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NOVEMBER DECEMBER

The international publication for Offshore & Marine Technology

��Propulsion: Marine Engine Index 22

��Simulation: Eff ects of passing ships 74

��Design: Vessels for arcticoperations 42

| 6 | 2011

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Promising markets in a challenging environmentEscalating sovereign debt problems centred in Europe and the United States threaten to stall longed-for economic recov-ery just when the worst of the global fi nancial crisis seemed be-hind us and maritime market segments, too, were showing signs of renewed vigour this year. Clouds are consequently darkening over global trade, on which the health of shipping markets de-pends. Making maritime matters worse are the considerable over-capacities in shipbuilding and some fl eet segments worldwide. So the outlook for commercial newbuilding orders can’t be expected to improve signifi cantly in the medium term.A number of maritime market segments show substantial growth potential, however, particularly the rapidly expanding offshore market. Shipyards, shipping companies and suppliers are focus-ing more strongly on offshore activities, which require extremely sophisticated technical, logistic and economic solutions. Involve-ment in promising, highly innovative offshore technology fi elds, and tapping new offshore markets such as Russia, Brazil and India, are key strategic building blocks for future success.To cover the huge demand for specialised offshore units, orders for conversions of existing vessels, and innovative new designs, con-tinue to grow. An interesting example is the onetime heavy-lift vessel Combi Dock VI, launched just in April 2010, which has been con-verted to an OSV to serve the oil and gas sector for the recently founded Offshore Installation Group (OIG), a joint venture be-tween H&P and Goldman Sachs Capital Partners (GSCP). Read more about it in an article starting on page 10.Looking further into the specialised OSV segment, Nordic Yards has developed several designs for diverse duties involving offshore drilling, focusing on harsh and cold climate environments. An overview of current and prospective designs to tackle the Arctic challenge can be found on page 42.Highly sophisticated R&D activities are also being directed at marine operations under extreme conditions. The Norway-based Offshore Simulator Centre AS (OSC), in collaboration with a

large number of companies and institutions, recently completed a four-year research project focusing on the simulation of marine operations, including operational procedures as well as vessel and equipment solutions and personnel training facilities (page 44).In addition to analysing working conditions and operational pro-cedures, the OSC enhanced crane simulation with realistic behav-iour of vessels, crane and lifting objects. Since the demands put on onboard cranes have increased sub-stantially in recent years, innovative technologies need to be intro-duced here as well.By combining anti-heeling and roll reduction in a single system, crane manoeuvres at sea can be carried out under more severe weather conditions and therefore on more days than previously possible. Such a system by Rolls-Royce Intering, developed to cope with sud-den changes in the ship’s stability caused by handling deck loads, is detailed on page 40.A topic mainly concerning harbour operations, but also offshore-related, is described in the article on page 74, namely ways to analyse the effects of passing ships on moored vessels. MARIN (Maritime Research Institute Netherlands) is developing interest-ing methods to calculate the effects numerically and also predict them. In shipbuilding, whether “traditional” vessels or highly special-ised offshore vessels, propulsion engines remain a crucial issue, especially as regards emission limits. In its last issue of the year, Ship&Offshore traditionally presents the annual marine engine index (MEX), an overview of the diesel engine units for maritime propulsion applications currently available on the global market (beginning on page 22). Engine manufacturers have developed a variety of measures to reduce emissions to comply with IMO Tier II and even the more stringent Tier III requirements. In their R&D, engine suppliers are taking into account commercial and ecological aspects such as fuel effi ciency, and increasingly the pos-sible use of LNG as well as exhaust gas after-treatment systems.

Ship & Offshore | 2011 | No 6 3

COMMENT

Dr.-Ing. Silke SadowskiEditor in Chief

[email protected]

Professional Publications for Shipping, Marine and Off shore Technology


10

Propulsion & manoeuvring technology

18 Range of lubricants ensures optimal operation

20 Cruise line backs shoreside power

20 Propulsion for newbuildings

21 Kite-propelled solar yacht in works

21 Gas engine meets Tier III limits

22 Marine Engine Index (MEX)

Safety & security36 Passenger evacuation

36 Arctic MOB and fast rescue craft boat solutions

36 Extra-long outreach davits

Industry news38 Revised guidelines for

container carrier structures

38 DNV wins Innovation Award

39 Engineering and design software released

� Shipbuilding & Equipment



��In FocusPropulsion & Manoeuvring Technology

Ship repair & conversion10 Conversion of Combi Dock IV

12 Bredo refurbishing ferry for Gibraltar route

Automation, measurement & control technology

14 Measuring instruments for shipbuilding

16 Freely scalable system for enhanced effi ciency

4 Ship & Offshore | 2011 | No 6

49 Programme

50 Speakers and presentations

58 Sponsoring companies

� Special: Business Offshore Conference

7644

Industry news62 Positive result for exhibition

62 Liebherr celebrates 35th anniversary

� Model testing74 The effects of passing ships on

moored vessels

Navigation & communication76 Autopilot systems for variety of

vessel types

76 FleetBroadband fl at fee

77 Sea zone entry and exit alerts

� Offshore & Marine Technology

� Ship Operation

� RegularsCOMMENT ........................... 3NEWS & FACTS ................... 6BUYER‘S GUIDE ................ 63IMPRINT ............................. 79

Operation at sea40 More crane deployments

Ship design42 The Arctic challenge

Training & simulation44 Analysis of marine operations

in extreme conditions

Oil & gas46 Remote control reduces

downtime

� Offshore & Marine Technology

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CONTENT | NOVEMBER/DECEMBER 2011

First order for Tier-III EGR systemMaersk Line | MAN Die-sel & Turbo has announced the fi rst order for its second-gen-eration EGR system, to be ap-plied on board a Maersk Line container vessel – the 4,500-TEU newbuilding #2358. The system will be fully inte-grated with the vessel’s main engine, a two-stroke MAN B&W 6S80ME-C9 type to be built by Hyundai Heavy In-dustries’ engine and machin-ery division.The EGR system is said to en-able compliance of the immi-nent IMO NOx Tier III emis-sion levels, due to come into force on January 1st 2016.The newbuilding #2358 from Hyundai’s shipbuilding divi-sion is in the C-class series of 22 container vessels ordered by Maersk Line and will be delivered in early 2013.

Upon delivery, the vessel will serve the trade route between East Africa and the Far East. For a test period of three years, the engine will be operated partly at IMO Tier III NOx emission levels.

First order for EnvironshipPower and propulsion systems | Rolls-Royce has received its fi rst order for vessels that are based on the group’s award-winning, highly effi cient Environship concept. Rolls Royce will design and provide integrated power and propulsion systems for two technologically advanced cargo vessels, which have been purchased by the Norwegian transportation company Nor Lines AS.

The highly effi cient ships incor-porate a striking wave piercing bow, world leading gas-pow-ered engines and an innova-tive Promas propulsion system, which are said to signifi cantly improve the overall perform-ance of the vessel.The two Rolls-Royce NVC 405 cargo vessels will be built at the Tsuji Heavy Industries ship yard in Jiangsu, China, and will enter service in October 2013.

New fl agship for GreenpeaceRainbow Warrior | Germany-based Fassmer Ship-yard recently delivered the new Rainbow Warrior to her owner Greenpeace. The third campaign-ing vessel for the organisation is 58m long and registered as a yacht, endorsed to operate to the requirements of Dutch fl ag state authorities. The vessel has been certifi ed and classifi ed to the highest standards (by Germanischer Lloyd). Both masts are accessible over their full height using “crow’s nests” (one-man elevator), so that maintenance work can be carried out on the masts and antenna.The total sail surface of 1,255m2 is spread over fi ve jibs, each of which can be rolled in and out automatically. The sail operation is imple-mented using a control console located in the

outer deck area on the port and starboard side. All necessary functions for the sail control can be carried out by the push of a button on these consoles, where the sails always remain visible.As a second propulsion variant, a economical-ly-designed diesel-electronic drive is available over two auxiliary diesels, each with 383 kW, which ensure the onboard supply and feed the 330 kW-electrical drive motor. The electric mo-tor is coupled with the gear over a PTI and thus drives the adjustable-pitch propeller system. In this drive mode, a speed of up to 10 knots can be achieved. For fast sailing of up to about 15 knots, a main engine from the company Caterpillar was installed with a performance of 1,425 kW.

The new Rainbow Warrior is primarily built to sail

E-learning coursesECDIS | Safebridge GmbH, a Ger-man e-learning company spe-cialicing in Internet-based train-ing solutions for the maritime industry, recently unveiled its new online courseware for type-specifi c ECDIS training. The on-line courses will be commercially available by the end of the year, according to Ulf Steden, manag-ing director of Safebridge. The training software platform com-bines an e-learning component with OEM software and elec-tronic charts (ENC). The learning process is controlled by learning management software (LMS) to provide an interactive simulator that is true to the actual ECDIS brand being studied. Users can log on to the Safebridge server to access a range of e-learning modes, including a guided tu-torial, self-testing with feedback and free play on the live system. Students are taken step by step through a number of modules as if they were using the actual technology, and are shown how to use each feature in various simulated scenarios.

Sketch of the the Environship concept vessel

Graphic of the second-gene-ration EGR system (orange) integrated in its host engine


INDUSTRY | NEWS & FACTS

GEOSEA | IHC Merwede has launched the self-elevating heavy-lift jack-up vessel Neptune at its shipyard in Krimpen aan den IJssel in the Netherlands. It is building the ship for GeoSea NV, the offshore marine construction specialist company in the Belgium-based DEME Group.The self-propelled DP2 Neptune – 60m long, 38m wide and equipped with a dedi-cated 600-tonne crane fully integrated into the hull – is designed for the transport and installation of offshore wind turbines as well as other heavy marine offshore struc-tures. Once operational, it will receive a

Green Passport from the American Bureau of Shipping (ABS).On delivery to GeoSea in early 2012, the vessel will start its fi rst assignment on Thorntonbank off the Belgian coast, where it is to install 48 wind turbines for the second and third stages of the C-Pow-er offshore wind farm. Then it will move to German waters in the North Sea for the construction of the Trianel West Borkum II wind farm (45km north of the East Frisian island of Borkum) and the EnBW Baltic 2 wind farm (32km north of the island of Rügen).

Regasifi cation technologyFSRU | Hamworthy has secured a contract for the supply of regasifi cation technology on board the world’s fi rst newbuild fl oating storage and regasifi cation units (FSRUs).Two 170,000m3 storage capacity vessels, owned by Hoegh LNG, are currently being built at Hyundai Heavy Industries. Under terms of the contract, Hamworthy will de-liver its systems to the Ulsan-based yard in December 2012 and February 2013, re-spectively.The fi rst two FSRUs will feature Hamwor-thy’s propane-seawater regasifi cation sys-tem, which has already proven itself on board two Golar liquefi ed natural gas carri-ers in operation (in Brazil and Dubai) that have been converted into FSRUs. The same system will also be delivered as part of two new projects under construction in Indo-nesia and Malaysia.

The units, which weigh 550 tonnes and measure 20m by 18m by 10m, will be deliv-ered in module form with all the necessary process equipment installed to facilitate integration on board the vessels, according to Hamworthy.

Jack-up vessel launched

Neptune will be delivered in early 2012

The two vessels are currently being built at Hyundai Heavy Industries

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Modules for North SeaSubcontract | STX Finland Oy has been subcontracted to build two large offshore modules for the North Sea. The company said the modules would be de-livered from its Turku shipyard at the end of 2012 and bring the yard some 250 man-years of labour.Construction of the modules, whose overall dimensions are approximately 63mx52mx47m and 40mx45mx13m, will be-gin in the spring of 2012. Their total weight will be more than 5,000 tonnes. STX Finland said the demanding project would include the steel fabrication, surface protection and hot out-fi tting of the modules. When completed, they will be trans-ported by barge to Norway for fi nal assembly, outfi tting and commissioning.

New series for offshore industry

PSV | Damen Shipyards re-cently unveiled its new plat-form supply vessel (PSV). The PSV 3300 E3 is a dedicated supply vessel to transport goods to oil and gas rigs and is specifi cally designed to per-form safely in adverse weather

conditions. The fi rst two ves-sels will be built at the Damen shipyard in Galati, Romania. Delivery is scheduled for early 2013.Damen further announced that it would launch a complete PSV range in the next few months.

The PSVs will range from 1,500 dwt to approximately 6,500 dwt. Although the series of vessels is primarily designed as PSVs, the platforms can also serve as a basis for other offshore sup-port services such as diving support, drilling or well stim-ulation. Moreover, the vessels can support oil recovery and fi refi ghting operations.The PSV 3300 E3 boasts a large 700 m² main deck and can carry 10% more cargo than Damen’s former PSVs. Even though it has a larger cargo capacity, the new ves-sel will have improved speed performance with the same engine size, facilitating signif-icant savings in fuel costs and emissions. This vessel follows the Damen PSV 3000, nearly 20 of which have been built so far.

Double naming ceremonyDrilling rigs | Sembcorp Marine’s subsidiary Jurong Shipyard and drilling company Seadrill Limited recently celebrated the double naming of the high-specifi cation, ultra-deepwater semi-submersible drilling rigs West Capricorn and West Leo.The fourth Friede & Goldman (F&G) ExD Millennium Class sixth-generation ultra-deep-water semi-submersible rig built at the Jurong Shipyard for Seadrill, West Capricorn, is the fi rst unit that is outfi tted with a 7-ram blowout preventer.The rig is capable of operat-ing in water depths of up to 3,000m and harsh-environ-ment conditions. Engineered for stability and versatility, the state-of-the-art rig has the abil-ity to drill to depths of more than 11,000m, with opera-tional displacement of 43,400 metric tonnes at 17m draught, and 46,750 metric tonnes at 20m draught, respectively. It also features high-load capac-ity and an effi cient drill fl oor

layout for enhanced opera-tional performance. Scheduled for delivery at the end of December 2011, West Capricorn will be deployed in the US Gulf of Mexico under a fi ve-year contract, where it will join sister rig West Sirius. The rig is expected to commence start-up operations in May 2012.West Leo is the second Moss Maritime CS50 MK II harsh-en-vironment rig to be built from

a six-column bare-deck hull by Jurong Shipyard for Seadrill. The rig is capable of working in harsh-environment conditions and has the multi-region fl ex-ibility to operate worldwide. Equipped with an advanced drilling package and dynamic-positioning (DP3) capabilities, this ultra-deepwater semi-sub-mersible rig has the ability to drill 10,500m and operate in water depths of up to 3,000m.

Contract for cruise ship

TUI Cruises | STX Finland Oy and TUI Cruises have signed a contract for the design and con-struction of a 97,000 GT cruise ship for delivery in the spring of 2014. STX Finland said the vessel would have many envi-ronmentally friendly features, with particular emphasis on energy effi ciency. The project will bring some 5,500 man-years of labour to STX Finland’s Turku shipyard. TUI Cruises also has an option on a second ship, subject to a decision by TUI Cruises’ shareholders.The vessel will be about 295m long, 36m wide, have 1,250 staterooms and serve a maxi-mum of 2,500 passengers and crew of 1,000.

Sketch of the newbuild

The new PSV 3300 E3 will be approximately 80m long

West Capricorn (left) and West Leo


INDUSTRY | NEWS & FACTS

Type approval | Classi-fi cation society Russian Maritime Register of Ship-ping (RMRS) has issued a type approval certifi cate for the RWO ballast water treat-ment system Clean-Ballast. The modular sys-tem can now be installed on any Russian-fl agged vessel.

Licensing agreement | Wärtsilä and its Korean partner, Doosan Engine Co. Ltd, a member of the Doosan Group, have signed a ten-year exten-sion to the licensing agree-ment to build Wärtsilä low-speed engines. The agreement renewal covers the period from 2012 to 2021.

Opening | Intellian Technol-ogies recently announced the opening of its Maritime Technical Centre in Busan, South Korea. Specialising in satellite communica-tions, VSAT, satellite TV and entertainment systems, the centre will offer a wide range of services to the shipbuilding and engineer-ing industry, including full consultancy, equipment procurement, system de-sign, project management, documentation, testing and training.

New office | Imtech Ma-rine has announced the opening of a new offi ce in the Strait of Gibraltar region. The offi ce is the 74th location in the global service network of Imtech Marine. From the new of-fi ce, Imtech Marine aims to provide 24/7 mainte-nance services to both locally operated vessels and international shipping lines.

Joint venture | In order to enhance and improve presence and service in the Indian market, a joint venture established un-der the name Prüftechnik Aimil Technical Services Limited, recently started operation.

IN BRIEF �

Distribution centreThe Netherlands | Wärtsilä re-cently inaugurated its new spare parts distribution centre in Kampen, the Netherlands. The centre is the core of the company’s global logistics services, and integrates eight previously localised spare parts warehouses into one global supply chain operation. It began operations in Decem-ber 2010 and will be fully op-erational before the end of this year. The facilities cover an area of 37,000m2..

Wärtsilä’s total investment in the new distribution cen-tre has been approximately EUR 70 million. When in full operation, around 140 people will be working there.The centre has been designed and implemented by Swisslog, a logistics solutions provider. CEVA Logistics, a supply chain management company, is re-sponsible for shipments and operational warehouse hand-ling.

Order for heavy lift vesselDockwise | The latest ves-sel for the Dutch shipping company Dockwise, the Dockwise Vanguard, will be built by Hyundai Heavy Industries in South Korea. The vessel will be able to lift and transport units of up to 110,000 tonnes. The maxi-mum capacity of an existing vessel is 75,000 tonnes. With a width of nearly 80m and length of 275m, it is the fi rst semi-sub-mersible heavy lift vessel to be built in accordance with DNV’s

new class rules for this type of ship. The vessel has no fore-castle, which allows it to carry cargo of ”unlimited” length. Its deckhouse is mainly positioned outside its hull, allowing it to carry 70m-wide cargo. Dockwise Vanguard’s keel will be laid in December 2011 and the vessel is due to be delivered in October 2012, when its fi rst cargo will be ready for trans-port from South-East Asia to Brazil.

Illustration of Dockwise Vanguard

Delivery of seismic research vesselOceanic Sirius | Norwegian ship-yard Ulstein Verft recently deliv-ered the seismic research vessel Oceanic Sirius to a joint venture between the two companies Eidesvik and CGGVeritas. The vessel has been designed and built in accordance with strict environmental standards and equipped with state-of-the-art technology for advanced seis-mic research operations. Ocean-ic Sirius is the second of two ves-sels of the SX120 type designed

by Ulstein Design & Solutions. She has a dynamic towing force of 140 tonnes and is said to be ideally suited for acquisition of large 3D, 4D or high-resolution projects. The vessel’s 20 stream-er winches are each capable of spooling 9km of streamers. Car-rying an ICE-C classifi cation, the Oceanic Sirius can operate in new frontier areas. Oceanic Sirius is designed to stay permanently at sea with fi ve-year docking inter-vals. There are enough engines

and generator sets on board to conduct maintenance at sea, and refuelling is carried out by dedicated support vessels. The vessel is equipped with two CP (controllable pitch) propellers in a nozzle, each driven by two frequency converter-driven elec-tric motors. This allows smooth speed control of around fi ve knots during seismic acquisi-tion. Two work boats will be used for maintenance of in-wa-ter equipment.

Oceanic Sirius is equipped with a helideck to facilitate an effi cient crew change


Conversion of Combi Dock IV

A heavy-lift dock ship owned by the Bremen shipping company Har-ren & Partner (H&P), the onetime

Combi Dock IV has now begun operations as an offshore installation and construc-tion vessel for OIG, a joint venture between H&P and Goldman Sachs Capital Partners (GSCP). OIG said its primary focus was on customers in the oil and gas sector, whom it is offering what it describes as the fi rst “one-stop shop” for all services connected with offshore oil and gas fi eld develop-ment. To this end, OIG acquired the Nor-wegian offshore specialists Global Mooring Services (GMS), which had co-founded OIG with H&P. OIG’s wide range of serv-ices include cable laying, deep-water moor-ing and offshore installations at depths of up to 2,500m.

Existing know-howCombi Dock IV was launched in January 2010, the fourth in a series of four heavy-lift dock ships built at the Lloyd Werft shipyard in Bremerhaven between 2007 and 2010. It returned to the yard in Au-gust 2011 for conversion to an OSV. Lloyd Werft workers were able to draw on their experience in converting its sister ship,

Combi Dock II. The second in the four-ship series, Combi Dock II had been equipped with numerous extras and entered service in the Gulf of Mexico in August 2008 as the oil rig supply ship Blue Giant. Today it op-erates as OIG Giant I for OIG.

Conversion workAs with the Blue Giant three years ago, a helipad was built on the bow of the fu-ture OIG Giant II. A further similarity is a seven-deck extension to the forward su-perstructure, containing cabins, leisure fa-cilities, larders and a water treatment and biological purifi cation plant. The added ac-commodations are in a single, suspended module, however, not a series of stacked containers as on the Blue Giant.The module has a fl oor area of 13m x 18m and rises 21m out of the heavy-cargo hold. Made of steel in two sections by WST We-ser Stahlbau, which is located opposite Lloyd Werft, it was hoisted on board by the fl oating crane Enak and fully outfi tted by the shipyard. The module accommo-dates 86 additional personnel and weighs 500 tonnes.During the conversion, the ship’s two for-ward, heavy-lift cranes from the Switzer-

land-based company Liebherr were consid-erably lengthened to enable them to reach as far and high as possible. They were also equipped with an anti-heave compensa-tion system and now have a safe working load (SWL) of 2 x 350mt and 1 x 200mt for cargo handling operations in port, as well as a combined SWL of 500mt for subsea installation to a depth of 2,500m. As with Blue Giant, OIG Giant II boasts a 7.8m x 7.4m moonpool on the starboard side of the loading bay, through which divers and equipment can be lowered into the water. Lloyd Werft also installed six more gen-erators on deck (in addition to the main drive) to ensure suffi cient power.To perform its special tasks well, OIG Giant II was equipped with a class 2 dynamic positioning (DP) system. It en-sures that the ship maintain its position to the centimetre via GPS, laser systems and hydroacoustic reference systems. Lloyd Werft said the DP system required relocat-ing and enlarging the ship’s forward bow thruster and adding a further hydraulically retractable bow thruster aileron. Two stern thrusters were installed as well.OIG Giant II was retrofi tted below her hull with two Azipod thrusters that are also hy-

OIG Giant I (pictured) and OIG Giant II are to be joined by four more vessels by 2013

LLOYD WERFT The recently founded Offshore Installation Group (OIG) aims to serve the oil and gas production market with a fl eet of six offshore support vessels (OSVs), the fi rst of which it named OIG Giant I (formerly Blue Giant). After conversion to an OSV at Lloyd Werft’s Bremer-haven shipyard, the former Combi Dock IV has become OIG Giant II – the second ship in the company’s young fl eet.


SHIPBUILDING & EQUIPMENT | SHIP REPAIR & CONVERSION

draulically retractable. They can be turned from the bridge through 360°, providing high manoeuvrability for the 162.3m-long and 25.4m-wide vessel. Their propellers are 3m in diameter and hang 3.3m below the hull bottom.Immediately after the conversion, OIG Giant II began installing three tur-bines for a tidal power station off the Orkney Islands, near Scotland’s northern coast. A total of 90 turbines are to be in-stalled there by 2013.

Offshore Installation GroupOIG Giant I and OIG Giant II are the fi rst ships in what Singapore-based OIG plans to expand to a six-vessel fl eet by the end of 2013. The remaining four ships, which have yet to be built, will also be of the Combi Dock type developed by H&P and Lloyd Werft especially for the heavy-lift and project market. The newbuilds will be equipped with specialist offshore equipment includ-ing a system for laying fl ex pipes.This specialist ship type has high-per-formance cranes, a stern ramp for rolling cargo as well as dock functions for fl oating cargo. With a total length of nearly 170m and a continuous hold that can be divided horizontally or vertically, it offers maxi-mal stowage for the transport of offshore equipment.“Because our ships have three times more deck area than that of other providers’ ships in the industry, we don’t need ad-ditional heavy-lift vessels to transport equipment,” noted H&P founder Peter Harren in describing OIG’s business con-cept. “On board the ships are bulky cable reels, piping – in short, everything that’s needed to extract oil and gas at sea. This saves time and money. What’s more, it al-

lows us to operate in more remote, and deeper, sea regions.”Harren added: “While other ships have to regularly put into an offshore harbour to pick up supplies, OIG’s vessels are op-timally equipped for installation work far out at sea.”

Strategic partnershipTo employ the specialist ships effectively, OIG said it utilised the technical expertise of GMS. It pointed out that Jarle Andersen, GMS’ founder and the chief operating of-fi cer of OIG, contributed to OIG’s success partly through his valuable contacts in the offshore installation industry. GMS has a long track record as a reliable service pro-vider in areas including the mooring of

fl oating production, storage and offl oad-ing (FPSO) units, which serve as fl oating storehouses and refi neries for crude oil and natural gas.OIG’s strategic alliance with Norway-based Kongsberg Oil & Gas Technologies gives it the support of another concern in the oil and gas industry. H&P and GSCP furnish OIG’s necessary equity capital, with loan fi -nancing done on a project-by-project basis.OIG’s chief executive offi cer is Heiko Felderhoff, who was previously managing director of H&P Ship Management, H&P Logistics & Engineering and further sub-sidiary companies, particularly in the sec-tor for major heavy-lift projects. Felderhoff was also instrumental in developing the Combi Dock series.

Combi Dock IV at the Lloyd Werft shipyard. After its conversion, the ship began operations as OIG Giant II

Innovative ideas. Best engineering. Delivery on schedule. We do it!

Lloyd Werft Bremerhaven GmbHwww.lloydwerft.com

1857 - 2007150 years of shipbuilding


Bredo refurbishing ferry for Gibraltar routeROPAX FERRY Bredo-Bremerhavener Dock GmbH is refurbishing the RoPax ferry Tanger Ex-press for its new area of operation in the Strait of Gibraltar. The vessel was previously named Mette Mols and plied the Aarhus-Kalundborg route in Denmark.

FRS Group, a shipping company based in Flensburg, Germany, recently ac-quired two RoPax ferries from the

Danish ferry company Mols-Linien. The fi rst, Mette Mols, has been renamed Tanger Express and registered in Limassol, Cyprus, by her new owner, the FRS subsidiary Baltic Shipping Company Ltd.Both Mette Mols and her sister ship, Maren Mols, also acquired by FRS, were built in 1996 by Ørskov Christensens Staalskib-sværft A/S in Frederikshavn, Denmark. At her last docking in Denmark before chang-ing hands, Mette Mols – 134.4m long, 24m wide and with a draught of 5.5m – was in-

spected by her buyers and rechecked under the waterline by divers. Then, on August 18th, the 14,221-gt, 4,030-dwt ferry left the Danish port of Aarhus under its new name and Cypriot fl ag bound for Bremerhaven, Germany, via the Kiel Canal. It docked at Bremerhaven’s Labrador Pier the next day for refurbishment and modifi cations by the Bredo shipyard.

ModificationsFollowing an inspection, the extent and se-quence of work for completion by Novem-ber 15th were agreed. On December 1st, the Tanger Express is due to start operations

for the FRS fast ferry service in the Strait of Gibraltar between Algeciras, Spain, and Tanger Med, Morocco. The work mainly involves installing two 14m-long foldable stern ramps to conform with the terminal facilities at the ports of call, and retrofi t-ting the vessel with three mooring winches from the German marine equipment man-ufacturer Hatlapa, one fore and two aft on the port and starboard sides. Work on the bow ramp system is also planned, namely the installation of new passenger entry gates amidships on each side of Deck 5. This will be done either during the current refurbishment or at

Tanger Express, formerly Mette Mols, will operate in the Strait of Gibraltar after modifi cations in Bremerhaven


SHIPBUILDING & EQUIPMENT | SHIP REPAIR & CONVERSION

some later date. A safety upgrade of the vessel, which up to now has operated only in Danish waters, will meet SOLAS regu-lations for international shipping. Two rescue boats for 109 people each will be added, one port and the other starboard, along with two fast rescue boats from the German lifesaving equipment manufac-turer Hatecke, also one port and the other starboard. Davits for the boats will be in-stalled as well.Interior work includes converting part of the former children’s play area on Deck 7 into an 80m² duty free shop. On the same deck, the panorama salon under the bridge will be converted into an attractive cafeteria, the galley will be modernised

and the lounge area behind it will be-come a police offi ce to facilitate passenger processing by border police. In addition, ten of the 13 crew cabins are to be turned into double cabins. Other work is aimed at enhanced travel comfort, WLAN and Internet access, corro-sion protection and painting – including the new logo on the smokestack and let-tering on the sides of the hull. There will also be an overhaul and maintenance of the ventilation ducts, sea chests and en-gine plant of the ship, which is equipped with two MAN B&W 9L35MC (11,637 kW) main propulsion engines, a shaft genera-tor and two MAN B&W auxiliary engines (2,530 kW). The Mette Mols, outfi tted with

two controllable pitch propellers, can reach speeds of 19.2 kn and is especially ma-noeuvrable thanks to two bow thrusters.Her sister ship, Maren Mols, has been re-named Kattegat and put into operation by the newly founded FRS subsidiary Kat-tegatruten A/S – without shipyard modi-fi cations – on its previous route between Denmark’s Jutland and Zealand. FRS has invested about EUR 45 million in the pur-chase and modernisation of the two ves-sels, each of which is currently designed for 720/616 passengers (summer/winter), 344 cars and 60 cargo units (total lane me-tres: 1,240). Jens Meyer, Freelance Technical Journalist

The MAN 9L35MC main propulsion engine drives a shaft generator

FRS has invested about EUR 45 million in the purchase and modernisation of the two Mols-Linien ferries

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Your expert inship outfi tting


Measuring instruments for shipbuildingSENSOR TECHNOLOGY A wide range of applications for pressure and level sensors can be found on a vessel. The ruggedness and longevity of these instruments is crucial for protecting both the crew and the environment. In cooperation with shipbuilders and suppliers of naval equipment, Denmark-based Baumer develops and manufactures sensors designed to meet the special requirements of shipbuilding.

Ole Nielsen

There are many different installations on ships in which pressure and tem-perature need to be controlled. As the

measured parameters are of vital impor-tance for every type of ship, the qualities sought in measuring equipment are largely the same. The relevant parameters are the level and temperature of heavy fuel and the gas pressure in aggregates and compres-sors. Pressure inside the pipes transporting liquids through the ship is another key fac-tor, as every ship contains different piping systems for fuel, drinking water, and ballast water, with additional pipes for the liquid

cargo in tankers. Controlling these systems requires different types of sensors, such as pressure gauges, pressure switches, and pressure transmitters as well as thermom-eters and thermostats.Liquid levels in tanks are controlled by level switches. They trigger an alarm when the level rises above or falls below a pre-defi ned critical point. Another vital task of sensors in ships is early detection of leaks by reporting water ingress into the bilge.Liquids sloshing inside a ship may cause it to careen, and in the worst case, capsize. One method of monitoring the movements

of liquid inside a tank employs a combina-tion of several level sensors mounted in different locations of the tank. This task can be performed by submersible sensors inside the tank or by pressure transmitters, which can be mounted on the tank from the outside. Baumer offers both solutions with the submersible sensors ED752 or PSMN/PSSN and the pressure transmitter ED701.Pressure gauges are used for various hy-draulic or pneumatic applications as well as for measuring pressure inside tanks. This is a very sensitive area because failure

Baumer offers a broad range of sensor technology for various shipbuilding applications


SHIPBUILDING & EQUIPMENT | AUTOMATION, MEASUREMENT & CONTROL TECHNOLOGY

of a tank’s counterbalance valve can cause overpressure, which may damage the tank. Similar damage may be caused by under-pressure, which can occur while a tank is being emptied.

Requirements and certificatesThe safety of the crew and natural en-vironment is heavily dependent on the precision of measuring instruments on board a vessel. Since replacing a faulty de-vice at sea is not always possible, measur-ing instruments need to be fail-safe and long-lasting.To prevent measuring instruments from corroding, they need to be made from par-ticularly rugged materials. Baumer manu-factures its sensors for shipbuilding appli-cations using Monel, titanium, Hastelloy C, or seawater-resistant stainless steel.Leak tightness of measuring instruments for maritime use must at least comply with the protection class IP68. Depending on

which part of the ship the instruments are used in, additional standards may apply. For example, sensors installed in hazard-ous zones such as engine rooms have to meet the standards for explosion and igni-tion protection stipulated by the ATEX and EEx ia regulations.

Special applicationsBaumer supplies sensors to shipyards that build oceangoing vessels as well as companies specialising in shipping equipment, such as Netherlands-based Lans Instruments. This specialist dis-tributor supplies shipyards and outfi tters with measuring instruments particularly suited for the challenging conditions of maritime environments. The Lans Instru-ments portfolio of products for measur-ing pressure in tanks on ships includes Baumer’s MEX5 stainless steel pressure gauge and ED701 pressure transmitter with ATEX approval.

Current developmentsDue to the challenging nature of maritime applications, technological progress in shipbuilding relies on constant innova-tion of ship components. In this regard, research and development for Baumer sen-sors over the years has been inspired by the ambitious requirements of customers in the shipbuilding industry.Conversely, improvements in other areas of sensor technology can have a positive effect on shipbuilding. One example is Baumer’s level switch LBFS. With its innovative fre-quency-sweep technology, it can detect the levels of solids, grains, and powders just as well as those of liquids. This allows pre-cise measurement of cargo levels in vessels transporting loose material or other solids instead of liquids in their cargo tanks.

The author:Ole Nielsen, Product Manager, Baumer, Aabyhøj, Denmark

The sensor PSMN/PSSN The pressure transmitter ED701 The stainless steel pressure gauge MEX5

Freely scalable system for enhanced effi ciencyREDUNDANCY Austria-based Bachmann electronic has introduced a redundancy system focusing on top performance and engineering capabilities. The company said its main goal was to minimise downtime and maximise productivity to increase availability and effi ciency on board a vessel. Upgrades to three different levels of redundancy are possible without an exchange of the controller hardware and without reprogramming.

To achieve its goal, Bach-mann delivers a redun-dancy system that is

freely scalable in controller and network performance. By providing powerful integrated system functionalities like voting, high-resolution time synchronisation and detailed debugging information, the redundancy package is said to cut down on valuable time in development, engineering and maintenance throughout the entire life cycle.The cost-effectiveness of ma-chines and systems depends on the availability of their components. Every failure of single components such as net-working equipment or sensors reduces effi ciency and often causes major damage to the machine. Error diagnostics and repairs increase downtime.Minimising downtime in-creases availability. Shortening maintenance cycles and rais-ing replacement rates increase production costs and do not prevent random breakdowns. A one-time investment in a redundancy system reduces that risk to a minimum by constant monitoring of ma-chine function and immediate switchover to a backup system on demand. Bachmann electronic said it had introduced its redundancy solution with no restrictions to real-time networking, easy-to-use programming environment and fully integrated monitor-ing and debugging capabilities. Upgrading from non-redun-dant systems to one of the three different levels of redundancy

(network, warm standby and hot standby redundancy) is possible without an exchange of the controller hardware and without reprogramming even if the upgrade is subsequent, ac-cording to the company.

Network redundancyThe main requirement on the network level is to assure loss-less, real-time communication between master and slaves. Minimisation of failover time is the critical point. Free selec-tion of network topology is desirable for the engineering

process. In addition to the re-quirements on real-time net-work capabilities, parallel data exchange is needed. HTML-confi gurable network devices and supervision equipment such as video cameras are two examples of Ethernet-based devices on the vessel.The M1 system by Bachmann electronic has been developed to comply with these condi-tions. In case of a failover, the system switches to the second-ary system in the same PLC cy-cle using standard commercial off-the-shelf managed switches.

The network layout can be en-gineered freely and economi-cally to every device. The appli-cations range from duplicated fi bre optic connection of re-mote I/O stations to HMIs with a single copper connection to a dedicated station. No matter which implementation is se-lected, there is no drawback in availability and functionality.The redundant protocol is fully compatible with Ethernet and has been extensively tested up to Gbit networks. What is more, the user can freely confi gure how much of the overall traffi c

Flexible high-level redundancy system by Bachmann electronic


SHIPBUILDING & EQUIPMENT | AUTOMATION, MEASUREMENT & CONTROL TECHNOLOGY

is dedicated to real-time opera-tions. Standardised quality of service (QoS) technology en-sures parallel Ethernet services and protocols without interfer-ing with real-time capabilities.Network redundancy from Bachmann electronic comes with fully integrated monitor-ing and debugging support. Tools and programming inter-faces permanently indicate the status of network connections, and the other network members allow immediate reaction to failures and gives quality-based alarms, for example when con-nection quality worsens.

Warm standby redundancyThe second level in redun-dant systems uses two master controllers, both of which are connected to a single or redun-dant network. Upgrading from network redundancy requires another master controller. One-time confi guration of the redun-dant values and selection of the

appropriate voting algorithm prepares the system for autono-mous redundant control. This means the application pro-grammer need not think about dual reading and writing the processing values. The applica-tion looks like a standard PLC program, so existing libraries and customer solutions are eas-ily transferred to redundancy.

Hot standby redundancySynchronised master control-lers at the system and applica-tion level make hot standby systems the highest level of re-dundancy. Bachmann electronic said its Bachmann M1 system provided a range of state-of-the-art redun-dant controllers that minimised failover time and guaranteed bumpless high-speed real-time control. Synchronisation at the sub-millisecond level in com-bination with intelligent slave stations allows logging over a complete vessel with many sub-

stations on the same time base. This greatly improves the search for failures on substations even if a minor breakdown causes a domino effect. As an additional countermeas-ure, the substations allow programmable autonomous reactions that further improve failure tolerance.

Cooperative systemThe special features of the vari-ous redundancy approaches are said to cooperate perfectly with the basic features of the Bachmann M1 system.Approved components have a working temperature ranging from -30°C to +60°C as well as condensation resistance, al-lowing their use under harsh conditions. For wiring connec-tions, there is a choice between screw and clamp technology. Each substation can be con-nected to established fi eld-buses like Profi net, Profi bus, CANopen, NMEA or J1939.

Substations can be expanded by using the confi guration-free, real-time fi bre optic FASTBUS from Bachmann. Terminals for maintenance and process control are connectable to the I/O stations or directly to the redundant network. Simple connection of a mainte-nance notebook to the nearest network access point enables debugging, easy process visu-alisation and even interference-free control of each intelligent subnode over the same net-work infrastructure as the real-time network.Connection to process control work stations, alarm and moni-toring systems work on a TCP/IP base using built-in OPC, Modbus or Java and C/C++ protocols. All processes, substations and package units can be remotely accessed via a simple connec-tion to the standard Ethernet-based control network or a se-cure satellite uplink.

Seehafen Verlag

Compendium Marine Engineering

Operation – Monitoring – Maintenance

Editors: Hansheinrich Meier-Peter | Frank Bernhardt

Compendium Marine Engineering represents a compilation of marine engineering experience. It is based on the research of scientists and the reports of many fi eld engineers all over the world.

Compendium Marine Engineering is completely published in English.

This book is mainly directed towards practising marine engineers, principally within the marine industry, towards ship operators, superintendents and surveyors but also towards those in training and research institutes as well as designers and consultants.

Technical Data: Title: Compendium Marine Engineering, ISBN 978-3-87743-822-0, 1016 pages, hardcoverPrice: € 98,- (plus postage)Address: DVV Media Group GmbH | Seehafen Verlag Nordkanalstr. 36 · 20097 Hamburg · Germany Telephone +49 40/237 14-440 E-Mail: [email protected]

Find out more about this

compendium and order your copy at

www.shipandoff shore.net/cme.

CYLINDER OILS | Diffi cult industry and macro-economic conditions are driving vessel operators and owners to seek further operating effi ciencies. The adoption of in-creasingly severe slow steaming regimes, primarily to save expensive bunker costs but also to keep ships working instead of laid-up, is becoming standard practice across a widening range of sectors but also creates major challenges in regard to op-timal cylinder lubrication. Until recently, many shipping companies concentrated on trying to fi nd the most effi cient cylin-der oil feed rate, taking into account the sulphur content of the heavy fuel oil in use. With the development of slow steam-ing practices, a further variable now has to be considered, making it a more complex equation to calculate which cylinder lubri-cants offer the most effi cient cylinder lubri-cation solution. Evidence has emerged that during slow steaming – when engines are operated at signifi cantly lower loads than they were de-signed for – the liner temperatures are sig-nifi cantly reduced and corrosion on piston rings and cylinder liners becomes a prob-lem. This is particularly true when higher sulphur fuels along with a cylinder lubri-cant of an insuffi cient base number (BN) are used. Shipping companies now regularly ask for more help from lubricant experts to make the right choice.Industrial lubricant specialist Castrol says it can provide a wide range of OEM-(original equipment manufacturer) approved cylin-der oils and technical experts to help its cus-tomers make the right choice. The company is taking what it calls a ”distinct position”

in pointing out that current and emerging fuels and operating conditions require a comprehensive set of cylinder oils.

Complex balanceIdeally, shipping companies would prefer to use a single cylinder oil suited to a va-riety of different sulphur fuels. Recent en-gine inspections suggest, however, that the desire for simplicity may compromise reli-ability and damage the engine, especially under slow steaming conditions. Castrol believes that the balance among fuel sul-phur levels, cylinder oil feed rates and cylinder lubricant BN becomes more com-plex under slow steaming conditions and requires a range of cylinder lubricants to provide the optimum, most cost-effective lubricant solution. “We have fi eld evidence that slow steam-ing leads to corrosive wear when lower BN lubricants are used with relatively high sul-phur fuels,” said Paul Harrold, technology manager of Marine & Energy Lubricants at Castrol.He cited a recent service letter from a lead-ing engine maker advising that operators should increase feed rates when ships are slow steaming due to incidences of corro-sive wear.“If customers follow OEM feed-rate guide-lines for slow steaming operation, the consequence of using 60 BN instead of 70 BN leads to an increase in annual cyl-inder oil consumption. We estimate that the increased consumption could be on the order of 5-10%, depending on engine type and manufacture when using typical fuels,” Harrold said.

Emissions regulationFrom January 2012, the global cap for sulphur emissions from ship engines per-mitted by the International Maritime Or-ganization drops from 4.5% to 3.5%. The allowed sulphur content of fuel has already been cut in predefi ned Emission Control Areas, or ECAs (the Baltic Sea, the North Sea and the English Channel, with North American coastal waters to follow), from 1.5% to 1%, and will be cut further, to 0.1%, beginning on January 1st 2015.Under the terms of all proposed legisla-tion, the use of heavy fuel oil (HFO) will still be permitted inside ECAs, but only if ships are fi tted with sulphur scrubbers that limit emissions to levels achieved when distillates are selected. Although support for scrubbers is gather-ing momentum, Harrold said that by 2015 most operators would most likely not have scrubbers fi tted to their vessels. So operat-ing on HFO outside ECAs and on distillates inside them seems inevitable in the im-mediate term. However, Castrol also raises concerns over the effect on machinery of switching between very different fuel types.“Under certain circumstances a prolonged mismatch between low sulphur levels and cylinder oil with a too high BN may lead to excessive deposits on piston crowns, top lands and rings. These are disruptive to effective lubrication of the liner and may ultimately lead to damage of the cylinder liners, bore polishing and scuffi ng,“ Har-rold said.He concluded: “Castrol’s position is that the selection of mid-range (50-60 BN) cyl-inder oils as a solution for a range of fuel types will not achieve optimal engine op-erations under all load conditions. We be-lieve that by 2015 the fuel requirement will become more polarised as the 0.10% sul-phur ECA legislation kicks in. The compro-mises involved in opting for mid-range lu-bricants to cover the full range of fuel types need to be fully understood and properly managed.”According to the lubricant specialist, the cur-rent challenge of slow steaming combined with impending fuel legislation means that optimal cylinder lubrication for vessels can only be achieved under all load conditions by a range of cylinder lubricants. Operators that adopt a single cylinder-lubricant strat-egy should be mindful of the compromises they are making and risks from adopting such an approach.

Range of lubricants ensures optimal operation

Schedule for emissions phase-out


SHIPBUILDING & EQUIPMENT | PROPULSION & MANOEUVRING TECHNOLOGY

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A CENTURY OF DIESEL PROPULSION

IN WORLD WIDE SHIPPING

Selandia

One of two medium-speed MAN 8L27/38 workhorses

AHTS VESSELS | An order by undisclosed offshore opera-tors for two anchor handling tug supply (AHTS) vessels has gone to Dubai-based Grand-weld Shipyards. Both 67m-long and 16.8m-wide AHTS newbuildings will be powered by two eight-cylinder MAN L27/38 engines rated at 2,720 kW each. The standard twin-screw confi guration will drive two ducted CP propellers. Bol-

lard pull is calculated at 90 tonnes. Germany-based MAN Diesel & Turbo said it would ship the engines from the com-pany’s production facilities in Denmark in the 18th and 22nd week of 2012, respectively.According to MAN, the L27/38 medium-speed propulsion engine is popular for heavy-duty applications including offshore supply and service vessels, anchor handlers, tugs

and workboats. It can power conventional CP and FP pro-pellers as well as azimuth pro-pellers, Z-drives, thrusters and cyclic propellers such as Voith Schneider units.Designed for maximal reliabil-ity and durability, the L27/38 delivers good performance over the entire load range and is optimised for high-torque layout and dynamic behav-iour, with good acceleration,

invisible smoke from idling to full load, low fuel oil con-sumption and low NOx emis-sions, MAN said. It is also maintenance-friendly owing to its “pipeless” modular de-sign and front-end box with all auxiliary system components easily accessible. An integrated closed system circuit for lube oil includes an engine-driven pump, automatic fi lter, cooler and thermostatic valves.

Cruise line backs shoreside powerPORT OF HAMBURG | AIDA Cruises said it backed Ham-burg’s efforts towards the best shoreside power solution – and less air pollution from docked ships’ diesel engines – in the German port. “We will provide all our know-how and offer

active support for the develop-ment and application of an es-pecially environment-friendly power supply for cruise ships in ports,” said AIDA President Michael Thamm. “The port of Hamburg can become a role model for the development of

the best shoreside power con-cepts in Europe.” The German cruise line, based in Rostock, said it was already prepared to retrofi t its eight-ship fl eet for connection to electricity generated on shore. In its next generation of ships,

AIDA said it planned to install dual-fuel engines that can op-erate on both marine diesel and liquefi ed gas.According to Thamm, AIDA has reduced fuel consumption per guest and day by 18.2% since 2007.

Grandweld 67m, 90t BP AHTS outline

Propulsion for newbuildings

IHR KOMPETENTER PARTNER FÜR MARITIME

UND STATIONÄRE APPLIKATIONEN

Schiffsdieseltechnik Kiel GmbHKieler Straße 17724768 Rendsburg /GermanyPhone: +49 (0) 43 31 – 44 71-0Fax: +49 (0) 43 31 – 44 71-199email: [email protected]

YOUR COMPETENT PARTNER FOR MARITIMEYOUR COMPETENT PARTNER FOR MARITIME

AND LAND-BASED APPLICATIONSAND LAND-BASED APPLICATIONS

Gensets with Diesel Engines | Diesel Engines Gearboxes | Exhaust gas aftertreatment systems


SHIPBUILDING & EQUIPMENT | PROPULSION & MANOEUVRING TECHNOLOGY

Gas engine meets Tier III limitsWÄRTSILÄ | Marine power so-lutions provider Wärtsilä said it had successfully tested its new low-speed gas engine technol-ogy at the Finnish company’s facilities in Trieste. The tests, carried out in conjunction with Wärtsilä’s Licensees Conference in the Italian city, demonstrated that the engine performance fully complies with upcom-ing IMO Tier III nitrogen oxide (NOx) emission limits, thereby setting a new benchmark for low-speed engines running on gas, Wärtsila said.The RTX5 test engine is part of Wärtsilä‘s two-stroke dual-fuel gas engine technology develop-ment programme. It is an im-portant part of the company‘s strategy to lower emissions, increase effi ciency and develop its low-speed engine portfolio to include dual-fuel gas engines

alongside its medium-speed dual-fuel engines. Tests of the RTX5 will continue throughout this autumn and winter, and into 2012. Conducting the tests during the Licensees Conference was signif-icant, Wärtsila said, because the company‘s low-speed engines are produced by specialised en-gine manufacturing companies under license. The licensees mar-ket, manufacture and sell the en-gines under agreed conditions.The International Maritime Or-ganization‘s Tier III regulations, due to come into force in 2016, stipulate that NOx emissions be cut by 80% compared with Tier I levels. Using liquefi ed natural gas (LNG) as a marine fuel is widely seen as the most realistic means of reducing the marine industry‘s environmen-tal footprint.

Kite-propelled solar yacht in works

ZERO EMISSIONS | An emis-sion-free solar-electric yacht with towing-kite propulsion will be developed and built by solar ship manufacturer Solar-WaterWorld AG of Berlin along with Hamburg-based SkySails

GmbH, the German compa-nies announced. They said they had signed a cooperation agreement that included a sev-en-fi gure development contract for SkySails, a provider of auto-mated towing kite systems.

Besides producing no CO2, the hybrid yacht would combine the advantages of conventional sailing ships and motor yachts, the partners said, noting that the latter were fast and spacious while the former offered emis-sion- and vibration-free enjoy-ment. Cruising at sea is much more comfortable on a sailing yacht, but at a disturbing in-clined position. According to SolarWaterWorld and SkySails, a solar yacht with towing-kite propulsion would glide sound-lessly through the waves with motor yacht comfort. At the same time, the kite generates up to 25 times more power per square metre sail area than conventional sail propulsions and thus makes for high speed. This allows the development of a superior yacht design with-out compromise, the partners added.

Christian Steinhausen, CEO of SolarWaterWorld, cited a fur-ther advantage: “Wind or sun – one of them is always avail-able. This makes it possible to cruise around the globe with-out refuel ling,” he remarked. The towing-kite systems, in op-eration in commercial cargo shipping since 2008, have to be newly dimensioned to fi t onto yachts of up to 25m in length. The development of a cruis-ing yacht specifi cally suited for extreme requirements will be handled by SolarWaterWorld, which specialises in alternative drive systems and bionically optimised hull designs.The development project is set for two years, the companies said. The fi rst prototype of the solar-electric kite-propelled yacht is to be presented by the end of 2012, with series pro-duction planned for 2013.

A photomontage of the SunCat 46 with SkySails kite

Neuenhauser Kompressorenbau GmbHHans-Voshaar-Str. 5 • D-49828 Neuenhaus

Tel. +49(0)5941 604-0 • Fax +49(0)5941 604-202e-mail: [email protected] • www.neuenhauser.de • www.nk-air.com

Solutions forShipbuilding and industry

Compressed-Air-Receivers

TDI-Engine Air Starters

Gastight BulkheadPenetrations

Compressors - starting air - control air - working air


Engine Model

Output Range

Speed Range

No. of Cyl.

Output per Cylinder

MEP Bore/ Stroke

Piston Speed

Electronic Control

Fuel SFC

kW min-1 L: In LineV: V-type

kW/cyl. bar mm m/s I: injectionEV: Exh. valves

GO, MDO,HFO (cSt@50°C)DF: Dual Fuel

g/kWh

Marine Engine Index (MEX)PROPULSION ENGINES Global engine manufacturers continue to focus on compliance with the tightened limits for emissions. So far the industry has succeeded in meeting IMO Tier II requirements, in effect since the beginning of 2011, with in-engine measures. However, a major technological leap is now needed to comply with IMO Tier III, which will enter into force in 2016. Both two-stroke engines and after-treatment systems for exhaust gas, such as SCR and EGR, will be integrable in specifi c propulsion confi gurations. For this purpose, me-thods or systems for water injection, exhaust gas recirculation and catalytic after-treatment are being developed. Furthermore, the use of LNG as fuel is gaining more signifi cance. So in addition to dual-fuel four-stroke engines, which have been available on the market for some time already, the engine range has been extended by dual-fuel two-stroke engines. The following table gives an overview of the diesel engine units for maritime propulsion applications currently available on the global market.

2 STROKE – DEMAN Diesel & Turbo SEStadtbachstrasse 1, 86224 Augsburg, Germany, Phone +49 821 3220, Fax +49 821 322 3382 Teglholmsgade 41, 2450 Copenhagen, Denmark, Phone +45 3385 1100, Fax +45 3385 1 030 www.mandieselturbo.com

K98ME7 27780-87220 90-97 6,7,8,9,10, 11,12,14 4630-6230 15.4-19.2 980/2660 8.0-8.6 I, EV MGO,MDO,

HFO 171-177

K98ME-C7 27060-84280 97-104 6,7,8,9,10, 11,12,14 4510-6020 15.4-19.2 980/2400 7.8-8.3 I, EV MGO,MDO,

HFO 171-177

S90ME-C8 23340-47430 72-78 6,7,8,9 3890-5270 16.0-20.0 900/3188 7.7-8.3 I, EV MGO,MDO, HFO 162-168

S90ME-C9 21000-81340 76-84 5,6,7,8,9, 10,11,12,14 4200-5810 16.0-20.0 900/3260 8.3-9.1 I, EV MGO,MDO,

HFO 161-167

G80ME-C9 18240-40050 58-68 6,7,8,9 3040-4450 16.8-21 800/3720 7.2-8.4 I, EV MGO,MDO,HFO 161-167


S80ME-C8 18540- 36000 72-78 6,7,8 3090-4500 16.0-20.0 800/3200 7.7-9.0 I, EV MGO,MDO, HFO 162-168

K80ME-C9 19680-54360 94-104 6,7,8,9,10,11,12 3280-4539 16.0-20.0 800/2600 8.1-9.0 I, EV MGO,MDO,

HFO 162-168

G70ME-C9 11550-29120 66-83 5,6,7,8 2310-3640 16.8-21.0 700/3256 7.2-9.0 I, EV MGO,MDOHFO 162-168


S70MC-C8 11050-26160 77-91 5,6,7,8 2210-3270 16.0-20.0 700/2800 7.2-8.5 I, EV MGO,MDO, HFO 166-172

L70ME-C8 11000-26160 91-108 5,6,7,8 2200-3270 16.0-20.0 700/2360 7.2-8.5 I, EV MGO,MDO, HFO 164-170

L70MC-C8 11000-26160 91-108 5,6,7,8 2200-3270 16.0-20.0 700/2360 7.2-8.5 I, EV MGO,MDO, HFO 167-173


S65MC-C8 9800-22960 81-95 5,6,7,8 1960-2870 16.0-20.0 650/2730 7.4-8.6 I,EV MGO,MDO,HFO 166-172


SHIPBUILDING & EQUIPMENT | PROPULSION

Engine Model

Output Range

Speed Range

No. of Cyl.

Output per Cylinder

MEP Bore/ Stroke

Piston Speed

Electronic Control

Fuel SFC




g/kWh

G60ME-C9 8500-21440 77-97 5,6,7,8 1700-2680 16.8-21.0 600/2790 7.2-9.0 I, EV MGO, MDO, HFO 162-168


S60ME-B8 8050-19040 89-105 5,6,7,8 1610-2380 16.0-20.0 600/2400 7.1-8.4 I MGO,MDO, HFO 162-168


L60ME-C8 8000-21060 105-123 5,6,7,8,9 1600-2340 16.0-20.0 600/2022 7.1-8.3 I, EV MGO,MDO, HFO 164-170

L60MC-C8 8000-21060 105-123 5,6,7,8,9 1600-2340 16.0-20.0 600/2022 7.1-8.3 I, EV MGO,MDO,HFO 167-173

G50ME-B9 5850-15480 85-100 5,6,7,8,9 1170-1720 16.8-21.0 500/2500 7.1-8.3 I MGO,MDO,HFO 162-168

S50ME-C8 5650-14940 108-127 5,6,7,8,9 1130-1660 16.0-20.0 500/2000 7.2-8.5 I, EV MGO,MDO, HFO 164-170

S50MC-C8 5650-14940 108-127 5,6,7,8,9 1130-1660 16.0-20.0 500/2000 7.2-8.5 I, EV MGO,MDO,HFO 167-173

S50ME-B9 6050-16020 99-117 5,6,7,8,9 1210-1780 16.8-21.0 500/2214 7.3-8.6 I MGO,MDO, HFO 162-168

S50ME-B8 5650-14940 108-127 5,6,7,8,9 1130-1660 16.0-20.0 500/2000 7.2-8.5 I MGO,MDO, HFO 163-169

S46ME-B8 4700-11040 110-129 5,6,7,8 940-1380 16.0-20.0 460/1932 7.1-8.3 I MGO,MDO, HFO 164-170



S40ME-B9 3850-9080 124-146 5,6,7,8 770-1135 16.8-21.0 400/1770 7.3-8.6 I MGO,MDO, HFO 168-174

S35ME-B9 2975-6960 142-167 5,6,7,8 595-870 16.8-21.0 350/1550 7.3-8.6 I MGO,MDO, HFO 169-175


All ME/ME-C/ME-B engines are available for natural gas operation as dual fuel engines with high-pressure gas injection, designated GI (Gas Injection). Power, speed and gross effi ciency are the same as for the corresponding ME-C engines.

Mitsubishi Heavy Industries, Ltd., 16-5 Konan 2-chome, Minato-ku, Tokyo, JapanPhone +81 3 67163111, Fax +81 3 67165800www.mhi.co.jp

UEC33LSII 1325-4530 157-215 4,5,6,7,8 331-566 14.1-17.6 330/1050 5.7-7.5 MDO/DFO 171-181

UEC 35LSE 2950-6960 142-167 5,6,7,8 590-870 16.7-21.0 350/1550 7.3-8.6 167-177

UEC37LSII 2450-6480 140-186 5,6,7,8 490-810 15.1-18.8 370/1290 6.0-8.0 MDO/DFO 169-177

UEC40LSE 3850-9080 124-146 5,6,7,8 770-1135 16.8-21.0 400/1770 7.3-8.6 MDO/DFO 163-176

UEC43LSII 2300-8400 120-160 4,5,6,7,8 575-1050 13.2-18.1 430/1500 6.0-8.0 MDO/DFO 170-177

UEC45LSE 3750-9960 98-130 5,6,7,8 750-1245 15.9-19.6 450/1840 6.0-8.0 MDO/DFO 164-174

UEC50LSE 5375-15750 99-124 5,6,7,8 1075-1750 16.2-21.0 500/2050 6.8-8.5 MDO/DFO 161-173

UEC50LSII 3460-11560 95-127 4,5,6,7,8 865-1445 14.3-17.8 500/1950 6.2-8.3 MDO/DFO 161-171

UEC52LSE 4080-20460 95-127 4,5,6,7,8,9, 10,12 1020-1705 15.2-19.0 520/2000 6.3-8.5 MDO/DFO 163-172



Engine Model

Output Range

Speed Range

No. of Cyl.

Output per Cylinder

MEP Bore/ Stroke

Piston Speed

Electronic Control

Fuel SFC




g/kWh

UEC60LSII 4920-16360 79-105 4,5,6,7,8 1230-2045 14.4-18 600/2300 6.1-8.1 MDO/DFO 160-169

UEC60LSE 6775-19920 79-105 5,6,7,8 1355-2480 15.2-21.0 600/2400 6.3-8.4 MDO/DFO 158-170

UEC68LSE 8800-23520 71-95 5,6,7,8 1760-2940 15.2-19 680/2690 6.4-8.5 MDO/DFO 160-169

UEC80LSE 15100-35520 68-80 5,6,7,8 3020-4440 16.8-21.0 850/3150 7.1-8.4 MDO/DFO 159-166

Wärtsilä Corporation, PO Box 196, 00531 Helsinki, FinlandPhone +358 10 7090000, Fax +358 10 7095700 www.wartsila.com

RTA 48 T 5100-11640 102-127 5, 6, 7, 8 L 1020-1455 19.0 480/2000 8.5 HFO 163-171

RTA/RT-fl ex 50 5650-13960 99-124 5, 6, 7, 8 L 1130-1745 21.0 500/2050 8.5 I, EV HFO/MDO 163-171

RTA/RT-fl ex 58 T 7650-17400 84-105 5, 6, 7, 8 L 1530-2180 19.5 580/2416 8.5 I, EV HFO/MDO 162-170

RT-fl ex 35 3475-6960 142-167 5, 6, 7, 8L 695-870 21 350/1550 8.6 I, EV HFO/MDO 170-176

RT-fl ex 40 4550-9080 124-146 5, 6, 7, 8L 910-1135 21 400/1770 8.6 I, EV HFO/MDO 169-175

RT-fl ex 60 C 8450-21780 91-114 5, 6, 7, 8 ,9 L 1650-2420 20.0 600/2250 8.6 I, EV HFO/MDO 164-170

RTA/RT-fl ex 68 10950-25040 76-95 5, 6, 7, 8 L 2150-3130 20.0 680/2720 8.6 I, EV HFO/MDO 161-169

RTA/RT-fl ex 84 T 14700-37800 61-76 5, 6, 7, 8, 9 L 2940-4200 19.0 840/3150 8.0 I, EV HFO/MDO 160-167

RTA/RT-fl ex 82 21720-54240 68-102 6, 7, 8, 9, 10,

11, 12 L 3620-4520 19.0-20.0 820/2646 8.6-9 I, EV HFO/MDO 165-173

RTA/RT-fl ex 96 C 24000- 80080 92-102

6, 7, 8, 9, 10, 11, 12,13,14 L

4000-5720 18.6 960/2500 8.5 I, EV HFO/MDO 163-171

4 STROKE – DEABC Anglo Belgian Corporation NV, Wiedauwkaai 43, 9000 Gent, BelgiumPhone +32 9 2670000, Fax +32 9 2670067 [email protected] www.abcdiesel.be

DX/S/C 138-883 600-750 3,6,8L 46-110 242/320

DZC 954-1768 720-1000 6,8L 159-221 256/310 MDO, HFO

(V)DZC 1908-3536 720-1000 12,16V 159-221 256/310 MDO,HFO

DZD/(V)DZD 720-2670 720-1000 6,8L/12,16V 120-167 256/310 DF

AGCO SISU Power, 37240 Linnavuori, Nokia, FinlandPhone +358 3 3417111, Fax +358 3 3417 330 www.agcosisupower.com

44 CTIM 100 2200 4L 25 108/120 8.8

49 CTIM 133 2200 4L 33 108/134 9.8

66 CTIM 192 2200 6L 32 108/120 8.8

74 CTIM 235 2200 6L 39 108/134 9.8

84 CTIM 302 2100 6L 510 111/145 10.2


Engine Model

Output Range

Speed Range

No. of Cyl.

Output per Cylinder

MEP Bore/ Stroke

Piston Speed

Electronic Control

Fuel SFC




g/kWh

Akasaka Diesels Ltd., 14th fl ., South Tower, Yurakucho Denki Bldg., 1-7-1, Yurakucho, Chiyoda-ku, Tokyo 100-0006, JapanPhone +81 3 68609081www.akasaka-diesel.jp

A28/S 1103-1176 320-340 6 L 184-196 280/550 MDO, HFO

A31 1323 290 6L 270 310/600 MDO, HFO

A34C 1618 280-310 6 L 270 340/620 MDO, HFO

A34S 1765 280 6 L 294 340/660 MDO, HFO

A37 1912 250 6 L 319 370/720 MDO, HFO

A38/S 2059-2206 240-250 6 L 343-368 380/740 MDO, HFO

A41/S 2427-2647 230-240 6 L 405-441 410/800 MDO, HFO

A45/S 2942-3309 210-220 6 L 490-552 450/880 MDO, HFO

AX33 1618 310 6 L 270 330/620 MDO, HFO

E28B/BK 1323-1471 420-450 6 L 221-245 280/480

E28BS 1618 470 6 L 270 280/500

K26S/SK 956-1029 410-420 6 L 159-172 260/480

K28B 1029 380-400 6 L 172 280/480

K28S 1176 410 6L 196 280/500

K31/S 1325-1471 370-380 6 L 221-245 310/530-550

T26/S/SK 625-882 350-420 6 L 104-147 260/440

U28AK 1838-2427 720 6,8 L 303-306 280/380

Moteurs Baudouin SA, Technoparc du Brégadan, CS 50001, 13711 Cassis, FrancePhone +33 4 88688500, Fax +33 4 88688501, [email protected] www.moteurs-baudouin.fr

W105M P2 136 2100 6 L 23 105/130 9.1 TI G 206

W105M P3 168 2425 6 L 28 105/130 10.5 TI G 194

W126M P1 294 1800 6 L 49 126/155 9.3 TI G 197

W126M P2 331 2100 6 L 55 126/155 10.9 TI G 206

M26.2 P1/P2 368-808 1800-1900 6 L, 8V, 12V 61-67 150/150 9-9.5 TI G 201

Caterpillar Marine Power Systems, Neumühlen 9, 22763 Hamburg, GermanyPhone +49 40 23803000, Fax +49 40 23803535, hamburg_offi [email protected]

Cat 3056 93-153 2100-2600 6 L 16-26 100/127 GO, MDO

Cat C7/ACERT 187-339 2400-2500 6 L 31 -57 110/127 I/EV GO, MDO



Engine Model

Output Range

Speed Range

No. of Cyl.

Output per Cylinder

MEP Bore/ Stroke

Piston Speed

Electronic Control

Fuel SFC




g/kWh

Cat C9 ACERT 375-423 2500 6L 63-71 112/149 I/EV GO, MDO

Cat C12/ACERT 254-526 1800-2300 6L 42-88 130/150 I/EV GO, MDO

Cat C15 ACERT 597-636 2300 6L 99-106 137/165

Cat C18 339-747 1800-2300 6 L 56-124 145/183 I/EV GO, MDO

Cat C18ACERT 339-847 1800-2300 6 L 56-141 145/183 I/EV GO, MDO

Cat 3508/B/C 526-1118 1200-1925 8V 66-138 170/190

Cat 3512/B/C 820-1895 1200-1925 12V 68-159 170/190

Cat 3516/B 1195-2237 1200-1925 16V 75-140 170/190

Cat C32 1156-1232 2300 12V 96-103 145/162 I/EV GO, MDO

Cat C32 ACERT 492-1193 1800-2300 12V 41-99 145/162 I/EV GO, MDO

Cat C280 1730-5650 900-1000 6,8L/12,16 V 288-353 280/300 I/EV GO, MDO

- For 2-stroke & 4-stroke engines- Valve seat grinding/machining- Valve spindle grinding- Cylinder liner honing- Sealing surfaces grinding/machining- Portable lathes for various purposes- Special machines for workshops- Hydraulic power units- Fuel injector test equipment- Induction heating maintenance

SWEDEN Chris-Marine AB • +46-40 671 2600 • [email protected]. DENMARK IOP Marine A/S • +45-4498 3833 • [email protected]. SINGAPORE Chris-Marine (S) Pte. Ltd. • +65-6268 8611 • [email protected]. GREECE CM Hellas Ltd. • +30-210 482 6060 • [email protected]. P.R.of CHINA Chris-Marine Trading (Shanghai) Co.,Ltd.• +86-21 6575 9331 • [email protected].

INDIA Chris-Marine Rep Offi ce India• +91-712 224 6902•[email protected]. JAPAN IOP & Chris-Marine Japan Offi ce • +81-78 570 5642 • [email protected]

Engine Model

Output Range

Speed Range

No. of Cyl.

Output per Cylinder

MEP Bore/ Stroke

Piston Speed

Electronic Control

Fuel SFC




g/kWh

MaK M 20 C 1020-1520 900-1000 6,8L 170-190 24.1-24.2 200/310 9.0-10.0 I, EVGO, MDO, HFO (780 cSt.)

189-190

MaK M 25 C 1800-3000 720-750 6,8,9L 300-333 23.5-26.1 255/400 9.6-10.0 I, EV (FCT)GO, MDO, HFO (780 cSt.)

183-184

MaK M 32 C 2880-8000 600-750 6,8,9L/12,16V 480-500 23.7-25.9 320/480L

320/460V 9.6-10.5 I/ EV (FCT) GO, MDO, HFO (780 cSt.)

178-179

MaK M 43 C 5400-16000 500-514 6,7,8,9L/12,16V 960-1000 23.7-27.1 430/610 10.2-10.5 I/EV (FCT)

GO, MDO, HFO (780 cSt.)

176-178

Cummins Inc., Marine Business, 4500 Leeds Avenue - Suite 301, Charleston, South Carolina 29405, USAPhone +1 843 7451620, Fax +1 843 7451549 www.cummins.com

KTA19 373-552 1800-2100 6L 62.0-92.0 159/159 9.5-11.1

KTA38 559-1119 1600-2050 12V 46.6-93.2 159/159

KTA50 1044-1398 1600-1950 16V 62.2-87.3 159/159

K19 447 1800 6L 74.5 159/159

K38 534-1007 1800-1350 12V 44.5-83.9 159/159

K50 1193-1342 1800-1900 16V 74.5-83.9 159/159

QSK19 373-597 1800-2100 6L 62.1-99.5 159/159

QSK38 895-1044 1800-1900 12V 75.5-87.0 159/159

QSK50 1193-1342 1800-1900 16V 74.5-83.9 159/159

QSK60 1491-2013 1600-1900 16V 93-126 159/190

Daihatsu Diesel Mfg. Co., Ltd., 1-30, oyodonaka 1 chome Kita-ku, Osaka, JapanPhone +81 6 64542331, Fax +81 6 64542750 [email protected] www.dhtd.co.jp

DKM-20 956-1250 900 6, 8 L 156-159 200/300

DKM-26 1618 750 6 L 270 260/380

DKM-28 1912-2500 750 6, 8 L 313-319 280/390

DKMS-28 1838 750 6 L 306 280/385

DKM-36 3309-4413 600 6, 8 L 552 360/480

Deutz AG, Ottostraße 1, 51149 Köln, GermanyPhone +49 221 8220, Fax +49 221 8225850 [email protected]

F912 24-78 1500-2150 3,4,5,6L 8-13 100/120

BF1013 72-195 1500-2300 4/ 6 L 18-33 108/130

BF1015 203-447 1800-2100 6/ 8 V 33-56 132/145

TCD2015 M 315-500 1500-2100 6/ 8 V 52-63 132/145



Engine Model

Output Range

Speed Range

No. of Cyl.

Output per Cylinder

MEP Bore/ Stroke

Piston Speed

Electronic Control

Fuel SFC




g/kWh

Diesel Kolomna, Partizan Str. 42, 140408 Kolomna, RussiaPhone +7 496 6138813, [email protected]

D 42 1000-1850 600-750 4,6,8L 231-250 300/380

D 49 1050-1412 750-1100 8,12,16V 131-275 260/260

Fiat Industrial S.p.a., Via Puglia 15, 10156 Torino, ItalyPhone +39 011 0072111, [email protected] www.fptindustrial.com CURSOR series 243-382 1800-2000 6L 41-64 135/150 9.0-10.0 EUI

N40 125-147 2800 4L 31-37 102/120 11.2

N45 63-331 2500-2800 4L 16-83 104/132 12.3

N60 199-243 2800-3000 6L 33-41 102-104/ 120-132 11.2-12.0

N67 92-331 2800-3000 6L 15-55 104/132 11.3-18.2

GE Transportation, Marine, 2901 East Lake Road, Erie, Pennsylvania 16351, USAPhone +1 866 6568786, [email protected] www.getransportation.com

V228 1308-3357 900-1050 8, 12, 16V 163-210 228/266 8.0-9.3 EFI GO/MDO

L250 1498-2564 900-1050 6, 8L 250-320 250/320 9.6-11.2 EFI GO/MDO

V250 2726-4661 900-1050 12, 16V 227-291 250/320 9.6-11.2 EFI GO/MDO

A/S Grenaa Motorfabrik, Sdr. Kajgade 1-5, 8500 Grenaa, DenmarkPhone +45 86 320666, Fax + 45 86 326390 [email protected]

LS 24 TK 200-1000 6L 15.0-16.2 240/350 7.0-11.6

FS24 331-758 750 3,6L 110-126 240/300 7.5

F24 500 3,4,6L 240/300 5.0

FR24 750 6L 240/300 7.5

Guascor Power, S.A.U. , Barrio de Oikia, 44, 20759 Zumaia, Gipuzkoa, SpainPhone +34 943 865200, Fax +34 943 865210 [email protected] F/SF 180,240, 184-635 1800-2000 6,8L 31-79 152/165

F/SF 360-480 662-1324 1800-2000 12,6 V 53-83 152/165

The Hanshin Diesel Works, Ltd., Shinko Building, 8 Kaigan-dori, Chuo-ku, Kobe 650-0024, JapanPhone +81 78 3322081, Fax +81 78 3322080www.hanshin-dw.co.jp

LA 28 1323 330 6L 220 280/590 6.5

LA 34 1765-1838 260-265 6L 294-306 340/720 6.2-6.4

LC26G 625 400 6L 104 260/440

LH 26 882-1029 420-450 6 L 197-172 260/440


Engine Model

Output Range

Speed Range

No. of Cyl.

Output per Cylinder

MEP Bore/ Stroke

Piston Speed

Electronic Control

Fuel SFC




g/kWh

LH/LC/LZ 28 1029-1471 380-430 6L 171-245 280/530

LH 30 1323 300 6L 221 300/600

LH 31 1323 370 6L 221 310/530

LH 32 1471 280 6L 245 320/640

LH 34 1618 280 6L 270 340/640

LH 36 1765-1912 250-270 6L 294-319 360/670

LH 38 2206 250 6L 368 380/760

LH 41 2427-2647 225-240 6L 405-441 410/800

LH 46 2942-3309 200-220 6L 490-552 460/880

MX28 1838-2427 730 6,8L 306-404 280/380

MUH 28A 1765 780 6L 294 280/340

Motorenfabrik HATZ GmbH & Co. KG, Ernst-Hatz-Str. 16, 94099 Ruhstorf, GermanyPhone +49 8531 3190, Fax +49 8531 319 418, [email protected]

1B50 3.9-7.6 1500-3000 1L 7.6 93/76 7.6 bei3000min-1 GO 240-260

1D81/C 5.4-10.1 1500-3000 1L 9.6-10.1 100/85 8.5 bei 3000min-1 GO 230-290

L41 15.0-48.8 1500-3000 2,3,4L 12 7 102/105 10,5 bei 3000min-1 GO 220-270

M41 16,4-53,0 1550-3000 2,3,4L 13 7.4 102/105 10,5 bei 3000min-1 GO 210-260

Hyundai Heavy Industries Co., Ltd., Engine and Machinery Division, 1, Jeonha-dong, Dong-gu, Ulsan, Korea Phone +82 52 2027281-9, Fax +82 52 2027427, [email protected]

H17/28 575-960 900-1000 5,6,7,8L 115-120 22.7-24.1 170/280 8.4-9.3MDO /HFO (700cSt,50°C) 193

H21/32 800-1800 720-1000 5,6,8,9L 160-200 21.7-24.1 210/320 7.7-10.7MDO /HFO (700cSt,50°C) 186-189

H25/33 1440-2700 720-1000 6,7,8,9L 240-300 22.2-24.4 250/330 7.9-11.0MDO /HFO (700cSt,50°C) 184-185

H32/40 3000-10000 720-7506,7,8,9L, 12,14,16,18,20V

500 24.9-25.9 320/400 9.6-10.0MDO /HFO (700cSt,50°C) 183-185

Isotta Fraschini Motori SPA, Vale Francesco de Blasio, 70 123 Bari, ItalyPhone +39 080 534 5253, Fax +39 080 531 1095, [email protected]

1306 219-441 1500-2400 6 L 37-74 130/142 6.5-10.4

1308, 1312 260-882 1500-2700 8, 12V 33-75 130/126 6.3-11.7

1708, 1712, 1716 580-2350 1200-2100 8, 12, 16V 73-147 170/170 6.8-11.9



For professionals inshipbuilding, offshore

and marine industry

www.shipandoffshore.net www.schiffundhafen.de

Seehafen Verlag

Engine Model

Output Range

Speed Range

No. of Cyl.

Output per Cylinder

MEP Bore/ Stroke

Piston Speed

Electronic Control

Fuel SFC




g/kWh

Kelvin Diesels Plc, 133 Helen Street, Glasgow G51 3HD, United KingdomPhone +44 141 4452455, Fax +44 141 4454567, [email protected]

TA/B 224-399 600-1350 6, 8 L 37-49 165/184 7.4-8.3

140-6M 354 600-1800 6 L 59 140/165 9.9

170-6M/MA 529-634 600-1930 6 L 88-106 170/170 10.2-10.9

MAN Diesel & Turbo SE (4-stroke engines, turbochargers), Stadtbachstrasse 1, D-86224 Augsburg, GermanyPhone +49 821 3220, Fax +49 821 322 3382 www.mandieselturbo.com

L21/31 1290-1935 1000 6,7,8,9L 215 24.0 210/310 10.3 GO, MDO,HFO 189-195

L27/38 2040-3060 800 6,7,8,9L 340 23.5 270/380 10.1 GO, MDO, HFO 185-188

L27/38GO 2190-3285 800 6,7,8,9L 365 25.2 270/380 10.1 GO 187-190

V28/33D 5460-10000 1000-1032 12,16,20V 455-500 25.2-28.6 280/330 11.0-11.35 I GO 188-193

V28/33D STC 5460-10000 1000-1032 12,16,20V 455-500 25.2-28.6 280/330 11.0-11.35 I GO 188-193

L+V32/40 3000-9000 720-7506,7,8,9,10L, 12,14,16, 18V

450-500 22.4-25.9 320/400 9.6- 10.0 GO, MDO,HFO 182-185

L+V32/44CR 3360-11200 720-7506, 7 ,8 , 9, 10 L, 12, 14, 16, 18, 20V

510-560 24.0-26.4 320/440 10.6- 11.0 I GO, MDO,HFO 177-178

L+V48/60 CR 7200-21600 500-514

6,7,8,9L,12,14,16, 18V

1200 25.8 - 26.5 480/600 10.0-10.3 I GO, MDO,HFO 173-179

L58/64 8400-12600 428 6, 7, 8, 9 L 1400 23.2 580/640 9.1 GO, MDO,HFO 181-185

L+V51/60 DF 5850-18000 500-514

6, 7, 8, 9 L, 12, 14, 16, 18V

975-1000 19.1 510/600 10.0-10.3DF: Gas, MDO, HFO.GO

183-184 Gas:170-173

MAN Truck & Bus AG, Sales Engines & Components, Vogelweiherstraße 33, 90441 Nuremberg, Germany Phone +49 911 4206239, Fax +49 911 4201915, [email protected]

D2866 190-294 1800-2100 6 L 32-49 10.6-15.5 128/155 9.3-10.9 EN 590 206-216

D2876 280-588 1800-2300 6 L 47-98 14.6-24.0 128/166 10.0-12.7 I EN 590 222-229

D2848 551-662 2100-2300 8V 69-83 21.6-23.6 128/142 9.9-10.9 I EN 590 221-224

D2842 440-1000 1800-2300 12V 37-83 13.4-23.8 128/142 8.5-10.9 I EN 590 210-230

D 2868 735-882 2300 8V 92-110 23.4-28.5 128/157 12.0 I EN 590 215-222

D 2862 735-1324 2100-2300 12V 61-110 17.3-28.5 128/157 11.0-12.0 I EN 590 207-218

Mitsubishi Heavy Industries, Ltd., 5-1 Marunouchi 2-chome, Chyoda-ku, Tokyo 100-8315, JapanPhone +81 3 32129080, Fax +81 3 32129779 www.mhi.co.jpMHI Equipment Europe B.V., Damsluisweg 2, 1332 EC Almere, The NetherlandsAuthorized dealer for Germany/Austria/Switzerland: ScanDiesel GmbH, Ermlandstr. 55, 28777 Bremen, GermanyPhone: +49 421 6753210, Fax +49 421 6753220, [email protected] www.scandiesel.de

S6B3 320 2000 6L 53 15.6 135/170 11.3 MDO/DFO 215



Engine Model

Output Range

Speed Range

No. of Cyl.

Output per Cylinder

MEP Bore/ Stroke

Piston Speed

Electronic Control

Fuel SFC




g/kWh

S6A3 470 1840 6L 78 14.2 150/175 10,7 MDO/DFO 215

S6R 470 1600 6L 78 14.2 170/180 9.6 MDO/DFO 219

S6U2 1040 930 6L 173 16.2 240/300 9.5 MDO/DFO 210

S12A2 701 1940 12V 58 12.8 150/160 10.3 MDO/DFO

S12R 940 1600 12V 78 14.4 170/180 9.5 MDO/DFO

S16R 1250 1600 16V 78 14.3 170/180 9.5 MDO/DFO

S8U 1343 1150 8L 168 16.2 240/300 9.5 MDO/DFO 210

S12U 2014 1060 12V 168 16.2 240/260 9.0 MDO/DFO 210

S16U 2686 1060 16V 168 15.4 240/260 9.0 MDO/DFO 210

MTU Friedrichshafen GmbH, Maybachplatz 1, 88040 Friedrichshafen, GermanyPhone +49 7541 907015, Fax +49 7541 907081, [email protected] www.mtu-online.com

S 60 261-615 1500-2300 6L 45-103 12.4-23 133/168 8.4-12.9 I MDO 195-221

2000 332-1492 1500-2350 8,12,16V 42-93 16.8-23.9 130/150 7.5-11.8 I MDO 200-219

2000 720-1933 2250-2450 8,10,12,16V 90-121 21.5-26.6 135/156 11.5-12.7 I MDO 208-226

4000 1680-2720 2000-2100 12,16V 140-170 20.7-23.9 165/190 12.7-13.3 I MDO 201-223

4000 1920-4300 1970-2100 12,16,20V 160-215 22.6-28.5 170/190 12.5-13.3 I MDO 212-230

4000 760-2240 1500-1800 8, 12, 16V 93-140 14.7-19.6 170/210 11.2-12.6 I MDO 195-213

1163 3600-7400 1200-1300 12, 16, 20V 300-370 25.8-29.4 230/280 11.2-12.1 I MDO 220-229

8000 7200-9100 1150 20V 360-455 21.6-27.3 265/315 12.1 I MDO 196-199

Niigata Power Systems Co., Ltd., 9-7, Yaesu 2-chome, Chuo-ku, Tokyo 104-0028, JapanPhone +81 3 62142800, Fax +81 3 62142839 www.niigata-power.com

HX 761-4552 520-1000 6,8 126-455 190-410/260-560

HLX 1518-6825 750 6,8,12,16, 18 253-379 260-280/

350-400

AHX 2220-3089 750-800 6,8,9 343-370 280/390

ATE/BT/NT 989-1897 310-420 6 164-316 260-340/460-620

NSD-M/L-M 496-570 1400-1450 6 83-95 160/210-235

6MG17HX 761 1650 6 126 165-215

16V20FX 4000 1650 16V 250 205/220


Engine Model

Output Range

Speed Range

No. of Cyl.

Output per Cylinder

MEP Bore/ Stroke

Piston Speed

Electronic Control

Fuel SFC




g/kWh

Rolls-Royce Marine AS, 6065 Ulsteinvik, NorwayPhone +47 7001 4000, Fax +47 7001 4005 www.rolls-royce.com

C25:33 1920-3000 900-1000 6, 8, 9L 320-330 26.4-24.7 250/330 10.0-11.0 MDO,HFO 182-185

B32:40 2880-8000 720-750 6, 8, 9L12,16V 480-500 24.9 320/400 9.6-10.0 GO, MDO,

HFO 184

C26:33 1460-2430 900-1000 6,9L 243-270 18.5 260/330 10.0-11.0 LNG

B35:40 3780-7700 720-750 9L / 12,16V 420-481 18.2 350/400 9.6-10.0 LNG

Scania CV AB, 15187 Södertälje, SwedenPhone +46 8 55381000, Fax +46 8 55382993 www.scania.com

DI12 59 221-331 1800 6L 37-55 127/154 EUI DFO/HFO 197-216

DI12 60 368-441 2100 6L 61-73 127/154 EUI DFO/HFO 201-216

DI12 65 236-316 2100 6L 39-53 127/154 EUI DFO/HFO 197-230

DI12 66 404-478 2200 6L 67-80 127/154 EUI DFO/HFO 201-216

DI12 69 405-515 2300 6L 67-86 127/154 EUI 208-221

DI12 70 221-331 1800-2300 6L 37-55 127/154 EUI DFO/HFO 206-239

DI16 42 386-588 1800-2200 8V 48-74 127/154 EUI DFO/HFO 200-210

DI16 43 386-588 1800-2300 8V 48-74 127/154 EUI DFO/HFO 200-221

DI16 52 386-535 1800-2100 8V 48-67 127/154 EUI DFO/HFO 211-226

DI13 070 294-405 1800 6L 49-68 130/160 8.0-9.6

DI13 071 294-368 1800 6L 49-61 130/160 8.0-9.6

DI13 072 441-478 2300 6L 74-80 130/160 8.0-9.6

DI13 073 331-405 2100 6L 55-68 130/160 8.0-9.6

DI13 077 515-551 2300 6L 86-92 130/160 8.0-9.6

DI13 078 331-405 2100 6L 55-68 130/160 8.0-9.6

SKL Motor GmbH, Friedrich-List-Straße 8, 39122 Magdeburg, GermanyPhone +49 391 50460, Fax +49 391 5046509, [email protected] www.skl-motor.de

VDS 29/24AL 1170-2350 750-1000 6, 8, 9 L 167-261 16.0-23.9 240/290 7.3-9.7 DFO/HFO 183-196

Volvo Penta, Gropegardsgatan, 40508 Göteborg, SwedenPhone +46 31 686400, Fax +46 31 683831 www.volvopenta.com

D5 89-118 1900-2300 4L 22-23 108/130 4.3-8.2

D7 130-182 1900-2100 6L 22-30 108/130 4.3-10.0



Engine Model

Output Range

Speed Range

No. of Cyl.

Output per Cylinder

MEP Bore/ Stroke

Piston Speed

Electronic Control

Fuel SFC




g/kWh

D9 221-313 1800-2200 6L 37-52 120/138 8.2-10.0

D13 294-368 1800-1900 6L 49-74 131/158 9.48-12.0

D16 368-551 1800-1900 6L 61-92 144/165 9.9-10.5

Wärtsilä Corporation, PO Box 196, 00531 Helsinki, FinlandPhone +358 10 7090000, Fax +358 10 7095700 www.wartsila.com

20 800-1800 1000 4, 6, 8, 9L 200 27.3 200/280 9.3 185

26 2040-5440 1000 6, 8, 9L /12, 16V 340 25.5 260/320 10.7 185

32 3000-9000 750 6, 7, 8, 9L /12, 16, 18V 500 24.9, 28.9 320/400 10.0 176

38 4350-11600 600 6, 8, 9L /12, 16V 725 26.9 380/475 9.5 176

46 12600-16800 500-514 12, 16V 1050 24.2-24.9 460/580 9.7-9.9 173

46F 7200-19200 600 6, 7, 8, 9L /12, 14, 16V 1200 24.9 460/580 11.6 170

64 12900-17200 327.3-333.3 6, 7, 8L 2150 25.0-25.5 640/900 9.8, 10.0 164

20DF 1056-1584 1200 6, 8, 9L 176 20.0 200/280 11.2 DF

34DF 2700-7200 750 6, 9L /12, 16V 450 19.8 340/400 10.0 DF

50DF 5700-17100 500-514 6, 8, 9L /12, 16, 18V 950/975 20.0 500/580 9.7-9.9 DF

Yanmar Co., Ltd. 1-32,Chayamachi, Kita-ku, Osaka 530-83-11, JapanPhone +81 6 64283120, Fax +81 6 64212202www.yanmar.co.jpYanmar Europe BV, Brugplein 11, 1332 BS Almere, The NetherlandsPhone +31 36 5493200, Fax +31 36 5493209www.yanmar.nl

AYM 485-670 1840-1938 6L 78-111 155/180

EY26 1471-2560 750 6,8L 245-320 260/385 9.6

HY 368-515 1950-2200 6 L 61-86 133/165

N 330 2207-3310 620 6, 8 L 368-414 330/440 9.0

RY17 268-736 1500 6 L 61-123 165/219

JHYE 25,7 3400 4 L 78/86 10.9

CH 57.4-206 2550-2600 4,6L 14-34 105/125

HA 2M 204-298 1880-1950 6L 34-50 130/165

EY22 885-1370 900 6L 148-228 220/330 9.6

CXBM 265-341 2400-2700 6L 44-57 110/130


Extra-long out-reach davitsSEISMIC VESSELS | Norway-based Vestdavit will supply extra-long outreach workboat/lifeboat/FRC davits for compatriot Petrole-um Geo-Services’ (PGS) two fi fth-generation Ramform newbuild seismic vessels. The two davits for each vessel, to be delivered by Ja-pan’s Mitsubishi Heavy Industries by 2013, can launch and recover 20-man tenders safe-ly in sea states 5 to 6 (rough to very rough), according to Vestdavit. It said it had designed a special Vestdavit H – 10000S dual point hydraulic davit with a dual winch system for the job, contracted by Mitsubishi. “These davits will make deployment and re-trieval safer for PGS’ crews,” remarked Atle Kalve, Vestdavit’s development manager. “The tender boats will normally be used in relatively calm sea states but are constructed to handle safely even in sea state 6, and these davits will recover them safely in those seas.”The boats and davits will also function as lifeboats and fast rescue craft (FRC) in an emergency. Vestdavit said the davits were easy to use, reducing crew-training needs, and extremely robust.The characteristic Ramform-design seismic survey vessel has only a short, fl at parallel ship side for the boat to lie against. To over-come this, Vestdavit will supply a painter boom travelling 12m, the company’s longest ever. Both boom and davits are computer-controlled with built-in auto tension and shock absorption to allow the boat to launch and recover safely in high seas.“These boats will be used daily at sea for personnel and crew changes and supply be-tween the support vessel and seismic vessel, which will continue working,” Kalve said. “The seismic workboats that would normally be used for this sort of application do not have the capacity for 20 men. The combina-tion boat on the Vestdavit davits can work as a fast rescue craft with six crew, as a tender with 20 persons on board and as a lifeboat with a 40-person capacity.”Arctic MOB and fast rescue

craft boat solutionsSLIDING DAVITS | Norway-based boat handling system and specialised davit sup-plier Vestdavit has developed a sliding dav-it solution that, the company says, permits easy handling and maintenance of rescue craft in arctic conditions. Vestdavit’s PLR-3600 MOB/FRC davit is DNV- and ABS-ap-proved for work at -40ºC and can handle MOB boats and fast rescue craft safely in arctic conditions.The PLR-3600 arctic davit is built of spe-cialised steel and all moving parts have spe-

cial seals, all of which are tested, approved and certifi ed for operations to -40ºC. The hydraulic power unit and hydraulic system have been developed specifi cally for these types of operations. The davit has built-in shock absorbing and is wave-compensated to allow ease of use in high seas. The whole unit is housed in a protected alcove or en-closed garage. Maintenance intervals are also lengthened to avoid the need for rou-tine work on the davits while in very cold weather.

Passenger evacuationVAS | Denmark-based Viking Life-Saving Equipment has developed a 153-person, open reversible life raft and mini slide-system packed into a single aluminum stowage box. Named the VAS (Viking Auto-matic Slide) and designed and certifi ed for vessels on domestic voyages such as ferries sailing in protected waters, the life raft and slide system enable crew to evacuate up to 153 people in one go. One of the main features of the system, Viking says, is the one-button, one-person release and operation. “In diffi cult circumstances, and particular-ly when things need to happen as fast as possible, the ability to have just one crew member operate the entire evacuation sys-tem for such a large number of passengers is a major advantage,” says Niels Fraende, sales and marketing director at the com-pany’s headquarters.

The Viking Automatic Slide has been de-signed for evacuation heights of 1.5 – 3.65m and requires no external power sup-ply for deployment. Infl ation of the system starts automatically by pushing a button on the stowage box or on the bridge. An-other vital feature is the automatic bows-ing, which keeps the slide and raft close alongside the ship to facilitate disembark-ment, according to the company.The system has been approved on sea trial with signifi cant wave height of 1.5m, with DNV as the notifi ed body. The life raft is EC type-approved (EC Directive 96/98/EC, with DNV as the notifi ed body) for use in restricted areas, defi ned by the national administration. The system, the associated slide, the life raft and all equipment com-ply with ISO 9001 requirements for quality assurance in design, development, manu-facture, sales and maintenance.

Viking has introduced a fully automatic evacuation system

Multi-purpose davit for PGS Ramform in open position


SHIPBUILDING & EQUIPMENT | SAFETY & SECURITY

Revised guidelines for container carrier structuresCLASSNK | The classifi cation society ClassNK has released a new, revised edition of its “Guidelines for Container Carrier Struc-tures – Guidelines for Direct Strength Analy-sis” and also a new version of its PrimeShip-HULL(DSA) software for designing container carriers in line with the new guidelines. ClassNK released the fi rst edition of its “Guidelines for Container Carrier Struc-tures” in 2003, providing shipbuilders and designers with a information on ship per-formance that ClassNK had accumulated over many years in ship classifi cation, as well as the latest information on new tech-nologies and other advances related to con-tainer carrier construction. Since that fi rst release, however, technological advances have made larger and more advanced con-tainer carriers possible, so ClassNK began to review and update its guidelines to ad-dress these changes and incorporate the lat-est container carrier design philosophies. The new guidelines are available free of charge for use by shipyards and designers

and can be downloaded from the ClassNK website at http://www.classnk.or.jp/hp/Rules_Guidance/index.html. ClassNK is also currently reviewing and updating the contents of its “Guidelines for Hull Girder Torsional Strength Assess-ment” and “Guidelines for Fatigue Strength Assessment” and plans to release revised versions of each in the near future. In addition, ClassNK has released version 2.0 of its direct strength assessment software for container carriers, PrimeShip-HULL(DSA)/Guideline for Containers, which is designed to perform the direct calculations defi ned in the revised guidelines. Using an FE model, users can easily execute complicated FEM analyses through the use of special fea-tures such as the automatic identifi cation of structural members and compartments. This revised version of the software not only incorporates all of the revisions of the new guidelines, it also includes a handy user as-sistance function to guide users through the entire operation process.

DNV wins Innovation Award

TRIALITY | Norway-based classifi cation society Det Norske Veritas (DNV) has won Lloyd’s List Global 2011 Innovation Award with Triality, a crude oil concept vessel that is fuelled by liquefi ed natural gas, has a hull shape that removes the need for bal-last water and will considerably reduce emissions to air.The tanker was a DNV innovation project. As its name indicates, it fulfi ls three main goals, according to DNV: It is environmen-tally superior to a conventional crude oil tanker, its new solutions are feasible and based on well-known technology, and it is fi nancially attractive compared with con-ventional crude oil tankers operating on heavy fuel oil.Ioannis Kourmatzis, DNV’s COO Europe & North Africa, accepted the award on behalf of DNV during a ceremony at the London Hilton Hotel.


SHIPBUILDING & EQUIPMENT | INDUSTRY NEWS

Engineering and design software releasedMANAGEMENT SOLUTION | England-based Aveva Group PLC has announced the release of major enhancements to Aveva Marine as well as a new product called Aveva Engineering.

Enhancements to Aveva MarineAveva Marine 12.1, the company said, offers augmented reporting options, im-proved productivity and extended language support features. The reporting options have a tool with an enriched user interface that enables sharing across many Aveva Marine modules and other Aveva products. The new capability means users can cre-ate report templates via a wizard and in-sert images and charts, making it easier to use with a more professional presentation. Users benefi t through the standard model library, which allows the reuse of designs from existing built-in complex compo-nents, reducing the man-hours spent on the design, Aveva said. Extended language support features and data exchange capabilities in Aveva Ma-rine 12.1 offer greater fl exibility in multi-location projects involving different si-multaneous languages, according to the company. There is also greater fl exibility when working in an integrated engineer-ing and design environment thanks to the automatic creation of symbolic-type ma-rine drawings from the model database, as well as general 2D drafting functions.Aveva Marine Drafting provides improved productivity through the automatic crea-tion of marine drawings. Further new products available in the 12.1 release in-clude

Aveva Design Reuse, enabling intel- �ligent and adaptive copying of ship data between projects;

Aveva Surface Manager, allowing the �transfer of surfaces to and from external systems;

Aveva Space Management, a tool to �create and manage the automatic subdivi-sion of the ship into spaces.Aveva Marine technology makes possible the fully integrated, concurrent develop-ment of engineering and 3D design data, the company said. This allows naval ar-chitects, engineers and designers working together on a marine design project to de-liver savings of up to 30% compared with alternative solutions.

New product: Aveva EngineeringWith Aveva Engineering, the company said it had released a new product with

which the full defi nition of tagged en-gineering items (equipment, lines, etc.) could be developed by multi-discipli-nary teams of specialist engineers work-ing concurrently.Users can benefi t from more effective management, control and exploitation of data as well as a reduced impact of change on cost, schedule, quality and risk as changes can be implemented quickly and communicated effectively, the company pointed out. A wider range of data inconsistencies can be detected during design, enabling increased design quality and reduced risk of costly late de-sign changes and associated rework.Using a proven and scalable database approach, Aveva said, Aveva Engineering delivers the concurrent, multi-discipline, multi-user working environment re-quired across project engineering teams on typical plant and marine projects. Advanced technology allows this proc-ess to take place in a manner in which each discipline retains full control of its part of the information relating to any item.With an accessible user interface based on Microsoft® Offi ce Fluent™, including built-in spreadsheet style tools, Aveva Engineering is highly confi gurable and incorporates a powerful programming language (PML) and .NET APIs. This al-lows customer/industry customisations and automations to be applied quickly and effectively. In-built status control gives engineers better visibility of the quality of information as they work, Aveva said.Compare and update utilities enable data to be compared against informa-tion held in other systems and selectively updated as required, making data align-ment easier and faster.According to the company, Aveva Engi-neering offers unrivalled opportunities for integrated schematics, engineering and 3D work, enabling new and more effective working practices to be intro-duced. The product can be confi gured to suit a wide range of project, customer and industry requirements in the plant, power and marine industries.

ProspectsAdditional product releases, which will follow in the near future, include the Aveva Pipe Supports - Marine, enabling easy and effi cient design of support for pipes.

is-service GmbHHauptstrasse 11 . D-38271 BaddeckenstedtPhone + 49 (0) 50 62 . 89 925 -0 . Fax [email protected]

www.is-service.de

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More crane deploymentsCOMBINED U-TANKS Rolls-Royce has succeeded in realising the simultaneous use of anti-heeling and roll reduction in a single system. Crane manoeuvres at sea can therefore be carried out on more days than previously possible. There are fi rst positive impressions on board the Deep Cygnus and Normand Pacifi c.

Martin Bremser

Rolls-Royce Intering Prod-ucts has been designing U-tanks for roll reduc-

tion and anti-heeling for over 40 years. A particular speciality of Inter-ing is the combined U-tank. Roll reduction during opera-tions at sea and anti-heeling under harbour conditions can be carried out with the same tank. The principle has proven itself in service on several hun-dred ships. Up to now, how-ever, it had only been possible to select one or the other func-tion, depending on require-ments. Since 2010, the next logical step has been successfully realised in practice: anti-heeling with simultaneous roll reduction in offshore conditions. Even with a relatively gentle roll, working with the board crane becomes risky. So as not to endanger crew, ship and cargo, the cap-tain was previously forced to wait for seas almost as calm as in harbour.Especially in the offshore fi eld, the demands on board cranes

have increased substantially in recent years. But despite the increased safe working load (SWL) – often more than 200 tonnes – and the result-ing increased heeling moment, such ships have only become slightly larger.In crane operations, the han-dling of deck loads creates sudden changes in the ship’s stability, and consequently the natural roll period of the ship is changed as well. In order to cope quickly and appropriately with these changes, a fl exible and fully automatic roll-reduc-tion system is required. A pas-sive surface tank, also called a box tank, would be unsuitable for this purpose. The essential requirements for simultaneous operation are a multi-tank system of adequate tank capacity and momentum for both applications. Since in most cases the tank capacity is designed according to the maximum crane moment, si-multaneous operation can only take place with the crane under part load, so that suffi cient tank

moment still remains for the roll reduction. Both systems are designed for onboard operation at maxi-mum reliability and minimum energy requirements. There are, for example, no moving parts in the water.

Anti-heeling In combined tanks, the anti-heeling is not achieved by means of the “classic” reversible pump but by a blower, which acts on the water surface of the relevant tank with a maximum 1 bar overpressure. The airfl ow is controlled by a special valve group that can switch to any operating condi-tion (water to starboard/port or stop) in less than one second. The system therefore reacts al-most instantaneously and ad-equately to the current heeling moment. This is particularly useful if the moment of the on-board crane does not change linearly but resembles a sine function. The cross duct also no longer has to be tubular pipe-shaped. A roll-reduction tank

with its large and rectangular cross duct can also be used for anti-heeling. With a further option, which has already proven itself in the case of paper carriers, the re-action time of the system can be reduced even more. The anti-heeling system receives the signal of the momentum per minute (tm/min) directly from the crane and reacts to it immediately instead of waiting for the indirect, delayed reac-tion of the ship’s list. Ideally, no further list occurs at all be-cause every crane movement is compensated instantaneously by the corresponding action of the anti-heeling system. The advantages of a blower sys-tem in comparison with opera-tion using a reversing pump can be summarised as followed:

Very fast reaction and short- �er overall compensation of non-linear moment changes

Avoidance of waiting times �during operation caused by slow closing (approximately 30-50 s) of valves in the cross duct in order to prevent “water

The Deep Cygnus with system combination for simultaneous anti-heeling and roll reduction


OFFSHORE & MARINE TECHNOLOGY | OPERATION AT SEA

hammer” due to the build-up of vacuum

No structural strengthening �of the tank walls

No limited start repetitions, �no motor overheating

No moving parts in the water �No voltage peaks in the on- �

board network due to increased starting currents

Optional use as a roll-re- �duction tank.

Roll reductionRoll-reduction tanks reduce the roll angle of the ship without extending the roll period.The roll reduction (in per cent) is an average value that com-pares the ship’s roll with and without roll damping.Roll-reduction tanks are pas-sive and maintain their full effect even at zero speed. The movement of the tank water is caused solely by the rolling movement of the ship.The shifting of the centre of grav-ity, or the tank level difference, generates the tank momentum that counteracts the roll motion. In order to determine the target values for a suffi cient momen-tum, it fi rst has to be assumed that the tank is a static system. The maximum tank momen-tum should be able to produce a static list angle of 3.5-5°. Another target value is the mo-ment of free surfaces (MFS) of the tank(s), which should re-duce the stability value GM by about 25%.

90° phase delayThe tank water should follow the ship’s roll motion with a delay of ¼ roll period, i.e. 90° phase delay, in order to coun-teract the momentum of the wave impact.To synchronise the tank water and the ship’s roll, the tank is designed to meet the shortest roll that can be expected from the ship during its relevant operations. Which loading conditions must be taken into account, and which can be ig-nored, may have to be clarifi ed with the operator.

U-tanks’ method of operation A U-tank consists of a pair of wing tanks approximately two to three decks in height,

which are connected to each other by a cross duct. The cross duct usually has a clear height of between 0.6 and 1.5m. Its cross section determines the natural frequency of the tank. The double bottom can rarely be used as the cross duct due to the various longitudinal means and their damping effect. The lengths of the tanks and the cross duct are usually identi-cal. The tanks are permanently half-fi lled at service level.In the directly controlled U-tank, a periodic interruption of the tank’s ventilation can hold the tank moment constant. The system can therefore react fully automatically to every individ-ual roll movement of the ship. This control mode produces an artifi cial tank period delay to maintain the 90° phase de-lay in each single roll move-ment. The disk valves used here open and close within 0.4 sec-onds and are very long-lasting thanks to the special shape of their double-lipped seals. The directly controlled U-tank from Intering is also ideally suited for use as a blower-operated anti-heeling tank.

Roll angle The term “rolling” should only be used if the av-erage roll angle exceeds 3°. Be-low 3°, directional and quan-titative ship movements may be measurable; however, these values are too diffuse and su-perimposed to permit serious conclusions.Even at levels somewhat above 3°, such statements are still somewhat vague. In order to obtain reliable data on rolling and its reduction, it is recom-mended that sea trials be car-ried out in a swell high enough to give the ship an average roll angle of about 10° (i.e. at a 90° wave incidence angle and with-out damping).If very different load conditions for a ship are to be expected, it might become necessary to run not just one pair of tanks, but two to three tanks, either indi-vidually or in combination. If for example one or several U-tanks are unused under design load, they can be emptied to increase the ship’s deadweight capacity.

In case of insuffi cient stability of the ship, the unused tank can be fi lled up in order to eliminate its moment of free surface (MFS).This procedure applies to box tanks as well.

Position of the U-tank The tank should preferably be po-sitioned in the parallel mid-ship area, where the leverage is greatest for the tank moment and hence the required mass is smallest. If this is not possible, the tank can be moved aft to approximately 1/3 Lpp. Going forward is unfavourable since acceleration forces from pitch-ing should be avoided inside the tank.

In case of damage Water levels in the U-tank can be adjusted to be neutral in relation to the ship and mechanically blocked, thereby reducing the MFS by

approximately 75%. In com-parison, the box tank retains its properties unchanged in the event of damage: the full MFS remains in effect and increases the list of the ship. Only rapidly emptying the tank can help – if at all possible – by means of rapid drain valves in the shell.

ProspectsIn cooperation with the crane specialist Odim, part of the Rolls-Royce group, inter-system product combinations are in planning that will make the use of cranes for deep-sea work even more effi cient.

The author:Martin BremserSales Support ManagerRolls-Royce Intering ProductsHamburg, Germany

U-tank phase delay in the passive range, tank and ship rolling with the same natural frequency

Diagram of disc-valve control of the Intering tank


The Arctic challengeNORDIC YARDS Commercial shipping in the Arctic – facing severe ice conditions, cold, darkness and remoteness – is still young but seen today as offering great promise. Specialised vessels will have to be designed and built to meet the challenges of this harsh area in the future.

Oil and gas activities as well as Northern Sea Route and Northwest

Passage shipping will generate an increasing need for ships suitable for icebreaker-unassist-ed navigation in ice, extreme

environmental conditions and fully autonomous operation in absolute remoteness. An ap-propriate icebreaking capabil-ity, strengthened hull, adequate redundancy in the systems and a suitable degree of winterisa-

tion are just the minimum re-quirements to be met. Any op-erational feature beyond plain shipping, be it “simple” loading or unloading, offshore support operations such as platform supply duties, ice management,

emergency response, subsea or any kind of drilling operations will call for a much higher level of system integration and therefore a more sophisticated ship concept.

Vessel designs to suit harsh conditionsLooking into the specialised offshore supply vessel segment, Nordic Yards has developed sev-eral designs for diverse duties involving offshore drilling with the obvious focus on harsh and cold climate environments, Arctic deployment and gener-ally demanding complexity. In the following, Guido Schulte, head of the project design de-

The Nordic ACIB 1400


OFFSHORE & MARINE TECHNOLOGY | SHIP DESIGN

partment at Nordic Yards in Wismar and in Warnemünde, Germany, presents some exem-plary designs.

Nordic ACIB 1400 The Nordic AC-IB 1400 is a quantum-leap, versatile icebreaking cargo ship designed to the second-highest RMRS ice class ARC 8, which has never been assigned to any vessel before. The icebreak-ing capability amounts to the equivalent of 2m of level ice, and the ship will be deployed on arbitrary Arctic routes in-cluding the Northern Sea Route. The vessel will be fully winter-ised to cope with temperatures as low as -50°C. A variety of anti-icing and de-icing meas-ures have been developed and will enable the crew to perform cargo operations in practically all conditions.

The machinery will be highly redundant and thus provide an unprecedented high level of safety and reliability.

Nordic IBMFV The icebreak-ing multi-function vessel (Nor-dic IBMFV) B109 is dedicated to cold climate offshore con-struction projects. The vessel is equipped with a large garage containing a moonpool, where large subsea equipment can be launched safely. Furthermore, the diesel-electric DP2 vessel is designed to combine good seakeeping behaviour with ex-cellent icebreaking capabilities. The open deck areas are served by a suitable offshore crane with heave compensation. A towing winch can be utilised for arbi-trary purposes such as iceberg towing or salvage operations. A podded propulsion system guarantees excellent manoeu-

vrability and icebreaking in both directions. The vessel is ca-pable of operating in thick fi rst-year ice in temperatures as low as -45°C. Naturally, the vessel is also equipped with miscellane-ous functions such as fi refi ght-ing, standby, rescue (taking on and taking care of survivors), ice management and helicopter operations. The vessel complies with the DNV class notation Winterised Arctic, which in-cludes excellent means of anti-icing such as heat-tracing in relevant areas, proper de-icing features and a high redundancy in the machinery as well as sev-eral other measures.

Nordic IBPSV Another ship designed for operation in harsh conditions is the B105, which is an icebreaking platform supply vessel (Nordic IBPSV). In addition to good seakeep-ing capabilities and icebreak-ing performance, fuel effi ciency is very important because the operation profi le consists pre-dominantly of shuttling ma-terials and all kinds of fl uids

associated with drilling units. Moreover, the ship is able to perform oil spill recovery, standby vessel operations and fi refi ghting. Dynamic position-ing with DP2 at ERN 99,99,99 has also been incorporated.

Nordic SDIB Some of the oil and gas exploration sites are located in shallow water, often with ice and in a cold climate, for which Nordic Yards has de-veloped the Nordic shallow-draught icebreaker (Nordic SDIB). It has been designed according to the ice class Ice-breaker 6 from RMRS and is dedicated to operation in up to medium-thick fi rst-year ice. Be-side ice management, the vessel can perform towing operations and fi refi ghting as well as tug as-sistance in harbours or at termi-nals. Oil spill recovery capabil-ity and a 40t working crane are optional features. It is meant for Russian inland waterways, large river estuaries or coastal areas including the Caspian Sea. Its operational icebreaking draught ranges from 2.5m to 3.2m.

The Nordic IBMFV – B109 – Icebreaking multi-function vessel

The Nordic IBPSC – B105 – Icebreaking platform supply vessel

The Nordic SDIB – B048 – Shallow draft icebreaker

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Analysis of marine operations in extreme conditionsRESEARCH PROJECT The Offshore Simulator Centre AS in Aalesund, Norway, recently completed a four-year research project focused mainly on the development and testing of marine operations, including operational procedures as well as vessel and equipment solutions in extreme conditions

Among the large number of compa-nies and institutes involved in the project were Rolls-Royce Marine,

STX OSV, Ulstein, Marine Cybernetics, the Fishery and Aquaculture and also the Health Research institutes of SINTEF (the largest independent research organisation in Scandinavia), Bourbon Offshore and Farstad Shipping. Central topics of the programme were:

the identifi cation of working condi- �tions, operations and procedures on board offshore vessels;

the development of modules for realis- �tic simulation of waves, current and wind;

the development of models for realis- �tic behaviour of vessels, equipment, lines/anchors and systems in extreme conditions and during “fault conditions”;

the development of simulator-based �training concepts based on principles simi-lar to those used in the airline industry, including communication and team per-formance.There was close collaboration during the project among Aalesund University Col-lege (AAUC), the Norwegian University of Science and Technology (NTNU) and Norway-based SINTEF with the aim of im-proving competence in safety and marine operations.The project will provide regulatory bodies and classifi cation societies with new knowl-edge to develop rules and regulations, set qualifi cations and training for personnel and reduce the role of the human factors limiting performance

Working conditions To develop good training concepts, it was necessary during the project to gather facts about the real working conditions for peo-ple working on board offshore vessels. The research shows that shift work, the quality of sleep and physiological ability to per-form are limiting factors for the safety of marine operations. Extensive research has been done aboard Farstad Shipping vessels on how work shift routines affect workers’ sleep cycles, cognitive abilities and subjec-tive quality of sleep.

The results show that crew members adapt to the night shift during the fi rst week on board. However, adaptation is not as quick for crew members of rigs and platforms. This difference is caused by factors such as “a moving workplace”, noise, exposure to low light intensities at night and differ-ences in food/nutrition. A large-scale labo-ratory study by SINTEF analysed particular physiological mechanisms when person-nel switch from day to night shifts. The study showed that 20 minutes of physical activity at night improved cognitive abili-ties and reduced sleepiness. So this can be recommended as a simple way to improve performance during the day. Results from this part of the research project are useful in developing training concepts and con-tribute to a better understanding of indi-vidual working conditions.

Communication and collaboration The development of training concepts based on communication and collabora-tion started at an early stage of the project. Extensive research was done to determine the industry’s needs, with a special focus

on priorities of experienced crew and op-erational personnel. Several training cours-es were developed, such as the AHO2 and PSV2 Team Performance and Safe Com-mand. They resulted in increasingly active use of the simulator facilities as functional-ity and vessel models were developed and implemented. The courses were evaluated by means of questionnaires and interviews. A total of 850 participants were involved in the evaluation. In addition, shipowners were interviewed on their costs and ben-efi ts. Simulator training gave participants a good basis for understanding the value of teamwork, communication and collabora-tion for onboard safety.

Man-machine interface An important area of operational training is the interaction between humans and ma-chines. Several attempts have been made to simplify and standardise the man-machine interface. In order to achieve better understanding in this area, AAUC has worked with human factors affecting a ship’s bridge personnel, with a focus on the design and evaluation

Deck view of the simulation programme


OFFSHORE & MARINE TECHNOLOGY | TRAINING & SIMULATION

of bridge equipment and systems. Two master grade level courses have been devel-oped, one focusing on the role of human factors in the design of bridge systems and the other on a leadership mind-set in ex-treme conditions.

Training concepts and operational procedures In parallel with the development of simu-lator functionality and vessel model en-hancements, a group of experienced mas-ters from Bourbon Offshore and Farstad Shipping defi ned an important set of ex-treme and demanding scenarios and situ-ations. Together with Gimmestad Consult-ing, an operational procedure handbook was developed. The handbook is intended for use on board vessels and in simulator training.

Ship and propulsion models The partners Rolls-Royce Marine, Ulstein and STX delivered detailed design data for eight ships that were modelled with respect to behaviour in water and visual-ised. Marine Cybernetics modelled forces and propulsion effects. Forces from wind and currents were based on simplifi ed methods, while the modelling of loss ef-fects and actual thrust were based on so-

phisticated methods developed by Mar-intek and NTNU. The work has shown that the modelling of loss effects and re-alistic models for actual thrust and effects on the vessel are most important. It has also shown that forces caused by waves are relatively modest compared with external forces from lines/anchors and the loss of effectiveness for propulsion and steering systems. These fi ndings should be consid-ered in future design and documentation of vessels’ operational limitations and ca-pabilities.

Lines, anchors and other underwater objectsAs part of the project, SINTEF developed mathematical models for the forces and dynamics of lines and chains in water. These models are important for realistic simulation of many offshore operations such as winch operations. The models include the effects of underwater cur-rents and contact with the seabed. The line models can be confi gured with user-defi ned material stiffness, dimensions and hydrodynamic coeffi cients. They can also be connected to other components such as anchors, weights, buoys, remotely operated vessels (ROVs) or other lines. Lowering objects through the splash zone

can be a critical operation, and the project also investigated important factors such as wave spectrums and periodical data.

Simulator development A new wave model has been developed and implemented. It is confi gured to conform to wave specifi cations normally given in traditional linear formulas. The model offers several visual benefi ts and can provide a more detailed defi nition of forces in the splash zone than previous models. The project also resulted in a new visualisation concept for subsea systems; the entire operation can now be visual-ised during simulator training. Simulator development was an ongoing process dur-ing the project, and the most signifi cant enhancements were:

Implementation of PSV simulation �Crane simulation with realistic behav- �

iour of vessels, crane and lifting objectsImproved data communication in the �

simulatorImplementation of full-scale winch �

simulation (Rolls-Royce Towcon)Reconfi gurable bridge components with �

interchangeable handles and soft panelsFailure modes and loss effects in pro- �

pulsion modelsDynamic positioning interface. �

www.stxosv.com

It takes competent people, innovation and fl exibility to create

custom-made ships

Remote control reduces downtimeSEISMIC ACQUISITION | Nor- way-based Baro MekaniskeVersted has introduced the Baro DefCon system for remote control of its Barovane seismic defl ectors, which it said would reduce the downtime for seis-mic research vessels consider-ably. During marine seismic acqui-sition, a wide tow of seismic sources and streamer cables covers a large area (with present widths of up to 1.5 kilome-tres and usual lengths of four to 12 kilometres). One of the main challenges while covering the survey area is to reduce the time required for line changes – i.e. turning the vessel, includ-ing the wide tow. This normally takes three to four hours and is repeated two to three times a day, according to the company. Until now, the problem dur-ing the line change has been that the outermost Barovane

seismic defl ector gets too much load, running the risk of equip-ment fatigue, while the inner-most Barovane may experience such a low angle of attack that it loses its grip. By controlling the angle of attack for the Barovanes, the user can reduce the load on the outer defl ector so that it is able to run at up to the design

speed of 4.5 knots through the turn, while the inner one can increase its angle of attack to ensure that grip is maintained.“The remote control capability allows the user to set the an-gle of attack of the Barovanes, permitting a narrower turn at higher speed,” says Odd Bjørn Jensen, sales and marketing di-rector of Baro.

By cutting line-change time, production effi ciency can be increased by two hours every 24 hours. With an operational effi ciency of 80 to 90% per year, a ves-sel that normally consumes 30 to 40 tonnes of fuel a day is said to achieve savings of about 600 tonnes of fuel per annum.Other features of the Baro De-fCon System include a gen-erator set mounted on the Barovane to make the system self-suffi cient with power. It has a low weight and is fail-safe. This means that any sys-tem failure will still leave the Barovane fully operational by mechanically returning to peak spreading.The Baro DefCon system is suitable for retrofi tting on ex-isting Barovanes by replacing the middle section and upgrad-ing the fl oat.

The Baro DefCon system has been developed to cut down the time needed for a line change

Taking place during Singapore Maritime Week 2012 and following on from the success of Sea Asia and Middle East Workboats comes a new three-day event specifically targeted at Asia’s offshore marine and workboat industries.

Showcasing your products and services at the event will ensure your organisation is at the heart of Asia’s offshore industry and provide maximum exposure to the people that matter.

OFFSHORE & MARINE TECHNOLOGY | OIL & GAS

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Your local experts – worldwide.

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Maritime Services Oil & Gas Renewables

At the fi rst international Business Off shore Conference 2011 held in Hamburg, top executives of the world’s foremost off -shore and energy companies will give an overview of current and prospective global activities in the three major off shore segments oil and gas, ocean mining and renewable energies.

In particular the special features of the individual market segments and pro jects will be presented in detail, and the resulting require ments discussed. The participants will thus be given a unique insider knowl-edge of potential business areas and introduced to relevant stakeholders and decision makers, thereby facilitating market access.

Meet the TOP-MANAGERS of the OFFSHORE INDUSTRY and fi nd out what BUSINESS opportunities are best for you!

Business Offshore 2011December 8th and 9thHotel Hafen Hamburg

Dr Silke Sadowski (Editor in Chief, Schiff&Hafen | Ship&Offshore)

Thursday 8th December 2011

12.00 Conference registration

13.00 Opening address

13.15Introduction“The offshore business – Prospects, challenges and chances” Steve Robertson

Section 1 : Offshore oil and gas – exploration under deep sea and arctic conditions

13.45“Experiences, demands and requirements for a sustainable oil and gas production under deep sea conditions”John Gallagher

14.15 Oil and gas exploration under arctic conditions: “Hydrocarbon deposits of Russian shelf: Development status and prospects”Alexander Mandel

14.45 Coffee break

15.15“Deep sea and arctic oil & gas exploration”Henrik Hannus

15.45 Plenary discussion for section 1

16.30 Short break

Section 2 : Deep sea mining and CO2 sequestration – potential and development of new offshore market sectors

16.45“Deep sea mining technologies – Best Practices and further requirements”Jan Willem van Bloois

17.15“Technical and commercial aspects of deep sea mining projects – Experiences from Technip”Julien Denegre


18.15 Champagne reception and networking

20.00 VIP dinner and networking

Friday 9th December 2011

Section 3 : Offshore renewables, energy storage solutions

9.00“Offshore renewables – Prospects, challenges and chances”Dr Andrew Garrad

9.30“Renewable energy and resulting future requirements for new energy storage solutions”Dr Cornelius Pieper

10.00 Coffee break

10.30“Multi-megawatt wind turbines in deeper waters – Initial stage for solutions and experiences”Norbert Giese

11.00“Experiences, demands and requirements for the installation of large offshore wind farms – The development of Baltic 1 and Baltic 2”Stefan Kansy


12.00 Summaries of the results of the three sections

12.30 Closing remarks

12.40 Light lunch and networking

14.00 End of the conference

Programme


Keynote / Introduction:

Section 1: Off shore oil and gas – exploration under deep sea and arctic conditions

“The off shore business – Prospects, challenges and chances”

“Experiences, demands and requirements for a sustainable oil and gas production under deep sea conditions”

As onshore and shallow-water hydrocarbon reserves become increasingly scarce, the off shore industry continues to move to deeper water depths to explore, appraise and develop oil and gas deposits. Douglas-Westwood has been tracking this market from the 1990s to the present day and provides the industry with regular updates on activity and market out-looks. Douglas-Westwood also engages in providing strategic advisory services and M&A transactions support to leading oilfi eld services companies, shipyards and fi nancial institu-tions worldwide. In his paper, Steve Robertson will present the fi rm’s current view of the deep-water industry outlook including the macroeconomic energy sector trends, the specifi c technology drivers and the expected industry activity and expenditure over the next fi ve years.

Off shore oil production already accounts for more than 30% of the global oil supply. This represents production of almost 26 million barrels per day, and an increasingly larger proportion of it comes from deep-water fi elds, which are categorised by water depths in excess of 500m. Over the past ten years, deep-water production has grown from 3% of global supply to almost 10% and cur-rent market forecasts indicate that this trend is set to continue. In addition, an increasing proportion of the world’s known reserves are located in deep water.ABS has been involved in the majority of deep-water fi eld developments, help-ing the industry to manage risk primarily through the development and verifi ca-tion of standards for the design, construction and operational maintenance of off shore facilities. This presentation will consider the current design of deep-water drilling and production units as well as technological trends in developing deep-water fi elds in locations such as Brazil, the Gulf of Mexico and West Africa. Developments in technologies such as moorings, risers and drilling systems will be discussed as well as the role of classifi cation in the qualifi cation and approval of new concepts. The presentation will also consider the impact of the Macondo incident and the resulting new regulations for future developments. Deep off shore exploration and production will continue to push the boundaries of technology and new and innovative solutions will be required to meet the future challenges.

STEVE ROBERTSONDirector, Douglas-Westwood, UK

JOHN GALLAGHERDirector, Off shore Technology and Business Development, Europe Division, ABS, UK

Steve Robertson is Director of Douglas-Westwood (DW), UK, which he joined in 2002. He is heading DW’s worldwide M&A and advisory activities. Having managed DW’s commercial due-diligence studies for investment banks and private equity fi rms, he was appointed to the board in 2009.

Over this period he has led DW’s industry-leading research in regions such as Russia and the Middle East and many technology areas including onshore oilfi eld services, drilling markets, fi eld development, fl oating production and subsea processing.

Steve is a graduate in economics and computing and completed an MBA at the University of Kent & Canterbury Business School, UK.

John Gallagher is the Director of Off shore Technol-ogy and Business Development of the European Division of ABS, based in London. Since joining ABS in 1996, he has been responsible for the Europe and Middle East Consulting division and managed the London Off shore Engineering Group prior to taking up his current role in 2007.

John has extensive industry experience from vari-ous managerial positions in risk consulting and classifi cation. His career also includes 15 years with Schlumberger, where he was involved in off shore and onshore well construction and intervention services in Brazil, the North Sea and the Middle East. John holds a BSc (Hons) in engineering and various management qualifi cations including an MBA.


Section 1: Off shore oil and gas – exploration under deep sea and arctic conditions:

“Hydrocarbon deposits of Russian shelf: Development status and prospects”

“Deep sea and arctic oil and gas exploration”

Development of hydrocarbon reserves on the Arctic shelf is a landmark in the growth of the Russian fuel and energy complex in the 21st century.The programme for hydrocarbon development on the Russian shelf up to 2030 and the plan of top-priority actions for 2011-2015 involve an integrated approach favouring the most effi cient use of technical facilities and infra-structure for the implementation of Russian off shore projects.The presentation covers the issues related to the development of Gazprom key operation areas, particularly on the Far East shelf of Russia.Further attention is given to the activities in the Okhotsk Sea – the West Kamchatka shelf –, oil content of which is proved onshore in the “Per-voocherednoy” structure.The presentation will also focus on the Shtokman project, whose implemen-tation is of strategic value to Gazprom. Alexander will state the basic characteristics of the fi eld and the history of construction of the off shore ice-resistant fi xed platform. Furthermore, he will deal with ecological issues in the creation of infrastruc-ture within the framework of the Prirazlomnoe fi eld development in the Nenets Autonomous District.

Following its experiences from developments in the North Sea area, Aker Solutions is now targeting new frontiers. The presentation starts with an overview of recently completed developments in harsh and demanding environments, which have resulted in new technology achievements. Deep-water developments have so far been pioneered in Brazil and the Gulf of Mexico; however, new requirements have emerged in the North Atlantic. Comprehensive solutions will be described in this presentation.Off shore arctic is another frontier, with varying environmental chal-lenges. As of today, the developments have been based on bottom-founded structures, but for deeper waters a major challenge lies in the design of fl oating structures in ice. The relevant technology is still at an early stage; new concepts will be described.

ALEXANDER MANDELDirector General Gazprom Neft Shelf, Russia

HENRIK HANNUSVice President, Aker Solutions, Norway

Alexander Mandel was appointed Director General of Gazprom neft shelf, LLC and Gazprom Dobycha Shelf, LLC, Moscow, in 2008.

In his 40 years of experience in oil and gas fi eld de-velopment, he held various management roles as Deputy General for Drilling at Sakhalinmornefte-gaz and Director General and Deputy Director General for Drilling at Gazfl ot.

In 1972 he graduated from Ivano-Frankovsk Oil and Gas University with a major in technology and integrated mechanisation of oil and gas fi eld de-velopment. Alexander holds a PhD in engineering.

Henrik Hannus is Vice Presidentof Deepwater and Arctic Solu-tions, Front End & Technology at Aker Solutions in Oslo, Norway.

Over the last ten years he has held diff erent positions in the fi eld of fl oating platforms, risers and arctic conditions, including two years in Houston, US. He held prior positions as department man-ager, deep-water team leader and product manager at Aker and worked as study manager and engineer. Major projects include the Heidrun and Snorre platforms, which have been installed in the North Sea.

Henrik has a degree in naval architecture (Techn. Lic) from the Royal Technical Institute in Stockholm, Sweden.


Section 2: Deep sea mining

“Deep sea mining technologies – Best practices and further requirements”

“Technical and commercial aspects of deep sea mining projects – Experiences from Technip”

Countries seeking to exploit their marine resources began looking into marine mining in their exclusive economic zone (EEZ) due to the increasing scarcity of metallic minerals and the enlargement of EEZs to 200 nautical miles from shore under the United Nations Conven-tion on the Law of the Sea, which came into force in 1994. Meanwhile, off shore technology is being developed for ultra-deep water and the dredging industry is ready to extend its shallow-water activities to deep-water areas. Successful mining of deep-sea deposits depends heavily on the right choice of equipment. The most viable deep sea mining concept consists of three major components: a seafl oor mining tool, vertical transport system and mining support vessel. All of these components must be applicable to diff erent depths (from relatively shallow to relatively deep), diff erent types of materials (from relatively fi ne to relatively coarse) and various production rates for cutting rock. Critical issues are hyperbaric cutting, vertical ore transport and energy supply at the seabed. Some technical and operational studies now have to be done, and fur-ther research is needed to bring the technology to the next level. Jan Willem will shed some light on how the deep-sea mining and off -shore industries can learn from each other in this context.

In order to sustain the economic growth and increased demand for metals in the face of a dwindling supply on land, we need – similar to the oil and gas industry – to explore the seafl oor for mineral resources. The mining companies (both contractors and equipment suppliers) positioning themselves in this market will have the opportunity to benefi t from inputs and ex-pertise from delegates at the conference. Projects are at the feasibility or development stage, most of them being oriented to seafl oor massive sulfi de (SMS) deposits of copper, gold, nickel, zinc. The objective of the session is to provide a general status update regarding present and future solutions for marine mining.

JAN WILLEM VAN BLOOISManager Deep Sea Dredging & Mining, IHC Merwede, The Netherlands

JULIEN DENEGREBusiness Development Manager (Mining & Metals), Technip, France

Jan Willem van Bloois is Manager Deep Sea Dredging & Mining at IHC Merwede Deep Sea Dredging & Mining, the Netherlands. Since 2007 he has been responsi-ble for the engineering and production of the fi rst deep water dredging installa-tions and the set up of a new global network of service and support activities of IHC Merwede.

Jan Willem has over 25 years of experience in various management roles in engineering and business development, including for the high-end technology companies Fontijne Holland and IHC Merwede.

He holds a bachelor in mechanical engineering.

Julien Denegre is Business Development Manager Mining & Metals at Technip and joined the company in 2004. He is responsible for increasing Technip’s brand and capabilities awareness, new customer acquisition for the Mining & Metals business unit, and coordinat-ing public relations and lobbying eff orts at national and European level.

He has over seven years of experience in engineering and construction as proposal manager for deep water in West Africa. Prior to joining Technip, Julien Denegre served as a lead discipline engineer in Bouygues Off -shore (today Saïpem) on both off shore and onshore oil and gas projects.

Julien is graduated from the Arts et Métiers Paris Tech mechanical engineering school and is certifi ed by the HEC Business School.


Section 3: Off shore renewables, energy storage solutions

“Off shore renewables – Prospects, challenges and chances”

“Renewable energy and resulting future requirements for new energy storage solutions”

The presentation will be a broad brush re-view of what is happening in the off shore wind sector both in Europe and further afi eld. It will look at the history of develop-ment as well as the future and will ask the specifi c question – “How advanced is the off shore wind industry?” Dr Garrad will consider cost drivers and bottlenecks as well as the political aspects of the business in his presentation.

The strong growth in renewable-energy generation – onshore and off shore – poses an increasing challenge to both conventional generation and grids in many power systems around the world. Because of their fl uctuating nature, energy sources such as wind and photovoltaic require growing amounts of compensation energy to stabilise power fl ows and keep energy supplies secure. Electricity storage, among other approaches, already plays an important role in matching power supply and demand, and by 2030 most power systems will need to have signifi cant storage capacity. The Boston Consulting Group has comprehensive expertise in the renew-able energy segment, including the off shore wind sector, and has worked with technology providers, project developers, utilities as well as government institutions. As part of these eff orts, BCG has analysed in detail the economic aspects behind electricity storage, reviewing storage technologies and assess-ing potential applications in the renewable energy context. Dr. Cornelius Pieper, BCG’s global topic leader for energy storage, will present the latest fi ndings and point out related opportunities and challenges for stakeholders in the energy markets of the future. He will off er valuable insights into a nascent market that promises to be a key enabler of the large-scale deployment of renewable-ener-gy generation capacity around the world.

DR ANDREW GARRADPresident, GL Garrad Hassan, UK

DR CORNELIUS PIEPERPrincipal, Boston Consulting Group, Germany

Andrew Garrad is President of GL Garrad Hassan, the world’s largest renewable energy con-sultancy. Until July 2009 he was the founding Managing Director of the Garrad Hassan Group, which he established in 1984 and which then merged with Germanischer Lloyd (GL).

Andrew has been involved in wind energy for more than 30 years, holding positions as board member of the European Wind Energy Association, Chartered Engineer and Fellow of the Institution of Mechanical Engineers, the Energy Institute and the Royal Aeronautical Society. He was recently elected a Fellow for the Royal Academy of Engineering.

In 2006 he was awarded the European Wind Energy Association’s Poul la Cour prize for outstanding achievement in the wind energy fi eld. He also received an honorary degree of doctor of engineering from the University of Bristol in July 2009. His fi rst degree from Oxford University is in engineering science and his PhD is in theoretical fl uid mechanics.

Dr Cornelius Pieper is Principal at The Boston Consulting Group (BCG), where he focuses on the industrial goods and energy. He joined BCG in 2004.

Pieper is part of the BCG Sustainability core team in Germany. For the past two years, he has worked mainly in the renewable energy area and is a global BCG contact for the topic of energy storage. Together with colleagues, he has worked inten-sively in this area and authored two recent BCG publications.

Prior to his engagement with The Boston Consulting Group, he studied economic geography in Munich and Bonn (Germany) and Lund (Sweden).


Deepsea and arcticoil and gas development

Aker Solutions delivers world class designs and project execution excellence for the upstream oil and gas industry, with unique insight in solutions for deep waters, harsh environment and arctic conditions.

www.akersolutions.com© Copyright 2011 Aker Solutions

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“Experiences, demands and requirements for the installation of large off shore wind farms – The development of Baltic 1 and 2”

“Multi-megawatt wind turbines in deeper waters – Initial stage for solutions and experiences”

EnBW Baltic 1 is Germany’s fi rst commercial off shore wind farm in the Baltic Sea. Geologists and engineers, suppliers and logisticians have constructed 21 wind power units 16 km north of the peninsula Darß/Zingst in an area extend-ing over 7 km². EnBW Baltic 2 has considerably larger dimensions than the company’s fi rst off shore wind park in the Baltic Sea and is four times as big as Baltic 1. Stefan will give a brief overview of the planning phase and logistics of the two wind parks by shedding shed some light on experiences made and lessons learned.

REpower Systems SE, a Suzlon group company, is one of the leading international manufacturers of onshore and off shore wind turbines. The power ratings of the turbines range from 1.8 up to 6.15 MW with rotor diameters between 82 and 126m. Until now, existing off shore wind parks are located in shal-low water, near the shore. Going further off shore in deeper waters would, among other things, require bigger wind tur-bines. The main challenges, which need to be tackled, are:

the installation of the wind parks in deeper waters the investment and operational costs operation and maintenance.

REpower’s strategy for new off shore wind parks in deep water zones includes three small off shore projects in the UK, in Belgium and in Germany. The company recently installed thirty 5MW turbines in the Irish Sea for the Ormonde project. Norbert will present expe-riences from this scope of work in detail.

STEFAN KANSYDirector of Engineering, Off shore Wind Energy, EnBW Erneuerbare Energien GmbH, Germany

NORBERT GIESEVice President, Off shore Development, REpower Systems SE, Germany

In July 2011, Stefan Kansy became head of the Off shore Engineering Department at EnBW Erneuerbare Energien GmbH in Hamburg. He is responsible for the development, procurement, design, produc-tion, installation and commissioning of EnBW’s off shore wind farm portfolio (Baltic 1, Baltic 2, Hohe See, He Dreiht) until the handover to EnBW’s Operation and Maintenance Department.

Since 2009 he has been in charge of the project management for the off shore wind farm EnBW Windpark Baltic 2. Prior to this engage-ment, he worked in the project management of large-scale hydro-power schemes in Asia and Eastern Europe. In 2008, he was made project manager for the fabrication and installation of the off shore substation “alpha ventus” (JV HOCHTIEF/ Bilfi nger Berger/ Weser Wind).

Stefan has a degree in civil engineering, specialised in geotechnical and coastal engineering from TU Braunschweig, Germany. He also studied at the Ecole Central de Nantes, France, and NTNU in Trond-heim, Norway.

Norbert Giese has been working as Vice President of Off shore Devel-opment at REpower Systems SE since the beginning of the year 2011.

Prior to this engagement, he held several senior positions in Repower Systems AG, and Siemens Wind Power GmbH.

From 2002 to 2008 he served as Vice President of the Board of the German Engineering Federation (VDMA) as well as Chairman of the wind turbine manufacturers in VDMA.

In 1988/89 Norbert co-founded the fi rst German Wind Cooperative. He studied geography, geology and ethnology at the University of Hamburg.

nd experiences”


Platinum Sponsor: GL Group

Business Off shore 2011

The GL (Germanischer Lloyd) Group operates in three main areas: maritime, oil and gas and renewable energy.In the maritime sector GL provides traditional classifi cation services: certifi cation of international maritime and industrial standards, fl eet service and condition monitoring, and training. Advanced engineering, software and support are provided by the maritime solution unit.GL Noble Denton provides expert technical advice and practical assistance to the oil and gas industry.GL Garrad Hassan represents the renewable energy consultancy business within the GL Group. It off ers independent technical and engineering services, products, and training courses to the onshore and off shore wind, wave, tidal and solar sectors.

Verifi cation and due dilligenceGL Noble Denton’s verifi cation services work to ensure the safety and reliability of off shore units with regard to design, construction and operation. Acting as an independent verifi cation body, it as-sists clients to fulfi l regional statutory and company requirements.Acting as an independent engineer or client’s technical adviser, GL Garrad Hassan provides independent assessments of renewable energy projects for lenders and investors and has acted in this ca-pacity for more operational wind farms than any other company.

Marine warrantyMarine warranty services give insurance underwriters the assur-ance that key operations are engineered safely. This might cover lifts, loadouts, towages and off shore installation of a variety of structures. Working with all of the business of the GL Group, GL Noble Denton’s industry guidelines for marine warranties, the industry standard, are used to evaluate operational risks and assess the feasibility of working practices by means of technical review of the literature and on-site inspections. Developed on some of the largest oil and gas fi eld development, these services are increasingly being used in the renewables sector as well.

Classifi cationGermanischer Lloyd is currently supervising several off shore service vessel newbuilding and re-building projects, including self-elevating units for wind turbine installation purposes, ac-commodation units, anchor handlers, cable layers, and various supply and maintenance vessels. In underwater technology Germanischer Lloyd has been approving, classifying and certify-ing diving systems and simulators, as well as submarines, sub-mersibles, remotely operated vehicles, autonomous underwater vehicles and underwater working machines for decades.

Software systemsWind Farmer, developed by GL Garrad Hassan to maximise wind farm production, off ers yield predictions and can assess the performance of individual turbines within a project under

diff erent conditions. It’s bladed system is the industry standard for wind turbine design calculations and supports calculations of combined wind and wave loading, with full aeroelastic and hydroelastic modelling and seismic excitation.GL Noble Denton’s software products range from hydrocar-bon accounting and third-party access, to asset integrity, and pipeline management and network modelling. They cover oil and gas assets throughout their entire life cycle, from design and construction, to support, monitoring and management.

Rules and guidelinesGL recently issued its “Rules for the Classifi cation and Construction of Off shore Service Vessels and Underwater Technology”, with more than 20 special notations to refl ect the wide variety of ves-sels and tasks undertaken in support of off shore projects. GL Noble Denton has issued new guidelines for fl oat-over instal-lations and moorings. They cover both fl oating hulls and fi xed platforms and the recent trend of using dynamic positioning in fl oat-over operations.GL renewables certifi cation rules, guidelines and technical notes have been issued for onshore and off shore turbines, wind farms, marine energy, off shore risk analyses, training systems, and maintenance systems. The new edition of the “Guideline for the Certifi cation of Wind Turbines” was recently completely revised and updated.

Risk assessment and collision modellingGL has been involved in several projects that have simulated the eff ects of vessels colliding into diff erent types of wind turbine, both under their own power and drifting. To allow the accurate analysis of collision risk, GL developed a computer program to determine the probability of a collision between a drifting vessel and an off shore platform or wind farm due to a particular combi-nation of wind, current, waves, ship size and ship type.

TrainingThrough GL Academy, the GL Group off ers a comprehensive training programme, with courses covering renewable energy, oil and gas and maritime topics. The GL Academy provides training courses in the off shore fi eld, which range from basic introductory courses to high-level seminars for technical experts. Key topics for the off shore industry include: off shore wind farm electrical systems; off shore basics and dynamic positioning; oil and chemical tank-ers; off shore wind resource, wind turbine and support structure technology.


Gold Sponsor: American Bureau of Shipping (ABS)

Section 1: Off shore oil and gas – exploration under deep sea and arctic conditions

ABS is one of the world’s leading classifi cation societies. Its mission is to promote the security of life, property and the natural envi-ronment primarily through the development of standards for the design, construction and operational maintenance of marine and off shore facilities.

Technological challengesToday, the off shore industry is facing a next generation of tech-nological challenges as it moves to explore and develop energy resources. In recent years the off shore industry has expanded into increasingly deeper waters, and with the continuing depletion of existing known oil reserves, we can be sure that future develop-ments will continue that trend.As an illustration of how the industry has continued to push the boundaries of deep water technology, the fi rst-generation semi-submersible units classed by ABS were able to drill deeper than 180m. Sixth-generation semi-submersibles are now capable of drill-ing in water depths of over 3,000m of water. ABS is now involved in the classifi cation of the next-generation newbuild drillships, which are higher-specifi cation units, rated for operation in water depths of 2,300m or greater. Many of these drillships are intended for ultra-deep-water operation at depths of up to 3,700m.The off shore sector has been a leader in developing and adopting new technologies and novel concepts. Since classing the fi rst spar installed in the Gulf of Mexico, ABS has worked with the industry to improve this concept. Three generations of spar design improve-ments have enhanced the value of spars for deepwater develop-ments. Increases in structural effi ciency have led to the optimisa-tion of steel, resulting in the availability of additional deck loads.

Research and developmentSimilarly, the development of the individual components, which are brought together in a modern drilling unit, requires a great deal of innovative thinking. However, the key to safe and seamless opera-tion of the unit is the ability of all the components and systems to function together in a manner that can be controlled by the operat-ing team on board. This is an important driver behind ABS’ research and development for new notations.ABS has developed a suite of classifi cation rules and guides, with enhanced standards and associated notations for the classifi ca-tion of drilling systems being a key component to address these issues. In response to operators’ desire for more comprehensive approaches to asset maintenance, the new standards formalise an integrated systems approach to classifi cation. The associated notations can be used by operators to signify compliance with class requirements and demonstrate the eff ective-ness of their maintenance programmes.

Current notationsThe latest notations developed by ABS for the drilling sector in-clude: Integrated Software Quality Management (ISQM), Systems Verifi cation (SV), DRILLSHIP, Asset Integrity Management (AIM) and Rapid Response Damage Assessment (RRDA). Existing notations that have been enhanced include: Classifi cation of Drilling Systems (CDS), Hull Inspection and Maintenance Program (HIMP), Reliabil-ity Centered Maintenance (RCM) and Environmental Protection (ENVIRO-OS or ENVIRO-OS+).Underlying the development of class notations is the proper man-agement of risk during the life cycle of an asset. Demand for ABS engineering review has grown beyond traditional class services to meet the more sophisticated needs of the rapidly expanding off shore industry. This includes the increased application of risk and probabilistic analyses of the safety, viability and practicality of a design. ABS off ers risk-based inspection programmes specifi cally cali-brated to the facility, which clearly identify areas of heightened interest. These eff orts have led to greater recognition of the contri-bution that classifi cation can make towards facilitating the safety and integrity of an installation. For example, ABS’ off shore Asset Integrity Management programme represents the evolution of class in response to industry demands, whereby structures, equip-ment, traditional survey regimes and prescriptive rules are being complemented with more proactive risk management processes.


Gold Sponsor: Aker Solutions

Section 2: Deep sea mining

Aker Solutions is a leading global oil services company, providing engineering services, technologies, product solutions and fi eld-life solutions for the oil and gas industry. Its experience gained from operations in the North Sea makes the company a special-ist for harsh environments and deep waters. The company, which is based in Norway, has a proud history of more than 150 years, and has been present in the oil and gas industry since the early beginning of the North Sea oil age, in the 1960s. Building on this heritage, Aker Solutions delivers a wide range of technologies and designs within the engineering area.

Studies and front end servicesAker Solutions delivers complete fi eld development solutions and undertakes all activities required to provide the facilities needed for oil and gas exploration, production and processing.Its products and services range from feasibility studies and fi eld planning, through concept screening and selection, concept defi nition and project execution strategy, to detail engineering, procurement and construction management assistance.

FEED and EP contractsAker Solutions is an experienced main contractor for onshore and off shore oil and gas facilities covering a wide range of technologies and solutions. The company addresses the global market, and off ers fl exible and cost-eff ective delivery models.


Off shore oil and gas production facilitiesFor nearly 40 years, Aker Solutions has been designing and con-structing off shore facilities for the oil and gas industry. Topsides facilities have been designed and built for installation on several types of fl oating units.Designs for deep-water operations, harsh weather and arctic conditions with a minimal impact on the environment, are the company’s specialities.

Floater designs Aker Solutions has extensive experience from the design and construction of fl oating facilities, including some of the world’s most advanced semi-submersible drilling and production plat-forms, fl oating production storage and offl oading vessels and tension leg platforms.

Onshore oil and gas receiving and processing facilitiesFurthermore, Aker Solutions has long experience in onshore con-cepts and world-class process experience. The company provides total life cycle services from feasibility studies and conceptual engineering through construction, commissioning to modifi ca-tions, maintenance and operations for onshore facilities.

Riser systemsIn ultra-deepwater, the coupling to the riser system is integral with the platform; Aker Solutions has the understanding of the system’s challenges and the tools and experience to off er a com-plete range of solutions and services.Aker Solutions has designed and delivered a wide variety of pro-duction platform solutions. This provides the experience base for forefront methods in performance prediction, concept develop-ment and project execution.Its portfolio of products and services is testimony to a proud track record of technological innovation. As a global company, Aker Solutions has a large network of offi ces and facilities in key locations. Major engineering hubs are located in Norway, Malaysia and India, and offi ces in London, Houston, Perth and Rio de Janeiro. Aker Solutions has aggregated annual revenues of approximate-ly NOK 35 billion and employs some 18,000 people in about 30 countries.

Gold Sponsor: German Off shore Cooperation

Section 3: Offshore renewables, energy storage solutions

One of the leading shipyards in Europe, the Flensburger Schiff -bau-Gesellschaft (FSG), founded in 1872 and located on the fi rth of Flensburg in northern Germany, near the Danish border, is a modern, compact, medium-sized shipyard with superior engi-neering capacities. Its highly skilled workforce of about 750, in-cluding more than 100 engineers, processes up to 25,000 tonnes of steel and delivers three to four vessels per year.

Specialised portfolioDuring the past 15 years, the yard has successfully performed a strategic shift in its portfolio from container vessels to more specialised and complex products such as RoRo-, RoPax-vessels, navy task force supply vessels and self-unloading barges. It remains the world market leader in RoRo tonnage.In the successful FSG approach, the core design, planning and fabrication of the products are performed by highly skilled per-sonnel using modern design tools, as well as specially adopted planning and fabrication schemes.Continuous FSG competence from the early project stage via design work and interface management to the fi nal delivery guarantees a product with best value for money using the most modern technology available. In addition, this competence reduces product risks both technically and commercially.Combined with the motivated production workforce this has enabled all FSG-built vessels during the past decades to be delivered to customers in time and in budget.As a consequential step forward in the company’s diversifi ca-tion strategy, the shipyard started to explore the vital off shore business as a future product sector two years ago.The development of specifi c products like an off shore mainte-nance jack-up vessel and a sophisticated deep-sea research ves-sel (with derivations for commercial seismic surveys) show the active engagement of the yard, which is not limited to these types of vessels.But even more benefi cial to shipowners than the availability of predefi ned designs is FSG's ability to develop new solutions in due cooperation with the customer starting from “scratch”– with a requirement profi le and a fi rst idea. This includes not only the vessel itself but also the associated infrastructure, logistic processes, etc.

In-house solutionsAll relevant information can be generated in-house using mod-ern software tools, including hull line optimisation, propeller de-sign and optimisation, calculation of intact and damage stability, weight management, whirling calculations and global and local steel structural analysis. FMEA analysis and LCC calculations are also part of the shipyard’s competence.As a unique feature, FSG has vast experience and tools to cal-culate of sea-keeping behaviour and manoeuvrability ability, as well as simulation tools for a variety of logistic as well as produc-tion processes. The simulation tools have been used for internal fabrication simulation along with the simulation of vessel load-ing / unloading and harbour infrastructure.In the area of off shore renewables in particular, simulating tasks like the erection of wind farms, maintenance procedures, trans-port chains during production and erection, while taking the sea-keeping behaviour of the vessels in diff erent weather conditions into account, can be essential for the technical and commercial success of an off shore project.

German off shore cooperationTo overcome the size limitations of the Flensburg grounds and in order to combine the expertise and references in the off -shore business, FSG entered into a partnership with Nobiskrug shipyard in Rendsburg including the production facilities of the former HDW-Gaarden shipyard in Kiel. The brand name “German Off shore” for this cooperation refl ects the intention to introduce the best German shipbuilding knowledge in the broad fi eld of off shore applications.The cooperation can off er the full portfolio in the off shore sec-tors, using highly skilled engineering capacities in combination with production facilities with almost no limits on the shape and size of the products.


Liebherr celebrates 35th anniversaryNENZING/AUSTRIA | The construction machinery manufacturer Liebherr-Werk Nenzing GmbH recently celebrated its 35th anniversary. The festivities started with a ceremonial act, attended by a large number of representatives from economy and poli-tics as well as numerous longtime business partners. On the second day, the company welcomed around 500 customers from all over the world.The open day was an extraordinary show-case of the Nenzing factory during which visitors enjoyed a varied programme con-sisting of company tours, machinery pres-

entations, multi-vision shows and infor-mation booths.The company tour took guests through all production facilities, offering them insight into ultra-modern production technolo-gies such as fully automated robot manu-facturing in the new workshop building VIII. Moreover, visitors had opportunity to get a close look at large-dimensioned ma-chines such as mobile harbour cranes and offshore cranes. In the fi eld of construction machinery, nu-merous deep foundation machines were exhibited, showing various piling and

drilling applications at the company’s new torque and drilling test stand.Moreover, new developments in control and drive technology were presented in a special pavilion. One of the offshore industry innovations on display was an active heave compen-sation (AHC) system, which registers the strength of wave movement and accurately aligns the suspended load. As an example of new developments in the fi eld of ma-terials technology, crawler crane pendant straps made of carbon fi bre were also ex-hibited.

Positive result for exhibitionOFFSHORE ENERGY | With a total of 5,121 international visitors and 292 ex-hibiting companies sharing a fl oor space of 8,000m2, the fourth edition of Offshore Energy in the Amsterdam RAI was a big success, according to organiser Navingo. The number of visitors in 2011 grew by 21% compared to the 2010 edition. For the fi rst time, the exhibition was a two-day event this year.

Conference programmeOffshore Energy, which focuses on the in-ternational offshore, oil and gas and ener-gy markets, is a dedicated offshore energy event that combines an extensive exhibi-tion with a conference programme on the latest developments and markets in the off-shore industry. A broad range of subjects including global (renewable) energy demand and supply, drivers for investments and developments within the deepwater section were covered

in the following conferences, topical ses-sions and side events:

Global energy outlook conference �Deepwater gas conference �Upstream innovation conference. �Offshore wind topical session �Heavy lift topical session �Wave and tidal energy topical session �Deep sea mining topical session �Unconventional gas topical session �Decommissioning topical session �Drilling and wells cluster meeting. �

In total, 319 delegates participated in the conferences and sessions over the two days.

Call for papers On October 23rd and 24th 2012, the fi fth edition of Offshore Energy will take place at the Amsterdam RAI in the Netherlands.According to Navingo, the 2012 edition will have more exhibition space than the 2011 edition.

The organiser is already looking for quali-fi ed speakers and professionals to share best practices and address current issues in the offshore energy industry in 2012. Sug-gestions of new topics are also welcome.

This year’s exhibition Offshore Energy attracted more than 5,000 visitors

Power solutions for drilling unitsDEEPWATER | Two dynamically positioned deepwater drilling units, which are currently under construction at the Cosco (QiDong) Offshore shipyard in China for Sevan Drill-ing, a Norwegian company that specialises in building, owning and operating drilling rigs, will be equipped with power solutions and propulsion packages from Wärtsilä.

This contract is said to further reinforce Wärtsilä’s presence in the global offshore market and will keep the company’s branch in China busy for the next three years. De-liveries will begin towards the end of 2011. The fi rst of the new units for Sevan Drilling is scheduled to be in operation by 2013. The second vessel will follow in 2014.

Over the last fi ve years, Wärtsilä has been involved in numerous offshore projects in China and the company’s presence in Chi-na’s offshore market has expanded rapidly. Growth in this sector is expected to be signif-icant during the coming fi ve years. With this order, Wärtsilä said it had further strength-ened its grip on this booming market.


OFFSHORE & MARINE TECHNOLOGY | INDUSTRY NEWS

Ship&Offshore

Buyer´s 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

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.

II

1.06 Repairs + conversions

1 Shipyards

2.03 Couplings + brakes

2.01 Engines

2 Propulsion plants

1.10 Equipment for shipyards

1.09 Offshore vessels

2.02 Gears


1.07 Work boats + authority crafts

Heise Schiffsreparatur & Industrie Service GmbHHoebelstrasse 55D-27572 Bremerhaven

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 +49 (471)7997-18

[email protected] www.bredo.de

HATECKE GMBHAm Ruthenstrom 121706 Drochtersen / GermanyPhone +49 (0)4143 91 52 0

+49 (0)4143 91 52 40Email: [email protected]

www.hatecke.deLifesaving solutions you can rely on- for cruise and shipping industries.

www.stxomv.com

AVEVA Group plcHigh Cross, Madingley RdCambridge CB3 0HBEnglandTel: +44 1223 556655

www.aveva.com

Engineering design and information managementsolutions for the Plant and Marine industries

SCHIFFSDIESELTECHNIK KIEL GmbHKieler Str. 177D-24768 RendsburgTel. +49(0)4331 / 4471 0

www.sdt-kiel.de

mtu, John Deere,Perkins and Sisu enginesGenerating Sets

Cummins Deutschland GmbH

Peter-Traiser-Straße 1

64521 Gross-Gerau

GERMANY

Telefon:+49 6152 174-0

Telefax: +49 6152 174-141

Engine Hotline: +49 1520 9191000

www.cummins.de

Diesel engines for main and auxiliary drivesfrom 78 to 1.900 kW

Ships' propulsion systems from 250 to 30.000 kW

REINTJES GmbHEugen-Reintjes-Str. 7D-31785 HamelnTel. +49 (0)5151 104-0

[email protected] www.reintjes-gears.de


www.sdt-kiel.de

ZF - Gears

NAVILUS gearboxes from 1,000 kW to 50,000 kW

Siemens AGAm Industriepark 2

Tel.:www.siemens.com

Couplings, seawater resistent

R+W Antriebselemente GmbH

D-63911 Klingenberg / Germany4-0

+49 (0)9372-9864-20email: [email protected]

highly flexible, flexible and rigid couplings

REICH-KUPPLUNGENDipl.-Ing. Herwarth Reich GmbH

Tel. +49 (0)234 959 16 0

e-mail: [email protected]

Ortlinghaus, a leading specialist forplates, clutches, brakes and systems.

Ortlinghaus-Werke GmbH

Tel.: www.ortlinghaus.com

Highly flexible couplings, dampers, elasticmounts and driveline components

VULKAN Kupplungs - und Getriebebau B. Hackforth GmbH & Co. KG Heerstraße 66D-44653 HernePhone: + 49 (0)2325 922 - 0

+ 49 (0)2325 71110e-mail: [email protected]

Couplings, hydraulic components, brake systems

KTR Kupplungstechnik GmbH

Tel. +49(0)59 71 798 0

www.ktr.com

Voith Turbo GmbH & Co. KGVoithstr. 174564 Crailsheim/GermanyTel. +49 (0)7951 32 - 0

E-mail: [email protected]: www.voithturbo.com/industry

Fluid, Tosque-limiting and Highly flexible couplings, Universal joint shafts and Hirth couplings

MWB Motorenwerke Bremerhaven AGBarkhausenstraße 60D 27568 Bremerhaven

E-Mail: [email protected]: www.mwb.ag2 floating docks 167m x 24m, +PANMAX size,

1.000m pier facilities

Your representative for Germany Austria and Switzerland

Friedemann StehrTel. +49 6621 9682930

E-mail: [email protected]

III

2.06 Rudders + rudder systems

2.12 Service + spare parts

2.04 Shaft + shaft systems

2.05 Propellers

2.07 Manoeuvring aids

2.09 Exhaust systems


Controllable-pitch propeller systems,Shaft lines

SCHOTTEL-Schiffsmaschinen GmbHSchottelweg 1

Tel. +49 (0) 3841 / 20 40+49 (0) 3841 / 20 43 33

www.schottel.de

ANDRITZ HYDRO GmbH

D-88212 RavensburgTel. +49(0)751 29511 0


Controllable Pitch Propellers

Controllable-pitch propeller systems,Shaft lines

SCHOTTEL-Schiffsmaschinen GmbHSchottelweg 1

Tel. +49 (0) 3841 / 20 40+49 (0) 3841 / 20 43 33

www.schottel.de


BARKE® Rudders and COMMANDER Steering Gears- High-Tech Manoeuvring Equipment -

Jastram GmbH & CO. KG

e-mail: [email protected]: www.jastram-group.com

Transverse Thrusters,Azimuth Grid Thrusters

Rudderpropellers, Transverse Thrusters, Pump-Jets

SCHOTTEL GmbHMainzer Str. 99D-56322 Spay/RheinTel. + 49 (0) 2628 / 6 10

www.schottel.de

Complete SCR and Oxidation Catalyst-Systems

Johnson Matthey Catalysts (Germany) GmbH

www.jmcatalysts.com

PM, SOx and NOx reduction according to IMO regulations (MARPOL Annex VI)

Couple Systems GmbH Hamburger Landstr. 49D-21357 BardowickTel. +49 (0) 40 526000900

+49 (0) 40 526000939e-mail: [email protected]

2.10 Special propulsion units

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


www.schottel.de

2.11 Water jet propulsion units

Pump-Jets for main and auxiliary propulsion


www.schottel.de

Hudong Heavy Machinerysee NIPPON Diesel ServiceHHM

KOBE DIESELsee NIPPON Diesel Service

MITSUBISHI DIESEL/TURBOCHARGERsee NIPPON Diesel Service

MOTOR-SERVICE SWEDEN AB

SE-610 72 VAGNHÄRAD

www.motor-service.se [email protected]

WORLDWIDE SPARE PART DELIVERIES

NIPPON Diesel ServiceHermann-Blohm-Strasse 1D-20457 HamburgTel. +49 (0)40 31 77 10-0

www.nds-marine.com

After Sales Service - Spare PartsDistribution - Technical Assistance

YANMAR DIESELsee NIPPON Diesel Service

TAIKO KIKAI INDUSTRIES CO.,LTDsee NIPPON Diesel Service


www.sdt-kiel.de

Repairs - Maintenanceon-board service - after sales

Spare Parts for Marine, Mining, Industrial

SIWO GmbHSpare Parts CenterOststrasse 84D-22844 NorderstedtTel. +49 (0)40 51 31 88-02

[email protected] www.siwo.eu

Catalytic Exhaust Gas Cleaning forCombustion Engines on Ships

H+H Umwelt- und Industrietechnik GmbHIndustriestr. 3-5D-55595 HargesheimTel. +49 (0)671 92064-10

E-mail: [email protected]: www.HuHGmbH.com

Exhaust Gas Purification SystemsDiesel Particulate Filters / SCR Catalysts

Hug Engineering AG

Phone +41 52 368 20 20

www.hug-eng.ch

MWB Motorenwerke Bremerhaven AGBarkhausenstraße 60D 27568 Bremerhaven

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

Development, modification and maintenance of engines

Auxiliary- / Emergency- /Containerized- Generating SetsExhaust Gas Silencers / Service / Spare Parts

Lindenberg-Anlagen GmbH

Tel.: +49 (0) 2204 48103-155

[email protected]

Your representative for

ÖRN MARKETING AB


IV

3.13 Preheaters

3.12 Indicators

3.02 Guide + roller bearings

3.06 Turbochargers 3.08 Separators

3 Engine components

3.01 Heat exchangers

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

D-38271 BaddeckenstedtTel. +49 (0)5062-9641973

2-9641975e-mail: [email protected] www.is-service.de

Shell & Tube Heat Exchanger, Air-Cooled Heat Exchanger, Pressure Vessel & Modular Structure

18 Tuas Avenue 18ASingapore 638868Tel: +65 68611433 ·[email protected] · www.heatec.com.sg

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

3.05 Starters

DÜSTERLOH Fluidtechnik GmbHAbteilung Pneumatik StarterIm Vogelsang 105D-45527 Hattingen

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

www.abb.com/turbocharging

Service for ABB and BBC turbochargersOriginal ABB spare parts

Maintenance and Repair of Industrial and Marine Turbochargers and Heat Exchangers in Spain

TURBO CADIZ S.L.Pol.Ind. PELAGATOS - C/ del Progreso Parcela 17A - 20A11130 Chiclana de la Fra. (Cadiz) EspañaTel. +34 956 407 949/50Fax +34 956 407 951e-mail: [email protected] • www.turbocadiz.com

3.07 Filters

FIL-TEC Rixen GmbH

Tel. +49 (0)40 656 00 61 +49 (0)40 656 856-0 +49 (0)40 656 57 31

Filter spare parts and accessories, bilge waterelements, maintenance, repair and service.

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

BOLL & KIRCH Filterbau GmbH

www.bollfilter.de

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

E-mail: [email protected]: www.mahle-industrialfiltration.com

Systems for water, oil and gas filtration,Oil Purification Systems

Pall GmbHMarine Office Hamburg

www.pall.com

Tel. +49 (0) 431 90892500 +49 (0) 431 90892520

www.alphastone.euPURADYN Oil filtration systemKeep it clean® & keep it green!

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

D-38271 BaddeckenstedtTel. +49 (0)5062-9641973

2-9641975e-mail: [email protected] www.is-service.de

A never-ending commitmentto a sustainable environment

Alfa Laval Tumba ABMarine & Diesel EquipmentSE-147 80 TUMBASweden

www.alfalaval.com

3.09 Fuel treatment plants

ELWA-ELEKTROWÄRME-MÜNCHEN A.Hilpoltsteiner GmbH & Co KGPostfach 0160D-82213 MaisachTel. +49 (0)8141 22866-0

www.elwa.comViscosity Control Systems EVM 3

Standard Booster Modules

Fuel treatment systemsFilter/water separators

MAHLE Industriefiltration GmbH

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


3.10 Injection systems

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 / 8 26 09 -0

711 / 8 26 09 - 61e-mail: [email protected]

LEHMANN & MICHELS GmbH Sales & Service Center

Tel. +49 (0)4101 5880-0


ELWA-ELEKTROWÄRME-MÜNCHEN A.Hilpoltsteiner GmbH & Co KGPostfach 0160D-82213 MaisachTel. +49 (0)8141 22866-0

www.elwa.com

Oil and Cooling Water Preheating


V

5.07 Ship’s doors + windows

5.03 Refrigeration • HVAC

5 Ships´equipment

Engine heaters for diesel engines and dual fuel electric driven propulsion systems

Hotstart GmbHAm Turm 8653721 Siegburg / GermanyTel. +49 (0) 2241 12734 10

+49 (0) 2241 12734 29e-mail: [email protected]

4.05 Anodic protection

TILSE Industrie- und Schiffstechnik GmbHSottorfallee 12D-22529 HamburgTel. +49 (0)40 432 08 08 0

www.tilse.com

Anti marine growth and corrosion systemMARELCO®

Steel and FRP gratingIndustrial racking systems

SIN HIAP CHUANHARDWARE & ENGINEERING PTE LTDCo. Reg. No. 199801942M

Tel. +65 6897 8860 · +65 6897 [email protected] · www.singrating.com

5.01 Sheet- + profile steel

R&M Ship Technologies GmbH

21107 Hamburg, Germany

www.shiptec.info

Uffelnsweg 10 • 20539 Hamburg / Germany+49 (40)78 12 93-0 • [email protected] • www.k-j.de

Refrigeration, air-conditioning, ventilation

Axial fans & centrifugal fans www.pollrichdlk.com

5.05 Galleys + stores

Global specialist in turnkey deliveriesof ship catering areas.

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

www.loipart.com

5.06 Furniture + interior fittings

Lock and Hardware Concepts for Ship & Yachtbuilders

G. Schwepper Beschlag GmbH & Co.Velberter Straße 83D 42579 Heiligenhaus Tel. +49 2056 58-55-0

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 Sundern

+49 (0)2393 [email protected]

TEDIMEX GmbH

Internet:

glare protectionsun protection and black-outs

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

Podszuck GmbH 24148 Kiel Germany

Tel. +49 (0) 431 6 6111-0 E-mail: [email protected] www.podszuck.eu

Steel Doors - Fire Doors - Ship DoorsEstablished in 1919

®

Watertight / Gastight / Pressure Ship doors, Hatches, Flaps, Vent heads, Fans

WIGO Metall GbRAlarichstraße 22a

Tel.: +49 (0)202/94695-02/94695-10

www.wigo-metall.de

4 Corrosion protection

4.02 Coatings

WIWA Wilhelm Wagner GmbH & Co. KGGewerbestr. 1-3 D-35633 LahnauTel. +49 (0)6441 609-0

www.wiwa.de



SEKISUI CHEMICAL GmbHCantadorstraße 3D-40211 DüsseldorfTel. +49 (0)211 36977-0

[email protected]


www.tilse.com

FORMGLAS SPEZIAL Yacht glazingbent and plane, with installation

®

5.08 Supply equipment

DVZ-SERVICES GmbHBoschstrasse 9D-28857 SykeTel. +49(0)4242 16938-0

e-mail: [email protected]: www.dvz-group.deOily Water Seperators, Oil-in-Water - Monitors, Sewage Treatment

Plants, Ballast Water Treatment, R/O - Systems

Water treatment systems for theinternational maritime and oil&gas industry

ENWA Water Treatment AS

NO-4066 Stavanger NorwayTel. +47 5163 4300 +47 5163 [email protected] www.enwa.com

Fresh water generation by MF/RO systems


www.pall.com

VI

6.01 Pumps

6 Hydraulic+ pneumatic

5.15 Other marine equipment

5.14 Shock + vibration systems


5.11 Ballast water management

5.10 Oil separation

5.09 Waste disposal systems



Plants, Ballast Water Treatment

DECKMA HAMBURG GmbHKieler Straße 316, D-22525 HamburgTel: +49 (0)40 548876-0

eMail: [email protected] Internet: www.deckma.com

15ppm Bilge Alarm, Service + Calibration



Plants, Ballast Water Treatment


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


Bilge water deoiling systems acc. MEPC.107(49), deoiler 2000 < 5 ppm & membrane deoiling systems of 1 ppm, oil monitors, oil treatment systems

DVZ-BALLAST-SYSTEMS GmbHBoschstrasse 9D-28857 SykeTel. +49(0)4242 16938-0

e-mail: [email protected]: www.dvz-group.de

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

Ballast Water Treatment

BOLL & KIRCH Filterbau GmbH

www.bollfilter.de


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


Ballast water treatment (Ocean Protection System - OPS)

5.12 Yacht equipment

3D Sonar SystemForward Looking Sonar System

Veinland GmbH Pappelallee 19D-14554 Seddiner See OT Neuseddin, GermanyTel.: +49 33205 26 97-0


More than 25 years experiencein shock and vibration systems

Sebert Schwingungstechnik GmbHHans-Böckler-Str. 35D-73230 KirchheimTel. +49 (0)7021 50040

www.sebert.de

Tel. +49 (0) 431 90892500 +49 (0) 431 90892520

www.alphastone.euSeparators, filters, pumps, boilers,

gas-kits, valves

Körting Hannover AGBadenstedter Str. 56D-30453 HannoverTel. +49 511 2129-247 Internet: www.koerting.de


KRACHT GmbH

www.kracht.euTransfer pumps – Flow measurement

Mobile hydraulics – Industrial hydraulics

Twin-Screw Pumps, Progressive CavityPumps, High Pressure Pumps

Bornemann GmbH

Phone: www.bornemann.com

von-Thünen-Str. 7 D-28307 Bremen

e-mail: [email protected]: www.behrenspumpen.de

Ship Centrifugal Pumps

KRAL AGBildgasse 40, 6890 Lustenau, Austria

www.kral.at, e-mail: [email protected] Screw Pumps for Low Sulfur Fuels.

Magnetic Coupled Pumps.

BE > THINK > INNOVATE >

Grundfos A/SPoul Due Jensens Vej 7DK-8850 BjerringbroDenmarkTel. +45 87501400 +45 [email protected] www.grundfos.com


Ocean Clean GmbHZum Kühlhaus 5D-18069 RostockTel.: +49(0)381 8112930

www.oceanclean.de

Membrane Supported Biological Sewage Treatment Plants

Ocean Clean GmbHZum Kühlhaus 5D-18069 RostockTel.: +49(0)381 8112930

www.oceanclean.de

Oily Water Separator

Your representative for Eastern EuropeWladyslaw JaszowskiPROMARE Sp. z o.o.Tel.: +48 58 6 64 98 47


VII

7 On-board power supplies

7.01 Generating sets

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

NETZSCH Mohnopumpen GmbHGeretsrieder Straße 1

Tel. +49 (0) +49 (0)8638 [email protected] www.netzsch.com

6.02 Compressors

Neuenhauser Kompressorenbau GmbHHans-Voshaar-Str. 5D-49828 Neuenhaus

e-mail: [email protected] www.nk-air.com

Air- and water-cooled compressors, air receivers with valve head, bulk head penetrations


Spare parts for water and air-cooled compressors

Water- and air-cooled compressors

6.05 Piping systems


6.04 Valves

6.03 Hydraulic systems

Filtration components and systems,Monitoring systems


www.pall.com

Industriestraße

Tel. +49 (0)481 903 - 0

[email protected]

Valves and fittings for shipbuilding

Marine valves, indication,remote controls, ship spare parts

FAK-ARMATUREN GmbHLademannbogen 53D-22339 HamburgTel. +49 40 538949-0

E-mail: [email protected]: www.fak-armaturen.de

aquatherm GmbHBiggen 5D-57439 Attendorn

e-mail: [email protected]: www.aquatherm.defusiotherm® piping systems for shipbuilding- Approval by GL, RINA + BV

Heise Schiffsreparatur & Industrie Service GmbHHoebelstrasse 55D-27572 Bremerhaven

e-mail: [email protected]: www.heise-schiffsreparatur.de

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

KME Germany AG & Co. KG

Tel. +49 (0) 541 321 3011

e-mail: [email protected]: www.marine-applications.com

OSNA® - 10 pipes and componentsof CuNi 90/10 for seagoing vessels

Uffelnsweg 10 • 20539 Hamburg / Germany+49 (40)78 12 93-0 • [email protected] • www.k-j.de

Pipeline: repair, conversion, new building

SCHIFFSDIESELTECHNIK KIEL GmbHKieler Str. 177D-24768 RendsburgTel. +49 4331 / 4471 0

www.sdt-kiel.de

Individual generating sets withmtu, MAN, Deutz, Volvo and other engines

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

Ritterhuder Armaturen GmbH & Co. Armaturenwerk KGIndustriestr. 7-9 D-27711 Osterholz-Scharmbeck

www.ritag.com

Wilhelm Schley (GmbH & Co.) KGValve manufacturer

www.wilhelm-schley.com

Reducing valves, Overflow valves, Ejectors,Safety valves, Shut-off valves, etc.

Hydronic Balancing Valves andPipesystems, appr. by GL and DNV

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

Telefon +49 (0)29 62 82-0

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

Premium Armaturen + Systeme

Quick Couplings & Multicouplers for shipbuilding, offshore & deepwater applications

WALTHER-PRÄZISION Carl Kurt Walther GmbH & Co. KG

42781 Haan, GermanyTel. +49(0)2129 567-0 +49(0)2129 567-450e-mail: [email protected]

www.walther-praezision.de

Schubert & SalzerControl Systems GmbHPostfach 10 09 07 D-85009 Ingolstadt

E-mail: [email protected]: www.schubert-salzer.com

Piping systems for drinking water, fire fighting, machinery, HVAC, discharging and concealed cisterns for toilets.

Geberit International AG

Tel. +49 (0) 2173 285 310 +49 (0) 2173 285 309

[email protected] www.geberit.com

Auxiliary- / Emergency- /Containerized- Generating SetsExhaust Gas Silencers / Service / Spare Parts

Lindenberg-Anlagen GmbH

Tel.: +49 (0) 2204 48103-155

[email protected]

VIII

9.08 Telephone systems

9.04 Navigation systems

9.02 Satellite + radio communication

8.09 Test kits

8.05 Flow measurement

8.06 Automation equipment

Your Representative for Germany Austria and Switzerland

Friedemann StehrTel. +49 6621 9682930


9 Navigation + communication

8.04 Level measurement systems

7.06 Cable + pipe transits

8 Measurement + control devices

Emergency power plants, generators, transformers 5 - 2000 kVA, 400 V - 20 kV, 50/60 Hz

Jürgen Thiet GmbH26632 Ihlow-Riepe / Germany

Tel. +49 4928 9192-40E-Mail: [email protected] www.thiet.de

Sensors & Switches to controlPressure, Temperature, Level, Flow

Barksdale GmbHDorn-Assenheimer Strasse 27D-61203 ReichelsheimTel: +49 (0) 6035-949-0

e-mail: [email protected] www.barksdale.de


www.tilse.com

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

KRAL AGBildgasse 40, 6890 Lustenau, Austria

www.kral.at, e-mail: [email protected] Consumption and Lube Oil Measurement for Diesel Engines.

KRACHT GmbH

www.kracht.euTransfer pumps – Flow measurement

Mobile hydraulics – Industrial hydraulics

VISATRON Oil Mist Detection Systems against Engine Crankcase Explosions

Schaller Automation GmbH & Co. KG

www.schaller.de

Automation solutions for ships and offshore installations

Bachmann electronic GmbH

Tel. +43 / 55 22 / 34 97-0 +43 / 55 22 / 34 97-102

www.bachmann.info

www.deckma-gmbh.de

Signal Light Columns, General-, Watch-, Hospitalalarm, Backup Engine Telegraph

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

Martechnic GmbHAdlerhorst 4D-22459 HamburgTel. +49 (0)40 85 31 28-0

E-mail: [email protected]: www.martechnic.com

Connecting people and businesses at sea

MarlinkOffices in: Oslo, London, Hamburg,Brussels, Athens, Dubai, Mumbai,

Tel.(24/7)www.marlink.com

Maritime Communication: a cost-efficient solution for communication over HF, satellite & GSM

networks incl. crew mail application

Swisscom Broadcast AGMaritime CommunicationOstermundigenstrasse 99 CH-3050 BernTel. +41 800 817 620 E-mail: [email protected] www.swisscom.ch/maritime

Manufacturers of Nautical Equipment

Am Lunedeich 131D-27572 BremerhavenTel.: +49 (0)471-483 999 0


Manufacturer of finest marine chronometers,clocks and electrical clock systems

Gerhard D. WEMPE KGDivision Chronometerwerke

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


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

Email [email protected]

Neue A-TECHAdvanced Technology GmbHLitzowstr. 15D-22041 Hamburg


Communication Systems

9.09 Communication networks

Maritime Communication: a cost-efficient solution for communication over HF, satellite & GSM

networks incl. crew mail application

Swisscom Broadcast AGMaritime CommunicationOstermundigenstrasse 99 CH-3050 BernTel. +41 800 817 620 E-mail: [email protected] www.swisscom.ch/maritime

GEAQUELLO® + FLAMMADUR®

Fire protection systems

AIK Flammadur Brandschutz GmbHOtto-Hahn-Strasse 5D-34123 KasselPhone : +49(0)561-5801-0

: +49(0)561-5801-240 e-mail : [email protected]

Your representative for

ÖRN MARKETING AB


IX

12.01 Consulting engineers

12 Construction + consulting

9.11 Bridge equipment

11.01 Cranes

11 Deck equipment

10.01 Fleet management systems

10 Ship‘s operation systems

11.03 Lashing + securing equipment

11.06 Container cell guides

10.03 Loading + stability computer systems

Marine seat systems for yachts and commercial ships

Pörtner GmbH

D-33619 BielefeldTel. +49 (0) 521 10 01 09

E-Mail: [email protected] internet: www.poertner-gmbh.de

Integrated Fleet/Ship Management SystemSafety and Quality Management Maintenance

CODie software products e.K.www.codie-isman.com

ISM Software SystemPerformance Indicator Monitor



C3-Obi – the onboard systemLocal Interface – Baplie/read and write

Müller+Blanck Software GmbHGutenbergring 3822848 Norderstedt / GermanyPhone : +49 (0) 40 500 171 0

www.Capstan3.comCapstan3 – the planners best friend

Loading ComputerCargo Handling Simulator



Global Davit GmbH Graf-Zeppelin-Ring 2 D-27211 BassumTel. +49 (0)4241 93 35 0

e-mail: [email protected]: www.global-davit.de

Survival- and Deck Equipment

d-i davit international gmbhSandstr. 20D-27232 Sulingen

e-mail: [email protected]: www.davit-international.de

Cranes, davits and free-fall systems

Cranes - Lashings - Survival equipment

BESCONordheimstr.149

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

www.besco.de

GERMAN LASHING Robert Böck GmbH

Tel. +49 (0)421 17 361-5 +49 (0)421 17 361-99

E-Mail: [email protected]: www.germanlashing.de

SEC Ship's Equipment Centre Bremen GmbHSpeicherhof 5 D-28217 BremenTel. e-mail: [email protected]: www.sec-bremen.de

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

SEC Ship's Equipment Centre Bremen GmbHSpeicherhof 5D-28217 BremenTel. e-mail: [email protected]: www.sec-bremen.deLayout, 3D-design, delivery and installations

of container related constructions

Design – Construction – ConsultancyStability calculation – Project management

SDC SHIP DESIGN & CONSULT GMBHNaval Architectural Consultant and Calculation Services

www.shipdesign.dee-mail: [email protected]

Bramfelder Str. 164 - D-22305 HamburgT.:+49(40)6116209-0 - 9-18

SEA2ICE LTD. & CO. KG

www.sea2ice.comDesign and concepts for offshore structures in ice and open waters, evacuation concepts

Your R&D partner for plant construction,maritime industry, offshore industry

and steel construction

Brunel Transport&Energy, RostockTel.: +49 (0) 381 / 8 57 63 [email protected]/brunel-transport-energy.php

Ship Design since 1981

Tel. +49 (0) 4921 9277 0 +49 (0) 4921 9277 26

www.abh-emden.com

INGENIEUR-TECHNIK GMBH

Contract management, engineering and consultingservices for Marine and Offshore industries

Deltamarin Ltd.Purokatu 1

www.deltamarin.com

S.M.I.L.E.Techn. Büro GmbH

Tel. +49 (0)431 21080 10

e-mail: [email protected]: www.smile-consult.de

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

Fleet Management Systems, Terminal Management Systems

INTERSCHALT maritime systems AGOsterbrooksweg 42D-22869 Schenefeldtel. +49 (0) 40 83033-0fax +49 (0) 40 8302617www.interschalt.de

14.06 Searchlights

X

14 Alarm + safety equipment

14.01 Lifeboats + davits

13.03 Grabs

13 Cargo handling technology

12.03 Classification societies

12.02 Ship model basins

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

Tel. +49 (0)431 21080 20

e-mail: [email protected]: www.smile-fem.de

FEM - Coupling - OptimizationCFD - FSI - SHOCK - CRASH

THE HAMBURG SHIP MODEL BASIN

Tel. +49 (0) 40 69 20 30

www.hsva.de

DNV Germany GmbH

Tel.: :

Classification and service beyond class

MANAGING RISK

Tel. +49 (0)4102 23180

E-mail: [email protected]: www.nordseetaucher.eu

NORDSEETAUCHER GmbHNORDSEETAUCHER GmbH

12.04 Research + development

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

MRS Greifer GmbH

Tel. +49 7263 91 29 0

e-mail: [email protected]: www.mrs-greifer.de

The best linkbetween ship and shore

ORTS GmbH MaschinenfabrikSchwartauer Strasse 99D-23611 Sereetz / GermanyTel. +49 451 39 88 50

Email: [email protected]: www.orts-greifer.de

Global Davit GmbH Graf-Zeppelin-Ring 2 D-27211 BassumTel. +49 (0)4241 93 35 0

e-mail: [email protected]: www.global-davit.de

Survival- and Deck Equipment

d-i davit international gmbhSandstr. 20D-27232 Sulingen

e-mail: [email protected]: www.davit-international.de

Cranes, davits and free-fall systems

HATECKE GMBHAm Ruthenstrom 121706 Drochtersen / GermanyPhone +49 (0)4143 91 52 0

+49 (0)4143 91 52 40Email: [email protected] www.hatecke.de

Lifesaving solutions you can rely on- for cruise and shipping industries.

Lifeboats, SPHL, Rescue Boats, Patrol Boats & Davit Systems

Vanguard Composite Engineering Pte Ltd tel. +65 6887 5034

+65 6887 5043e-mail: [email protected] www.vanguardlifeboat.com

14.02 Life jackets

BETTER SOLUTIONS FOR SAFETY AT SEA

CM Hammar ABAugust Barks gata 15

www.cmhammar.com

14.03 SOLAS Equipment

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

GLOBAL MARINE SAFETY (SINGAPORE) PTE LTDNo. 6, Gul Street 3, Singapore 629264Tel. +65 6897 7086

+65 6897 8930E-mail: [email protected]

www.gms.com.sg

14.04 Fire protection

Neue A-TECHAdvanced Technology GmbHLitzowstr. 15D-22041 Hamburg


www.deckma-gmbh.de

Fire-, Smoke-, FWBLAFFS Systems,Retrofit Systems

Uffelnsweg 1020539 Hamburg

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

Fire Protection: KJ FireOff Systems, Sprinkler, CO2

TEDIMEX GmbH

Internet:

UV- and whitelight searchlights

offers a completelisting of the

maritime industry.In the section “Buyer‘s Guide“

a www-link to thelisted companiesgives full detailsof their products

and services


Price per entry per issue:

Size I H 30/B 58mm

Size II H 40/B 58mm

1 Keyword € 90,– € 120,–2 Keywords each € 85,– each € 115,–

3 Keywords each € 80,– each € 110,–



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

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

Time span and discounts:Minimum time span for your booking is one year in one tar-get 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 product or services offered.

Europe International SelectTarget regions

Germany/ Central Europe Worldwide Vietnam, China,

Special GreenTech

Issues

January January –– – February/Vietnam

March – –– April –

May – May/China– June –

July – –– – August/Special GreenTech

September September –– – October/China

November November –– December –

1ShipyardsWerften

2Propulsion systemsAntriebsanlagen

3Engine componentsMotorenkomponenten

4Corrosion protectionKorrosionsschutz

5Ship's equipment

6Hydraulic & pneumatic equipmentHydraulik & Pneumatik

7On-board networksBordnetze

8Measurement & control devicesMess- und Regeltechnik

9Navigation & communicationsNavigation & Kommunikation

10Ship´s operation systems

Hệ thống điều khiển tàu

11Deck equipmentDecksausrüstung

12Construction & consultingKonstruktion & Consulting

13Cargo handling technologyUmschlagtechnik Kỹ thuật vận hành hàng hóa

14Alarm and safety equipmentWarn- und Sicherheitsausrüstung

15Port constructionHafenbau

1617

Maritime servicesMaritime DienstleistungenDịch vụ hàng hải

You can advertise in these categories:

16 Offshore + OceanTechnology

16.07 Arctic + polar technology

17.06 Professional Commercial Diver

17 MaritimeServices

16.08 Subsea technology

XI

16.09 Marine equipment + components

17.05 Insurance

18 Buyer‘s Guide Information

ON LINE Safety Equipment "one stop" Shop

tel. +65 6266 1412 +65 6266 1435

e-mail: [email protected] LTD. & CO. KG

www.sea2ice.comDesign and concepts for offshore structures in ice and open waters, evacuation concepts

Tel. +49 (0)4102 23180

E-mail: [email protected]: www.nordseetaucher.eu

NORDSEETAUCHER GmbHNORDSEETAUCHER GmbH

Production of elements and mipulatorson offshore platforms and vessels

CEMET LTD SP. Z O.O.GDAŃSK - POLANDtel. +48 58 301-41-68e-mail: [email protected] www.cemet.com.pl

Diving- Salvage & Average ServiceHydraulic Engineering - Maritime Services

Baltic Taucherei- undBergungsbetrieb Rostock GmbHAlter Hafen Süd 3 · D-18069 RostockTel.: +49 (0)381- 811 1000


Diving- Salvage & Average Service Hydraulic Engineering - Maritime Services

Baltic Taucherei- undBergungsbetrieb Rostock GmbHAlter Hafen Süd 3 · D-18069 RostockTel.: +49 (0)381- 811 1000


Insurance Brokerfor seagoing- and inland shipping and fishery

D-21218 Seevetal (Hittfeld)Tel. +49 (0)4105 77028-0 (24 hour service)

+49 (0)4105 77028-18www.Carl-Rehder.de

Harbours being modelled (from top): construction of main waterways, secondary shipping channel, two barge clocks, fi nal test setup

The effects of passing ships on moored vesselsFORCE DETERMINATION The effects of passing ships on moored vessels can be analysed in various ways. MARIN (Maritime Research Institute Netherlands) is involved in several projects that calculate these forces.

MARIN’s shallow water basin facil-itates a wide range of model test-ing. A recent ship passing study

showed this versatility when two com-plete harbours were modelled, including more than 4,000m of their surrounding shoreline. This study aimed to investi-gate the feasibility of two possible new barge dock locations at an existing termi-nal in Beaumont, Texas, USA. The main objective was to assess the mooring line loads on two barges moored in the dock when a vessel passes. Model testing of passing ship effects in narrow waterways requires special attention. Modelling the approach of the passing vessel is one of the points that need additional care. When the passing vessel is not accelerat-ed appropriately in the basin, unwanted shock-type waves propagate in front of it. For the Beaumont terminal study the model setup ensured that no shock-type waves were generated. An additional point of interest is the mod-elling of the mooring system. Monopiles, fenders and mooring lines can all be mod-elled in the basin. However, for this project a numerical model was set up for the mooring system of the barges. The barges were rigidly moored in the basin and the measured (time-dependent), total mooring forces were used as input for the numeri-cal model. This means different mooring layouts could be studied without carrying out additional model tests. By changing the harbour depth and the speed and di-mensions of the passing vessel in the basin tests, and by varying the mooring layout in the numerical simulations, a complete se-ries of tests was performed that provided the information the customer needed to continue the project.

Numerical tests The effects of passing ships on moored ves-sels can also be investigated numerically. An investigation was conducted into the applicability of MARIN’s in-house tools to predict passing ship effects. A distinc-tion was made between the fl ow around the passing ship and the effect of this fl ow on the moored ship. When the passing ship sails under a drift angle, or when the

keel clearance is small, viscous effects are expected to be important. Therefore, the fl ow around the passing ship was analysed by the RANS (Reynolds Averaged Navier Stokes) code ReFRESCO, which accurately takes into account the viscous boundary layer and lift effects on the hull. The effect of the fl ow on the moored ship and the re-sulting forces were then analysed using the linear diffraction code DIFFRAC. For this purpose, a coupling between the two codes was made. Passing ship model tests in the shallow water basin were then used for the valida-tion of the coupled tools. This validation showed that viscous effects were indeed im-portant in the case of drifting ships. Forces on the moored ship can be computed with satisfactory accuracy up to drift angles of at least 15%, and a considerable improve-ment was obtained compared with a full potential fl ow approach. For small drift an-gles, a potential fl ow solution for the pass-ing ship turned out to be suffi cient.

Computer modelling and full-scale monitoring Existing ports have to accommodate ships with ever increasing sizes. ROPES, a new joint industry project, is developing reli-able computer models to predict motions and the mooring loads of moored ships, and at the same time it is contributing to innovative, dynamic berth systems. Moored ships experience suction effects from passing ships and these increase in relation to the restriction of the waterway and the size and speed of the passing ship. The passing distance is obviously a critical variable. Passing events can threaten load-ing and discharging operations in both a safety-related and economic sense; exces-sive motions may lead to interruptions, damage and even to dangerous situations. ROPES is developing a numerical predic-tion method to quantify these effects for arbitrary ship and port geometries. To investigate the physics of the real world and to validate the numerical model, an extensive, full-scale monitoring campaign is being conducted by MARIN. Earlier this year, the fi rst series of full-scale measurements started at ECT’s Delta Ter-


SHIP OPERATION | MODEL TESTING

minal in Rotterdam. In close cooperation with the Port of Rotterdam and the pilots and boatmen, MARIN’s Trials & Monitor-ing team instrumented the mooring lines with load cells and installed a motion sensor set on each vessel calling into the terminal around the clock for a period of two weeks. While building a database of passing vessels in the busy harbour of

the Maasvlakte, moored ships’ motions, line loads, and metocean conditions were measured from the moment of arrival to departure. This fi rst series of measurements spanned six ships being passed by more than 30 vessels, ranging from feeders to the very largest container carriers. While analy-sis continues, the ROPES monitoring cam-paign will continue at three more jetty lo-

cations, including a riverside mooring and a ship-to-ship offl oading site. In phase II the potential of dynamic berthing systems, in which the mooring is dynamically con-trolled from shore, will be investigated and a control algorithm for such systems will be developed.

This article was first published in MARIN’s report

The velocity fi eld (left) and pressure fi eld (right) near the passing ship at 15 degrees drift angle

Comparison of mooring loads: full potential fl ow approach (DB, blue), RANS potential fl ow approach (RANS, black), measurements (red)

www.shipownersclub.com

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FleetBroadband fl at feeINMARSAT | Stratos Global, a US-based global provider of advanced mobile and fi xed-site remote communications solutions, has announced the commercial availability of its Inmarsat FleetBroadband Flat Fee service plans, known as FBB Flat Fee. According to the com-pany, the plans offer the high performance (up to 432kbps), global coverage, simplicity and reliability of Inmarsat Fleet-Broadband – in addition to value-added services by Stratos – at a fl at monthly price.The FBB Flat Fee plans include 10GB and 15GB per-vessel data connectivity options. If a ves-sel exceeds the plan’s monthly data allocation, the price will not increase – but data speeds will be reduced. Stratos said the plans also had highly com-petitive rates for voice calls and utilised a standard FleetBroad-band 500 terminal, simplify-ing installation and support. Shipping companies now can

choose from contract periods of two to four years. Stratos offers the option of a three-month, paid trial period, during which customers can up-grade or downgrade their FBB Flat Fee data allocation or con-tract duration. The trial period allows time for Stratos and the customer to work together and select the plan that meets the re-quirements of each vessel.FBB Flat Fee is one of several Stratos broadband programmes that provide shipping compa-nies with a fl exible pathway to Inmarsat’s Global Xpress Ka-band service. Global Xpress, which is expected to be com-mercially available in 2013, will deliver speeds of up to 50Mbps. Customers contract-ing for FBB Flat Fee plans from Stratos can upgrade to Global Xpress without penalty.“Many of the world’s leading shipping companies are de-manding higher volumes of data – with the dependability

of L-band satellite communica-tions – to support critical ap-plications. They also want to choose from a range of price plans that meet their specifi c requirements,” said Joe Apa, vice president of Global Mari-time Sales at Stratos.FleetBroadband from Stratos provides ships with global broadband connectivity while at sea – for e-mail, Internet access and voice communica-tions. The company’s value-added services, called The Stra-tos Advantage, include:

the online Stratos Dash- �board for cost and traffi c con-trol, fi rewall management, data optimisation, real-time traffi c overviews, instant remote pro-visioning, high security op-tions, easy VPN access, messag-ing services and a full range of IP options;

AmosConnect, the Stratos �communications application for managing all interoffi ce communications;

the new AmosConnect �Crew CommCenter, enabling seafarers to stay in contact with home via calling, private e-mail and SMS at fl at global rates while enjoying onboard Internet café features such as prepaid chatting, prepaid web browsing and access to global and local news services;

Stratos ChatCards for crew �calling.FleetBroadband from Stratos also provides an optimal data connection for many other on-board applications, the com-pany said, including planned maintenance systems, purchase systems and remote manage-ment, which allows headquar-ters personnel to manage the ship’s computers without visit-ing the vessel.Stratos customers also use FleetBroadband for engine-performance analysis and emissions monitoring to help reduce fuel costs and comply with emissions regulations.

Autopilot systems for variety of vessel typesSIMRAD | Marine electron-ics specialist Navico has an-nounced it will enhance its Simrad-portfolio by launching the Simrad AP70 and AP80 autopilot systems. The IMO-compliant, adaptive heading control systems have been developed to provide complete heading and course control for a wide range of ves-sels. Both the AP70 and AP80 feature adaptive software, a dynamic positioning system interface, networking with NMEA2000 cabling, one normal mode and fi ve special confi gurable work modes and triple support of independent rudders and mul-tiple thrusters.

The AP70 and AP80 are able to steer water jets, rudders, pods, stern drives, azimuth thrust-ers and also tunnel thrusters, thereby providing maximum fl exibility for vessel navigation, according to Navico.The Simrad AP70 and AP80 have also been equipped with a unique anti-piracy function that allows the vessel to au-tomatically make defensive “S-turning” manoeuvres and outrun pirates if necessary. The technology employed on the Simrad AP70 and AP80 supplements the company’s work on its recently launched Simrad ARGUS radar system, which can spot pirates from a great distance. The Simrad autopilot systems will be launched in December


SHIP OPERATION | NAVIGATION & COMMUNICATION

Sea zone entry and exit alertsVESSEL TRACKING | Pole Star Space Applications, a provider of fl eet management, ship se-curity and asset monitoring so-lutions, has launched Industry Zones, adding what it said was a new layer of safety and se-curity functionality to its Fleet Management and SSAS Alert Advanced products.Industry Zones enables Pole Star users to select from a series of pre-defi ned areas that carry additional environmental regu-latory requirements or security risks and apply them to their voyage management and re-porting procedures, the Britain-based company said. Industry Zones provides automatic no-tifi cation when a vessel enters and exits the pre-defi ned zone and can be confi gured to in-crease frequency of reporting while in the zone.

With regulatory reporting re-quirements increasing and maritime piracy acknowledged as a long-term problem, Pole Star said its vessel tracking and reporting tools were a crucial link between ship and shore, putting voyage risk manage-ment of a complete fl eet into the hands of users on a single screen. Besides entry and exit alerts, Fleet Management us-ers can receive automatically increased frequency of report-ing via e-mail or SMS while the ship remains in a selected zone. SSAS Alert Advanced us-ers receive automatic entry and exit notifi cation and ships can be polled on demand for latest position reports.Pre-defi ned security zones in-clude the UKMTO and the In-ternational Recognised Transit Corridor as well as designated

War Risk zones for insurance purposes. Environmental zones include fi ve MARPOL Special Areas: Annex I (dis-charge of oil and oily mixtures from machinery and cargo spaces), Annex II (discharge of noxious liquid substances), Annex IV (discharge of sew-age), Annex V (discharge of garbage) and Annex VI (NOx and SOx Emission Control Ar-eas) as well as Particularly Sen-sitive Sea Areas.In addition, users of both products can establish their own Geo-Zones to provide a similar level of notifi cation on their own chosen criteria, such as proximity to a specifi c coastline, potentially congest-ed waters or an area of known bad weather. Once the Geo-Zone is established, users can create notifi cations to alert

selected users via e-mail/SMS when a vessel reports a posi-tion on entering, exiting and inside the zone.According to Pole Star, Fleet Management is a robust, in-dependent asset monitoring and management system that supports remote voyage risk management. It provides com-plete visibility of assets on one screen, supporting more effi -cient voyage execution, meas-urable savings in fuel costs and more precise off-hire calcula-tions, the company said.Pole Star’s SOLAS-compliant SSAS Alert Advanced system is designed to operate for both routine and specifi c incident monitoring, providing ship crews with a vital link to the company security offi cer with real-time alerts and visibility on ship position and status.

Broadband bundles

MARLINK | At this year’s Euro-port exhibition in Rotterdam, Marlink has introduced what it says is a new range of maritime broadband bundles that offers exceptional fl exibility to its cus-tomers. By incorporating a wide range of satellite communica-tions equipment and services, the broadband bundles enable ship operators to choose hard-ware and airtime in line with their specifi c requirements for bandwidth, coverage, contract length and budget.Customers can upgrade to higher bandwidth mid-con-tract, while picking out the best migration path to next genera-tion Ku- or Ka-band services. They can select a combination of VSAT and mobile satellite services (MSS) equipment and airtime based on their com-munications needs. Services available include Marlink’s @SEAdirect Ku-band VSAT, Inmarsat FleetBroadband and Iridium OpenPort.

Marlink said that customers could also choose among the major antenna suppliers, de-pending on their preference or already existing installations on board that have been certi-fi ed for use on the Marlink net-works for both MSS and VSAT services. Airtime options range from the standard 256 Kbps VSAT airtime-only to 1 Mbps VSAT plus MSS airtime and hardware back-up for heavy-duty business-critical and crew applications.In offering the maritime broad-band bundles, Marlink has collaborated with global satel-lite-based mobility services pro-vider Vizada to supply the Viza-da XChange™ platform in each package. Seamlessly integrating VSAT, MSS voice and broad-band data into a single global maritime communications net-work, Vizada XChange™ pro-vides a fully managed service platform that is said to offer a range of benefi ts..

Maritime Communication is a cost-efficient, global communication solution for shipping over HF, satellite and GSM networks: everything from one source.

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ICS pushes ratifi cationREGULATIONS | Governments must not impede the smooth operation of a global maritime regulatory regime by failing to ratify and implement crucial maritime con-ventions, the International Chamber of Ship-ping (ICS) has warned. It is crucial, the ICS said, that the same regulations governing matters such as safety, environmental protec-tion, liability and seafarers’ working condi-tions apply to all ships in international trade and that the same laws apply to all parts of the voyage.The ICS is the principal international trade association for shipowners, representing 80% of the world merchant fl eet. It and its sister organisation, the International Ship-ping Federation (ISF), have produced a campaign brochure that reiterates the im-portance of maritime treaty ratifi cation and is intended to help member national ship-owner associations lobby their governments to support the global regulatory system that shipping requires. “A global industry requires global rules.” said ICS Secretary General Peter Hinchliffe. “The failure of new conventions to enter into force or become widely ratifi ed also gives encouragement to the promotion of unwel-come unilateral or regional regulation.”The brochure, available from national asso-ciations or online provides updated informa-tion on the progress of a variety of instru-ments adopted by the International Maritime Organization (IMO), the International La-bour Organization (ILO) and other United Nations bodies that impact on shipping.The instruments that ICS believes more gov-ernments should ratify as a matter of priority include:

IMO Ballast Water Management Water �Convention IMO Ship Recycling Convention �IMO MARPOL Annex VI – Prevention �of Atmospheric PollutionILO Maritime Labour Convention. �

The ICS expressed satisfaction at the recent entry into force of the IMO Anti-Fouling Sys-tems (AFS) Convention and the IMO Bunker Spill Liability Convention, which featured in the last ICS/ISF campaign update. The IMO Ballast Water Management Convention and the ILO Maritime Labour Convention have almost received the necessary ratifi cations to enter into force, the ICS reported. Although MARPOL Annex VI (governing atmospheric pollution) has already entered force, ICS sug-gested that more ratifi cations were desirable to ensure worldwide implementation of the new package of CO2 emission reduction measures that were agreed at the IMO in July.

Vessel operating costs expected to riseSURVEY | Vessel operating costs are expected to rise by 3.8% in 2011 and by 3.7% in 2012, with lube expenditure and crew costs identi-fi ed as the categories most likely to produce the highest levels of increase, according to a new survey by international accountant and shipping consultant Moore Stephens.The survey is based on responses from key players in the international shipping industry, predominantly shipowners and managers in Europe and Asia. And those responses identifi ed lubricants as the cost category likely to increase most signifi cant-ly over the two-year period – by 3.6% in 2011, and by 3.1% in 2012.Crew wages, meanwhile, are expected to increase by 3.1% in both 2011 and 2012, while the cost of spares is expected to esca-late by 2.7% and 2.6%, respectively, in the two years covered by the survey. Expendi-ture on stores, meanwhile, is expected to in-crease by 2.5% in each of the two years. The cost of repairs and maintenance is expected to increase by 2.8% and 2.6% in 2011 and

2012 respectively, while the increase in P&I costs for those two years was estimated by respondents at 2.4% and 2.3% respective-ly. As was the case in the previous survey, in 2010, management fees were identifi ed as the category likely to produce the lowest level of increase in both 2011 and 2012, at 1.8% and 2.0% respectively.Moore Stephens also asked respondents to identify the three factors that were most likely to infl uence the level of vessel operat-ing costs over the next 12 months. Overall, 26% of the respondents identifi ed fi nance costs as the most signifi cant factor, fol-lowed closely by crew supply (25%). De-mand trends were in third place, with 14%. In last year’s survey, 30% of the respond-ents identifi ed crew supply as the most sig-nifi cant factor, followed by fi nance costs, at 28%, and demand trends at 16%. Labour costs, competition and raw materi-als costs were other signifi cant infl uencing factors that featured in the responses in the survey.

Virtual training software

VSTEP | Virtual training and simulator de-veloper VSTEP has demonstrated its new Nautis Port Security Awareness (PSA) simu-lation software. In addition to Nautis PSA, the Rotterdam-based company presented its training products directly related to coun-tering potential threats from small vessels, including RescueSim and Nautis Naval Task Force, at the recent Small Vessel Threats Se-curity Conference in San Francisco.

Nautis PSA is immersive 3D interactive training software enabling port safety personnel to practise tactics, techniques and procedures in response to suspicious activities in ports, both on water and on shore. Currently employed by the port of Rotterdam, it can be customised for any port worldwide, using specifi c vessels and a realistic 3D model of the desired port, according to VSTEP.

The Nautis range of advanced maritime training simulators is said to offer an affordable and effective alternative for training maritime offi cers and crews


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Aker Wirth GmbH, D-Erkelenz . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55

Alfa Laval Tumba AB, SE-Tumba . . . . . . . . . . . . . . . . . . . . . . . . . . OBC

AVEVA Group plc, UK-Cambridge . . . . . . . . . . . . . . . . . . . . . . . . . IFC

Bremerhavener Dock GmbH, D-Bremerhaven. . . . . . . . . . . . . . . . . . . . 12

Chris-Marine AB, SE-Malmö . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27

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Flensburger Schiffbau-Gesellschaft mbH & Co.KG, D-Flensburg . . . . . . . . . . 57

G+H Isolierung GmbH, D-Ludwigshafen . . . . . . . . . . . . . . . . . . . . . . . 13

GEA Westfalia Separator GmbH, D-Oelde . . . . . . . . . . . . . . . . . . . . . . . 7

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Neuenhauser Kompressorenbau GmbH, D-Neuenhaus . . . . . . . . . . . . . . . 21

Reed Exhibitions Singapore, Singapore . . . . . . . . . . . . . . . . . . . . . . . 38

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Seatrade Communications Singapore Pte Ltd, Singapore. . . . . . . . . . . . . . 46

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