naval design and marine consultancy Knud E. Hansen AS said that it and Novenco Marine & Offshore AS had been contracted by Carnival Cruise Lines to install state-of-the-art heating, ventilation and air conditioning (HVAC) upgrades on the Victory-, Tri-umph-, Conquest- and Spirit-class cruise liners to improve the overall operational effi-ciency of the British-American company’s fleet. The work will be carried out through 2014 and finalised in early 2015.

Shipowners’ newbuild-ing requirements, Knud E. Hansen noted, often specify excessive capacity for HVAC systems to ensure passen-ger comfort during tropical cruises. This means there is significant potential for opera-tional optimisation when the vessels are in cooler climates or during transitional peri-ods with fewer passengers on board. The consultancy said its upgrades would take into account both the number of passengers and variety of heat sources, such as entertainment equipment, so that cooling ca-pacity was transferred to areas where needed.

The technology is based on monitoring the passenger flow and occupancy of each area us-

ing CO2 sensors in addition to a “time schedule”. To save elec-trical power and chilled water, ventilation is reduced to a mini-mum in unoccupied areas.

HVAC system efficiency gains of up to 25% can be ex-pected by upgrading equip-ment on board, changing sys-tem operational parameters and installing customised software to better manage the operation of HVAC machinery, Knud E. Hansen said. As a consequence, it added, the payback period is likely to be less than six months. An “energy-saving calculation” program can give daily reports to the operators and technical staff ashore.

The new generation of the time schedule and energy-saving calculation program can be interfaced with most existing HVAC HMI control systems, according to Knud E. Hansen. It said further en-ergy efficiency enhancements to the HVAC system could now be implemented, includ-ing chilled water flow control, “free cooling” of chilled water for ships sailing in low outside temperatures, unoccupied cabin control, improvement of return air and enthalpy wheels as well as demand air flow in galleys.

Knud E. Hansen said that it and Denmark’s Novenco Ma-

rine & Offshore would manage the Carnival Cruise Lines up-grades in cooperation with the Knud E. Hansen office in Fort Lauderdale, Florida. Technical support, regulatory compli-

ance, refit design and energy optimisation including CFD analyses are among the services provided to cruise ship owners since the Florida office opened in late 2010.

State-of-the-art HVAC for cruise liners

HVAC systems of the Carnival Victory will be upgradedPhoto: Carnival Cruises


SPI_002-14_10_33_20140227154 48_583458.indd 2 27.02.2014 15:50:57

Grooved pipe-joining for fast and safe retrofi t VICTAULIC When piping systems had to be replaced on the 1983-built trailing suction hopper dredger (TSHD) FRPD 309, Victaulic’s grooved mechanical pipe-joining method was chosen

The scope of work on the FRPD 309, owned by Canada’s Fraser River Pile and Dredge (GP) Inc (FRPD), in-

cluded replacement of cooling water pip-ing on the dredger’s main engines as well as work on cooling water pipes for the auxil-iary and pump engines.

Avoiding hot work in an environment where fuel, oil and combustible materials were present was an obvious safety consid-eration. Igor Shlyk, marine technical super-intendent at FRPD, said he was convinced that using grooved mechanical joining in-stead of welding would also greatly speed up the retrofit work on the FRPD 309.

“Installation is simple, and I would say it’s twice as quick. Not only do you have fewer people involved, but you don’t have to fit, cut and grind. You just order the pip-ing and fittings, get a grooving machine and everything fits together,” Shlyk said.

Installation time was reduced, and the project could also get off to a quicker start because there were none of the delays as-sociated with welding. “As a BV-classed vessel, we have to have all the procedures in place including welders’ certificates, welding procedures and hot-work permits, but we could eliminate that with Victaulic products,” Shlyk continued. “It would have

taken a lot longer to deal with all the paper-work and the people required, so not hav-ing to do that was a big advantage.”

Furthermore, he said, it was unneces-sary to degrease or cleanse the area prior to commencing work, and time-consuming and costly fire-watch arrangements were avoided as well. Additionally, there was no need for the ultrasonic testing of welds, which would have delayed project comple-tion. “In this case we just pressure-tested the system and there were no leaks,” Shlyk remarked.

The ease and convenience of the mechan-ical pipe-joining system helped overcome

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SHIPBUILDING & EQUIPMENT PIPING SYSTEMS

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space constraints on board the dredger, where access to carry out welding would have been extremely difficult. After pre-measuring, cut-ting and grooving the pipe, pieces were pre-assembled and fitted together progressively section by section. “With welding, unfortu-nately you can’t do that. You have to go back and forth several times, tacking, welding and removing,” Shlyk said. “If we’d tried to weld, I don’t see how it could have been done.”

A union at every joint means that a worker needs to undo just two nuts and bolts and retighten them after replacing the gasket, making maintenance quicker and easier “There’s no way you can main-tain a welded system in situ. You have to completely remove the pipe from where it’s installed in the bilges underneath the deck plate, take it to the workshop, fix it and bring it back,” Shlyk noted.

According to Victaulic, its system is not only simpler, but the need for maintenance is much reduced, too, since the couplings attenuate vibration, lessening the instance of leaks and prolonging the life of the sys-tem. The coupling’s construction enables the gasket to seal against the pipe, while the ductile iron housing provides both space for the elastomeric material to flex and containment to prevent overstretch-ing. Overall, the coupling works to create a permanent leak-tight seal with no need for additional reinforcement. Additionally, the ductile iron of the external housing has vi-bration-dampening qualities of its own, the US-headquartered supplier of mechanical pipe-joining systems said.

“When a dredger is operational, there’s a lot of vibration,” Shlyk explained. “There’s a lot of flexibility with Victaulic couplings and their design makes them work like shock absorbers.”

MECHANICAL > PIPE-JOINING

The mechanical pipe-joining system begins by cold forming or machining a roll groove into the pipe end. The piping connection is secured by a cou-pling that houses a resilient, pressure-responsive elastomer gasket. The cou-pling housing fully encloses the gasket, reinforcing the seal and securing it in position as the coupling engages into the pipe groove. Only two nuts and bolts are needed to secure the self-re-straining joint up to 600mm. The me-chanical joint creates a triple seal due to the design relationship between groove, gasket and housings, which is enhanced when the system is pressu-rised. This results in an easy-to-install, leak-free and maintenance-friendly mechanical connection.

Mechanical pipe-joining helps overcome space constraints

Couplings create a permanent leak-tight seal and reduce system vibration

Replacing the dredger’s main engine cooling water piping took just a week using grooved-end couplings

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Removing water from emulsifi ed oil in biodegradable lubricants

VGP | Denmark’s C.C. Jensen, specialised in the development and production of oil filtration systems, has solutions for remov-ing particles and water from conventional lubricating oils in marine applications as well as water from emulsified oil. The company says its desorber/filter units par-ticularly benefit shipowners using EALs (environmentally acceptable lubricants),

which under the USA’s latest Vessel Gen-eral Permit (VGP) are required in all oil-to-sea interfaces (unless technically un-feasible).

According to C.C. Jensen, EALs may af-fect the tightness of standard seals, as many conventional rubber seals are not compat-ible with EALs. So there is a serious risk of water ingress to the stern tube, thrusters, rudders and controllable pitch propeller systems. Furthermore, C.C. Jensen says EALs absorb a considerably larger amount of water than conventional mineral oil, and that the water in many EALs causes emulsi-fication to a degree that will not allow con-ventional filter/coalescer systems to work.

When one of the company’s customers in the marine business complained that its filter/separator solution didn’t work as it should, it turned out that the customer had changed the lubricating oil to an EAL type. An analysis showed that the wa-ter in the oil had resulted in severe emulsifi-cation and could not be removed by means of the traditional filter/separator solution

that had previously worked well with min-eral oils, C.C. Jensen said.

In a trial, the company installed one of its D10 desorbers on board the vessel. The CJC™ desorbers have been cleaning emul-sified oil successfully from land-based ap-plications for more than a decade, and the engine room staff quickly experienced the same result on board the ship, according to C.C. Jensen.

To provide additional filtration for particulate removal and have the means to break a stable emulsion, C.C. Jensen con-nected one of its HDU fine filter units to one of its compact desorbers. The result is a single, very neat unit, with only one inlet and one outlet. A plug-and-play type, it is easy to install, even in narrow spaces, and ready to work in less than 30 minutes.

The unit has been designed to effec-tively remove any particles from the lubri-cating oil, be it mineral or biodegradable, along with water from the emulsified EAL, returning clean and well- working lubricat-ing oil to the system.

CJC™ combi unit, desorber D10 & HDU 27/27 for filtration of environmentally acceptable lubricants

Waterproof lighting for demanding areas

TL60 | Norwegian lighting specialist Glam-ox has introduced a waterproof lighting unit for the marine sector based on the lat-est LED technology. Called TL60, it is an ideal choice for demanding applications, the company said.

Heat management was a deciding fac-tor in development of the TL60, designed for a lifetime of 100,000 hours at an ambi-

ent temperature of 45ºC. The maintenance-free luminaire can give substantial savings in costs and manpower, according to Glamox.

Its special housing with optimal heat management, low profile and slim, elegant design make TL60 the best solution for areas such as car decks, engine rooms and places exposed to harsh weather, Glamox said.The TL60 lighting solution

Launch of fl ow rate and leakage sensor

BKM | Germany’s Bolender Maschinenkon-struktion (BKM) has developed the Fluid-Check® flow rate and leakage sensor, an all-in-one unit with chassis housing made of stainless steel. It has been designed to detect leaks without the need to cut pipelines.

The ready-to-use unit will be pro-grammed by BKM according to clients’ needs.

The sensor is based on the calorimetric principle, i.e. the sensor head has an internal thermo-element and heating. The cooling

and heating time of the tip gives informa-tion on the actual oil flow. The measuring cycle takes nine seconds.

According to BKM, installation of the sensor is simple and takes only five minutes with an Allen wrench and jaw wrench.


SHIPBUILDING & EQUIPMENT INDUSTRY NEWS

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SISHIP Offshore Vessels

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APM | This year’s Asia Pacific Maritime (APM) exhibition and conference takes place from March 19th to 21st at the Ma-rina Bay Sands in Singapore. The 13th edi-tion of the event will be held in conjunc-tion with the inaugural IMarEST Ballast Water Technology Asia Conference and once again revolves around major trends in the shipbuilding, marine, workboats and offshore industries. Supported by the Maritime and Port Authority of Singapore (MPA), APM offers a holistic business ex-perience by combining a comprehensive exhibition, high-powered conferences and seminars, and networking sessions to con-nect Asia-Pacific buyers with international maritime suppliers. The organiser, Reed Exhibitions, expects 1,500 participating companies from 53 countries and 15,000 visitors from 60 countries. Total exhibition space covers 21,000m2.

APM Conference

After the opening ceremony on Wednes-day, March 19th, the focus will be on ship-owners. Following a 60-minute session during which leading shipowners can be questioned about their views on the indus-try’s opportunities, the conference will deal with challenges faced by dry and bulk carriers in the Asian market.

“Maritime Finance” is the title of the first day’s second panel, during which strategies and options for owners will be discussed.

The morning sessions on the sec-ond day deal with “Green Shipping”. Topics to be discussed include emission

regulations, increases in efficiency and reduction of operational costs.

In the afternoon, “Maritime Commu-nication & Technology” and “Marine Se-curity & Propulsion” will be at the centre of attention. Afterwards, the APM Cham-pagne Connect will enable participants to gain valuable insights from industry lead-ers as well as the opportunity to network with other offshore and maritime profes-sionals.

The final day of the conference starts with the International Bunker Industry Association conference, followed by a ses-sion on shipyards and shipbuilding. The last two panels will revolve around gas transportation and ballast water treatment, respectively.

IMarEST Ballast Water Technology Asia

The first ever IMarEST Ballast Water Tech-nology Asia Conference will be held during APM.

To maximise networking opportunities, it is scheduled on the second day to ensure the highest possible attendance.

According to organisers, the presenta-tions will be highly relevant to owners and operators, assisting them in making the right choices. The conference will address topics including regulations and compliance, chal-lenges for shipbuilding, and technology.

The entire programme of APM’s conferences and the list of speakers can be obtained at http://www.apmaritime.com/en/APM-Conference

The APM takes place in Singapore, home of thriving maritime and offshore industries

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As the premier ship repairer and market leader in FPSO, FSO and FSRU Conversions, we have come to be known for our flexibility, quality, innovation, safety excellence and commitment to customers.

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SPI_002-14_34_37_20140227110 34_58345 .indd 35 27.02.2014 11:0 :53

Contracts and orders

The KFELS B Class is designed to operate in a wide variety of environments and features an enhanced leg design

Keppel Fels Limited, a wholly owned subsidiary of Keppel O&M, has se-cured contracts from Fecon Interna-

tional Corp for construction of three high-specification KFELS B Class jack-up rigs worth about USD 650 million.

The rigs are to be delivered progres-sively in the second half of 2016.

The KFELS B Class rig is able to oper-ate in water depths of up to approximately 122m and drill to a depth of 9,144m. Cus-

tomised to Fecon’s requirements, the three jack-up rigs will each have a full 15,000-psi BOP system, a cantilever outreach of 22.86m and be able to accommodate 150 persons.

Developed by Keppel’s technology arms, Offshore Technology Development and Bennett Offshore, the KFELS B Class is designed to operate in a wide variety of environments and features an enhanced leg design for added robustness. The design

incorporates Keppel’s advanced and fully automated high-capacity rack and pinion jacking system, and self-positioning fixa-tion system.

The KFELS B Class provides maximum uptime with reduced emissions and dis-charges, Keppel said. For its environmen-tally friendly features, the KFELS B Class design received the Engineering Achieve-ment Award from the Institution of Engi-neers Singapore in 2009.

KEPPEL For 2013, Singapore’s Keppel Corporation has reported

a net profit of SGD 1.4 billion and a return on equity of 14.9%

(excluding revaluations). Its wholly owned subsidiary Keppel

Offshore & Marine (O&M) secured about SGD 7 billion in new

contracts, its order book standing at about SGD 14.2 billion at

the end of December. The following highlights some of the

major contracts and deliveries in recent months.

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Keppel Fels delivers 21st rig in 2013

Prior to landing the new order, Keppel Fels delivered Arabdrill 60, another KFELS B Class jack-up rig, to Arabian Drilling Com-pany (ADC). It was the 21st newly built offshore rig that Keppel Fels delivered in 2013, setting a new record for the number of rig deliveries by a company in a year, the company said.

Arabdrill 60 will be ADC’s third jack-up rig from Keppel Fels. It has been chartered to Saudi Arabia’s national oil company, Sau-di Aramco.

The first of the two new rigs, Arabdrill 50, had been delivered earlier in 2013 and is already working successfully for Saudi Aramco.

Arabdrill 60 is the 51st KFELS B Class rig delivered since 2002.

SGD 150 million in new contracts

In mid-December, Keppel O&M’s sub-sidiaries Keppel Shipyard and Keppel Nantong Shipyard Co Ltd secured five contracts worth about SGD 150 million in total.

Keppel Shipyard’s contracts are FPSO and FSO projects for Armada C7 Pte Ltd – a joint venture of Bumi Armada Berhad and Shapoorji Pallonji Group – Apache Energy Limited and EMAS AMC Pte Ltd.

Keppel Shipyard has commenced work on the Armada C7 project, scheduled for completion in the third quarter of 2014. Its scope of work includes refurbishment and life-extension, upgrading of living quarters to accommodate 70 persons, fabrication and installation of an internal turret moor-ing system as well as installation and inte-gration of topside process modules.

With a production capacity of 26,500 barrels of oil per day and a storage capacity of 510,000 barrels, the FPSO will support operations of India’s national oil company, Oil and Natural Gas Corporation Limited, in the Cluster 7 field off the west coast of Mumbai.

Under the contract with Apache Energy, Keppel Shipyard will carry out steel- and piping-systems renewal, coating work, equip-ment overhauling, and installation of new equipment on the FPSO Ningaloo Vision.

Pre-fabrication work has already start-ed. After repair and rectification work, the Ningaloo Vision will return for operations in the Van Gogh field, located in the Ex-mouth Basin off the north-west coast of Australia.

As for the contract with EMAS AMC, a subsidiary of EZRA Holdings, Keppel Shipyard will undertake the fabrication of an external turret for an FSO unit.

Work has begun and the turret is sched-uled for completion in the second quarter of 2014, after which it will be delivered to STX Offshore & Shipbuilding Co Ltd in South Korea for integration with the FSO, to be deployed in West Africa.

In China, Keppel Nantong has secured two contracts from Smit Shipping Singa-pore Pte Ltd, a wholly owned subsidiary of Royal Boskalis Westminster Group, to build two submersible barges.

Work on both barges, Giant 5 and Giant 6, was scheduled to start in the first quarter of 2014. Upon their completion, slated for the end of 2014 and early 2015, respective-ly, the barges will be deployed in Europe.

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SPI_002-14_34_37_20140227110 34_58345 .indd 37 27.02.2014 11:0 :58

DEEPSEA CHALLENGER The Deepsea Challenger is the second manned deep-sea submersible to have reached the deepest part of the world’s oceans: the Mariana Trench in the western Pacific. One of the expedition’s aims was to gain valuable knowledge for the exploitation of marine commodities. In the following article, Phil Durbin, managing director of the Australia-based engineering design and analysis consultancy Finite Elements, and Michele Durbin, the company’s business director, give insight into the challenges of constructing the capsule’s main structural elements.

On March 26th 2012, the 7.3m-long submarine Deepsea Challenger start-ed its journey to the lowest known

point on earth: the Challenger Deep, 11km beneath the ocean surface near the south-ern end of the Mariana Trench.

The crucial structural elements of the vessel – such as the pilot capsule (which carried the Canadian film director and ex-perienced submariner James Cameron) and the syntactic foam body of the sub (which housed the pilot capsule) – were engi-neered and optimised by Finite Elements, an engineering design consulting company that specialises in custom-engineered solu-tions for heavy industry, power generation and deep-sea equipment.

The Finite Elements team used ANSYS Mechanical software to design a geometri-cally complex capsule that can withstand pressures of 114 MPa, 1,100 times the pres-sure at sea level. ANSYS software played a further substantial role in developing the craft’s syntactic foam body and in resolving

thermal issues in the manufacture of the pi-lot capsule and syntactic foam.

Application of engineering simulation in the design process gave early confidence about the submarine designs, materials and construction methods, which saved time, enabled rapid and innovative design modi-fication and substantially reduced ultimate failure risk.

Deep-sea exploration challenges

The Challenger Deep undersea valley lies in the Mariana Trench, about 500km south-west of Guam in the Pacific Ocean. A manned vessel reached these depths only once before, in the 1960s. That craft, known as the Trieste, weighed 150 tonnes, was about 18m long and 3.5m wide. It housed two pilots but was unable to take film footage, retrieve samples or conduct scientific experiments. It took nearly five hours to descend and more than three hours to ascend, affording only 20 minutes of bottom time.

Cameron and his Australian partner, Ron Allum, started working on the concept design for the Deepsea Challenger some sev-en years ago. Their goal was to convey one man to the deepest point on Earth to bring back never-before-attained scientific data and high-definition film footage. Ideally, the vessel would benefit from much faster descent and ascent times, thus affording more time to explore the bottom. It would be able to traverse significant distances across the seafloor and would be lighter, and therefore easier, to manage on the deck of a ship.

The Deepsea Challenger is a vertical torpedo for rapid descent and ascent. It contains a spherical pilot capsule with an internal diameter of approximately 109cm, only large enough to house Cameron and his equipment. Further, the buoyancy re-quired to return the pilot to the surface is provided by the structural beam of the submarine, thus further reducing weight.

Exploration of the deepest part

of the world’s oceans


OFFSHORE & MARINE TECHNOLOGY DEEP-SEA RESEARCH

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At depth, weight is a crucial factor in designing this type of vessel. The foam used to provide buoyancy for the return trip is about seven-tenths as dense as wa-ter. This means that for every kilogram of “in-water” weight that goes down, another 2.3 kilograms of foam is needed to bring it back up.

Simulation needed to design complex geometry

Ideally, the Deepsea Challenger pilot capsule would be a perfect sphere, if not for the requirement of an entrance hatch for the occupant and a separate penetrator plate opening to admit electrical cables. These wires control a wide array of equipment, in-cluding a sediment sampler, a robotic claw, lights, thrusters, a descent-weight trigger, 3-D video cameras, and, for the return to surface, an ascent-mass drop trigger and a trim ballast system. Unlike the Trieste, the Deepsea Challenger pilot capsule is so small that the size and shape of the entrance hatch and penetrator plate represent a significant structural discontinuity to its roughly spher-ical shape. This greatly increased the dif-ficulty of designing the capsule shell when compared with a large spherical shape.

Many ANSYS Mechanical simulations, including the use of contact formulations with friction, were essential in developing the final complex shape: one that would properly distribute the bending stresses in the shell caused by the shape of the hatch and hatch interface. The metal-to-metal contact surfaces of the hatch and the pen-

etrator plate were carefully angled to re-move relative deformation of the hatch to the shell as pressure is applied throughout the dive. Friction coefficients were deter-mined experimentally under stress condi-tions similar to those experienced in the pilot capsule.

Analysis further showed complexities with the set of holes in the penetrator plate that accepts the electrical cables. This con-figuration represented a stress concentra-tion sufficient to cause the hole to become out-of-round and plastically deform onto the penetrator body. The Finite Elements team eliminated the plastic deformation through careful geometric design com-bined with the introduction of ultra-high-strength 300 M alloy steel in the hatch and penetrator plate.

Allum’s experience with Russian Mir submersibles (and similar plastic deforma-tion issues) confirmed the Finite Element team’s findings that the penetrators would jam in their sockets if not given sufficient clearance.

The Finite Elements engineering team performed further full nonlinear plastic analysis to determine the ultimate collapse pressure for the pilot capsule. It is hard to predict buckling of a perfect sphere because the structure is equally likely to collapse at any point of the geometry. The discontinui-ties in the Deepsea Challenger pilot capsule provided a reliable and predictable mode of collapse that improved engineers’ con-fidence in the outcome. To minimise the weight of the structure, the team targeted a

safety factor on yield of 1.5. Iterative modi-fications to the shape and selective applica-tion of high-grade, heat-treated alloy steels allowed the team to achieve this in simula-tion. Finite Elements engineers were not satisfied with material properties data pro-vided by the steel suppliers, so they worked with Allum and performed their own com-pressive failure tests. Physical testing of the weld-zone prequalification material dem-onstrated that it was not as strong as stated in published data, lowering the safety factor at the weld zone to 1.36.

Housed within the entry hatch is the viewport, made of a cast acrylic material. Finite Elements engineers developed the final design for the shape, starting from a rough design concept based on the work of a leading industry expert. The viewport was manufactured and later tested in a pres-sure chamber at Pennsylvania State Uni-versity in a test jig designed using ANSYS Mechanical. The team simulated the test jig to ensure that the jig would not bias the results of the test. The acrylic fractured at the edges in early testing. Engineers com-pared the data generated in the test rig with an ANSYS Mechanical model of the acrylic port and rig at test pressure. This led to fine-tuning material properties in ANSYS software until the behaviour of the view-port matched the strains and deflections that were seen in physical testing. After cor-recting material properties, engineers used parametric analysis in ANSYS Mechanical to optimise the viewport geometry and shape of the supporting seat and to >

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eliminate fracturing. In the final design, the viewport deflects by almost 5mm towards the pilot at full depth, a safe but unnerving experience for the pilot.

The complete pilot capsule (including the viewport entrance hatch and the pene-trator plate) was successfully tested twice to the maximum pressure rating at the Penn-sylvania State University pressure test facil-ity, a few per cent shy of full ocean depth.

Designing and manufacturing a new foam

The design team expended a considerable amount of effort to find the right syntactic foam for the backbone, which constitutes the bulk of the sub’s structure. Deep-sea ex-ploration submarines of this type have tra-ditionally been built with a metal frame and attached foam. To save weight and make the volume of the craft as small as possible, Cameron wanted to explore using the foam as the sub’s structural backbone. There are commercial foams that claim to be capable of operating at full ocean depth, but they are not rated for manned-submersible use – they do not meet strict toughness and con-sistency properties required for the task.

The engineers set about designing foam made from epoxy resin and hollow glass micro-balloons with the required mechani-cal properties. It was important both to im-prove the packing density of the balloons and to identify an appropriate resin and material additive to produce toughness in what was a brittle material. ANSYS struc-tural mechanics was used at a micro level to

research how the hollow glass spheres inter-act with each other within the foam matrix. The studies led to successful development of the new foam.

A new foam manufacturing process was also developed. When the epoxy cures, it releases heat, which damages the foam. The Finite Elements design team employed AN-SYS transient thermal modelling to under-stand this process and implement changes to the manufacturing method.

Finite Elements engineers also de-signed three pressure vessels using ANSYS Mechanical. The first, a 14-MPa vessel with yoke closure mechanism, was used for the new syntactic foam manufacturing process. The second, a large 140-MPa fully forged pressure vessel with a screw-thread enclosure, was used to test the production foam blocks and all other equipment to full ocean depth, prior to assembly. The latter vessel is the largest high-pressure test cham-ber in the Southern Hemisphere. A third small 140-MPa pressure vessel was used for testing electronic components to full ocean depth.

Engineering the beam

Large foam blocks were glued together and CNC-machined to form the entire structure of the submersible. Finite Elements devel-oped a specially designed surface laminate to sheath the beam to mitigate the risk of brittle failure of the foam during launch and recovery operations. The Finite Elements team used ANSYS Mechanical to proto-type the laminate/foam combination to

understand its performance under the high isostatic pressure conditions at full ocean depth. Final confirmation of the laminated foam was achieved by physical testing.

Finite Elements engineers worked with Allum and the Acheron manufacturing team and performed tests on foam samples with strain gauges. They then compared re-sults with simulation predictions to estab-lish material properties, which then were used in the analysis to design the backbone. The sub’s fully constructed foam beam was too large to test; the Mariana Trench dive served as the ultimate test.

Coping with shrinkage under pressure

The craft’s length shrinks by 70mm due to the pressure exerted by the ocean at Chal-lenger Deep levels. With all components deforming at different rates as the craft descends, it is critical that size changes of mating parts be consistent to avoid gener-ating unnecessary stresses. The Finite Ele-ments team employed ANSYS Mechanical to determine appropriate clearances and then design necessary compliance into the fastener systems that retained the major components, such as pilot capsule, battery modules and thruster blocks.

Engineers used ANSYS CFX to analyse “through-water” performance of the sub-marine to predict stability for ascent and de-scent, and to predict horizontal “in-flight” drag. The results correlated favourably with the results of one-fifth scale model physi-cal tests conducted in the United States, all of which directed important design altera-tions.

ANSYS Mechanical and CFX proved to be very powerful tools. The contact for-mulations provided robustness needed to converge to a solution with the complex ge-ometries and high stresses involved in this project. ANSYS Workbench made ANSYS Mechanical much easier to use by stream-lining the interchange of computer-aided design (CAD) geometry and simplifying the process of defining loads and contacts.

After a descent of just over two and a half hours, the 12-tonne Deepsea Challenger sub spent three hours hovering the desert-like seafloor, collecting samples and making 3-D videos. The ascent to the surface took just over one hour, after which a helicopter spotted the craft and a research ship’s crane picked it up. Scientists are now busy analys-ing the enormous hoard of data and sam-ples collected by the voyage.

Syntactic beam stresses during recovery lift

Flow separation in forward flight based on early design iteration


OFFSHORE & MARINE TECHNOLOGY DEEP-SEA RESEARCH

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SPI_002-14_38_46_20140227143444_583457.indd 41 27.02.2014 14:35:05

The WaveRoller wave energy farm

AW-ENERGY | Finnish wave energy develop-er AW-Energy said its wave energy device WaveRoller had received a performance verification from DNV GL after operating in a fully exposed ocean environment dur-ing testing in 2012 and 2013. AW-Energy submitted detailed data on wave conditions and device performance. Independent veri-fication of the WaveRoller power matrix is a major milestone for the commercialisation and large-scale deployment of near-shore wave energy converters, the company said.

The WaveRoller device is equipped with a large array of sensors and measuring equipment that monitor the operating con-ditions and performance of the device. The recorded data is instantly available in the control room in Portugal as well as by re-mote connection. The grid-connected and fully operational hours in 2012 and 2013 delivered a wealth of data on various device settings and operating conditions, AW-Energy said. A representative half-month’s sample of those hours in continuous opera-tion was then independently selected for verification.

DNV GL conducted the extensive study and performance verification, whose aim was to impartially examine the performance of WaveRoller, verify the ef-ficiency of the device at different stages of power conversion and derive a power matrix.

Raw data analysis and verification of data processing algorithms within the measurement instrumentation were also in-cluded in the review to ensure the reliability of key input variables. AW-Energy said the results of the DNV GL study had been in line with its own calculations. The power captured by WaveRoller was con sistent in the calculations of both, for low and high sea states equally, it said.

DNV GL verified that the hydraulic stage of the power take-off (PTO) showed excellent performance, AW-Energy said,

Performance of wave energy device verifi ed

The wave energy device WaveRoller

and that electricity was generated even in very mild conditions of about 1m signifi-cant wave height.

The electricity output from a single WaveRoller 100-kW unit during a 24-hour period with significant wave height of 2.5m, typical at the Peniche project site in Portu-gal, was 500 kWh, the company pointed out. WaveRoller continued to operate as predicted even during more turbulent peri-ods with 5m significant wave height. Con-tinuous operation of WaveRoller in such harsh conditions was possible due to “intel-ligence” built into the PTO system, devel-oped by AW-Energy.

“DNV GL and AW-Energy have been working closely to establish an appropriate framework for the design of the WaveRoller wave energy converter (WEC),” noted Joao Cruz, head of Wave and Tidal Energy at DNV GL. “This has involved a series of numerical and experimental modelling exercises, which have now been extended to the comparisons with full-scale results. The results are very encouraging and dem-onstrate AW-Energy’s adherence to the industry best practices. This positions the WaveRoller WEC technology at the fore-front of the wave energy industry.”

According to AW-Energy, previous WaveRoller PTO bench tests and simu-lations also matched field performance, providing significant impetus for the com-pany’s newest project: a full-scale PTO testing facility currently under construc-tion in Finland. Full-scale, next-generation WaveRoller PTO units will undergo rig-orous operational tests at the facility, the results providing a solid basis for perform-ance estimates of the upgraded design.


OFFSHORE & MARINE TECHNOLOGY RENEWABLE ENERGY

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Launch of crew transfer capsule

FROG-XT4 | Reflex Marine, a specialist in safe marine transfer solutions for the off-shore, marine and renewable industries, has launched its new marine transfer capsule FROG-XT4.

With an increased capacity for now four passengers, the crane transfer solution of-fers improved passenger protection and an increased product life span, the UK-head-quartered company said.

The unit has a small footprint, making it easy to store and cost-effective to ship. One improved feature is the main load plate for the rigging terminations, which provides easy access and eye-level inspec-tion, making it simple to ensure the safety of the unit before each transfer. It can be

quickly deployed in medical evacuation situations (MedEvac), a crucial feature in emergency scenarios, Reflex Marine noted. Philip Strong, CEO of Reflex Ma-rine, said: “Crew transfer operations have evolved over the years and the FROG-XT4 is the product of many years of re-search and experience of working with operators throughout the world. Re-flex Marine has set new standards and expectations for the industry, chang-ing the perspective of crew transfer from being seen as inherently high-risk, to being accepted as a manageable activ-ity that can be performed safely and cost-effectively to ensure continuity in offshore operations.”

The FROG-XT4 offers space

for four passengers

Off shore personnel basket replaces out-of-date lifters

SERVICE AND MAINTENANCE | MacGregor has developed what it calls a highly ma-noeuvrable ”cherry-picker”-style personnel lifter to ensure safe access for moonpool service and maintenance.

Offshore rigs and platforms are com-plex structures, and this inevitably causes access problems for maintenance, service and testing in their moonpool areas. To ad-dress these issues, it is normal practice to provide some form of dedicated personnel lifting equipment to allow safe and effective access for maintenance staff.

MacGregor, a brand of Cargotec, has introduced its new “cherry-picker”-style Personnel Lift Basket primarily to meet the demands of the offshore retrofit mar-ket, replacing older equipment that fails to satisfy the latest rules and regulations, said the Finnish company’s project manager for Offshore Service, Arve Plassen. There is also the newbuilding market, the person-nel access equipment for which is now nor-mally included in bigger machinery pack-ages from drilling equipment suppliers.

Cargotec Norway and the Italian oil and gas company Saipem signed a contract in February 2013, and the first lift unit was installed on the Saipem rig Scarabeo during its class survey at the Keppel Verolme yard in Rotterdam in September.

“Our initial study process included a survey conducted offshore to establish a

three-dimensional model of the moonpool area and the surrounding deck structure,” Plassen said. “This allowed us to identify the location and requirements for the foun-dation structure, and in conjunction with our lift model it allowed us to check that the installed basket would be able to provide safe access to all the required areas, avoid-ing any collisions with other equipment and structures.”

Following class approval of the design by ABS, the unit was fabricated and tested at one of MacGregor’s cooperating compa-nies in Gdansk, Poland.

The final elements in MacGregor’s scope of delivery were installation and com-missioning supervision in Rotterdam.

The hydraulically powered 300kg SWL MacGregor Personnel Lift Basket with the cherry-picker design is controlled by an op-erator panel in the basket. It has a telescopic jib that, along with the basket, has a wide range of movement to permit the best pos-sible range of access.

ABS rules require a high level of redun-dancy as well as safety features such as an integrated emergency stop and basket-load sensing. In the event of a total power failure, an accumulator back-up system will bring the basket to a position for safe evacuation of personnel.

Should personnel in the basket become incapacitated, the unit can be manoeuvred

using a back-up control position located at the personnel lifter pedestal.

“We are already seeing interest from other operators needing similar upgrades because of revised, more stringent regu-lations, or simply because their original equipment is worn out,” Plassen said.

MAIN PARTICULARS >Personal lifter “cherry-picker” style

Jib maximum operating

length 17.2m

Jib elevation +42 degrees / -30 degrees

Jib slewing +/-90 degrees

Basket slewing +/-90 degress

This article is an edited version of a text that was first

published in MacGregor news, issue 167

Image of the “cherry-picker”-style personnel lifter


OFFSHORE & MARINE TECHNOLOGY INDUSTRY NEWS

SPI_002-14_38_46_20140227143444_583457.indd 44 27.02.2014 14:35:33

SPI_002-14_38_46_20140227143444_583457.indd 45 27.02.2014 14:35:37

HF4 | Mojo Maritime said it had signed a memorandum of understanding with the German ship management company Ham-monia Reederei on financing and building the Hi Flo 4 (HF4), described by Mojo as the first ship in a completely new class of offshore construction vessels. Mojo and Hammonia, along with other project part-ners on the Technology Strategy Board, the UK’s innovation agency, are therefore working together to appoint a shipyard and secure the first charter for the ship.

Designed to operate in extreme tidal races, the Hi Flo 4, Mojo said, has extraor-dinary operational potential across a wide range of offshore construction roles. In par-ticular, it may revolutionise the tidal energy sector. A dynamic positioning vessel with a catamaran configuration, it is meant to massively reduce the weather delays and risks in operating in tide races, and as a con-sequence could reduce current installation costs by up to 80%, according to Mojo.

In addition, the 59.5m-long and 28.6m-wide unit has been designed to allow rapid

operations and mainte-nance intervention in-dependent of the state of the tide, therefore dramatically increasing project yields and dramati-cally reducing operations and maintenance costs, Mojo said.

It also has the potential to provide high-ly competitive capability and performance in a wide range of other offshore construc-tion roles, including offshore wind, cable-laying and trenching, and subsea oil and gas interventions.

As part of the agreement with Ham-monia, Mojo, a British specialist in project management, engineering and consultancy services for the marine renewable energy in-dustry, will be providing offshore engineer-ing and operations expertise to complement Hammonia’s expertise in ship management and project development. Hammonia, as part of the Hamburg-based Döhle Group, will rely on Peter Döhle Schiffahrts-KG’s competencies in chartering, crew manage-ment and insurance services.

The HF4 has a twin hull configuration designed by Voith and is powered by four Voith Schneider Propellers (VSP).

The twin hull design provides the sta-bility required. “The centre position of the moonpool allows operations to be carried out at the point of the least vessel motion during swells,” said Stefan Moyé, engineer-ing manager at Voith Turbo Schneider Pro-pulsion. “In addition, the extremely short response times of the Voith Schneider Pro-pellers allow precise dynamic positioning, even under the most adverse tidal condi-tions.”

Agreement on off shore construction vessel

Image of the Hi Flo 4 Image: Voith Turbo

Enhanced health and safety training for off shore personnel

The new course is aimed at offshore personnel working at heights

HARNESSES | Aquatic Engineering & Con-struction Ltd, an Acteon company, together with specialist health and safety training provider Survivex, has created a bespoke course for its offshore teams that work at heights using harnesses.

Aquatic’s modular reel drive systems can stand up to 7m high when assembled, and the company’s offshore teams must use harnesses and ladders to complete the assembly. In addition to teaching best prac-tice during normal operations, the course will also show personnel how to secure and rescue a colleague who has fallen in the har-ness or become unconscious, Aquatic said.

Aquatic’s goal was to create a custom-ised course to improve body positioning and establish good practice for personnel assembling the AQPR-02 modular drive system. The course also covers the intro-

duction of new work-positioning harnesses that give technicians a higher degree of comfort and mobility while allowing them to use both hands for working.

The first training course was held in January 2014, and the content will be rolled

out to the company’s offshore personnel in the coming months.

John Spellman, HSEQ manager at Aquatic said, “HSEQ is a vital part of our contract wins. This training course will em-power and enable our personnel to famil-iarise themselves with the new equipment in a low-pressure environment before they use it on a project out on a vessel at sea. As a responsible employer working in a high-risk industry, we cannot afford to be complacent about the health and safety of our people.”

Chris Bews, account manager at Sur-vivex, added, “Creating a course that is de-signed specifically for the needs of Aquatic employees helps to ensure that the issues we cover are relevant to the reality of the company’s working environment and that the training outcome is of direct benefit to Aquatic offshore personnel.”


OFFSHORE & MARINE TECHNOLOGY INDUSTRY NEWS

SPI_002-14_38_46_20140227143444_583457.indd 46 27.02.2014 14:35:3

The Buyer‘s Guide serves as market review and source of supply listing. Clearly arranged according to references, you find the offers of international shipbuilding and supporting industry in the following columns.

Buyers Guide

1 Shipyards

9 Navigation + communication

2 Propulsion plants

10 Ship´s operation systems

3 Engine components

11 Deck equipment

4 Corrosion protection

12 Construction + consulting

5 Ships´equipment

13 Cargo handling technology

6 Hydraulic + pneumatic

14 Alarm + security equipment

7 On-board power supplies

15

17

Port construction

Maritime services8 Measurement + control devices

16

18

Offshore + Ocean Technology

Buyer‘s Guide Information

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1.06 Repairs + conversions

1 Shipyards

2.03 Couplings + brakes

Your representative for Germany Austria and Switzerland

Friedemann StehrTel. +49 6621 9682930

E-mail: [email protected]

1.10 Equipment for shipyards

2.02 Gears

2.05 Propellers


2 Propulsion plants

2.01 Engines

Heise Schiffsreparatur & Industrie Service GmbHHoebelstrasse 55D-27572 Bremerhaven%��&'()*,'/;�(/<�==>*�?�C�F�&'()*,'/;�(/<�==>;==e-mail: [email protected]: www.heise-schiffsreparatur.de

Steel Construction, Pipe Works, Mechanical Engineering, Machining Technology, Berth: 220 m

Repairs and Conversions

Dockstraße 19�?�D-27572 BremerhavenTel. +49 (471)7997-10�?�C�F +49 (471)7997-18

��L��?�www.bredo.de

German Drydocks GmbH & Co. KG Barkhausenstraße 60D 27568 BremerhavenTel. +49 (0)471 48 01 - 0 Fax +49 (0)471 48 01 - 940Email: [email protected] Dry Docks: 335 x 35 m, 222 x 26 m4 Floating Docks: 280 x 38 m, 215 x 35 m, 162 x 24 m, 147 x 21 m

<�M��M��N��O�PPQ�F�PQ�m/<<<�F�<U��<�%��F�C��M��N��O�<=;�F�P=�m V�<;Q�F�PQ��

<�C��M��N��O�;U<�F�<'��V ;'/�F�<;��

Lloyd Werft Bremerhaven AG Brückenstraße 25 ? D-27568 Bremerhaven

Tel. (0471) 478-0 ?�C�F�)*'/;,�'/=><=*E-Mail: [email protected]

www.lloydwerft.com

AVEVA Group plcHigh Cross, Madingley RdCambridge CB3 0HBEnglandTel: +44 1223 556655��L�!!��?�www.aveva.comEngineering design and information management

solutions for the Plant and Marine industries

Industrial diesel engines up to 56 kW for propulsion sys-tems, emergency power generators and fire pumps

MOTORENFABRIK HATZ\��>]��^>��_�;U�`�M>('*((�jq]�x jCTelefon: +49 (0) 85 31 / 319-0C�FO��&'(�)*,�=Q�P;�V�P;�('�;=eMail: [email protected]

Propulsion motors & generators for main and auxiliary drives

VEM Sachsenwerk GmbHPirnaer Landstraße 17601257 Dresden / GermanyTel. +49 351 208-0C�F�&'(�PQ;�<*=>;*<[email protected]

Gas Engines and Combined Heating Plants (CHP), Service

Kloska Energie- und Motorentechnik GmbHIndustriestraße 7D-49716 Meppen Tel.: +49 (0)5931/9844-0C�FO��&'(�)*,Q(P;V(=''>PPemail: [email protected]

Propulsion systems with power ratings from 250 up to 30,000 kW

REINTJES GmbHEugen-Reintjes-Str. 7D-31785 HamelinTel. +49 (0)5151 104-0 C�F�&'(�)*,Q;Q;�;*'>P**[email protected]�?�www.reintjes-gears.de

Couplings, hydraulic components, brake systems

KTR Kupplungstechnik GmbHj��M��;/*��?��M>'='P<�j��Tel. +49(0)59 71 798 0 C�F�&'()*,Q(�/;�/(=�U(=>��O��LN��?��www.ktr.com

Couplings, seawater resistent

R+W Antriebselemente GmbH ��F��~��_�=D-63911 Klingenberg / GermanyC��O�&'(�)*,(P/<>(=U4-0C�FO +49 (0)9372-9864-20email: [email protected]

ANDRITZ HYDRO GmbH\��>~��>~��;D-88212 RavensburgTel. +49(0)751 29511 0C�F��&'()*,/Q;�<(Q;;�U/(e-mail: [email protected]

Controllable Pitch Propellers

Controllable-pitch propeller systems,Shaft lines

SCHOTTEL Sales and ServiceMainzer Str. 99D-56322 Spay/RheinTel. + 49 (0) 2628 / 6 10C�F�&�'(�)*,�<U<=�V�U�;P�**e-mail: [email protected] ? www.schottel.de

Fixed and Controlable Pitch Propellers,Shaft Gears, Gearboxes

��=P�?�M><QP'=��N��x��&'()*,';<'�(;�U=>*�?�C�F�&'()*,';<'�P/�;Ue-mail: [email protected]: www.piening-propeller.de

2.04 Shaft + shaft systems

��>��>~��'�D-22523 HamburgTel. +49 40 - 41 91 88 46C�F�&'(�'*�>�';�(;�==�'/e-mail: [email protected]

�� for drive shafts

Controllable-pitch propeller systems,Shaft lines


Fixed and Controlable Pitch Propellers,Shaft Gears, Gearboxes

�� !�"��"�# ��$�%��!�"��&�"#e-mail: [email protected]: www.piening-propeller.de

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2.13 Service + spare parts

2.10 Special propulsion units

2.11 Water jet propulsion units

3 Engine components

3.01 Heat exchangers

2.06 Rudders + rudder systems

2.09 Exhaust systems

Your representative forM��N��C��

ÖRN MARKETING AB %��&'U�';;�;='**�?�C�F�&'U�';;�;*QP;

\>��O��N��L��q

2.07 Manoeuvring aids


2.12 LNG propulsion systems

~��>��>��;Q�?�M><;Q*(��x��O�&'(>'*�/;;�=*�<*��?��C�FO�&'(>'*�/;;�**�=U

e-mail: [email protected]

Rudders and Steering Gears- High-Tech Manoeuvring Equipment -

Jastram GmbH & CO. KG��U*P�?�M><;*PP�]��x��&'(�'*�/<Q�U*;>*�?�C�F�&'(�'*�/<Q�U*;><=e-mail: [email protected]: www.jastram-group.comTransverse Thrusters, Rudder Propellers,Azimuth Grid Thrusters, Electric Drives

Rudderpropellers, Transverse Thrusters, Pump-Jets


~��N��!�� Barkhausenstraße 60D 27568 Bremerhavenx��&'()*,'/;�('Q*><QP�?�C�F�&'()*,'/;�('Q*><**

E-Mail: [email protected]: www.mwb.ag

Design and installation ofexhaust gas abatement systems

�� Diesel Particulate Filters / SCR Catalysts

Hug Engineering AG��;'�?��]�=PQ<�\��Phone &';�Q<�PU=�<*�<*�?�C�F�&';�Q<�PU=�<*�;*��L��>��?�www.hug-eng.ch

Rudderpropellers, Twin-Propellers,Navigators, Combi-Drives, Pump-Jets


Pump-Jets for main and auxiliary propulsion


Pioneering Solutions for: LNG, Technical Services,Commercial Advisory Services, Offshore Wind Power

Marine Service GmbH

Mattentwiete 1D-20457 HamburgTelefon +49 40 36 90 30E-Mail [email protected]

SCHIFFSDIESELTECHNIK KIEL GmbHKieler Str. 177D-24768 RendsburgTel. +49(0)4331 / 4471 0 C�F��&'()*,'PP;�V�''/;�;((>��O��L��>N��?��www.sdt-kiel.de

Repairs - Maintenanceon-board service - after sales

spare parts for main and auxiliary engines

��>��>~��'�?�M><<Q<P�]��Tel. +49 40 - 41 91 88 46C�F�&'(�'*�>�';�(;�==�'/e-mail: [email protected]

Marine Engineering GmbH

Overhaul and Repair of Engines, Gears and Crankshafts - Spare Parts


~��N��!�� Barkhausenstraße 60D 27568 Bremerhavenx��&'()*,'/;�('Q*>'''�?�C�F�&'()*,'/;�('Q*><<*

E-Mail: [email protected]: www.mwb.ag

Development, modification and maintenance of engines

Hudong Heavy Machinerysee NIPPON Diesel ServiceHHM

KOBE DIESELsee NIPPON Diesel Service

MITSUBISHI DIESEL/TURBOCHARGERsee NIPPON Diesel Service

TAIKO KIKAI INDUSTRIES CO.,LTDsee NIPPON Diesel Service

NIPPON Diesel ServiceHermann-Blohm-Strasse 1D-20457 HamburgTel. +49 (0)40 31 77 10-0C�F�&'(�)*,'*�P;�;Q�(=e-mail: [email protected] ? www.nds-marine.com

After Sales Service - Spare PartsDistribution - Technical Assistance

YANMAR DIESELsee NIPPON Diesel Service

Maintenance and optimisation of plate heat exchangers, separators and fresh water generators

'��*�,��*��""��""��/��!�"�"�#��

Fax ��!�"�"�#�� 2��3,5��*6��;;;��*6��

Tube Bundle Heat ExchangerDesign and New ConstructionReplacement and Overhauling

E. Prang & Co.Apparatebau GmbH & Co. KGAm Böttcherberg 20-28D-51427 Bergisch GladbachTel. +49 (0)2204 92521-0C�F�� +49 (0)2204 22032��L>��?�www.e-prang.de

Voith Schneider Propeller

Voith Turbo Schneider Propulsion GmbH & Co. KGPostfach 20 11D-89510 Heidenheim/GermanyTel. +49 7321 37-4099�?�C�F�&'(�/P<;�P/>/Q=*[email protected] www.voith.com

John Deere engines from 25 - 560 kWAuxiliary- / Emergency- /Containerized- Generating Sets

Exhaust Gas Silencers / Service / Spare Parts

Lindenberg-Anlagen GmbH]��_�';�?�M�Q;'(;� !��Tel.: +49 (0) 2204 48103-155C�FO�&'(�)*,�<<*'�'=;*P>;U'[email protected]

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3.09 Fuel treatment plants

3.08 Separators

3.13 Preheaters

3.12 Diagnosis systems

3.07 Filters

3.10 Injection systems

3.06 Turbochargers

3.05 Starters

3.03 Pistons + cylinder liners

3.02 Guide + roller bearings

Special bronzes for plain bearings and sliding platesSelf lubricating plain bearings

PAN-METALLGESELLSCHAFT Baumgärtner GmbH & Co. KGAm Oberen Luisenpark 3D-68165 Mannheim / GermanyPhone: +49 (0)621 42303-0e-mail: [email protected]

since 1931

Guide Bearing Stock and Guide Bearing Production


��>��>~��'�?�M><<Q<P�]��Tel. +49 (0)40 570 30 33C�F�&'(�)*,'*�Q/*�P*�P<e-mail: [email protected]

German agent:DAROS Piston Rings for 2-stroke Diesel Engines

DÜSTERLOH Fluidtechnik GmbHAbteilung Pneumatik StarterIm Vogelsang 105D-45527 Hattingenx��&'(�<P<'�/*(�>�*��?��C�F��&'(�<P<'�/*(�>;;*\>��O��L��?�www.duesterloh.de

Air Starters for Diesel andGas Engines up to 9.000 kW

ABB Turbochargingmore than 100 service stations world-wideABB Turbo Systems Ltd (head office)Bruggerstrasse 71a, CH-5400 Baden%��&';�Q=�Q=Q�////�?�C�F�&';�Q=�Q=Q�Q;''��L��?�www.abb.com/turbocharging

Service for ABB and BBC turbochargersOriginal ABB spare parts

Automatic, duplex and simplex filters for lubrication oil, fuel oil and sea water

BOLL & KIRCH Filterbau GmbH��;*>;'�?�M>Q*;/*��x��O�&'(�<</P�QU<>*�?�C�FO�&'(�<</P�QU<><<P��L��?��www.bollfilter.de

Oil Filtration & Water Separation Systems

C.C.JENSEN A/SLøvholmen 13 | DK-5700 Svendborg | DenmarkPhone: +45 6321 2014 | Fax: +45 6222 4615

[email protected] | www.cjc.dk

Clean Oil - Bright Ideas

�� heavy fuels, water, chemicals and cooling lubricants

Walter Stauffenberg GmbH & Co. KG��\��'�?�M>Q=/(;�~��Tel. +49 (0) 2392 916-0C�FO�&'(�)*,�<P(<�(;U>;U*\>��O��L��?�www.stauff.com

FIL-TEC Rixen GmbHOsterrade 26 D-21031 HamburgTel. +49 (0)40 656 856-0 C�F +49 (0)40 656 57 31��L��>��>��F��?��>��>��F��Filter spare parts and accessories, bilge water

elements, maintenance, repair and service.

Automatic, single and duplex filters for lubrica-ting oil, fuel, hydraulic and cooling water simplex, duplex and back-flushing filters + special systems for lubricating oil, fuel and heavy oil

MAHLE Industriefiltration GmbHSchleifbachweg 45 ?��M>/'U;P��x��&'(�/(';�U/>*�?�C�F�&'(�/(';�U/><P'<(E-mail: [email protected]: www.mahle-industry.com

�� petrochemical industry, on- and offshore

FAUDI GmbHC��>��_�;35260 Stadtallendorf / GermanyTel. +49 (0) 6428 702-0C�F�&'(�)*,�U'<=�/*<>;[email protected] ? www.faudi.de

Oil Filtration & Water Separation Systems

C.C.JENSEN A/SLøvholmen 13 | DK-5700 Svendborg | DenmarkPhone: +45 6321 2014 | Fax: +45 6222 4615

[email protected] | www.cjc.dk

Clean Oil - Bright Ideas

Maintenance and optimisation of plate heat exchangers, separators and fresh water generators

'��*�,��*��""��""��/��!�"�"�#��

Fax ��!�"�"�#�� 2��3,5��*6��;;;��*6��

Treatment plants for fuel and lube oil

GEA Westfalia Separator Group GmbH

Werner-Habig-Straße 1 · 59302 Oelde (Germany)Phone +49 2522 77-0 · Fax: +49 2522 [email protected] · www.gea.com

Fuel treatment systemsFilter/water separators

MAHLE Industriefiltration GmbHx��P;>PP��?��M><<';(�]��Tel. +49 40 530040-0 C�F +49 40 530040-24191E-mail: [email protected]: www.mahle-industry.com

DIESEL SWITCH / Homogenizer

Aquametro AGRingstrasse 75 · 4106 Therwil / SwitzerlandTel. +41 61 725 11 22 [email protected] · www.aquametro.com

High pressure fuel injection systems up to 2.000 barfor diesel engines from 1.000 to 40.000 kW

L'Orange GmbH Porschestrasse 30D-70435 StuttgartTel. + 49 711 82609-0C�F�&�'(�/;;�=<U*(>U;e-mail: [email protected]

Ganser CRS AGIndustriestrasse 26�]>='*'�~��SwitzerlandTel. +41 (0)52 235 38 88C�F�&';�)*,Q<�<PQ�P=�=;�>��O��L��>��?�www.ganser-crs.ch

Common Rail Systems for Diesel and Dual Fuel Engines up to 10’000 kW, also as a retrofit

Maritime Diagnostic & Service

C��>��^>��'��?�M>;=;;(�j��NTel. &'(�P=;�//=(P==*�?�C�F�&'(�P=;�//=(P==(

\>��O��L��?�www.maridis.de

ELWA ELEKTRO WÄRME MÜNCHENA.HILPOLTSTEINER GMBH & CO. KGPostfach 0160 | D-82213 Maisachtel +49 (0)8141 22866-0 ��F�&'(�)*,=;';�<<=UU>;*email: [email protected] | www.elwa.com

Oil and Cooling Water Preheating





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5.06 Furniture + interior fittings

4 Corrosion protection

4.02 Coatings

4.03 Surface treatment

4.05 Anodic protection

��

Your representative for Eastern EuropeWladyslaw JaszowskiPROMARE Sp. z o.o.Tel.: +48 58 6 64 98 47C�FO�&'=�Q=�U�U'�(*�U(


5 Ships´equipment

5.05 Galleys + stores

5.08 Supply equipment

Steelpaint GmbH · Am Dreistock 9

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

Fax: +49 (0) 9321/[email protected] · www.steelpaint.com

1-component polyurethane corrosion protectionsystems for ports, sheet pilings, bridges,

shipbuilding, ballast tanks.

Surface protection of components

'��*�,��*��""��""��/��!�"�"�#��

Fax ��!�"�"�#�� 2��3,5��*6��;;;��*6��

WIWA Wilhelm Wagner GmbH & Co. KGGewerbestr. 1-3 D-35633 LahnauTel. +49 (0)6441 609-0 C�F�&'(�)*,U'';�U*(>Q*>��O��L��?�www.wiwa.de

�� PES-Propellershaft Earthing Systems/Supplier & Service

CIS Elektrotechnik GmbH ~��;P�M><';'Q��>~��Tel.: +49 431 71 97 003C�FO��&'(�'P;�/;�(/�**'[email protected]

www.cis-ship.com

��!"�# �$��%�'�� */"�;/�<=>��"!?��$ �BD?J�K��D?J�K�

Air conditioning and refrigeration

FreudenbergFiltration Technologies SE & Co. KG

x��&'(�)*,U<*;V=*>U<U'��C�F�&'(�)*,U<*;V==>U<((�~��V��[email protected] for intake air filtration of gas turbines,turbo chargers and HVAC systems

The world´s No. 1 supplier of marine foodserviceequipment, laundry systems and pantry appliances.

Lock and Hardware Concepts for Ship & Yachtbuilders

G. Schwepper Beschlag GmbH & Co.Velberter Straße 83D 42579 Heiligenhaus Tel. +49 2056 58-55-0C�F�&'(��<*QU�Q=>QQ>';e-mail: [email protected] www.schwepper.com

Ship, boat and yacht hardwareIn brass and stainless steel material

S&B Beschläge GmbHGießerei und MetallwarenfabrikIllingheimer Str. 10D-59846 Sundernx��&'(�)*,<P(P�<<***�?�C�F +49 (0)2393 [email protected]

Design & Function

Billstraße 217 · D-20539 HamburgTel: 0049-40-819 785 [email protected]

��!��Tel.: +49 (0)91 81 / 28 480E-Mail: ��B��K��Q��U�� K��

"��#! �� $� ��%��'�(��)��

KULA Maritime: your partner forA-, B- and C-doors, furniture, walls and ceilings

Kurt Lautenschlager GmbH & Co. KGSchmiedestraße 8D 28870 OttersbergTel. +49 (0)4205 6 35 99 - 0C�F�&'(�)*,'<*Q�U�PQ�((�>�;Q(��LN��?��www.kula.de

Ship fit-out | Lightweight systemsMetal ceilings | Acoustic paneling

Lindner Objektdesign GmbH94424 ArnstorfPhone: +49 (0)8723/20-36 75E-Mail: [email protected]

5.07 Ship’s doors + windows

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

Podszuck GmbH��~��;UP�? 24148 Kiel ?�Germany

Tel. +49 (0) 431 6 6111-0 ?�C�F�&'(�)*,�'P;�U�U;;;><=E-mail: [email protected] ? www.podszuck.eu

Steel Doors - Fire Doors - Ship DoorsEstablished in 1919

®

]��<;�?�M><;<<*��!��x��&'(>';*Q>Q(=U<>;*�?�C�F�&'(>';*Q>Q(=U<><*>��O��L��F��Internet: ��F��

glare protectionsun protection and black-outs

DVZ-SERVICES GmbHBoschstrasse 9D-28857 SykeTel. +49(0)4242 16938-0C�F�&'()*,'<'<�;U(P=�((e-mail: [email protected]: www.dvz-group.deOily Water Seperators, Oil-in-Water - Monitors, Sewage Treatment

Plants, Ballast Water Treatment, R/O - Systems

ROCHEM UF-Systeme GmbH Seegelkenkehre 4 ? D-21107 Hamburg

Tel. +49 (0)40 374 952 20 C�F�&'(�)*,'*�P/'�(Q<�QQ

��L��?�www.rochem.deROCHEM Membrane Systems

for pure water generation by reverse osmosis


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6.01 Pumps

6 Hydraulic+ pneumatic

5.15 Other marine equipment

5.11 Ballast water management

5.10 Oil separation

5.12 Yacht equipment

Ocean Clean GmbHZum Kühlhaus 5D-18069 RostockTel.: +49(0)381 8112930C�FO��&'()*,P=;�=;;<(P(>��O��L��?�www.oceanclean.de

Membrane Supported Biological Sewage Treatment Plants

ROCHEM Membrane Systems for purification of gray- and blackwater acc. IMO MEPC.159(55)

ROCHEM UF-Systeme GmbH Seegelkenkehre 4 ? D-21107 Hamburg

Tel. +49 (0)40 374 952 20 C�F�&'(�)*,'*�P/'�(Q<�QQ

��L��?�www.rochem.de

Advanced Wastewater Treatment Technologies for Vessels & Offshore Installations

MARTIN Membrane Systems AG~��>\�N�/��?�;(';/�~��phone: +49 (0) 3 84 82 / 2 21 54 www.martin-membrane.com


Plants, Ballast Water Treatment


Oily Water Separator

MAHLE Industriefiltration GmbHx��P;>PP��?��M><<';(�]��Tel. +49 40 530040-0 C�F +49 40 530040-24191E-mail: [email protected]: www.mahle-industry.comBilge water separators !�"#�$�!�#�$�!�"�� Oil treatment systems

DVZ-BALLAST-SYSTEMS GmbHBoschstrasse 9D-28857 SykeTel. +49(0)4242 16938-0C�F�&'()*,'<'<�;U(P=�((e-mail: [email protected]: www.dvz-group.de

N.E.I. VOS Venturi Oxygen StrippingBallast Water Treatment

Ballast Water Treatment

BOLL & KIRCH Filterbau GmbH��;*>;'�?�M>Q*;/*��x��O�&'(�<</P�QU<>*�?�C�FO�&'(�<</P�QU<><<P��L��?��www.bollfilter.de


BIO-SEA by BIO-UVBallast Water Treatment Systems

�� for ballast water management systems

GKD – GEBR. KUFFERATH AGMetallweberstrasse 4652353 Dueren | GermanyT +49 (0) 2421 803 0C��&'(�)*,�<'<;��=*P��<PP�[email protected]

MAHLE Industriefiltration GmbHx��P;>PP��?��M><<';(�]��Tel. +49 40 530040-0 C�F +49 40 530040-24191E-mail: [email protected]: www.mahle-industry.com

Ballast water treatment Ocean Protection System - OPS

Ballast water treatment systems

GEA Westfalia Separator Group GmbH

Werner-Habig-Straße 1 · 59302 Oelde (Germany)Phone +49 2522 77-0 · Fax: +49 2522 [email protected] · www.gea.com

3D Sonar SystemForward Looking Sonar System

Veinland GmbH Pappelallee 19M>;'QQ'�� x��Tel.: +49 33205 26 97-0C�FO�&'(�PP<*Q�<U�(/><(e-mail: [email protected]

www.veinland.net

� �� pumps, boilers and E-motors

��>��>~��'�?�M><<Q<P�]��Tel. +49 40 - 41 91 88 46C�F�&'(�'*�>�';�(;�==�'/e-mail: [email protected]

Marine Engineering GmbH

von-Thünen-Str. 7 D-28307 Bremenx��&'(�'<;�'=U�=;>*�?�C�F�&'(�'<;�'=U�=;>;;e-mail: [email protected]: www.behrenspumpen.de

Ship Centrifugal Pumps

Körting Hannover AG Badenstedter Straße 56 30453 Hannover/Germany

Contact:Tel.: +49 511 2129-446 [email protected] www.koerting.de

Water jet ejectors < Bilge ejectors

Twin-Screw Pumps, Progressive CavityPumps, High Pressure Pumps

Bornemann GmbH��_�<�?�M>P;U=P� ��N��

Phone: &'(�)*,Q/<'�P(*�*�?�C�FO�&'(�)*,Q/<'�P(*�<(*��L��?�www.bornemann.com

Pumps and submersible motors with highest reliability for severest offshore conditions

ANDRITZ Ritz GmbHGüglingstrasse 5073529 Schwäbisch Gmünd / GermanyTel. +49 (0) 7171 609 0 C�F�&'(�)*,�/;/;�U*(�<=/[email protected] ? www.andritz.com


Plants, Ballast Water Treatment

5.09 Waste disposal systems

More than 25 years experiencein shock and vibration systems

Sebert Schwingungstechnik GmbHHans-Böckler-Str. 35D-73230 KirchheimTel. +49 (0)7021 50040C�F�&'(�)*,/*<;�Q**'<*\>��L��?��www.sebert.de��C��j��

5.14 Vibration + Noise reducing systems

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6.05 Piping systems

7 On-board power supplies

7.06 Cable + pipe transits




7.03 Transformers

=��>�� %��

KRACHT GmbH��<*�?�M>Q=/(;�~��

x��&'()*,<P(<�(PQ�*�?�C�F�&'()*,<P(<�(PQ�<*(��LN��?�www.kracht.eu

Transfer pumps – Flow measurementMobile hydraulics – Industrial hydraulics

KRAL AG, 6890 Lustenau, Austria

[email protected], www.kral.at

KRAL Screw Pumps for Low Sulfur Fuels. Magnetic Coupled Pumps.

TORNADO® Rotary Lobe Pumps and NEMO® Progressing Cavity Pumps as customized solutions

NETZSCH Pumpen & Systeme GmbHGeretsrieder Straße 1 =''/=�~��N��V��Tel. +49 (0)=UP=�UP>*�?�C�F +49 (0)8638 [email protected]�?�www.netzsch.com

Screw Pumps & Systems

Markgrafenstr. 29-39 M>(*'Q(��`��Phone: +49 (0)911/4306 - 0 C�FO�&'(�)*,(;;V'P*U�>�'(*E-Mail: [email protected] · www.leistritz.com

6.02 Compressors

Neuenhauser Kompressorenbau GmbHHans-Voshaar-Str. 5M>'(=<=��x��&'()*,Q(';�U*'>*�?�C�F�&'()*,Q(';�U*'><*<e-mail: [email protected]

www.neuenhauser.de ? www.nk-air.comAir- and water-cooled compressors, air receivers

with valve head, bulk head penetrations

Sauer Compressors

J.P. Sauer & Sohn Maschinenbau GmbH P.O. Box 92 13, 24157 Kiel/Germany

P H O N E +49 431 3940-0 F A X +49 431 3940-24 E - M A I L [email protected]

www.sauercompressors.com

Wasser- und luftgekühlte KompressorenWater- and air-cooled compressors

www.sauercompressors.com

Water- and air-cooled compressors

Ivo-Hauptmann-Ring 8M><<;Q(�]��>C��Tel. +49 40 645 037 - 0 C�F��&'(�'*�U'Q�*P/�>�<*www.ebro-armaturen.com

Valves and Automation forShipbuilding and Offshore Applications

Wafer Type Check Valves, Wafer Type Duo Check Valves, Special Valves

Ritterhuder Armaturen GmbH & Co. Armaturenwerk KGIndustriestr. 7-9 D-27711 Osterholz-Scharmbeckx��&'(�'/(;�(<�*(>*��?��C�F�&'(�'/(;�(<�*(>=Q>��O��L��?�www.ritag.com

Hydronic Balancing Valves andPipesystems, appr. by GL and DNV

OVENTROP GmbH & Co. KGPaul-Oventrop-Straße 1 ? D-59939 Olsberg

Telefon +49 (0)29 62 82-0C�F�&'(�)*,<(�U<�=<>'*P

E-Mail: [email protected] ? www.oventrop.de

Premium valves and systems

aquatherm GmbHBiggen 5D-57439 Attendornx��&'(�</<<�(Q*>*�?�C�F�&'(�</<<�(Q*>;**e-mail: [email protected]: www.aquatherm.defusiotherm® piping systems for shipbuilding- Approval by GL, RINA + BV

Heise Schiffsreparatur & Industrie Service GmbHHoebelstrasse 55D-27572 Bremerhaven%��&'()*,'/;�(/<�==>*�?�C�F�&'()*,'/;�(/<�==>;==e-mail: [email protected]: www.heise-schiffsreparatur.de

Steel Construction, Mechanical EngineeringPipe Works on ships, Repair + Newbuilding

��!"�# �$��%�'�� */"�;/�<=>��"!?��$ �BD?J�K��D?J�K�

Piping systems: New building, conversion, repair.

CNC Endworking Machines for Straight and Bent Pipes & Tubes

ARLA Maschinentechnik GmbHHansestr. 2M>Q;U==�~��Tel: +49 2267 6585-0C�FO�&'(�<<U/�UQ=Q>/*e-mail: [email protected] www.arla.de

STRAUB Werke AG<�*�=>��*��"�?/�&��A��B��"� "�&��"��$�%��"� "�&��"��"C��2��*�=>5��*�=>��Internet: ;;;��*�=>��STRAUB - With an overview for the right connection

Pipe, tube and hose installation and connection

Walter Stauffenberg GmbH & Co. KG��\��'�?�M>Q=/(;�~��Tel. +49 (0) 2392 916-0C�FO�&'(�)*,�<P(<�(;U>;U*\>��O��L��?�www.stauff.com

HTT - Die Transformator-ManufakturResin-encapsulated transformers and oil-immersed transformers

HTT Hochspannungstechnikund Transformatorbau GmbHVeckerhäger Straße 10034346 Hann. Münden / GermanyC��&'(�QQ�';�/*�*=>*C�F�&'(�QQ�';�/*�*=>'*[email protected] ? www.htt-trafo.de

GEAQUELLO® + FLAMMADUR®

Fire protection systems

AIK Flammadur Brandschutz GmbHOtto-Hahn-Strasse 5D-34123 KasselPhone : +49(0)561-5801-0C�F�� : +49(0)561-5801-240 e-mail : [email protected]

8.02 Pressure monitoring

8 Measurement + control devices

Pressure + TemperatureRepair + Cert. ISO10204

W. Ludolph GmbH & Co. KGSeeborg 5 ? 27572 Bremerhaven

Tel: +49 (0)471 94408-0 ?�C�FO�&'(�)*,'/;�'Q*P*[email protected] ? www.ludolph.de

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9.04 Navigation systems

9 Navigation + communication

8.11 Tank level gauging systems

8.04 Level measurement systems

8.12 Automation equipment





8.05 Flow measurement

8.09 Test kits

Pressure and differential pressure transmitters

VEGA Grieshaber KGAm Hohenstein 113D-77761 Schiltachx��&'()*,/=PU�Q*>*�?�C�F�&'()*,/=PU�Q*><*;>��O��L!��?�www.vega.com

Sensors & Switches to controlPressure, Temperature, Level, Flow

Barksdale GmbHDorn-Assenheimer Strasse 27D-61203 ReichelsheimTel: +49 (0) 6035-949-0C�FO�&'(�)*,�U*PQ>('(>;;;e-mail: [email protected]

www.barksdale.de

Level sensors for all solids & liquids

VEGA Grieshaber KGAm Hohenstein 113D-77761 Schiltachx��&'()*,/=PU�Q*>*�?�C�F�&'()*,/=PU�Q*><*;>��O��L!��?�www.vega.com

TILSE Industrie- und Schiffstechnik GmbHSottorfallee 12D-22529 HamburgTel. +49 (0)40 432 08 08 0C�F�&'(�)*,'*�'P<�*=�*=�==\>��O��L��?��www.tilse.com

pneumatic, electric und el.-pn. tank level gauging with online transmission

?��(�$��@��$ ��@��( �@�� ! ��@��$ ��X�[�\]?^�strictly according to makers specifications and your instructions.

��>��>~��'�D-22523 HamburgTel. +49 40 - 41 91 88 46C�F�&'(�'*�>�';�(;�==�'/e-mail: [email protected]

Official member of the Honeywell Enraf Tanksystem_�%�$��`��X�[� ��[ ��\]?��'��%�$��

German agent: C. Bindemann Marine Consulting Tel. +49 (0)40 - 41 91 88 46

Portable level gauging and sampling equipment for oilwater interface detection, inventory control, cargo�� !�� gauging systems

Enraf Tanksystem SA ? Rue de l‘industrie 2 CH-1630 Bulle Switzerland

Tel: +41 26 91 91 500 ?�C�FO�&';�<U�(;�(;�Q*Q�E-mail: [email protected]

Reliable level measurement of liquids despite extreme conditions

WEKA AGSchürlistrasse 8CH - 8344 Bäretswil, SchweizTel. +41 43 833 43 43C�F��&';�'P�=PP�'P�'(e-mail: [email protected] www.weka-ag.ch

Fuel consumption measurement and monitoring systems.

Aquametro AGRingstrasse 75 · 4106 Therwil / SwitzerlandTel. +41 61 725 11 22 [email protected] · www.aquametro.com

KRAL AG, 6890 Lustenau, Austria

[email protected], www.kral.at

Fuel Consumption and Lube Oil Measurement for Diesel Engines.

KRACHT GmbH��<*�?�M>Q=/(;�~��

x��&'()*,<P(<�(PQ�*�?�C�F�&'()*,<P(<�(PQ�<*(��LN��?�www.kracht.eu

Transfer pumps – Flow measurementMobile hydraulics – Industrial hydraulics

8.07 Oil condition monitoring

inline viscometers for marine or HFO fuel viscosity and temperature controls

Sofraser 45700 VillemandeurC��;Q��Tel. +33 (0) 2 38 85 77 12C�F�&PP�)*,�<�P=�=Q�((�[email protected] ? www.sofraser.com

Test kits, autom. monitoring systems,sampling devices, ultrasonic cleaning

Martechnic GmbHAdlerhorst 4D-22459 HamburgTel. +49 (0)40 85 31 28-0C�F�&'(�)*,'*�=Q�P;�<=>;UE-mail: [email protected]: www.martechnic.com

German agent: C. Bindemann Marine Consulting Tel. +49 (0)40 - 41 91 88 46

Honeywell Marine SAS offers full automated tank gauging so-lutions for cargo, ballast and service tanks including monitoring of temperature and inert gas. The company has the capability to offer complete system engineering, equipment, installation, commissioning and support solutions anywhere in the world.

Honeywell Marine SAS(�j��;=***��C��

x�O&PP�)*,�<'=�<P/�(*;��C�FO�O&PP�)*,�<'=�<P/�(*[email protected], www.honeywellmarine.com

Automation solutions for ships and offshore installations

Bachmannelectronic GmbHKreuzäckerweg 33U=**�C��N��Tel. +43 / 55 22 / 34 97-0C�F +43 / 55 22 / 34 97-102��L��?�www.bachmann.info

Oil Mist Detection and Propulsion Condition Monitoring for Diesel- and Gas Engines

MSS AG~��P<M>UU(Q'�%��>~��^��Tel. +49 (0)6331 14376-0C�F�&'(�)*,UPP;�;'P/U><((>��O��L��>�F�� www.mss-hx.com

VISATRON Oil Mist Detection Systems against Engine Crankcase Explosions

Schaller Automation GmbH & Co. KG��;'�?�M>UU''*��N��

x��&'(�)*,U='<�Q*=>*�?�C�F�&'(�)*,U='<�Q*=><U*>��O��L��?�www.schaller.de

Manufacturer of finest marine chronometers,clocks and electrical clock systems

Gerhard D. WEMPE KGDivision Chronometerwerke ��_�<P�?�M><**(Q�]��Tel.: + 49 (0)40 334 48-899C�FO�&�'(�)*,'*�PP'�'=>U/UE-mail: [email protected]

- MetFEEDER -Weather forecasts on board

Deutscher Wetterdienst ��>��>��/UD-20359 HamburgTel: +49 (0) 69 8062 - 6190E-Mail: [email protected]: www.dwd.de/seeschifffahrt

Magnetic compasses,Nautical instruments

W. Ludolph GmbH & Co. KGSeeborg 5 ? 27572 Bremerhaven

Tel: +49 (0)471 94408-0 ?�C�FO�&'(�)*,'/;�'Q*P*[email protected] ? www.ludolph.de

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9.11 Bridge equipment

10.03 Loading + stability computer systems

Your representative forDenmark, Finland, Norway and Sweden

ÖRN MARKETING AB ��


11.01 Cranes

11 Deck equipment

11.06 Container cell guides

11.03 Lashing + securing equipment

12.01 Consulting engineers

12 Construction + consulting

11.07 Anchors + mooring equipment

10 Ship‘s operation systems

10.01 Fleet management systems

Marine seat systems for yachts and commercial ships

Pörtner Seats A�*��*�<�*��&��#"��D��3��Tel. ��!��"�"��"��$�%��!��"�"#��#"C�E��2��3,5G,�*��*��internet: ;;;�G,�*��*��

Vessel Control and VSAT Communication systems

Marine Technologies, LLCHovlandsveien 444370 Egersund��Tel. +47 51 46 18 [email protected] www.marine-technologies.com

Integrated Fleet/Ship Management SystemSafety and Quality Management Maintenance

CODie software products e.K.��L��?�www.codie-isman.com

ISM Software SystemPerformance Indicator Monitor


www.veinland.net

Loading ComputerCargo Handling Simulator


www.veinland.net

Global Davit GmbH Graf-Zeppelin-Ring 2 D-27211 BassumTel. +49 (0)4241 93 35 0 C�F�&'(�)*,'<';�(P�PQ�<Qe-mail: [email protected]: www.global-davit.de

Survival- and Deck Equipment

d-i davit international gmbhSandstr. 20D-27232 Sulingenx��)*'</;,�(�P<�/*�?�C�F�)*'</;,�(P�</�</e-mail: [email protected]: www.davit-international.de

Cranes, davits and free-fall systems

GERMAN LASHING Robert Böck GmbH��(�?�M><=PQ(��Tel. +49 (0)421 17 361-5C�FO +49 (0)421 17 361-99E-Mail: [email protected]: www.germanlashing.de

SEC Ship’s Equipment Centre Bremen GmbH & Co.KG<G��*�,3�� "&�D*��Tel. ��"!��#��"��$�%��"!�� "��2��3,5��>*��Internet: ;;;��>*��

For container, RoRo and timber cargoLayout and optimization of lashing systems

%�� * ��;��$�� $% ��<�=� ��* ��$�*��>� ��

MEC Container Safety Systems GmbH Kühnehöfe 1 D-22761 HamburgTel. +49 (0)40 756026 0 C�F�&'(�)*,'*�/QU*<U�Q*e-mail: [email protected] www.mec-lashing.de

SEC Ship’s Equipment Centre Bremen GmbH & Co.KG<G��*�,3�� "&�D*��Tel. ��"!��#��"��$�%��"!�� "��2��3,5��>*��Internet: ;;;��>*��Layout, 3D-design, delivery and installations

of container related constructions

Drahtseilwerk GmbHAuf der Bult 14-16D-27574 Bremerhaven Tel. +49 471 931 89 0 C�F�&'(�'/;�(P;�=(�P(��L��N��?�www.drahtseilwerk.de

Steel wire ropes up to 84 mm,ATLAS ropes, DURA-Winchline

Anchor Type SPEK (SR), HHP AC 14 (SR), HHPSN (SR) ...chains up to dia.127mm, B+V Swivel

��;Q�?�M><*'Q/�]��Tel. &'(�'*�P;;�==>*�?�C�F�&'(�'*�P;;�==�;QQ


Ship Design since 1981

Tel. +49 (0) 4921 9277 0 ?�C�F +49 (0) 4921 9277 26

www.abh-emden.com

��\��\qj>x\�]��]

Service and Consulting

OFFCON GmbHDehnthof 34D-24376 KappelnTel. +49 4642 9225950C�F�&'(�'U'<�(<'*/;e-mail: [email protected] · www.offcon24.de

Pioneering Solutions for: LNG, Technical Services,Commercial Advisory Services, Offshore Wind Power

Marine Service GmbH

Mattentwiete 1D-20457 HamburgTelefon +49 40 36 90 30E-Mail [email protected]

KBN Konstruktionbüro GmbHx��>��>��';D-28757 BremenTel. +49 421 66 09 6-0C�F��&'(�'<;�UU�*(�U><;e-mail: [email protected]: www.kbn-cad.de��!��"�#�� #�$ ��

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14.04 Fire protection

16 Offshore + OceanTechnology

16.07 Arctic + polar technology

16.08 Subsea technology

14 Alarm + safety equipment

14.01 Lifeboats + davits

13.02 Cranes

12.02 Ship model basins

14.03 SOLAS Equipment

13 Cargo handling technology

13.03 Grabs

S.M.I.L.E. Techn. Büro GmbH~��N��<�?�M><'<<U�]�N��Tel. +49 (0)431 21080 10C�F�&'(�)*,'P;�<;*=*�<(e-mail: [email protected]: www.smile-consult.de

Basic Design - Detailed DesignOutfitting - CAD/CAM - Technical Documentation

S.M.I.L.E. FEM GmbH~��N��<�?�M><'<<U�]�N��Tel. +49 (0)431 21080 20C�F�&'(�)*,'P;�<;*=*�<(e-mail: [email protected]: www.smile-fem.de

FEM - Coupling - OptimizationCFD - FSI - SHOCK - CRASH

Advice, concepts and concept/design reviewsfor offshore systems in ice and/or open waters

SEA2ICE LTD. & CO. KG��N��;�?�<*'Q/�]��

Tel. &'(>'*><<U;'UPP�?�]��&;><=;>/UP*'P'��!��L��<��?�www.sea2ice.com

THE HAMBURG SHIP MODEL BASIN��

��;U'��?�M><<P*Q�]��Tel. +49 (0) 40 69 20 30

C�F�&'(�)*,�'*�U(�<*�P>P'Q>��O��L��!��?�www.hsva.de

Drahtseilwerk GmbHAuf der Bult 14-16D-27574 Bremerhaven Tel. +49 471 931 89 0 C�F�&'(�'/;�(P;�=(�P(��L��N��?�www.drahtseilwerk.de

Steel wire ropes up to 84 mm,special ropes for hoisting and luffing

Rope Grabs, Hydraulic Grabs, Motor Grabs with Electro Hydraulic Drive

MRS Greifer GmbHTalweg 11 ? D-74921 Helmstadt

Tel. +49 7263 91 29 0 ?�C�F�&'(�/<UP�(;�<(�;<��L��>��?�www.mrs-greifer.de

Global Davit GmbH Graf-Zeppelin-Ring 2 D-27211 BassumTel. +49 (0)4241 93 35 0 C�F�&'(�)*,'<';�(P�PQ�<Qe-mail: [email protected]: www.global-davit.de

Survival- and Deck Equipment

d-i davit international gmbhSandstr. 20D-27232 Sulingenx��)*'</;,�(�P<�/*�?�C�F�)*'</;,�(P�</�</e-mail: [email protected]: www.davit-international.de

Cranes, davits and free-fall systems

Quality Products & Services for Fire,Navigation, Communication, Rescue & Safety

W.H. Brennan & Co Pte Ltd'/��~��Singapore 508739Tel: +65 6549 5111C�FO�&UQ�UQ'<�Q<'UEmail: [email protected]~��O�www.whbrennan.com

Your One-Stop Solutions Provider for the Marine & Offshore Markets For Fire, Rescue & Safety Services

GLOBAL MARINE SAFETY (SINGAPORE) PTE LTD��;U�%��U*=U;<Tel. +65 6897 7086C�F +65 6897 8930E-mail: [email protected]~��O�www.gms.com.sg

Hittfelder Kirchweg 21 · D-21220 SeevetalTel. +49-4105-59862-10 ·�C�F�&'(>';*Q>Q(=U<><*>��O��L��F��Internet: ��F��

RescueStar – Life saving appliance acc. SOLAS III/17-1

Uffelnsweg 1020539 Hamburg

+49 (40)78 12 [email protected] ? www.k-j.de

Fire Protection: KJ FireOff Systems, Sprinkler, CO2

14.06 Searchlights

]��<;�?�M><;<<*��!��x��&'(>';*Q>Q(=U<>;*�?�C�F�&'(>';*Q>Q(=U<><*>��O��L��F��Internet: ��F��

UV- and whitelight searchlights

14.07 Acoustic Signal Equipment

Hittfelder Kirchweg 21 · D-21220 SeevetalTel. +49-4105-59862-10 ·�C�F�&'(>';*Q>Q(=U<><*>��O��L��F��Internet: ��F��

Acoustic Hailing Devices - non-lethalpiracy defense, long distance communication

Advice, concepts and concept/design reviewsfor offshore systems in ice and/or open waters

SEA2ICE LTD. & CO. KG��N��;�?�<*'Q/�]��

Tel. &'(>'*><<U;'UPP�?�]��&;><=;>/UP*'P'��!��L��<��?�www.sea2ice.com

Diving- Salvage & Average ServiceHydraulic Engineering - Maritime Services

Baltic Taucherei- undBergungsbetrieb Rostock GmbHAlter Hafen Süd 3 · D-18069 RostockTel.: +49 (0)381- 811 1000C�FO�&'(�)*,P=;>�=;;�;**;E-mail: [email protected]

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For further information please contact:

17.06 Professional Commercial Diver

17 MaritimeServices16.09 Marine equipment

+ components17.05 Insurance




18 Buyer‘s Guide Information

�� K��

Price per keyword per issue:

Size I H 30/B 58mm

Size II H 40/B 58mm

1 Keyword € 95,– € 125,–2 Keywords each € 90,– each € 120,–

3 Keywords each € 85,– each € 115,–



from 6 Keywords each € 70,– each € 100,–

Online: The premium online entry, including an active link, logo and email, is free of charge for all customers of the Buyer’s Guide print issue.

Time span and discounts:Minimum time span for your booking is one year in onetarget region. Each target region can be booked individually. For bookings in several regions, we offer the following rebate off the total price:Two target regions/year: 10%

Three target regions/year: 20%

The Buyer’s Guide provides a market overview and an index of supply sources. Every entry in the Buyer’s Guide includes your company logo (4 colour), address and communications data plus a concise description of products or services offered.

Europe International Select

Target

regions

Germany/ Central Europe Worldwide Vietnam, China, Greece,

Brazil, Special GreenTech

Issues

January January/February –– – February – Vietnam

March March/April –– – April – China

May May/June –– – June – Greece

July July/August July – Special GreenTech– – August – Brazil

September September/October –– – October – China

November November/December –– – –

1ShipyardsWerften

Estaleiro navalΝαυπηγεία

2Propulsion systemsAntriebsanlagen

Equipamentos de propulsãoΕγκαταστάσεις πρόωσης

3Engine componentsMotorenkomponenten

Componentes de motorΜέρη του κινητήρα

4Corrosion protectionKorrosionsschutz

Proteção anticorrosãoΑντιδιαβρωτική προστασία

5Ship's equipmentSchiffsausrüstung

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Improving charter party practiceWHITE PAPER High fuel costs, coupled with environmental concerns, give shipowners ample justification to continue improving fuel efficiency and reducing CO2 emissions. In addition to embracing sophisticated tech-nologies developed in recent years, the shipping industry should rethink its approach to charter party practice, writes Jeppesen’s chief naval architect, Henry Chen, in his white paper “Proposal for Improving Charter Party Practice”, a shortened and edited version of which follows.

During the last decade, the maritime in-dustry has seen significant in creases in ships’ fuel efficiency thanks to

improvements in hull, engine, and propeller designs, as well as better anti-fouling coat-ings that keep the hull clean until the next dry-docking. Shipowners are beginning to invest in “green technology” to improve their fleet’s Energy Efficiency Design Index (EEDI) and reduce operating costs driven by high fuel prices and to lower carbon diox-ide (CO2) emissions as mandated by IMO.

Yet when these efficient ships enter into service under charter, the advantages of their better performance cannot be fully realised. The charter party agreement, with concepts that date back to before accurate

weather forecasting, sensor technology, GPS and satellite communication between ship and shore were available, frequently leads to wasted fuel and increased green-house gas emissions, not to mention risking the safety of the ship and its crew.

Under typical time charter party agree-ments, both the shipowner and the charter-er agree to a “minimum ship performance level”, which essentially means the ship-owner guarantees that the ship will meet an ordered speed, for example “about 12.5 knots”, at which it will consume no more than “65 tonnes of fuel per day”. However, this minimum ship performance level is only applicable during vaguely defined “good weather conditions” stated in ap-

proximate terms using such measures as the Beaufort scale, regardless of wind or wave direction or wave period and how they af-fect speed and fuel consumption.

By comparison, the charterer is typi-cally only interested in desired transit time and estimated time of arrival (ETA), and, of course, overall charter cost, including extra fuel for exempt weather days, demurrage fees, etc. However, without proper monitor-ing and voyage optimisation for the desired ETA, the charterer is completely ignorant of how much fuel is being wasted. Not only is this inefficiency very costly, it also down-grades the shipper’s public image in an era when consumers are increasingly seeking “greener” transportation services.

Figure 1: Typical route of a container vessel

>


SHIP OPERATION SHIP EFFICIENCY

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Optimised voyage versus time charter party terms

Figure 1 shows a typical example of a con-tainer ship sailing across the Pacific Ocean in winter. The shipowner is operating the vessel under a time charter party agree-ment to maintain an ordered speed of about 20 knots in weather better than Beaufort scale 5. Even when the wind and current were mostly from behind, the ship was di-verted to the south, taking a much longer route from Yokohama to Los Angeles. Add-ing almost 320 nautical miles at 20.3 knots resulted in 289 tonnes of fuel (19%) being wasted compared with the optimised great circle route, which would have required travelling at only 18.8 knots to arrive at the same time. While the maximum wave height encountered along the southern route was lower, the resulting ship motions on both routes were similar, well within the safe operating limits of this class of vessels.

Although most ships under time char-ter are slower tankers and bulkers, which consume less fuel, the percentage figure in this example demonstrates the potentially huge quantities of fuel unknowingly wasted by the industry because of current charter party terms. This translates into millions of dollars wasted every year, and over 3 tonnes of needless greenhouse gas emissions for every tonne of wasted bunker fuel.

Virtual arrival and hull-fouling issues

To reduce laytime due to port congestion and save fuel, the Oil Companies Interna-tional Marine Forum (OCIMF) promotes a concept called “virtual arrival” (VA) for ships under voyage or spot charter. Under a typical voyage charter party agreement, the charterer can propose that the ship re-duce speed and arrive later because of port congestion. However, the shipowner must agree to split the savings in fuel cost with the charterer. The amount of savings is com-puted based on the fuel that the ship would otherwise have consumed if it had “virtu-ally arrived” on time according to the origi-nally agreed speed and fuel consumption per day. Now a problem arises when fuel consumption rates at the reduced speeds are not properly documented or warranted. Weather-routing companies are increasing-ly put into a position of simulating the VA passage using ambiguous ship performance models and uncertain wind and wave fore-casts for the rest of the passage. The task is even more daunting to backtrack actual and virtual arrival fuel performances at the end

of a voyage, taking weather and current into consideration to convince both parties be-fore money changes hands.

Again, because of the rigid ordered speeds in charter party agreements, any voyage optimisation using speed manage-ment or weather routing cannot be utilised to save fuel. In fact, experience shows that not every VA ends up saving fuel for the de-sired arrival time.

If the shipowner decides not to exer-cise VA and arrives early by continuing the voyage at the original charter party speed, the ship may have to wait for a long time to discharge due to berth unavailability. Although the owner will be compensated by demurrage charges, the charterer will not pay hull-cleaning costs should the pro-longed stoppage result in fouling on the hull and propeller. Unless the cleaning is carried out, the owner has to pay additional fuel costs on subsequent voyages. BIMCO at-tempts to address this issue by setting limits on the maximum number of days in port, but it does not address the issue of fouling caused by slow steaming. This may be an-other problem if a new hull coating requires a minimum speed to remain effective.

The proposed solution

The solution to these problems begins with a comprehensive overhaul of the charter party agreement, in which outdated clauses are replaced with new terms that motivate shipowners and charterers to take advan-tage of relevant technologies. Advanced voyage planning and optimisation, coupled with modern ocean weather forecasting, GPS and AIS ship tracking, ship seakeeping and motion response modelling, and satel-lite communications (e-mail, short burst data, telephone, Internet, etc.) enable accu-rate characterisation of ship performance in all weather conditions.

The addition of real-time shipboard sensors and software tools would allow both shipowners and charterers to be fully informed of ship performance and the spe-cific conditions of that performance, such as wind, wave and draughts, as well as en-gine/propeller output.

Flow meters that measure real-time fuel consumption and torque meters that measure real-time horsepower would ac-curately capture the true conditions under which the ship is operating. Motion sensors measuring roll, pitch, and accelerations would confirm if the ship is encountering severe storm waves. These sensors could be further supplemented with real-time local

environmental (wind, pressure, humidity, etc.) reporting, which would give addition-al insight into ship performance under the specific conditions. This additional, con-siderable amount of data could be recorded and stored in addition to the existing inci-dent-related data by the shipboard “black box” voyage data recorder (VDR) to allow post-voyage performance analysis and data mining.

A software suite could provide a Google Analytics-like dashboard that would advise the ship’s crew and shoreside management on ship performance issues in real time. The software would be able to detect and pro-vide alerts of abnormal performance. For example, if the ship was consuming above-normal fuel levels but sensors determined that the weather and wave conditions were calm over several months, this combination could indicate that the ship engine and /or hull would benefit from maintenance or cleaning. This kind of “big data” application is already widely used in other industries.

In this solution, which is especially relevant in time charter agreements, both shipowners and charterers would agree on a set of baseline performance standards for speeds and consumptions in calm weather. This minimum performance standard can be validated periodically by third parties such as classification societies or by the use of software tools that “data-mine” the recorded sensor data. The transparency of the data would reduce the “creative ac-counting” that is widely practiced today. Shipowners would proactively detect main-tenance issues and avoid paying penalties for underperformance. Charterers would be less worried about whether shipowners are properly maintaining their ships and concentrate on optimising the voyage for reliable just-in-time arrival using the latest technologies for voyage optimisation.

One example of applying today’s tech-nology in charter party agreements would be to abandon the concepts of ordered speed and exempt versus non-exempt weather days. Weather forecasts are now very accurate up to at least three to five days, with reasonable predictions accompa-nied by estimates of probability reaching as far as 15 days. Ship motion response theory can accurately predict a vessel’s seakeeping performance depending on wave height, direction, and period. High-resolution outputs from global current models based on real-time satellite measurements can also be used to optimise fuel economy. Ad-vanced route optimisation using today’s >



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Return of healthy shipping industry in 2015

MOORE STEPHENS | The international ac-countant and shipping adviser Moore Stephens, headquartered in London, be-lieves the shipping industry’s fortunes should be noticeably improved by 2015 if it maintains the recovery that got under way last year. But it warned that the prospects for recovery may still be fragile if the indus-try failed to meet a number of challenges, including tighter regulation and increased operating costs.

Moore Stephens shipping partner Ri-chard Greiner said, “The shipping industry can afford to be a little more bullish than previously in its aspirations for 2014. Ship-ping is in a different space to that which it occupied a year ago. Confidence rose to a three-year high over the course of 2013.

Good things are predicted for freight rates in 2014, more companies are starting to consider new investment, and economic and political issues with the potential to hurt shipping are deemed less severe than twelve months previously.

Over the next twelve months, we can expect to see more shipping money raised in the public and private equity markets. We may see more non-shipping money in-vested in shipping than for some time (...). Supply and demand levels should come closer into alignment. Consequently, freight rates are likely to rise and, with them, vessel values. Increased levels of demolition will be required to offset new tonnage. China is already offering subsidies to shipping com-panies to scrap vessels before their opera-

tional expiry date and to replace them with new ships that are eco-friendly and fly the Chinese flag. So everybody is happy – own-ers, shipyards, environmentalists (…) and politicians alike.”

Greiner warned, however, that all the positive indicators remained somewhat fragile. Further, he said, “Operating costs are expected to go up in 2014. Shipping cannot operate without fuel and skilled manpower. Meanwhile, increased regulation of crew welfare, fuel quality and ballast water man-agement are big-ticket items. Environmen-tal regulation is self-perpetuating, witness the news that IMO is to debate plans for shipowners to compile fuel-consumption data to support steps to create carbon diox-ide reduction regulations.

personal computers can determine the most fuel-efficient route, given a vessel’s load condition and performance character-istics, from origin to destination for a range of ETAs, with associated predicted fuel consumption for each one. Communica-tion between the weather routing provider, shipowner, shipmaster, and charterer can be enabled by satellite-based broadband connectivity.

For spot and voyage charters, the ship-owner could use advanced voyage opti-misation tools to quote fixed charter rates including the fuel cost in advance of the passage. For example, pricing could be based on a range of arrival times selected by the charterer. Earlier arrival will normally consume more fuel, so it would be more expensive than later arrivals. If it is deter-mined during the course of the passage that the destination port is congested and be-hind schedule, the ETA could be adjusted en route and a revised price agreed to at that time. The charterer could make a decision to change to the new, later ETA at a lower cost, or keep the original one.

Resulting benefits

The proposed solution would provide many benefits to the shipowner and charterer:

The shipmaster can optimise the ves- >sel’s speed and route to minimise fuel consumption and avoid heavy weather and severe ship motions without being penalised;

Predetermined fixed charter rates would >remove incentives for the shipowner to pro-vide misinformation about weather condi-tions or fuel consumption;

Shipowners will have a greater incentive >to invest in fuel-efficiency improvements and to retire older, inefficient ships in order to compete, since fuel-efficient ships will be rewarded with lower operating costs and higher charter rates;

The charterer benefits from improved >reliability of ETA and reduced fuel cost;

The charterer can manage transporta- >tion costs by trading charter rates against arrival times depending on urgency, sensi-tivity of ETA, or when port congestion is anticipated;

Automated validation by shipboard in- >strumentation of the vessel’s local weather and operating conditions would provide an additional level of comfort to the char-terer;

The transparency of the process would >reduce arbitration and litigation costs for both parties;

An overall reduction in fuel and legal >costs will result in the shipowner being able to provide more competitive pricing to the charterer;

Consumers could choose shippers that >use this kind of agreement as a way of sup-porting “green” transportation services;

An overall reduction in fuel consump- >tion reduces greenhouse gas emissions, so the global environment benefits as well.

The time is right for change

In today’s competitive globalised economy, only the most efficient shipping companies and modes of transportation will survive.

The immediate focus at the IMO, pend-ing the conclusion of a replacement for the Kyoto Protocol in 2015, is the development of a mandatory system for the monitoring and reporting of fuel consumption and CO2 emissions by every individual ship in the commercial world fleet. This could be cost-effectively implemented as an exten-sion of the existing shipboard VDR.

Such a monitoring system, similar to the airplane “black box” flight data record-er, provides an ideal platform to host other applications such as charter party perform-ance verification, condition-based mainte-nance scheduling, voyage optimisation and e-navigation.

The concurrence of skyrocketing fuel prices, growing environmental concerns, increasing regulation and advancements in relevant technologies further underlines that now is the time for more efficient and intelligent approaches in ship operations and chartering.

Working together with shipping organ-isations such as BIMCO, INTERTANKO, and OCIMF to modernise charter party agreements based on rational thinking and proven technological innovations will result in a win-win-win situation for the shipowner, charterer and environ-ment.



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Advisory on navigating Northern Sea RouteABS | Global maritime classification serv-ices provider ABS (American Bureau of Shipping) has released an advisory on navi-gating the Northern Sea Route (NSR) to support shipowners and operators intend-ing to transit the increasingly popular com-mercial shipping routes through the Arctic seas.

The comprehensive advisory, which was developed with assistance from Russia’s Central Marine Research and Design Insti-tute, provides owners with the information they need to apply for permits and to iden-tify the possible technical and operational risks that could arise when trading in some of the world’s most challenging commercial shipping environments.

“The Northern Sea Route was virtually unnavigable by all but powerful icebreak-ers just a few short years ago,” said Todd Grove, chief technology officer for ABS, noting that the Russian Federation’s recent moves to encourage international shipping

through the NSR and the melting ice floes there have opened commercial shipping opportunities.

“The NSR’s growing popularity has positive implications for transit times be-tween Asia and Northern Europe,” Grove said, “but the often unpredictable and un-familiar shipping environment through the north also poses operational and technical challenges. This advisory was developed to provide the industry with some of the information it needs to navigate those chal-lenges safely and efficiently, while also help-ing to minimise the impact on the environ-ment.”

The advisory includes information on the NSR, the Arctic environment, NSR regulations, winterisation strategies, the practice of navigating in ice-covered waters and ports of the NSR.

Trading through the NSR has the po-tential to reduce the typical transit times between Japan and Rotterdam by as much

as 3,400 miles – or ten days – compared with the traditional route via the Suez Ca-nal. This reduction brings with it commen-surate gains in overall vessel utilisation and reductions in bunker costs. The NSR will also provide access to the growing energy and industrial activity in northern Russia, projects that already have led to greater tanker traffic in the area and provided the impetus for several recent orders of ice-class LNG carriers for future export trades.

While the advisory captures the lat-est regulatory information available at the time of publication and an overview of typical shipping conditions, it is intended strictly for informational purposes. Own-ers and operators interested in using the NSR should visit the Northern Sea Route Administration website (www.NSRA.ru) for the most current information, and refer to the ABS “Guide for Vessels Operating in Low Temperature Environments”, available for free download at www.eagle.org.

Position paper on future alternative fuel mixEMISSIONS | The classification society DNV GL has released a position paper on the future alternative fuel mix for global shipping. While LNG is expected to be an early success, the picture becomes more diversified with time, as more than 20% of shipping could adopt hybrid propulsion solutions using batteries or other energy-storage technologies.

The main drivers for the use of alter-native fuels are the desire to reduce green-house gas emissions and the need to meet upcoming air pollution requirements. “The global merchant fleet currently consumes around 330 million tonnes of fuel annu-ally, 80 to 85% of which is residual fuel with high sulphur content,” said Christos Chrys-sakis, DNV GL senior researcher and posi-tion paper project manager. “Shipping must

change, and we must contribute technical measures, operational measures and alter-native fuels to meet the challenges we are tackling.”

In the long term, short-sea shipping is expected to take advantage of locally pro-duced fuels such as biogas, biodiesel, meth-anol, shoreside electricity and hydrogen. Deep-sea shipping needs globally available fuels and so will tend towards LNG and biodiesel if they become available, accord-ing to the position paper. Nuclear energy suffers from public perception problems but may come to the fore sometime in the future if it is perceived as a safe alterna-tive.

“While renewable energy, particularly solar and wind, may have some potential to mitigate carbon emissions, this is not seen

as a viable large-scale alternative for com-mercial shipping,” Chryssakis said.

An evaluation of well-to-propeller greenhouse emissions, rather than just shipboard potential to reduce emissions, demonstrates some major drawbacks for some of the options, as does an evaluation of potential availability. For example, the availability of land to grow biofuels is a sig-nificant barrier to its widespread use, with an area the size of Greece required to pro-duce 50 million tonnes of biodiesel.

The position paper discusses ways to overcome the challenges ahead during the transition towards a more sustainable fu-ture for shipping. “There is no doubt that adopting new technologies is likely to be a challenge for shipowners,” Chryssakis said.


SHIP OPERATION CLASSIFICATION & CONSULTING

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Fibre optics simplifi es VSAT installation and maintenance

Sea Tel fibre solutions kits use a single, ultra-low IF loss fibre-optic cable to replace multiple coax cables

SEA TEL | Cobham SATCOM has released a fibre-optic solution suitable for use with several of its leading Sea Tel VSAT anten-nas. The complete fibre kits are designed to improve installation possibilities by re-placing the standard multiple coax cables from the below-deck equipment (BDE) to the above-deck equipment (ADE – the an-tenna), with a single, ultra-low IF loss fibre-optic cable.

“Running multiple coax cables over sig-nificant distances on large vessels can be very problematic in terms of the initial installa-tion, maintenance and antenna performance, which may impact on quality and availability of the voice-calling and data connectivity on

board,” explained Darren Manning, senior product manager of Cobham SATCOM, a division of UK-based Cobham plc.

Cobham SATCOM has developed Sea Tel fibre solutions kits for the Sea Tel 4012GX, XX12, XX09G2/XX10 and 97XX antenna systems. Each kit contains a simple 1U rack-mountable BDE interface, which receives the coax cables and is linked by fibre cable of any length to an ADE inter-face that is typically installed in the radome base (no modifications or additions to the equipment frame are needed). All neces-sary interface cabling is included, making the kits ideal for existing and new installa-tions, according to Cobham SATCOM.

Status LEDs on the front panel of the BDE enclosure and on the top of the ADE interface box provide visual status of the fibre-optic link, enabling engineers to make a quick diagnosis on the health of the connection between the BDE and ADE should an issue with the vessel’s communication service arise.

“Using a single fibre-optic ca-ble is a much smarter, more efficient solution than running multiple cables over very long distances, which can be a huge challenge when developing communication networks for large ships, offshore vessels and platforms,” Manning said.

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No.2 - 2014