The international publication for Offshore & Marine ... · PDF fileThe international publication for Offshore & Marine Technology ... Special GreenTech SPI_SPIG-12_1_2 ... the process

The international publication for Offshore & Marine Technology

www.shipandoffshore.net Edition 2012

Spec

ial G

ree

nTe

c h

SHIP DESIGN

SURFACE

TECHNOLOGY

BALLAST WATER

TREATMENT

WASTE

MANAGEMENT

OPERATIONAL

OPTIMISATIONPROPULSION &

ENGINE TECHNOLOGY

SUSTAINABLEGLOBAL SHIPPING

Special GreenTech

SPI_SPIG-12_1_2_20120710113759_514644.indd 1 10.07.2012 11:39:01

RIGHT INFORMATION RIGHT MATERIAL RIGHT RESOURCES

Integrated ShipbuildingBuilding ReputationsShipbuilders are facing an increasingly competitive market. Winning new contracts at your shipyard is about being able to rapidly adapt to the market, developing innovative new processes and providing the best value, best service and best products.

AVEVA’s innovative Integrated Shipbuilding approach helps you meet this challenge, with the most complete solution for integrating all aspects of the shipbuilding process. Combining powerful engineering and design applications and a fully integrated planning, materials and production system, all specifically developed for the unique needs of the shipbuilding industry. Now you can make the right decisions and use the best tools to optimise your projects - shortening schedules, lowering costs and improving quality.

The leader in design, engineering, and information management software for the process plant, power and marine industries, AVEVA invests in our customers’ success through a global sales and support network in more than 40 countries.

AVEVA – building solid reputations for 45 years

www.aveva.com/is

stand B2.EG/105

Join us at

SPI_SPIG-12_1_2_20120710113759_514644.indd 2 10.07.2012 11:39:08

Shaping a green future

Driven by increasing awareness of ecological issues and new environmental regulations, efforts towards greener systems and more effi ciency are topping agendas in all segments of the maritime industry, for which the development of environmentally friendly solutions is both an ecological responsibility and an eco-nomic opportunity. So for the second time, we’ve published a special edition focus-ing on “green ship” technology. It aptly comes in the run-up to this year’s big maritime event, SMM in Hamburg. Once again, the reports are centred on technologies meant to comply with the latest environmental regulations. Subjects range from innovative ship designs and propulsion concepts to effi ciency-enhancing equipment, corrosion protection, operational optimisation and an update on ballast and wastewater treatment. We’re especially honoured that Koji Sekimizu, secretary-general of the International Maritime Organization (IMO), has written the foreword for this Ship&Offshore GreenTech Special Edition 2012.We begin our comprehensive coverage of the complex fi eld of green technologies with two articles dealing with the importance of sustain-able global shipping. Starting on page 8, an interview with Tommy Thomassen, head of technical operations at Maersk Tankers, gives an overview of his company’s impressive commitment to sustain-able principles. Sustainable shipping is particularly important in sensitive environments such as the Arctic, which is becoming in-creasingly attractive to the shipping, energy and tourism industries because of receding ice. The article on page 10 outlines efforts to draft and adopt a “Polar Code” at IMO-level covering safety and the environment. Ship design extends from the initial concept to hull form, pro-pulsion concept and choice of equipment and materials. Relevant articles – including descriptions of an innovative LNG-powered offshore transport vessel and Mitsubishi Heavy Industries’ fuel-saving “carpet” of air bubbles on vessels’ bottoms – begin on page 14.With IMO TIER III limits due to take effect in Emission Control Areas in 2016, developing environmentally friendly propulsion and exhaust gas treatment systems is of particular signifi cance. The required NOx reduction of up to 80% is not attainable by well-known adjustments of the combustion process. The article on page 18 introduces EGR (exhaust gas recirculation) in two-

Dr.-Ing. Silke SadowskiEditor in Chief

[email protected]

stroke MAN B&W engines, which has been developed into a dedi-cated design suitable for application in the engines in standard confi guration. Effi cient propulsion solutions for mid-size vessels developed by Wärtsilä are described on page 26. And a report on page 24 explains how CRP (contra-rotating propellers) azimuth propulsors with enhanced effi ciency can now be used in larger and faster vessels than before.In addition to optimising ships’ design and propulsion systems, substantial reductions in both greenhouse gas emissions and oper-ating costs can be achieved by improving the operational effi ciency of existing vessels. Trim optimisation, the subject of the article on page 32, is a very useful option in this regard. Further articles deal-ing with more effi cient ship operation begin on page 37.Ballast water treatment is a key aspect of greener shipping. The BWM Convention, adopted by IMO in 2004, has not yet entered into force, but shipowners are being encouraged to comply now with the upcoming regulations by installing a ballast water treat-ment system on board their ships. The article on page 42 provides an update on the current situation.To minimise the environmental impact of sewage generated by offshore units and oceangoing vessels, effective marine sewage treatment systems are needed. The articles beginning on page 44 detail how innovative waste management concepts can contribute to sustainable operations by ships and offshore installations.In the fi eld of surface technology, the article on page 48 looks at underwater coatings said to mimic the drag-reducing and antifoul-ing properties of shark skin.

Ship & Offshore | GreenTech | 2012 3

Dr.-Ing. Silke SadowskiEditor in Chief

[email protected]

SPECIAL GREENTECH | COMMENT

SPI_SPIG-12_3_3_20120710113800_514643.indd 3 10.07.2012 11:44:02

10

14

18

8 »A healthier balance between supply and demand of tonnage is required«

10 The Polar Code

14 Contract for fi rst LNG-powered offshore transport vessel

16 “Green concept” coaster

17 “Air carpet” for modern cruise vessels

18 EGR application to meet future emissions requirements

24 Applications for larger CRP propulsors

26 Effi cient propulsion solutions for mid-size vessels

28 Discussion on fl ashpoint of marine distillate oil fuels

30 Sustainable solutions

31 First shore-based power connection for oceangoing vessels

Propulsion & Engine Technology

SustainableGlobal Shipping

Ship Design

32

4 Ship & Offshore | GreenTech | 2012

SPI_SPIG-12_4_5_20120710113800_514642.indd 4 10.07.2012 11:44:14

44

48

COMMENTS .................3; 7

BUYER´S GUIDE ............. 51

IMPRINT ......................... 59

44 Integrated waste management concepts

46 Electrolytic treatment of black- and greywater

47 Platform for ship waste management

42 Compliance with ballast water management convention

48 Shark skin morphology and hydrodynamic properties

32 Effi cient adjustment of propulsion power

37 Fuel-effi cient navigation technology

38 Clean and economical shipping

39 Holistic approach for energy effi ciency

40 Controlling fuel consumption SurfaceTechnology

Regulars

Ballast WaterTreatment

Waste/Water Management

Operational Optimisation

42


SPECIAL GREENTECH | CONTENT

SPI_SPIG-12_4_5_20120710113800_514642.indd 5 10.07.2012 11:44:22

At Lloyd’s Register we know that managing energy is about understanding the complex relationship between challenging regulations, new technology and higher fuel costs.

We can help you negotiate this complexity and improve energy performance – without reducing safety.

For us it’s about energy management.

Discover more at www.lr.org/energymanagement or talk to us at SMM – stand B4.EG.211a

Future energy management

Lloyd’s Register is a trading name of the Lloyd’s Register Group of entities. Services are provided by members of the Lloyd’s Register Group. For further details please see our website: www.lr.org/entities

Challenging regulations

New technology

Higher fuel costs

SPI_SPIG-12_6_7_20120710113858_515161.indd 6 10.07.2012 11:45:31

Koji Sekimizu,Secretary-General, International Maritime Organization

»Challenging but potentially very exciting times for the shipping industry«

The success and growth of ocean-based industries, in-cluding shipping, are essential for a sustainable, global economy. But there is an inherent quandary, for these industries can actually threaten the integrity of the very element that sustains them, supports them and gives

them life – the sea. It has been widely documented that the glo-bal marine environment and its resources are being degraded and over-exploited at an ever-increasing rate and scale. Species, critical habitats and the health of the marine ecosystem are all becoming endangered, to the extent where this is adversely affecting people who live in coastal regions and communities, worldwide, and who depend on marine areas for food and livelihood. In the future, all development will have to be sustainable. And, as the world moves towards a greater understanding of just what sustainable development means, this year, 2012, is destined to be remembered for a crucial waypoint on that journey. The UN Con-ference on Sustainable Development, Rio+20, took place in Rio de Janeiro in June. It was an event of vital importance to everybody, including IMO and the shipping industry.Among the many key topics discussed at Rio+20 were the green economy and the institutional framework for sustainable devel-opment. And, just as the original 1992 Earth Summit in Rio led to valuable and effective work by IMO in support of the so-called Agenda 21 that emerged from that meeting, IMO and the shipping industry are now supporting the Rio +20 process and creating our own way forward for shipping in the context of sustainable devel-opment.Through its regulatory and technical cooperation work, IMO will play a critical role in promoting environmentally sound and sustainable shipping. IMO, in my view, provides the ideal insti-tutional framework for sustainable maritime development. Such issues can, and should, be addressed at IMO and, at Rio+20, we took the opportunity to clearly state the importance of shipping to sustainable development. In 2013, we intend to place an even stronger emphasis on this aspect of IMO’s work, and have there-fore adopted “Sustainable Development: IMO’s contribution be-yond Rio+20” as the theme for next year’s World Maritime Day.In this context, shipping faces a three-fold challenge: to mitigate the impact of rising fuel prices, meet impending international regulations and make sure that it improves even further on its al-ready excellent record as the most environment-friendly method of worldwide cargo transportation.Although the economic climate is not favourable, there may nev-er have been a better time than now to embrace the innovative new technologies now emerging from the maritime industries, many of which are featured in this special GreenTech edition of Ship&Offshore. A new breed of greener, cleaner and more energy-effi cient and sustainable ships would be better for the environment, better for the economy and better for the shipping industry. Innovation, im-agination and blue-sky thinking hold the key, and there is already ample evidence of these qualities in the industry today.

Ship designers and engineers are continually developing new de-sign innovations that they can draw on to meet the new challeng-es. Propeller technology continues to move forward, for example; hull features such as ducts, bulbs and fi ns are all being actively explored with excellent results, and aerodynamic superstructures are also increasingly utilised.On the machinery side, engineers are far more willing than ever before to consider alternatives to the conventional solutions; thus we see increasing use of diesel-electric propulsion, electronic en-gine controls, waste-heat recovery and alternative fuels such as LNG. Even highly unconventional technologies, such as kites and rotors, are now attracting serious interest.When you add all of this to the ship-design demands presented by, for example, the opening up of Arctic waters to more general cargo traffi c, the increasing demand for special-purpose ships for wind-farm construction, the march of oil and gas exploration into ever more inhospitable areas, as well as the need for innova-tive design solutions to meet other regulatory imperatives such as the requirement for ballast water and ships designed for safe recycling, it is impossible to avoid the conclusion that these are challenging but potentially very exciting times for shipping and its related industries.


SPECIAL GREENTECH | COMMENT

SPI_SPIG-12_6_7_20120710113858_515161.indd 7 10.07.2012 11:45:32

»A healthier balance between and demand of tonnage INTERVIEW Copenhagen-headquartered Maersk Tankers owns and operates a large fl eet of crude oil carriers, product tankers, and gas carriers. One of its chief aims is to reduce its ves-sels’ emissions and optimise their effi ciency in general. For this GreenTech Special Edition, Ship&Offshore spoke with Tommy Thomassen, head of technical operations at Maersk Tankers, about the company’s commitment to sustainable principles.

As one of the leading interna-tional tanker operation com-panies, Maersk Tankers has set some ambitious goals to improve its environmental footprint. Could you describe the specifi c targets and various measures to achieve them?We have an ambitious eco-effi -ciency strategy in place aimed at reducing our environmental impact caused by air emissions. This year we have a target of 5% relative CO2 reduction. In the

long run, the goal is 20% by 2020. In order to reach such tar-gets, technical, design and oper-ational optimisation initiatives are being introduced. In 2011, we had a 6.7% reduction of CO2 based on technical optimisation alone due to initiatives such as super slow steaming, with an ME load down to 10% MCR (maximum continuous rating), hull/propeller cleaning and base load reduction, which to-gether saved a little over 84,000

tonnes of CO2. Also, NOx emis-sions are to be reduced 5% by the end of 2012 by evaluating potentials for new scrubber technologies and implementing current reduction technologies. Likewise, we are reducing our sulphur emissions from exhaust gases primarily by making tech-nical adjustments to ensure that all relevant ships can operate on low-sulphur fuel.

Is there a specifi c R&D depart-ment at Maersk Tankers to work on sustainable developments, and could you comment on the company’s investment in this segment?Maersk Tankers Technical Oper-ation and our in-house experts Maersk Maritime Technology are doing research on energy-effi cient technologies, design improvements and operational optimisation. Furthermore, we have a Sus-tainability and Performance team that measures and moni-tors performance and drives improvements through KPIs, producing monthly and quar-terly scorecards that are regu-larly analysed and evaluated – all to make sure that we stay on track and set new, ambitious, yet realistic targets.Focusing on sustainability and environmental protection are key priorities in the way we do business today. Maersk Tank-ers recognises that we must be committed to developing and implementing environmental-ly sound solutions to the chal-lenges in environment and cli-mate change. Not only do these offer a competitive edge to our business, but equally impor-

tant are the benefi ts they bring to our customers, our employ-ees, the environment and the communities we operate in.

Does Maersk Tankers undertake any strategic partnerships with other companies and/or insti-tutes in order to achieve its sus-tainability goals?We engage and align our objec-tives and actions with various partners, peer groups and non-governmental organisations. Such engagement not only supports our work on environ-mental improvements but also drives transparency within the industry itself, raising the bar for overall industry performance.As an example, we are currently participating in the Green Ship of the Future programme, sup-ported by the Danish Shipown-ers’ Association, Lloyd’s and others. The focus of this project is to investigate the low-sulphur requirements and the possi-bilities we have in this respect, whether LNG as a fuel, biofuels or scrubbers. Also, in relation to our eco-effi ciency strategy, we have been introducing the con-cept of carbon pacts with cus-tomers, committing ourselves to identifying, monitoring and reducing the carbon footprint from our activities.

In 2010 Maersk introduced a sustainability council operat-ing on behalf of the executive board and overseeing compli-ance with group sustainability standards and policies. Could you comment on the achieve-ments of this council, its role within the group and its future targets?

ROCHEM RO-Wasserbehandlung GmbH Seegelkenkehre 4 • D-21107 Hamburg

Tel. +49 (0)40 374 952 20 • Fax +49 (0)40 374 952 [email protected] • www.rochem.de

ROCHEM MEMBRANE SYSTEMSEfficient and ecological solutions for

• Pure water generation by Reverse Osmosis • Purification of gray- and blackwater according to IMO resolution MEPC.159(55)

ROCHEM Reverse Osmosis

Freshwater Generators

ROCHEM BioFilt® Membrane

Bio-Reactors


SPECIAL GREENTECH | SUSTAINABLE GLOBAL SHIPPING

SPI_SPIG-12_8_31_20120710113458_514648.indd 8 10.07.2012 11:35:13

The A. P. Moller – Maersk (APMM) Sustainability Coun-cil is mandated by and reports to the APMM executive board. The council is chaired by an ex-ecutive board member.The council has four specifi c functions:

To oversee compliance with �group sustainability standards and policies across the group on behalf of the executive board,

To recommend for decision �by the executive board the sus-tainability issues that APMM should have group-wide policies and strategies for,

To keep track of the most �prominent movements on sus-tainability across APMM,

To coordinate key sustain- �ability issues across the group.The council has approved a range of new programmes and policies on sustainability over the past one and a half years – e.g. on climate change, health and safety, sustainabil-ity reporting strategy as well as overseeing progress on im-plementing the current APMM sustainability strategy.

Do you think Maersk Tankers is well prepared for the upcoming sulphur regulations, and what options will you consider to comply with them?

Maersk Tankers is preparing for the upcoming sulphur regula-tions by evaluating and testing different solutions that will en-able compliance. These include various scrubber technologies, use of alternative fuels, change in operational patterns and others.

What do you think of the entry into force of the Ballast Water Convention, and what technical principle for the treatment does Maersk Tankers prefer?Different technical principles are applicable for different tanker ship types and/or simi-lar ships in different trading areas/patterns. Final ratifi cation of the ballast water treatment regulations is still pending. This leads to a lot of uncer-tainty with regard to proposed timelines, robustness of tech-nologies, timely availability of approved equipment/suppliers and, in the current tanker busi-ness environment, naturally, the cost impact of retrofi tting such costly equipment on board the fl eet of existing vessels.

Of all upcoming regulations, which do you consider to be the greatest challenge for your in-dustry?

Both the sulphur and the up-coming ballast water regula-tions will pose a great challenge to the industry.

Do you think the international shipping industry will need a paradigm shift to stay competi-tive and sustainable over the next decades?In the current environment, tanker operators cannot op-erate sustainable businesses. Rates have been depressed for a prolonged period of time, driv-en by an excess supply of new tonnage. Underlying demand has been growing, and is ex-pected to continue to grow, at healthy rates – not suffi ciently to keep up with the increase in available tonnage, however. At the same time, bunkers, com-

prising the majority of tanker operators’ variable costs, have soared from a level below 300 USD/mt in 2006 to above 700 USD/mt in 2012. In today’s en-vironment, tanker operators do not get compensated for the in-crease in bunker rates.We believe a healthier balance between supply and demand of tonnage is required before the industry as a whole can return to a sustainable level of profi t-ability. In other words, own-ers need to be cautious about ordering new capacity. Maersk Tankers is also currently look-ing into how the burden of bunker increases can be shared between owners and custom-ers, which is common in many other shipping segments and industries.

Tommy Thomassen, head of technical operations

supply is required«

Ber

Com

JETS AS. Myravegen 1, 6060 Hareid, Norway. Tel. + 47 70 03 91 00. Fax + 47 70 03 91 01. E-mail: [email protected]

The patented Vacuumarator™ pump is the most compact, ef� cient and reliable vacuum generator available for vacuum toilet systems.

www.jetsgroup.comSanitary Systems– made to please


SPI_SPIG-12_8_31_20120710113458_514648.indd 10.07.2012 11:35:15

The Polar CodeSHIPPING TRAFFIC The decrease of polar ice as the planet warms has opened up the Arctic region to a massive increase in shipping traffi c, which now threatens to cause a proportionately greater environmental impact, writes David Phillips, editor of the Journal of Ship Hull Performance

Due to greater human activity, the poles are under increasing threat. Those who are genuinely concerned

about the sustainability of the planet would like to see this human activity managed to allow the poles to remain as unharmed as possible. These areas are also particularly sensitive to pollution. The ice in the polar zones also creates a hazardous and harsh environ-ment for ships, which heightens the pos-sibility of wrecks, spills and other forms of environmental damage. Many feel the answer to the environmen-tal impact of increased shipping traffi c in the Arctic region includes a strict, manda-tory “Polar Code” enacted at IMO level and covering safety and the environment. The drafting and adoption of such a code is proving to be frustratingly slow – too slow to keep up with the potential harm it is designed to prevent. The IMO Subcom-mittee on Ship Design and Equipment (DE), at its 56th session in February 2012, (DE 56), postponed action on the envi-

ronmental section of the Polar Code for another year. The development of special provisions for shipping operating in polar regions can be traced back to the early 1990s. In 2002, the IMO approved its voluntary “Guidelines for Ships Operating in Arctic Ice-Covered Waters”, MSC/Circ.1065/MEPC/Circ.399. The Antarctic was included in the volun-tary guidelines in 2010. For years, member states of the IMO with particular interests in the safety and environmental aspects of shipping in polar waters have been urg-ing the development of a mandatory code covering these aspects. In 2009, the IMO’s Maritime Safety Committee assigned the task of coordinating the development of a mandatory Polar Code to the DE Subcom-mittee.

Diminution of Arctic sea ice The change in the world’s climate is par-ticularly noticeable in the Arctic, with tem-peratures rising almost twice as quickly as those in the rest of the world. Every year

some 37,500km2 of ice are lost. Thickness and extent are on the decline. Projections for the disappearance of ice from the Arctic Ocean have changed drasti-cally over the last few years. It is now ex-pected that ice will be gone from the area in the summer months as soon as 2030-40.

Arctic shipping lanes – an economically inviting alternativeRecently, large areas of ice have been disappearing during the Arctic summer. This has resulted in an opening up of the shipping lanes in the region. In 2008 for the fi rst time both the Northwest Passage through the Canadian Arctic, and the Northern Sea Route in the Russian Arctic were in operation. The Arctic route can re-duce sailing distances by as much as 25 - 40% compared with routes via the Suez Canal or Panama Canal, depending on destinations. Currently some 3,000 vessels operate in the Arctic Ocean, making about 15,000 voyages per year. These fi gures are predict-

The decrease of ice has opened up shipping lanes in the Arctic Photo: Canstockphoto



SPI_SPIG-12_8_31_20120710113458_514648.indd 10 10.07.2012 11:35:25

ed to increase considerably in the next ten to 20 years.

Discovery of major natural resourcesLarge deposits of oil and natural gas are known to exist in the Arctic region. Other natural resources such as coal and vari-ous minerals abound in the area. This has prompted new interest in the zone, which portends a substantial increase in shipping for the purpose of exploration, exploita-tion and transport.

Cruise shipsThe tourist industry has also greatly in-creased in the Arctic and promises to ex-pand further. An increase in marine tour-ism means an increase in cruise ships in Arctic waters. Large cruise ships tend to use heavy fuel oil, which has a greater impact in terms of emissions and black carbon than lighter fuel oils. These vessels are also not usually designed or strengthened for ice, yet they may make trips into Arctic wa-ters, tending to go as near to the shore as they can, and this poses risks. These various factors all combine to make quite real the predictions of greatly in-creased shipping in Arctic waters in the near future.

Safety and the environmentThe predicted increase in shipping activity in polar regions raises safety and environ-mental issues. From a safety point of view, ships travelling in these zones are subjected to extremely harsh conditions. If they are not specially reinforced and equipped and their crews suitably trained, the chances of disaster are higher than in other regions. Ice is a great hazard, as history has shown. These risks are exacerbated by a greatly reduced infra-structure for rescue and help than in more travelled zones. Navigating polar waters offers unique challenges. Rescue in Arctic conditions is also a much more diffi cult and dangerous proposition. Spill response is limited. Mechanical clean-up after a spill in ice-covered water is almost impossible. Various other means of clean-up are greatly hampered by the conditions. Environmentally, there are a number of as-pects that make the polar regions particular-ly sensitive to pollution and environmental damage. The areas are much more pristine than more populated and travelled parts of the world. The non-indigenous species count is relatively low and new invasions would be particularly harmful. Black car-bon, a component of the particulate mat-

ter (PM) emitted as a result of the partial combustion of various fuels, is considered responsible for 50% of Arctic warming. Harmful air emissions in general have a par-ticularly harmful effect on polar regions. The toxic leachates from biocidal antifoul-ing hull paint on ships are a threat to all the oceans but particularly to the polar re-gions, which are still relatively unpolluted. Copper, heavy metals and a number of co-biocides are highly toxic and have varying permanence in the water column or sedi-ment, thus posing a threat to the food chain and ultimately human health. Being fairly fragile, these paints are rapidly stripped off by the ice, leaving their full toxic footprint in the polar environment. Another environmental hazard to polar waters is posed by the translocation of in-vasive, non-indigenous aquatic species in the form of hull-borne fouling organisms. Distillate fuels, non-toxic hull coatings and fuel effi ciency will all play a major part in keeping the polar environment as clean as possible despite an increase in ship traffi c.

The Polar CodeThe idea of a strict mandatory code for shipping in polar regions, agreed and en-acted at IMO level, should have general �

SPI_SPIG-12_8_31_20120710113458_514648.indd 11 10.07.2012 11:35:37

appeal to the shipping industry as well as to the various governments and NGOs that have a strong interest in protecting the environment. Failure to generate and enact such a code in a timely manner at IMO level is likely to result in individual states enforcing their own regulations for shipping operating in their waters. They will undoubtedly vary from one state to another, making compliance unnecessarily complicated. A strong, uniform code en-forced throughout the polar regions will in the end reduce confusion and help to bring about safe and sound maritime operations for all with due regard for these sensitive environmental zones. The points that the Polar Code should ad-dress include the following:

Ice strengthening of vessels to minimise �disasters, including hull integrity, water tightness and general vessel fi tness for sail-ing in polar conditions;

Additional safety equipment required �to cope with the harsh environment and reduced rescue infrastructure;

Special local navigational considera- �tions applicable to polar regions. Suffi cient, accurate hydro-geographic information is required as a basic component to success-ful and safe sailing in these waters.

Crewing of vessels and training of crews �to prepare them for polar conditions;

The mandatory use of distillate fuel and �the banning of the use of heavy fuel oil;

Stringent provision for the prevention �of spillage or leakage of oil and other nox-ious liquids;

Avoidance of discharge of sewage and �greywater;

Stringent regulations regarding the dis- �charge of garbage;

Measures to reduce the emission of �black carbon, NOx, SOx and other air

emissions, over and above those in force or being considered in non-polar regions. Re-duction of fuel consumption and the type of fuel burned are key points;

Reduction of underwater noise; �Immediate enforcement of the Ballast �

Water Management Convention, which has not yet entered into force;

A ban on the use of toxic antifouling �systems that leach biocides or emit other highly toxic substances into the water;

A cleaning regime ensuring that ships �sailing in polar waters are cleaned of bio-fouling before voyaging into these areas in order to prevent the invasion of non-indig-enous species. The code will have different regulations for different classes of ship (depending on the degree of ice they have to deal with). The basic classes have not yet been agreed.

Holistic approach – safety and environment togetherIt can be seen that the safety and envi-ronmental measures that the Polar Code must address need to be considered all together. Otherwise safety measures and environmental measures may not work in harmony or, worse, may confl ict and can-cel each other out. For example, a meas-ure taken to reduce fuel consumption may result in more underwater noise un-less both factors are considered together. Or an antifouling system claiming to re-duce fuel consumption may result in the discharge of a great deal of highly toxic material into polar waters. The ideal hull coating system for polar regions would be one that was not toxic, that would stand up to the harsh polar conditions and not be scraped off by contact with ice, and that also lent itself to easy removal of biofoul-

ing before any vessel ventured into polar waters. A holistic approach would take all these points into consideration.The Polar Code will set something of a precedent for IMO regulatory instruments in that it will cover a number of disciplines and areas of interest under one code. This is particularly important in polar regions, where safety and environmental concerns must be considered in harmony. It may also set a pattern for similar IMO initiatives in the future.

Quick solutions are neededAs outlined above, the various factors that make the Polar Code desirable and neces-sary have already come into being, yet the code is not complete. Failure to enact and ratify a strong Polar Code in a timely man-ner will most likely result in a fragmentary, state-by-state regulatory framework, which will prove much more burdensome to the shipping industry than a single interna-tional code covering all the major points in a uniform manner. The drivers for increased traffi c in these regions are not being postponed to coop-erate with the slow progress of the Polar Code. This is why the arbitrary postpone-ment of the code at DE 56, the intention to develop the safety measures in the code separately from the environmental meas-ures and the lack of urgency with which the code was treated at DE 56 were particu-larly frustrating and disappointing to those who can clearly see the need for a strong, harmonious Polar Code ratifi ed before the shipping traffi c in the polar regions builds up signifi cantly. Following a unilateral decision by the DE chairperson that no decision about the en-vironmental aspects of the code would be taken until the 57th session in early 2013 (DE 57) , it appears there will be no ho-listic approach as requested by many of the DE 56 delegates and no offi cial further consideration of the environmental aspects until February 2013.In addition to the Polar Code, other measures will be needed to protect these environments, including marine spatial planning in order to look at the larger ecosystem picture. The Polar Code will cover the shipping aspect but there are other factors such as how shipping affects oil and gas, how it affects fi sheries, cumu-lative effects and the overall environmen-tal picture. These points will need to be considered and environmental impact as-sessments undertaken. The delays in the completion of the Po-lar Code need be set aside, the urgency due to the situation recognised and the whole process moved forward rapidly with due regard to the need for a holistic approach.Map showing Arctic shipping routes Source: NOAA/National Ice Center



SPI_SPIG-12_8_31_20120710113458_514648.indd 12 10.07.2012 11:35:38

��

SPI_SPIG-12_8_31_20120710113458_514648.indd 13 10.07.2012 11:35:42

Contract for fi rst LNG-powered offshore transport vessel

BREAKTHROUGH On behalf of the German engineering alli-ance IPP (Ingenieur Partner Pool) GmbH, Hamburg-based Technolog GmbH has signed a contract with China’s Jiangsu Hantong Group for design support and construction of the world’s fi rst dual-fuel powered offshore transport vessel (OTV). To be operated by group subsidiary Luck Holdings of Singapore, the vessel will initially transport offshore windmill supplies between Nantong, China, and Jade Werke GmbH of Germany, another group subsidiary.

Against the background of a con-tract for design support and con-struction of a dual-fuel powered

offshore transport vessel (OTV), recently signed between Hamburg-based Tech-nolog GmbH and China’s Jiangsu Han-tong Group, project-related coopera-tion agreements were made with engine manufacturer MAN Diesel & Turbo, gas specialist TGE Marine Gas Engineering GmbH as well as the classifi cation society Germanischer Lloyd.

The new OTV will be powered by a dual-fuel engine, i.e. the vessel can operate with conventional fuels as well as LNG (lique-fi ed natural gas). According to Technolog, the vessel will have a range of up to 22,000 nautical miles using sulphur-emissions-free LNG exclusively.“With our support, the Hantong Group will be able to offer a technologically fi rst-class vessel design to the world market that will meet all future international regula-tions on environmental protection,” said

Hans-Jürgen Voigt, managing director of Technolog. Beginning in 2015, ships in Emission Con-trol Areas (ECAs) may only operate with fuel having a maximum sulphur content of 0.1%. The regulations will be further tightened in 2020, when the limit will be reduced to 0.5% in all shipping areas. The new ship design also meets IMO Tier III regulations, which call for a reduction of nitrogen oxides (NOx) of up to 80% in ECAs compared with IMO Tier I.

TECHNICAL DATA �Length o.a. approx. 215m

Length pp. approx. 200m

Breadth moulded 50.6m

Breadth waterline approx. 39.0m

Depth main deck approx. 15.5m

Draught design 8.00m

Draught scantling 10.0m

Deadweight design approx. 25,500 dwt

Deadweight max. approx. 39,000 dwt

Cruising speed 15.0 knots

Range LNG up to 22,000 nm

Range HFO 22,000 nm

The fi rst dual-fuel offshore transport vessel will ply the Nantong - Wilhelmshaven route


SPECIAL GREENTECH | SHIP DESIGN

SPI_SPIG-12_8_31_20120710113458_514648.indd 14 10.07.2012 11:35:43

LNG as a promising solution Both marine gas oil (MGO), which is be-coming increasingly expensive, and low-sul-phur heavy fuel oil (LSHFO) can no longer offer a fi nancially attractive alternative to heavy fuel oil (HFO), the conventional fuel at present. “Therefore, the solution can only lie in full-time LNG propulsion,” said Helmut Radebold, project manager at Tech-nolog. It is already cheaper to operate a ship with LNG than with HFO, he remarked. Ac-cording to calculations by Technolg, there will be cost savings of 4(+)% in the fi rst year on the route from Asia to Europe if the new ship uses LNG for propulsion for the entire route. In the year 2020, exclusive use of LNG for propulsion will save 23(+)%, rising to 30(+)% by the end of the vessel’s lifetime. These calculations (see chart) were based on a very conservative gas price of USD 18 per million British thermal units (mmBtu) for LNG, and today’s fuel oil spot prices.

22,000 nautical miles with single bunker capacityThe special-purpose vessel will service the route from Nantong to Wilhelmshaven, Germany, and transport foundations and components used for the construction and maintenance of offshore wind farms. Plans for the vessel involve taking odd-sized or -shaped cargo on deck or putting it into a super-large cargo hold. Thanks to the range of up to 22,000 nautical miles in permanent LNG mode, i.e. without the use of heavy oil, it is easily possible to make a round trip with just one full tank, according to Rade-bold. The vessel is bunkered either “ship to ship” during passage through the Gulf re-gion, i.e. with small LNG tankers, or in port parallel to loading. Another possibility is to call at a separate bunker fuelling site. How-ever, the fi rst two options mentioned have the advantage of saving time.

9,500m2 of loading spaceAccording to design specifi cations by Tech-nolog, the OTV has a fl at deck without any obstacles in order to transport all types of large-volume loads, including tripods, monopiles, windmill blades and port con-tainer bridges. There are 9,500m2 of load-ing area (fl ush deck for cargo). Materials-handling equipment can drive onto the deck to load and unload, so heavy-lift cranes are unnecessary. In addition, there is a large hold for heavy cargo under the load-ing area that can be used for high-quality return freight such as project cargo, etc. The vessel’s propulsion plant is optimised for the utilisation of waste heat recovery. Cur-rently, the Jiangsu Hantong Group is also building a separate production site in Wil-helmshaven with Jade Werke GmbH for the assembly of heavy steel foundations used at offshore wind farms in European waters.

Cost savings of LNG-powered operation (both in ECAs and full-time)

CO2 saver


SPI_SPIG-12_8_31_20120710113458_514648.indd 15 10.07.2012 11:35:45

“Green concept” coasterGREEN CAPE TRADER | Netherlands-based DSM Ship-brokers offers what it says is an extremely economical vessel concept specifi cally developed for coastal sea and river trading. Built by the Dutch shipyard De Kaap, the Green Cape Trader,

which was launched in June, is the fi rst in a serial production of new “green concept” coast-ers with very economical fuel consumption.The 2,300 dwt multi-purpose general cargo vessel is 88m long, 11.4m wide and has a

draught of 3.7m. It is powered by two diesel/electric units, placed in line in the vessel. Two Reintjes gearboxes drive the propellers, achieving a speed of 10 knots (when fully loaded). The double propulsion is said to give the vessel very good ma-

noeuvrability, which is an ad-ditional advantage in smaller ports. Furthermore, the vessel has excellent stowage fl exibility for general cargoes like steel, coils, timber, coal, grain and dangerous goodsDue to the fact that the coaster is powered by relatively small diesel/electric units (750 kW), it consumes substantially less gas oil than similar vessels with normal main engines, which usually consume be-tween 4,400 and 5,400 litres of gas oil per 24 hours. The Green Cape Trader will need less than ± 3,300 litres per 24 hours. At today’s bunker prices, this can result in savings of about EUR 100,000 per year, depend-ing on the kind of trade the vessel engages in, according to DSM. Engine maintenance on board can be strongly reduced and engine rooms need less equipment. Lube consumption will be also be reduced and en-gine rooms can be kept clean and smaller.The vessel is scheduled for delivery in winter 2012/13 as a low-draught sea-river liner, able to trade in all European inland ports on the Albert Ca-nal, Rhone, Rhine, etc.

Photo of an existing vessel of a similar series

General arrangement of the Green Cape Trader


SPECIAL GREENTECH | SHIP DESIGN

SPI_SPIG-12_8_31_20120710113458_514648.indd 16 10.07.2012 11:35:46

“Air carpet” for modern cruise vessels

MALS concept sketch: Air bubbles covering the vessel’s bottom like a carpet of air Image: MHI

MALS | Mitsubishi Heavy In-dustries, Ltd (MHI) will install its Mitsubishi Air Lubrication System (MALS) on two large cruise ships to be built for AIDA Cruises. The new genera-tion of AIDA vessels will be the fi rst cruise ships in the world to be equipped with the system. MALS is MHI’s proprietary tech-nology that reduces fuel con-sumption and CO2 emissions by a layer of air bubbles blown out from a vessel’s bottom. The small air bubbles cover the vessel’s bottom like an “air carpet”, which reduces friction between the hull and seawater during navigation. For MALS, MHI uses special in-house de-veloped high-effi ciency blowers and state-of-the-art fl uid simu-lation analysis tools to confi g-ure the arrangement of air out-let points to achieve maximum friction reduction at optimised air-blow volume. In 2010, MHI already verifi ed the perform-ance of MALS with a reduction of approximately 13% in fuel consumption during extensive sea trials on two module car-riers, which was the fi rst com-mercial application of MALS for a vessel in operation.The system is expected to re-duce a vessel’s fuel consump-tion by approximately 7%.MHI received the order for the two cruise ships in November 2011. The 125,000gt ships will be the largest ever built for

AIDA Cruises, with a capacity for 3,250 passengers. Construc-tion will take place at MHI’s Nagasaki Shipyard & Machin-ery Works, Japan, with deliver-ies scheduled for the spring of 2015 and 2016, respectively. In addition to the MALS system, the two AIDA vessels will be fi t-ted with dual-fuel engines and can therefore be run on lique-fi ed gas in port. Compared with heavy oil or diesel, engines run-ning on gas produce consider-ably less emissions. Together with the onshore electrical power connection, this means there are two clean alternatives available for operation in port.

New concept for bulk carriersFollowing the successful launch of MALS on module carriers, MHI has completed a newly developed concept design for bulk carriers – a major marine transportation vessel – that enables a reduction of approxi-mately 25% in CO2 emissions compared with conventional vessels thanks to application of MALS complemented with a high-effi ciency hull form and improved propulsion system. MHI will provide its concep-tual design of this energy-sav-ing bulk carrier for three grain carriers to be built for Archer Daniels Midland Company (ADM), a major US-based agri-cultural processor.

engineering for a better world

Stop them with the new GEA Westfalia Separator BallastMaster ultraV. Safe, efficient, without chemicals and type-approved by IMO.

GEA Westfalia Separator Group GmbHWerner-Habig-Straße 1, 59302 Oelde, GermanyPhone: +49 2522 77-0, Fax: +49 2522 [email protected], www.gea.com

MA

-221

-1-0

02Invaders of the Sea!

4 – 7 SEPTEMBER 2012HAMBURG, GERMANYHALL A3, STAND 212

SPI_SPIG-12_8_31_20120710113458_514648.indd 17 10.07.2012 11:35:51

EGR application to meet future emissions requirementsNOX The measures necessary to reduce NOx by up to 80% under IMO regulations taking effect on January 1st 2016 go beyond well-known adjustments of the combustion process in two-stroke diesel engines. The exhaust gas recirculation (EGR) application on two-stroke MAN B&W engines has, over the last decade, developed from a basic idea on how to reduce NOx emissions to a dedi-cated design suitable for the engines in standard confi guration. To verify the effect, MAN Diesel & Turbo started the fi rst test programme on its large 4T50ME-X two-stroke diesel test engine in 2004.

Since the 1970s, the use of EGR on smaller four-stroke diesel engines in the automotive sector has been

known as a very effi cient means to reduce NOx. The HFO burned in large marine en-gines presents a challenge when using EGR due to the high concentration of sulphur and solids, so a wet scrubber was intro-duced in the EGR system.In parallel with the EGR investigation of the 4T50ME-X test engine, MAN Die-sel & Turbo planned to conduct a serv-ice test on a ship to investigate the long-term effects on the engine components. In March 2010, a retrofi t EGR system was installed on a 10 MW 7S50MC Mk 6 en-gine on board the A. P. Moeller Maersk 1,100 TEU container vessel Alexander Maersk.The following describes the investigation and testing that MAN Diesel & Turbo has completed with EGR on large two-stroke diesel engines.

Wet scrubber performanceIn order to investigate the infl uence on wet scrubbing effi ciency by variation of differ-ent parameters in the scrubbing process, an EGR scrubber test programme was car-ried out on the 4T50ME-X test engine.

The purpose of the EGR scrubber is to pro-tect the combustion chamber parts as well as other exposed engine components from sulphuric acid and particles from the ex-haust gas when burning HFO with a high sulphur content. The parameters varied and were as fol-lows:

Water fl ow in the scrubber, �Pre-scrubber fl ow variations, �pH variations, �Variations of internal hardware parts in �the scrubber.

The investigation showed that the wet scrubbing process chosen is a robust and effi cient way to clean the exhaust gas. Re-sults from the test showed the following overall numbers:

Up to 98% SO � 2 removal – typical value: 90%,Up to 92% PM removal (ISO8178) – �typical value: 70-80%.

The SO2 removal in the scrubber proc-ess showed a clear correlation with the amount of dosed NaOH in the scrubber water, and thereby the pH value entering the scrubber.Figure 1 shows the PM removal in the scrubber during a test programme com-pleted in August 2011. As can be noted,

the PM removal is between 60 and 95%, which is better than what is normally seen in after-treatment scrubbers. It is thought that the improved scrubber performance (compared with normal after-treatment scrubbers) is caused by the properties of the particulate matter upstream the tur-bine being different from those at ambient conditions.As shown in Figure 2, analyses of the chem-ical composition of the particles before the scrubber, after the scrubber and after the turbine show that the scrubber removes all ash and elemental carbon from the ex-haust gas. The presence of sulphur after the scrubber comes from small droplets of dis-solved Na2SO4 carried over from the scrub-ber water and H2SO3 and H2SO4 droplets created from the remaining part of SO2 and the SO3.The conclusion from the wet scrubber test is as follows:

The SO � 2 removal is good and sig-nifi cantly infl uenced by the added NaOH, PM removal is good and only slightly �infl uenced by variations in the hard-ware internals,Ash and elemental carbon are almost �totally removed in the scrubber,

Figure 1: PM reduction over scrubber Figure 2: Chemical composition


SPECIAL GREENTECH | PROPULSION & ENGINE TECHNOLOGY

SPI_SPIG-12_8_31_20120710113458_514648.indd 18 10.07.2012 11:35:52

Water carry-over from the EGR scrub- �ber should be avoided due to the risk of contamination by Na2SO4 from the scrubber water.

Service test on Alexander MaerskThe main objective of the service test, which is still ongoing, is mainly to inves-tigate the long-term impact on the engine during EGR operation.The EGR service test objectives are to:

Investigate the impact of EGR operation �on engine components: cylinder liner, piston, piston rings, piston rod, cylinder cover, exhaust valve, etc. when burning HFO with a high sulphur content,Investigate the impact on the EGR com- �ponents,Hand over operation of the EGR system �to the ship’s crew for feedback in order to adjust the system for easy, reliable and safe operation.

Currently, the EGR system on board the Alexander Maersk has been in operation for nearly 1,200 hours, with the engine run-ning on HFO with 3% sulphur. NOx is reduced by more than 50%, as shown in Figure 3. The EGR system, currently oper-ated by the crew, is a push-button system monitored from the engine control room, except for the separator in the water treat-ment system (WTS), which has to be start-ed on-site by the crew.So far, the combustion chamber compo-nents and exhaust gas path have not been negatively affected by EGR operation. The service test has been quite challenging due to the HFO operation with a high sul-phur content. The main reasons for this are:

Corrosion of non-stainless compo- �nents: Heavy corrosion has been experi-enced on the EGR cooler housing, EGR cooler element, EGR blower wheel, drainers, EGR pipe and separator in the WTS system,Diffi culties with controlling the dosing �of the correct amount of NaOH,

Water carry-over from the scrubber sys- �tem, resulting in heavy deposits in the EGR system.

In order to deal with corrosion challenges, the EGR blower wheel, drainers and some valves in the WTS system have been ex-changed with stainless steel. The EGR cooler element will be exchanged with a stainless steel element in due course. In addition, a comprehensive repair of the EGR cooler housing and the EGR pipe from the blower to the connection on the charge air pipe has been completed due to insuffi cient coatings.The service test has provided a lot of im-portant knowledge and information on the challenges when running EGR on an HFO-burning two-stroke marine diesel engine. Corrosion of EGR components and depos-its in the EGR system are important to tar-get. Up to this state of the service test, the engine components have not been affected by high-pressure EGR operation.

Preparation of service test on newbuilding with 6S80ME-C9.2The newest object in the development of MAN Diesel & Turbo’s two-stroke EGR en-gines is a full Tier III-compliant prototype with the EGR components integrated into the engine’s structure. With this project, MAN Diesel & Turbo targets larger two-stroke EGR engines with more than one turbocharger utilising TC cut-out for high engine effi ciency in future ECA areas.The objectives of the service test are:

Maturing of the EGR engine concept for �IMO Tier III compliance,Monitoring combustion chamber parts �and other exposed engine parts under realistic conditions,Monitoring the EGR components’ op- �erational conditions under realistic op-erating conditions, i.e. during burning of HFO,Educating crew to make operation of �the EGR system reliable and to gain �

Figure 3: NOx reduction on board Alexander Maersk during a performance test


SPI_SPIG-12_8_31_20120710113458_514648.indd 1 10.07.2012 11:35:54

experience for future instruction manu-als, teaching and support,Identifying simplifi cation and cost- �down potentials.

The design experience from the project is to be used to extend the EGR-2 principle throughout the MAN Diesel & Turbo en-gine programme.As can be seen from Figure 4, the 6S80ME-C9 EGR engine has one small turbocharger and one large turbocharger and cut-out facilities for the small turbo-charger. The engine will run in the fol-lowing modes:

Non-ECA operation (blue and purple �lines): both turbochargers are working in parallel under normal conditions, supplying the engine with the necessary scavenge air. At low-load TC cut-out, it can be utilised to save fuel.ECA operation – Tier III (blue and green �lines): the small turbocharger is cut out to compensate for the reduced exhaust gas amount, and the EGR blower is running to supply exhaust gas into the scavenge air receiver. The pre-scrubber and scrub-ber clean the EGR before the exhaust gas enters the scavenge air receiver. The EGR cooler has a double function and acts as an EGR cooler in this mode and as a nor-mal charge air cooler in non-ECA mode.

The vessel newbuilding No. 2358 is the last delivery of the APMM C-class series from Hyundai Mipo Shipyard in Ulsan, South Korea. The ship is equipped with MAN B&W 6S80ME-C9 engines and an MHI waste heat recovery system de-rated from 27 MW to 23 MW.The engine is planned for shop trial in Au-gust/September 2012, including full com-missioning of the EGR system and an Alfa Laval water treatment system. The engine will be certifi ed by the classifi cation socie-ty ABS. The technical fi le will be in accord-ance with the normal Tier II certifi cate. However, knowledge is being gathered to make a proposal for a Tier III certifi cation procedure.The sea trial will take place in January 2013, and subsequent EGR commissioning will be carried out when the vessel is in service operation.After delivery in early 2013, the vessel will go into service on the West Africa-Far East route. Even though it will not sail in ECAs, it will operate in ECA mode 20% of the time. For the remaining time, it has been agreed to operate the engine with low EGR rates to allow service time on the EGR components and to fuel-optimise the operation. The planned duration of the EGR service test period is three years, until

early 2016, when the NOx Tier III limits enter into force.HHI-EMD will produce the 6S80ME-C9.2 EGR engine, and the following engine modifi cations will be made:

Sequential turbocharging, �EGR cooler and scrubber module in �duplex material from a local producer based on MAN Diesel & Turbo design,High-effi ciency EGR blowers, �Stainless steel coolers with dual func- �tionality,Gas control valves, �Changed components such as exhaust �receiver, scavenge air receiver and gal-leries,The main engine outline is modifi ed only �slightly at the EGR-2 module – keeping the engine footprint unchanged,Control system modifi cations. �

Besides integrated EGR components on the engine, as can be seen in Figure 5, and related engine modifi cations, the follow-ing installation work will be carried out by HHI’s (Hyundai Heavy Industries) ship-building division:

Installation of NaOH and EGR sludge �tanks,Installation of water treatment system, �Installation of frequency converters for �EGR blowers,

CASTROL BIO RANGE STERN TUBE / THRUSTER /GEAR LUBRICANTS, HYDRAULIC FLUIDS AND GREASE

CASTROL BIO RANGE HELPS SUPPORT YOUR ENVIRONMENTAL AGENDA AND PROTECT YOUR VESSELS WITHOUT COMPROMISING LUBRICANT PERFORMANCE …CASTROL BIO RANGE ENVIRONMENTALLY RESPONSIBLE HYDRAULIC FLUIDS ARE NOW OUR LUBRICANTS OF CHOICE ACROSS OUR ENTIRE FLEET.” Marine Superintendent Danilo Latkovic, Polarcus

WWW.CASTROL.COM/MARINE

‘‘


SPI_SPIG-12_8_31_20120710113458_514648.indd 20 10.07.2012 11:35:56

Installation of stainless steel piping �for scrubber water handling,Extended central cooling water capacity, �Electrical installation, �Software update of control alarm �and monitoring system for tank monitoring,Software update of power monitoring �system for waste heat recovery and ME heat capacities.

Water treatment system (WTS)MAN Diesel & Turbo is also heavily in-volved in the development of water treat-ment systems for both EGR and SOx scrub-bing systems. The WTS is essential for running the EGR system, and compliance with IMO criteria for washwater discharge is highly prioritised. Over the last couple of years, Alfa Laval has developed, in coopera-tion with MAN Diesel & Turbo, a complete

WTS for the EGR engine. Extensive testing and investigation of how to clean scrubber water in an effi cient and reliable way have been carried out successfully.

WTS system layout and functionality The EGR WTS system is an important part of operating the EGR system because the contaminated scrubber water needs to be cleaned of soot particles to avoid clog-

Figure 5: Integrated design of EGR unit (orange)

�

Figure 4: EGR system diagram for a 6S80ME-C9 with two turbochargers

210º

240º

270º

300º

SPI_SPIG-12_8_31_20120710113458_514648.indd 21 10.07.2012 11:35:58

ging up the system. Moreover, the water generated during combustion needs to be discharged into the sea, in a clean condi-tion, to avoid large storage tanks on board. During the development of the WTS, it be-came clear that the aim should be a unit solution that is simple for the shipyards to install, such as a “plug and play” solution. A lot of functionality is thereby included in the WTS system, i.e. the NaOH dosing, water fl ow control and discharge control.To make installation highly fl exible, the WTS module is divided into two units:

WTS1 module, comprising the separators, �scrubber pumps, NaOH dosing, etc., to be placed wherever there is space on the ship.

WTS2 module (collecting tank module) �for transportation of the scrubber water from the engine site to the WTS1 module, to be placed close to the engine below the EGR unit on the engine.The WTS system is a necessary EGR auxil-iary system for EGR operation because of the following functionalities:

Control of the correct water supply to �the EGR scrubber,Reliable and clean conditions in the �scrubber system,Correct dosing of NaOH, �Control of the salt concentration in the �scrubber water,Compliance with IMO regulations for �washwater discharge,Minimal pumpable sludge production. �

As shown in Figure 6, the WTS system is divided into modules. Module 1 comprises separators for cleaning both the scrubber water supplied to the EGR unit and the discharge water. All water supplied to the EGR scrubber is cleaned to ensure reliable operation without any clogging due to deposits scaling up the scrubber system. Cleaning the discharge water is carried out on the cleaned scrubber from the scrubber water cleaning separators. The WTS1 mod-ule controls the amount of scrubber water in the system by either discharge of water

or addition of fresh water. The WTS system ensures compliance with IMO washwater criteria in all operation cases.The following parameters will defi ne the engine requirements of the WTS system:

Inlet scrubber water fl ow, �Inlet scrubber water pressure, �Inlet scrubber water temperature, �Quality of inlet scrubber water (pH val- �ue, salt concentration, solids fraction),Draining capacity. �

EGR high-speed blowerTo improve the EGR process, particular-ly reduction of the additional auxiliary power needed, MAN Diesel & Turbo has been involved in the development of a new high-speed EGR blower with a ther-modynamic effi ciency signifi cantly higher than former designs. The high-speed EGR blower is based on a radial turbo compres-sor wheel running at speeds two to three times higher than a conventional radial b-wheel.MAN Diesel & Turbo is currently collabo-rating with Siemens Turbo Systems on de-veloping EGR blowers for the two 6S80ME EGR prototype service test. MAN Diesel & Turbo is also developing an in-house solu-tion in order to ensure more than one sup-plier of EGR blowers.The requirements for a high-speed EGR blower are:

High effi ciency over wide fl ow range, �Fast dynamic fl ow response, �Corrosion-resistant materials, �Reliable, well-known technologies, �Lube oil journal and thrust bearing, �Compact design, �Flange mounting, �Leakage-proof by use of sealing air, �Simple control interface, �Integrated monitoring of operation �condition.

Specifi cations of the EGR blower produced for testing on the 4T50ME-X test engine are as follows:

Power: 200 kW, �Thermodynamic effi ciency: 0%, �Pressure lift: 600 mbar, �Mass fl ow: 4 kg/s (at 31°C inlet tem- �perature),Weight: 600 kg, �Lube oil fl ow: 60 l/min, �Cooling water fl ow: approximately 2 m � 3/h.

The EGR blower has been tested on the test bed at ambient conditions with satisfying performance fi gures, and issues with surging at a high pressure ratio against a closed valve at the blower outlet were not found to be crit-ical. The next step of testing includes a blower performance and controlling test on the MDT 4T50ME-X test engine. Subsequently, a test on the Alexander Maersk will be conducted. Cur-rently, two sizes of the Siemens high-speed EGR blowers are available, covering engines from approximately 5-23 MW.

ConclusionThe EGR application on two-stroke MAN B&W engines has, over the last decade, developed from a basic idea on how to re-duce NOx emissions to a dedicated design suitable for application on the engine in standard confi guration.The development process has ensured the dedicated development of:

Water-spraying systems for pre-cooling �of exhaust gas,Wet coolers capable of withstanding �SO2, SO3 and H2SO4 condensation,Scrubbers with very high SO � 2 and par-ticulate emission removal capacity, Compact high-speed and high-effi cien- �cy EGR blowers,Water treatment systems capable of remov- �ing particulate matter effi ciently and clean-ing water to a suitable discharge level,Control systems capable of securing �simple push-button operation of the EGR system,Control strategies securing optimal en- �gine performance in both Tier II areas and in Tier III ECA areas.

Figure 6: WTS process diagram Figure 7: Requirements for an EGR high-speed blower



SPI_SPIG-12_8_31_20120710113458_514648.indd 22 10.07.2012 11:36:04

CONFERENCE, VIP-DINNER

AND NETWORKING EVENT

Second

Business Offshore

Conference

March 21st & 22nd 2013

Hotel Hafen Hamburg

Organisation & Registration:DVV Media Group

Internet: www.shipandooffffshore.net/boc

Email: [email protected]

SPI_SPIG-12_8_31_20120710113458_514648.indd 23 10.07.2012 11:36:0

Applications for larger CRP propulsors

Improved propulsive effi ciency means reduced emissions and fuel consump-tion – and thus lower fuel costs. Large

modern vessels are often designed with fuel-effi ciency in mind since fuel ac-counts for an increasingly large part of operating costs. Fuel effi ciency can be im-proved with new design methods, such as CFD calculations to hydrodynamically optimise a vessel’s hull, and by imple-menting new technologies such as scrub-bers to clean a ship’s exhaust of the most harmful pollutants. Ultimately though, a large part of a ship’s fuel effi ciency de-pends on the effi ciency of the propulsion system, especially in applications that de-mand high operational speeds of 20(+) knots.

One high-effi ciency propulsion solution is the dual-end CRP (contra-rotating pro-pellers) azimuth propulsor. Its propulsive load is divided between two gear wheels with both a pushing and a pulling pro-peller. These larger and slower propellers, whose effi ciency is further enhanced by the positive hydrodynamic effects of the pro-pulsor body, offer a 5-20% improvement in propulsive effi ciency even – and espe-cially – at higher speeds while maintaining the outstanding manoeuvrability inherent in azimuth propulsors.Previously, CRP azimuth propulsors were limited mostly to smaller vessels, as push-ing CRP propulsors start to lose their ef-fi ciency at higher speeds due to drag on the propulsor’s strut. Thanks to the dual-

ENHANCED EFFICIENCY CRP (contra-rotating propellers) azimuth propulsors have been limited to smaller vessels. With enhanced effi ciency, however, they can now be used in larger and faster vessels than before, writes Markus Niemi of Finland-based Steerprop Ltd.

PSV Stril Polar, equipped with two 3000 kW SP 35 CRP propulsors in DNV ICE-C ice-class Photo: Harald M. Valderhaug

3D-model of a 20,000 kW SP ECO CRP propulsor



SPI_SPIG-12_8_31_20120710113458_514648.indd 24 10.07.2012 11:36:10

end CRP propulsor’s pulling propeller and advanced hydrodynamic design, this drawback does not exist. So dual-end CRP propulsors can be made larger and more powerful, allowing the enhanced effi ciency of the CRP propulsor to be used in larger and faster vessels than before.Steerprop Ltd has delivered dual-end CRP propulsors to a number of vessels with different operational profi les worldwide, in particular to platform supply vessels (PSVs) and survey vessels operating in the challenging conditions of Norwegian oil fi elds. Based on the experience with these vessels, Steerprop is conducting research and development to bring CRP technology to propulsors with up to 20 MW in power at speeds of 25(+) knots, and to high-pow-ered propulsors for the most demanding Arctic ice classes.“The research and model tests that we’ve conducted during this R&D process in-dicate that the new availability of high-powered CRP propulsors makes certain ap-plications more feasible than before,” said Hannu Jukola, a Steerprop naval architect specialising in hydrodynamics. “With the new ECO CRP, we are able to combine a demanding ice class with high power and a high open water propulsive effi ciency. We envision that this would be particu-larly useful for LNG carriers, cargo vessels and tankers operating on the Northern Sea Route.”As a part of the research and development process, Steerprop has undertaken several model tests with CRP propulsors having power ratings of 2.5 MW, 6.5 MW, 15 MW and 20 MW, using a variety of propulsion and vessel confi gurations in both ice basin and open water tests. The ice basin tests showed that the ECO CRP could allay the fear of a block of ice making contact with both propellers simultaneously since the propellers are located several metres apart on different ends of the propulsor’s body. This enables the ECO CRP to be built into virtually any ice class – even the most demanding Arctic ones – without fear of damage to the propulsor or main engine by a double propeller ice load. The open water tests verifi ed the propulsor’s high-speed open water effi ciency, while show-ing how proper steering angles could be used to further enhance the propulsor’s effi ciency.“The tests verifi ed the predicted benefi ts of CRP propulsion in a larger-sized propulsor, but they also revealed certain unexpected benefi ts,” Jukola said. “In particular, the different nature of the ECO CRP propul-sor’s slipstream seems quite promising for ice management. This may enable com-pletely new applications for these propul-sors in shipping vessels as well as dedicated ice-management vessels.”

In the past, larger vessels demanding both high effi ciency and high speed have utilised a hybrid CRP” solution in which a pulling azimuth propulsor is located behind a con-ventional pushing propeller. This solution has been proven to increase propulsive effi ciency by some 5-10% compared with two conventional propellers. However, it has been found to have certain problems and limitations, – especially with regard to high-speed manoeuvrability and opera-tions in conditions where there is debris or ice in the water – due in part to the proxim-ity of the CRP propellers. Applications that have demanded both high speeds and good manoeuvrabil-ity – such as large cruise vessels operat-ing in the Caribbean – have frequently used pulling propulsors as they combine outstanding manoeuvrability with high-

speed open water effi ciency. However, as fuel prices rise and emissions limits take effect, the improved effi ciency of the dual-end CRP – some 5-10% better than a pull-ing propulsor – may become benefi cial, particularly when many large, fast vessels fi nd lowering operational speeds an unac-ceptable way to reduce fuel consumption and emissions.As another part of the research and devel-opment process, in response to feedback from shipowners and operators, Steerprop has been developing a new type of propel-ler shaft seal – in part to address the po-tential tightening of oil-spill legislation. With the use of both oil and pressurised air, this new seal is intended to make the ECO CRP an environmentally friendly, emissions-free propulsor in all aspects of its operation.


SPI_SPIG-12_8_31_20120710113458_514648.indd 25 10.07.2012 11:36:15

Effi cient propulsion solutions for mid-size vesselsGENERATION X Wärtsilä has strengthened its mid-size low-speed engine portfolio with new Generation X low-speed engines. The Wärtsilä X62 and X72 are designed specifi cally for mid-size low-speed bulker, tanker and container feeder vessels. Ready for delivery in 2013 and 2014, respectively, they will be able to comply with all upcoming environmental regulations, Wärtsilä says.

As fuel prices rise, effi cient ships in the mid-size segment are considered

to be more important than ever. Capesize bulk carriers, Aframax to Suezmax tankers and feeder container ships need the best and most economical propul-sion systems available.The Wärtsilä Generation X en-gine, either the Wärtsilä X62 or the Wärtsilä X72, depend-ing on the power and service speed needs, is said to cater to these needs. Both engines will be IMO Tier II compatible and available with IMO Tier III so-lutions.

The solutions required by the market are complex. Wärtsilä says it understands exactly what customers expect from their engines throughout the shipping value chain, from the engine manufacturer or licensee to the shipyard, and fi nally to the shipowner and operator:

The manufacturer or licen- �see wants the engine to have a very low production cost. This calls for effi cient machining and use of material. Assem-bly has been fully optimised, reducing construction man-hours.

The shipyard is looking for �an engine that is optimised for installation and does not require expensive auxiliary equipment. Shipbuilders also expect that the engine founda-tion, piping and electrical con-nections, platforms, etc., can be accommodated in a standard hull design.

The shipowner and op- �erator want an engine that is 100% available at very low op-erating costs and can easily be serviced by any crew. They do not want vessels to go off-hire because of a breakdown. The costs of fuel, lubricating oil

and maintenance should also be low.

Advantages of the Generation X enginesBased on optimum engine pa-rameters, Wärtsilä’s new Gen-eration X engines have been developed at the company’s two-stroke competence centre in Winterthur, Switzerland. They are characterised by the following:

Reliability: The engines are �based on standard design con-cepts already used in the latest RT-fl ex82, Wärtsilä X35 and X40 engines. Among the vali-dated technologies used is the time-controlled fuel injection system, which also improves operating costs.

Low total cost of ownership: �The effi ciency of the X62 and X72 is said to be signifi cantly better than that of any other engine in this segment. Com-pared with earlier generations of main engines, daily fuel con-sumption savings of as much as 10% can be achieved, accord-ing to Wärtsilä. The consump-tion of lubricating oil has also been optimised. Another ele-ment in the total cost of own-ership is engine maintenance. Since time intervals between overhauls have been improved and key components can be re-manufactured, engine main-tenance costs will be as much as 50% lower compared with those of engines in a similar power range in 2009. Because the engines are easier to use and service, highly trained crews are not needed. The commonality between the engines will cut operating costs by rationalising

Wärtsilä’s new Generation X low-speed engines will be available with IMO Tier III solutions



SPI_SPIG-12_8_31_20120710113458_514648.indd 26 10.07.2012 11:36:15

crew training and spare parts inventories for the whole fl eet. For companies with a large range of vessel types – bulkers, tankers and container ships – it will be easier to move crew members around.

Extended layout fi eld: �The Wärtsilä X62 provides an overall power range of 6,600 to 21,280 kW at 80-103 rpm, while the range of the Wärtsilä X72 is 8,880 to 28,880 kW at 69-89 rpm. Both engines are available with four to eight cylinders. The layout fi eld includes the R1/R1+ rating points, which offer additional fl exibility in selecting the most effi cient propeller speed for lowest daily fuel consumption as well as the most economical propulsion solution in terms of propeller diameter and shaft-ing. An additional de-rating potential has been introduced that can further improve over-all vessel effi ciency. Since this directly reduces CO2 emissions, Wärtsilä says it will be easier for

shipyards to satisfy Energy Effi -ciency Design Index (EEDI) re-quirements. Both the Wärtsilä X62 and the X72 offer the op-tion of a PTO (power takeoff), so demand for the ship’s auxil-iary engines can be decreased. This means even lower CO2 emissions because producing electricity with a vessel’s main engine is much more effi cient than with auxiliary engines.

Compact size: Wärtsilä �X62/72 engines are compact and lightweight. The opti-mum stroke-to-bore ratio al-lows a slimmer engine width and shorter piston dismantling height than in any other en-gine in this segment currently on the market. Combining the wide layout fi eld with the dimensioning of the engines, shipyards can use the same en-gine room module – or parts of it – in different vessel types, streamlining their design op-erations by having one model for the X62 series and one for the X72 series.

Available to orderIncreases in the price of bunker fuel are a strong incentive to re-duce fuel costs. Another reason for a new engine selection strat-egy comes from the need to cut

emissions. The Wärtsilä X62 and X72 are now available to order. The Wärtsilä X62 can be delivered by September 2013. The Wärtsilä X72 will be ready for delivery six months later.

The Wärtsilä X62 provides an overall power range of 6,600 to 21,280 kW at 80-103 rpm, while the range of the Wärtsilä X72 is 8,880 to 28,880 kW at 69-89 rpm

SPI_SPIG-12_8_31_20120710113458_514648.indd 27 10.07.2012 11:36:28

Discussion on fl ashpoint of marine distillate oil fuelsSTUDY | According to Annex VI of the MARPOL Convention, the sulphur limit of marine fuels will be reduced to 0.1% in Emission Control Areas (ECAs) by 2015, which will by then cover the Baltic and the North seas together with the North American and US Caribbean areas. Limits outside these ar-eas will be 0.5% by 2020.Depending on the availabil-ity and infrastructure of LNG and the possibility of scrubber retro fi ts, the usage of marine distillate fuel oils might be an-other option to comply with the upcoming sulphur regula-tions. Strict legislation regard-ing the fl ashpoint of the distil-late for marine fuels, however, may decrease the availability of the clean fuel. What is more, there is already a signifi cant price difference between dis-tillates and residuals, and this difference is expected to soar as a market reaction to the higher demand for distillates.On this account, the Dan-ish Shipowners’ Association (DSA) has, with funding by the Danish Maritime Fund, asked Lloyd’s Register FOBAS (the classifi cation society’s fuel analysis service) to investigate the implications of harmonis-ing the marine distillate fuel fl ashpoint with similar rules for cars. The study is now com-pleted, and according to DSA and LR FOBAS, it shows that a difference between the permis-sible fl ashpoint of distillate fuel used at sea and on land cannot be justifi ed by safety concerns. This insight would open up the possibility for a harmonisation giving ships access to a far wider range of diesel. Already in 2011, the inter-national shipping organisa-tion BIMCO and the global shipping company Maersk suggested that the time had come to review the regulatory minimum fl ashpoint limit for

marine fuels, in particular for marine distillates

Current flashpointsFor marine distillates, the cur-rent fl ashpoint set by SOLAS (International Convention for the Safety of Life at Sea) is 60°C. Defi ned fl ashpoints for road transport are 55°C in Eu-rope, 52°C in the US and Bra-zil, 50°C in Japan and 35°C in China.

Safety concernsAccording to the study, no change to the marine oil fuel minimum fl ashpoint require-ment could be considered if it any way jeopardised either crew or ship safety. However, oil fuel- originated fi res in en-gine rooms are not generally the result of the ignition of oil fuel vapour by open fl ames or similar sources. As shown by LR data reviewed from 1970 to 2011, engine room oil fuel fi res are typically initiated through oil fuel or lubricating oil, ei-ther in the form of a liquid or as a droplet spray, coming into direct contact with hot surfaces and thereby causing the oil fuel to ignite spontaneously due to having reached its autoignition temperature. This normally oc-curs when there is a failure of the oil fuel or lubricant con-tainment arrangements either in the form of a total or partial failure of a pressurised pipe (or fl exible hose) or through seepage at connections. Simi-larly, fi res in oil fuel tanks are typically initiated as a result of hot work (i.e. welding) on the exterior surface of the tank wall plating, causing oil adhering to the interior tank wall surface to ignite spontaneously (having reached the autoignition tem-perature), which then spreads over the available oil surfaces and, on attaining the required conditions, also to the oil va-pour in the tank headspace, re-sulting in a fi reball effect.

INFO BOX �

Flashpoint is a long-established parameter used to categorise the apparent fi re risk associated with oil fuels and similar products. However, the fl ashpoint value as determined by analysis represents the temperature at which suffi cient quantity of ignit-able vapour was generated under the very particu-lar conditions of that test. Therefore, the fl ashpoint temperature does not represent a ”safe” / ”unsafe” transition point; under real-world situations, a po-tentially ignitable vapour concentration could exist in the headspace of tanks where the oil fuel is at a temperature below the stated fl ashpoint. Converse-ly, where the oil fuel in a tank is at a temperature above the fl ashpoint, the vapour concentration in the headspace may not be in an ignitable condition. In either case there needs to be an ignition source for combustion to occur. In reality, in marine appli-cations an oil fuel fi re is initiated through leakage or pipe failures allowing the fuel to come into con-tact with surfaces above its autoignition tempera-ture, rather than by vapour ignition.

Nevertheless, fl ashpoint has been used as a safety parameter in petroleum safety legislation from the outset, albeit at times against somewhat arbitrar-ily set limits or due regard to the fact that it was an empirical value. The fi rst classifi cation society rules for oil fuels in 1903 included a 150°F fl ashpoint limit, together with other requirements aimed at avoiding the ignition of any vapour generated; until 1962 the rules still provided for the use of petrol or other low fl ashpoint fuels in engine rooms, how-ever.

Although to many the 60°C minimum fl ashpoint for general service fuels given in the SOLAS Conven-tion may seem to be one of the bedrocks of marine legislation, this only came with the 1981 amend-ments. The fi rst three SOLAS conventions (1914, 1929 and 1948) had placed no limit on oil fuel fl ash-point, and even the 1960 convention only required that for ”new” passenger ships the fuel used by internal combustion engines was to have a fl ash-point of not less than 43°C – a provision essentially carried over to the current 1974 convention as orig-inally adopted.

Source: Flashpoint of Marine Distillate Oil Fuels, Issues and implications associated with the harmonization of the minimum flashpoint requirement for marine distillate oil fuels with that of other users, Prepared for the Danish Ship-owners’ Association by Lloyd’s Register FOBAS:

www.danishshipping.com/press/news



SPI_SPIG-12_8_31_20120710113458_514648.indd 28 10.07.2012 11:36:30


SPI_SPIG-12_8_31_20120710113458_514648.indd 2 10.07.2012 11:36:31

Sustainable solutions

Substantial energy savings have been achieved on board Celebrity Cruise’s vessels

COMPETENCE CENTRE | In a bid to strengthen its own green footprint and to better respond to increasing demand for environmentally friendly technology solutions, Im-tech Marine has established a global “Competence Centre Green Ships”. Stephan Claus-sen, head of the competence

centre, said: “There is rising demand for green solutions and we want to concentrate our knowledge in the new centre to support our custom-ers, enabling them to become more energy-effi cient. Conse-quently, they can reduce fuel consumption, costs and emis-sions.”

Furthermore, he noted that a key part of the Imtech Marine strategy was to take a holistic approach to the ship. “Every-thing needs to be considered – automation, electrical systems, communication and naviga-tion, HVAC, shore connec-tions, lighting – in other words the complete ‘green ship’.”Imtech Marine has already considered the ‘green ship’ in its entirety and calculated that savings of up to 60% could be made in electrical energy, de-pending on the size, ship type and chosen energy-saving solu-tion. Additionally, the company says that emissions can be cut by up to 50% by applying Im-tech Marine’s green solutions.

Quick ROIUtilising smart technology means that systems are more effi cient, offering reliability, improved maintenance and ul-timately lower life-cycle costs. Customers can get a return on their investment (ROI) within two years, according to Imtech. The competence centre rep-resents a natural evolution of Imtech Marine’s build-up of knowledge in sustainable so-lutions. For many years, the company has been working on various projects that aim to re-duce energy use and improve effi ciency on ships offering signifi cant fuel savings with special diesel-electric systems or optimised routing, effi cient power management and smart grids.

Hybrid systems One of the projects Imtech Ma-rine is currently involved in is creating the world’s fi rst diesel-electric, hybrid seagoing ferries for the Scottish company Cal-edonian Maritime Assets Lim-ited (CMAL).Imtech Marine is supplying the hybrid propulsion system, which combines diesel electric with battery technology. With a total capacity of 700 kWh, the batteries can be recharged over-night by renewable energy, re-ducing fuel and CO2 emissions by at least 20%.

Fuel cellsAnother project is called “SchIBZ”. It aims to operate solid oxide fuel cells on board ships to provide electrical ener-gy. Fuel cell system integration provides increased effi ciency and reduced emissions. Fuel cells also support decentralised energy generation to suit a cer-tain operating profi le or safety requirements. If combined with waste heat recovery, fuel cells can reach effi ciencies of 85%.

HVACHVAC (heating, ventilation and air conditioning) systems are the second-heaviest energy consumers on board after the main propulsion systems. Im-tech Marine said it had been able to reduce the energy con-sumed by the air-conditioning system on board the Celebrity Solstice by 35%.



SPI_SPIG-12_8_31_20120710113458_514648.indd 30 10.07.2012 11:36:31

First shore-based power connection for oceangoing vesselsPORT OF ROTTERDAM | Eu-rope’s biggest port, Rotterdam ,has activated the fi rst shore-based power connection for seagoing vessels at its Stena Line terminal. The Swedish company’s ferries now obtain their electricity from the main-land and no longer have to run their engines to generate power while in port. This investment is said to considerably improve the air quality in the immedi-ate vicinity of the terminal. Stena Line will use the facility for four of its vessels.

Advantages of shore- based power connectionEven when the ships are not in service, there is a need for an electricity supply on board, e.g. for lighting and technical

equipment as well as refrig-erators and freezers. Therefore, when the ships are lying at the quay, some auxiliary engines are running. By connecting the ships to the local electricity grid instead, Stena Line can stop the engines. This means that the emissions of carbon dioxide can be reduced to almost zero. Another advantage of switch-ing off the auxiliary engines is that it is quieter in the harbour area.

Support from the governmentThe installation of the shore-based power was supported by the Port of Rotterdam Author-ity, the municipality of Rotter-dam and the Ministry of Infra-structure and the Environment.

The Port Authority’s contribu-tion is in line with its aim to become the most sustainable port in the world. About 300 shore-based power connections for inland shipping are now in use in the city centre. Recently a special connection for river

cruise vessels was installed as well. So far, there are no specif-ic plans for more connections for sea-going vessel because of the high investments involved. New quays, however, and reno-vated older ones are prepared for shore power in the future.

Electricity from shore will be used for the power supply on board the ferries

SAMCon – Shore Connection Systems

Phone: +49 - (0)40 - 88 25 - 2727 2 20Fax: +4+499 -- (0(0)4)400 - 88 25 - 41 [email protected] lelelece tronics.s.dede

SAMM El i G bHSAS M M ElElE ece trrononics GmGmmmbHbbBehrhriningsgsgsg trrtrtrasasasassesesese 111 1202202022222222777676763 33 HaHaHaHaHambmbmburu g . G GGererrmamamam nynynynynyy

On-Shore and Onboard Power Supply

Please visit us at SMM 2012, 4 - 7 September, Hall B6, Stand 310.

SPI_SPIG-12_8_31_20120710113458_514648.indd 31 10.07.2012 11:36:34

Effi cient adjustment of propulsion powerTRIM OPTIMISATION In the last ten years, Denmark-based FORCE Technology has done exten-sive research and development on trim optimisation. The work has been documented in various projects, and the latest study has resulted in some interesting fi ndings on the factors causing the change in propulsive power and the weight of these factors. The study has also shown which methods are the most precise in fi nding optimum trim, write Nikolaj Lemb Larsen, project manager, and Christian Schack, head of department at FORCE Technology.

The trim study was described more thor-oughly in Ship&Offshore’s GreenTech supplement in 2011; the following ar-

ticle focuses on the study’s results. Much of the trim research performed by FORCE Technology has been centred on possible savings, the results of the research being used for trim guidance. However, the physical effects that reduce the propulsive power have not been investigated thor-oughly. It has been claimed that the gain is a result of changed fl ow around the bul-bous bow. This is correct, but changes in the propulsive coeffi cients could also be a part of the performance change.

Findings in shortThe physics behind changed propulsive power when trimming a vessel have been analysed in order to detect the origin of the changes. An example has been investigated for a large cargo vessel at a partly loaded draught and reduced speed. For this draught, the propulsive power can be reduced by more than 10% with a forward trim seen relative to even keel. Approximately 80% of the reduction is caused by changes in the residual resistance coeffi cient, i.e. changes in the fl ow around the bulbous bow. The remaining 20% is from improved propul-sive effi ciency at the trimmed condition.

The performance has been investigated with model tests, RANS CFD and poten-tial theory CFD. Where the model tests were carried out as self-propulsion, the CFD was limited to calculation of the hull resistance in order to keep the cal-culation time at a reasonable level. Trim guidance with RANS CFD was found to be in line with the result from the model test. However, this was not the case for the potential theory CFD calculations, which were found to underpredict the change in performance when trimming. The basis for these fi ndings is explained in detail below.


SPECIAL GREENTECH | OPERATIONAL OPTIMISATION

SPI_SPIG-12_32_50_20120710123901_514641.indd 32 10.07.2012 12:39:09

Trimming effectsIn general, the physical effects that reduce the propulsive power (PD) when a ship is trimmed can relate to the hull resistance (RT) or the total propulsive effi ciency (ŋT) as shown in the formula

PD = RT ∙ v _____

ŋT

The speed (v) is kept constant.It is obvious that the aim is to reduce the resistance and/or increase the effi ciency in order to gain from trimming.In the following, the hull resistance and pro-pulsive effi ciency are investigated. The ef-fects are treated individually although they might be connected. The fi ndings are based on model tests unless otherwise stated.An example is made with reference to the -2.0m and 2.0m trimmed conditions seen relative to the even keel condition, a Froude number of 0.128. These trims have been chosen due to the waterline variation around the bulbous bow (Figure 1).At forward trim (-2.0m) the bulbous bow is submerged, at even keel it is at the water level, and at aft trim it is above the water level. Changes in the stern region are mod-est – the waterline moves a bit up and down the stern. Within those trims, the change in propulsive power is:

Trim -2.0m 0.0m 2.0m

ΔPD [%] -11.3% 0.0% 20.7%

Table 1: Change in propulsive power due to trim at Fn=0.128

The residual resistance coefficientThe total resistance coeffi cient can be de-scribed by the following formula:

CT = CR + (1 + k) ∙ CF + CA

Again, the aim is to reduce all values in or-der to gain from the trim. The allowance coeffi cient (CA) is normally kept constant except for vessels with a large variation in the draught, e.g. a VLCC in loaded/unloaded condition. Change in the friction resistance coeffi cient (CF) is, accord-ing to the ITTC standards, related to the Rey-nolds number for the fl ow along the hull:

CF = 0.075 ______________

(log10(Re) - 2)2

Where Re is the Reynolds number defi ned by:

Re = V ∙ Lwl ________

v

The kinematic viscosity of sea water (v) is constant for the same temperature. From (4) and (5) it can be derived that the fric-tional resistance coeffi cient is a function of the waterline length (Lwl), and that they are inversely proportional (Figure 2).The large reduction in water line length from even keel to forward trim is when the bulbous bow submerges.

Trim -2.0m 0.0m 2.0m

ΔLWL [%] -2.5% 0.0% 1.8%

Re [-] 1.91E+09 1.95E+09 2.00E+09

CF [-] 1.415E-03 1.412E-03 1.407E-03

ΔPD Lwl [%] 0.2% 0.0% -0.3%

Table 2: Change in power due to water-line length at Fn=0.128

At -2.0m trim, the waterline length has de-creased by 2.5% compared with the even keel condition. However, since inverse pro-portionality is present, the result is an in-crease in the propulsive power of only 0.2%. The effect compared with the overall savings is minimal. The form factor (1+k) is often kept constant at each draught in order to save time in the towing tank. Due to limited form factor data for the vessel in trimmed conditions, it is kept constant for now and set at 1.13 throughout this article. The resid-

ual resistance coeffi cient (CR), also called the wave resistance coeffi cient, is often said to be the effect most affected by trim (Figure 3).It can be seen in the fi gure that residual re-sistance is more than fi ve times larger at aft trim compared with forward trim.

Trim -2.0m 0.0m 2.0m

CR [-] 6.80E-05 2.34E-04 5.41E-04

ΔCR [-] 70.9% 0.0% 131.7%

ΔPD CR [%] -8.8% 0.0% 16.4%

Table 3: Change in power due to residual resistance coeffi cient at Fn=0.128

It can be concluded by comparing the sav-ings in Table 4 with Table 1 that the major part of the reduction in propulsive power is caused by changes in the residual resistance coeffi cient. By analysing the centrelines and water levels shown in Figure 2, it is easy to see that the variations relate to the changed fl ow around the bulbous bow. For the -2.0m trim, the bulbous bow is slightly submerged and should be working properly. The oppo-site is the case for the 2.0m trim condition in which the bulbous bow is above the wa-ter level and working more as an unconven-tional elongation of the waterline. Summing up the contributions from the resistance parts to the savings in propulsive power gives the following result:

Trim -2.0m 0.0m 2.0m

ΔPD S [%] -0.3% 0.0% 0.1%

ΔPD Lwl [%] 0.2% 0.0% -0.3%

ΔPD CR [%] -8.8% 0.0% 16.4%

ΔPD RT [%] -8.9% 0.0% -16.2%

Table 4: Change in propulsive power due to hull resistance at Fn=0.128

By comparison with Table 1, it can be con-cluded that changes in the hull resistance (caused by the residual resistance coeffi cient) result in most of possible savings by trim-ming the vessel. The change from the hull re-sistance is 78 to 82% of the total change.

Figure 1: Sketch of the vessel centreline and water level at the three conditions, trim = TA - TF

�

Figure 2: Waterline length as a function of trim

Figure 3: Residual resistance coeffi cient as a function of trim at Fn=0.128


SPI_SPIG-12_32_50_20120710123901_514641.indd 33 10.07.2012 12:39:16

Improved propulsive efficiencyThe hull effi ciency is a function of the thrust deduction (t) and the wake fraction (w).

ŋH = 1 – t _____ 1 – w

From (8) it can be concluded that the thrust deduction should decrease and the wake fraction increase in order to gain from trimming. The thrust deduction is a function of the propeller thrust (T) and the hull resistance.

t = T – RT ______ T

It has already been shown that the hull resistance changes when the vessel is trimmed. Naturally, the propeller thrust will also change as the speed is kept con-stant. However, the relation is not necessar-ily constant (Figure 4).The thrust deduction changes with both speed and trim. Most interesting is the peak for Fn=0.128 around -2.0m trim. This is when the propeller submergence decreases to a critical level. For the two higher speeds, the peak will come later due to increased dynamic sinkage and stern wave.

Trim -2.0m 0.0m 2.0m

t [-] 0.166 0.145 0.147

Δt [-] 14.9% 0.0% 1.7%

ΔPD t [%] 2.5% 0.0% 0.3%

Table 5: Change in power due to thrust deduction at Fn=0.128

As seen in the table, the changes in thrust deduction result in signifi cant changes in the propulsive power. However, due to (8), changes in the thrust deduction must be seen relative to changes in the wake.The wake fraction is a function of the vessel speed and the propeller infl ow velocity (VA).

w = V – VA ______

V

As the vessel speed is kept constant, chang-es in the wake fraction can only relate to the propeller infl ow velocity (Figure 5).As for the thrust deduction, there is a peak around -2.0m trim. However, here it is present for all three speeds.

Trim -2.0m 0.0m 2.0m

w [-] 0.209 0.181 0.17

Δw [-] 15.5% 0.0% -6.1%

ΔPD w [%] -3.5% 0.0% 1.3%

Table 6: Change in power due to wake fraction at Fn=0.128

It can be seen in Table 6 and Table 7 that for the forward trim the thrust deduction and wake effect balance each other, and the result is a gain of 1.0% in total.

Propeller efficiencyThe propeller effi ciency can be identifi ed in the open water curve. The curve is a non-dimensionalised result of a propeller test in open water, i.e. not in the wake of a ves-sel (Figure 6).The open water curve is plotted as a func-tion of the advance ratio , where (n) is the propeller revolution and (D) is the propel-ler diameter.

J = VA ______

n ∙ DIt has already been concluded that the propeller infl ow velocity was affected by the trim. The same goes for the resistance resulting in changed thrust and required revolutions since it is a fi xed pitch propeller.

Trim -2.0m 0.0m 2.0m

J [-] 0.751 0.752 0.729

ŋ0 [-] 0.638 0.639 0.629

Δŋ0 [-] -0.1% 0.0% -1.5%

ΔPD ŋ0 [%] 0.1% 0.0% 1.5%

Table 7: Change in power due to propel-ler effi ciency at Fn=0.128

Even minor changes in the advance ratio result in a changed propulsive power since the open water curve for the propeller ef-fi ciency is inclined for the actual advance ratio.

Relative rotative efficiencyThe relative rotative effi ciency is defi ned as the ratio between the moment on the pro-peller in open water (Qow) and moment behind the ship (Qship).

ŋrr = Qow _____

Qship

The moment measured on the ship/model differs from the moment in open water due to non-uniform fl ow and the level of turbulence (Figure 7).As for the thrust deduction and wake frac-tion, it is clearly visible when the propeller is affected by limited submergence due to forward trim.

Trim -2.0m 0.0m 2.0m

ŋRR [-] 1.005 0.988 0.982

ΔŋRR [-] 1.7% 0.0% -0,6%

ΔPD ŋRR [%] -1.7% 0.0% 0.6%

Table 8: Change in power due to relative rotative effi ciency at Fn=0.128

Also, the relative rotative effi ciency results in signifi cant power savings. Summing up the contributions from the propulsive effects to the savings in propul-sive power gives the following result:

Trim -2.0m 0.0m 2.0m

ΔPD t [%] 2.5% 0.0% 0.3%

ΔPD w [%] -3.5% 0.0% 1.3%

ΔPD ŋ0 [%] 0.1% 0.0% 1.5%

ΔPD ŋRR [%] -1.7% 0.0% 0.6%

ΔPD ŋT [%] -2.7% 0.0% 3.7%

Table 9: Change in power due to propul-sive effects at Fn=0.128

Figure 4: Thrust deduction as function of trim

Figure 5: Wake fraction as a function of trim

Figure 6: Open water curve is plotted as a function of the advanced ratio



SPI_SPIG-12_32_50_20120710123901_514641.indd 34 10.07.2012 12:39:19

The change from the propulsive effi ciency is 18-24% of the total change. Adding up the savings from changes in hull resistance and propulsive coeffi cients should give a result equal or close to the reference (Table 1):

Trim -2.0m 0.0m 2.0m

ΔPD RT [%] 8.9% 0.0% 16.2%

ΔPD ŋT [%] -2.7% 0.0% 3.7%

ΔPD [%] -11.5% 0.0% 19.9%

Ref [%] -11.3% 0.0% 20.7%

Diff [%] -0.3% 0.0% -0.7%

Table 10: Change in propulsive power due to trim at Fn=0.128

It is seen that the difference is less than 1% when compared with the reference. The difference originates in the correlation between the different effects and is not in-cluded in this analysis.It is concluded that the residual resistance coeffi cient is the factor most affected by trim. However, the propulsion affects the results at a level detectable in model tests and should not be neglected.

The difference in the methodsThe fact that most of the changed propul-sive power originates in the residual resist-ance coeffi cient makes it interesting to do tests, or alternatively CFD calculations, for the hull resistance alone. The computations are performed with the Reynolds-averaged Navier-Stokes (RANS) solver Star-CCM+ from CD-adapco and the potential theory CFD code SHIPFLOW from FLOWTECH. The RANS CFD are cal-culated in model scale, the same as the model tests, with 7,000,000 cells. The po-tential theory CFD is with 12,500 panels (Figure 8).

It is seen that there is good correlation be-tween the performance change predicted by RANS CFD, resistance and self-propul-sion model test. The propulsive coeffi cients give a distinct effect, hence the self-propulsion result de-viates some. Potential theory CFD gives a trim guidance in line with the other, with the maximum forward trim as the opti-mum. However, the savings are far more modest, and if, for example, the vessel is constrained to -1.0m trim, no gain at all is predicted. Potential theory CFD was not made for 1.5m and 2.0m due to con-vergence problems. However, this may

Figure 7: Relative rotative effi ciency as a function of trim

Figure 8: Comparison of different trim guidance methods

�

FPM client SW V2.0 – the latest generationfor evaluation of ship performanceThis software collects data from our FPR, CFM-S and CFM-T via existing ship network. The trendfunction can display up to 6h of fuel consumption and engine performance, which can be selectedfrom predefined data groups. Fleet managers can create reports based of the logged data andare able to compare across the entire fleet to find possibilities for optimization.

Fuel Performance Management Client Software

Visit us on theSMM, Hall A1.316

[email protected]


SPI_SPIG-12_32_50_20120710123901_514641.indd 35 10.07.2012 12:39:22

be expected with the highly deformed free surface in the bow region as indicated in Figure 10. Common to all of the three curves, with origin in the hull resistance, is that they predict maximum forward trim as the optimum, and if even more extreme forward trim were investigated, they might have that as the optimum. This is not the case for self-propulsion since propeller coeffi cients change for the worse for trims more forward than -2.0m.Figure 9 and Figure 10 show the fl ow around the bulbous bow at -2.0m and 2.0m trim from both model tests and cal-culated with RANS CFD. It is easy to see the increased wave generation when trimming aft, resulting in an increased residual resist-ance coeffi cient. The fl ow around the stern is somewhat unchanged as Figure 2 also in-dicates. Hence it can be concluded that the major contribution to the changed residual resistance coeffi cient is the wave generation around the bulbous bow.From the RANS CFD solution it is possi-ble to deduct the nominal wake fraction (Figure 11).It is obvious that there is a signifi cant dif-ference between the two wake curves. The wake from the model tests is the effective wake, i.e. measured during a self-propul-sion test. The RANS CFD wake is the nomi-nal wake, i.e. it originates directly from the velocity of the water at the propeller plane without the propeller present. Because the propeller infl uences the boundary layer

properties and possible separation effects, the nominal wake fraction will normally be larger than the effective wake fraction [4].However, the slope of both curves is about the same, apart from the peak at -2.0m trim at the effective/model test curve from the limitations in the propeller submergence, as discussed earlier.

Concluding remarksIt has been concluded from the analysis of model tests that the major effect result-ing in changed propulsive power when a vessel is trimmed is the residual resistance coeffi cient acting on the hull resistance. However, the propulsive coeffi cients are at a level of approximately 20% of the total savings and cannot be disregarded totally if accurate power at the specifi c condition is needed, e.g. for performance evaluation.If the result is to be used as trim guidance, a rather good result can be reached only with resistance RANS CFD calculations. The calculation time for resistance RANS CFD is at an acceptable level even for the large number of speed points needed in a trim test.In the present study, potential theory CFD strongly underpredicts the change in per-formance. The resistance varies too little when trimming the vessel and not at all for small forward trims. Therefore trim guidance based on potential theory CFD did not give practical applicable results in this case.

Future activitiesUnderstanding the physics of trim is an ongoing project. The fi ndings presented in this paper are what have been investigated so far. The current work focuses on:

Better estimation of form factor with �both model tests and various CFD calcula-tions.

Thrust deduction estimation with RANS �CFD including a volume force as propul-sion.

The correlation between nominal and �effective wake, which needs to be clarifi ed in order to use the nominal wake for pro-pulsion prediction.A trimmed ballast condition should be tested and calculated because we have of-ten found surprising results for this with large trim to the aft resulting in better pro-pulsive effi ciency.

Figure 11: Wake fraction calculated with RANS CFD and from the model tests

Figure 10: Bow wave at 2.0m trim and Fn=0.128. Model test and RANS CFD

Figure 9: Bow wave at -2.0m trim and Fn=0.128. Model test and RANS CFD



SPI_SPIG-12_32_50_20120710123901_514641.indd 36 10.07.2012 12:39:24

Fuel-effi cient navigation technologyCONTROL SYSTEMS | As the IMO has agreed on a package of regulations for re-ducing CO2 emissions caused by vessels, shipowners have to establish a Ship Energy Effi ciency Management Plan (SEEMP) to improve energy effi ciency through various factors that drive fuel consumption and emissions. The German navigation system manufac-turer Raytheon Anschütz addresses these requirements with its newly developed generation of integrated navigation and steering control systems. According to best practice guidance for fuel-effi cient opera-tions provided along with SEEMP, an opti-mised route planning with shortest routes and consideration of weather impact to-gether with optimised rudder action and course control in automatic steering are highly recommended ways to reduce fuel consumption and emissions. Raytheon Anschütz has enhanced its Synapsis ECDIS with an advanced auto-matic route planning function to calculate the shortest route between two destina-tions. In addition, the ECDIS integrates weather data to address the impact of wind and waves, swell and currents on fuel consumption. As even relatively slight changes in speed signifi cantly infl uence fuel consumption, travelling with the current or wind can positively infl uence emissions and operating costs. Travelling against the current or wind, however, can increase emissions and operating costs or hinder just-in-time arrivals. But optimised route planning cannot take full effect as long as many existing autopi-lot systems have shortcomings in effi cient rudder steering. IMO’s guidance on best

practices therefore recommends replacing older autopilots with more effi cient auto-pilot systems.The new NautoPilot 5000 features an in-tegrated heading and rudder plotter on its large colour display, which provides a graphical indication of heading changes and all used rudder angles. The indication instantaneously shows the steering performance of the autopilot due to the effects of changes to parameter settings such as rudder, counter rudder and yawing. In addition, the NP 5000 can be operated in eco-mode for an automatic adaptation to the current sea state and weather. Sub-sequently less rudder action is required,

which leads to lower levels of speed reduc-tion and thus less fuel consumption.Finally, to perform optimised ship han-dling according to SEEMP, navigators may need some support in making the right de-cision: Having all relevant parameters for fuel-effi cient ship operations available at any workplace on the integrated bridge can signifi cantly increase awareness of current trim, resistance and fuel consumption. The conning as part of an integrated navigation system can therefore be enhanced with a voyage effi ciency monitor page, which is a joint display of navigation data with engine automation data and loadmaster computer data.

Integrated weather overlay on ECDIS NautoPilot 5000

Conning voyage effi ciency monitor


SPI_SPIG-12_32_50_20120710123901_514641.indd 37 10.07.2012 12:39:25

Clean and economical shippingCONTROL TECHNOLOGY | The Hamburg-based marine supplier Hoppe Bordmesstech-nik has acquired and improved the well-established brands of Flume anti-rolling technology and the Maihak power me-ters. Its enhanced portfolio of

technologies and know-how, which now go by the name of Hoppe Marine, enables the company to offer system solu-tions for cleaner and more sus-tainable shipping operations. The main focus is on systems for ship performance monitor-

ing/optimisation, motion con-trol and bunker/ballast water management.

Ship performanceWith soaring fuel costs and the increasing need to reduce the environmental impact of shipping, even small effi ciency gains are important and can yield substantial savings. To optimise performance, the fi rst step is to know what is happen-ing on board a vessel. A Hoppe performance-moni-toring system typically consists of a Maihak shaft power meter, which can be precisely recali-brated at any time for accurate differential measuring tasks, the motion reference unit HOSIM, which was developed in-house and enables the corre-lation of measured speed-pow-er ratios with ship motions in waves, and a central processing unit with daughter screens and a data logger / analysis unit for input signals (navigational data, e.g. water depth, wind, rudder angles, speed data, ma-chinery data as fuel fl ow meter, exhaust temperatures, etc.). Optionally, Hoppe‘s dynamic speed indicator can also be used. Sophisticated but easy-to-handle analysis software facilitates learning about the ship‘s characteristics in actual operation (in addition to, or instead of, model test / CFD data input) and developing the most promising strategies for fuel savings by trim optimisa-tion as well as speed / course variation in waves and shallow water. Optionally and in combination with its tank content measuring equipment, Hoppe can provide a bunker management system that records and documents all consumption in relation to speed, weather and load condi-tions during a voyage, thereby verifying volumes and bunker invoices.

Ballast water management Simplifi ed ballast water han-dling and management is important for more than one

reason: Adjusting the opti-mum trim within a given load and stability case is as crucial as mastering the procedures to comply with upcoming IMO ballast water management and treatment regulations. Based on its references for remote valve controls and tank gaug-ing systems, Hoppe now offers complete ballast management systems that can integrate all aspects of a vessel as well as all kinds of treatment units, as the shipowner chooses. A loading computer unit enables the master to optimise ballast operations in terms of criteria such as minimum discharge or treatment, minimum bal-last and optimum trim for the load case, and to perform them, if requested, with a few semi-automatic steps only. The system also provides full documentation of ballast wa-ter operations, in line with up-coming IMO requirements.

Passive anti-rolling systemThe benefi ts of both functions, ship performance and ballast water management, can also be combined with Hoppe Ma-rine‘s motion control systems, particularly with the Flume passive anti-rolling system, which reduces roll amplitudes by more than 20%, often near-ly 50%, in all sea states. This helps to offset the increased roll angles, which are a known consequence of lower speed and thus lower self-stabilisa-tion in slow steaming mode. According to studies recently done by Flume for major con-tainer ship clients, a speed re-duction from 18 to 11 knots can generate 10-15% larger roll angles in the same load and sea conditions. Passive roll damp-ing with a Flume tank lowers container-lashing forces con-siderably and could thus even enable heavier TEU in top tiers or contribute to more fl exible container stowage on deck. A Flume system also suppresses parametric rolling – less mo-tion in waves leads to lower fuel consumption.

Screenshot: engine load

Screenshot: propulsion effi iciency

Control system for ballast water management



SPI_SPIG-12_32_50_20120710123901_514641.indd 38 10.07.2012 12:39:31

Holistic approach to energy effi ciency MARINE GUIDE | Shipowners and operators wishing to opti-mise energy effi ciency on their vessels should apply a compre-hensive approach, i.e. undertake an energy management pro-gramme before installing fuel-saving equipment or systems on board their vessels, according to the classifi cation society ABS.Conformance to an energy management system (EnMS) as part of wider marine health, safety, quality, environmental and energy (HSQEEn) certifi ca-tion can provide owners with a roadmap that can deliver ener-gy effi ciency measures that are practical and appropriate for their particular tonnage.ABS says it has noted an in-creased level of enquiry from clients seeking advice and as-sistance with energy-saving measures as fuel costs continue to increase and environmental regulation evolves. In response,

it has published an updated ma-rine HSQEEn guide to equip cli-ents with new tools to enhance marine management practices and achieve energy-effi cient ship operations.The updated guide builds upon the existing HSQE programme, which provides the framework for an integrated marine man-agement system. With avail-ability of the ISO 50001 energy management standard, it be-came more important to create a programme that could be in-tegrated into this existing vol-untary certifi cation, according to Hemant Juneja, director of Management Systems Certifi ca-tion at ABS. “The cost of energy is a major factor for owners, and the pro-jected cost of bunkers will con-tinue to have a signifi cant impact on the bottom line. An 8,000-10,000 TEU container ship op-erating at economic speed burns

around 150 tonnes of fuel a day. So the energy cost for just one vessel could be in excess of USD 3 million per year in normal trading. For a fl eet of 20 ships, the total bunker cost could be USD 650 million,” he said.Adopting a programme that improves energy performance and decreases consumption can have a dramatic impact. “In the above example, a 1% reduction achieved over one year equals USD 6.5 million; so this stand-ard can easily translate into solid cost savings for owners or operators,” Juneja added.The EnMS is based on a process of continual improvement that begins with reviewing energy use, continues with onboard monitoring and ultimately al-lows owners to take action based on lessons learned. This makes the guide fully compatible with the IMO’s mandatory Ship Ener-gy Effi ciency Management Plan

(SEEMP), which can provide the action plan for energy savings.The programme has been de-signed as an additional layer in the existing mandatory ISM Code, meaning that it can be integrated with the ship-specifi c SEEMP in the onboard safety management system. And in the current economic climate, where owners are evaluating a range of energy effi ciency devices and concepts, Juneja says an EnMs plan should be considered as the fi rst step in the process.Because shipowners must be in compliance with ISM, adopting an EnMs can be a relatively sim-ple process, comprising a review of current energy use, a gap anal-ysis and an upgrade of the exist-ing management system. This process is followed by a stage one audit to verify readiness to proceed. Final certifi cation nor-mally can be completed within three to six months.


SPI_SPIG-12_32_50_20120710123901_514641.indd 39 10.07.2012 12:39:35

Controlling fuel consumptionTRANSAS WAVE | Optimising the per-formance of a vessel, saving fuel at sea and reducing environmental impact require in-telligent systems that constantly monitor, measure, compare and analyse. With Transas Wave, Transas, a developer and supplier of IT solutions for the marine industry, says it has created a simple and fl exible system for measuring, recording and displaying data needed for increased awareness on board and analyses ashore.In 2009 the IMO’s Marine Environment Protection Committee (MEPC) agreed to circulate the guidance for the development of a Ship Energy Effi ciency Management Plan (SEEMP) to assist shipping companies in managing their environmental perform-ance. So far, implementation of SEEMP has been voluntary. Beginning on January 1st 2013, SEEMP becomes mandatory under IMO MARPOL Annex VI. SEEMP should be developed as a ship-specifi c plan by the shipowner, operator or any other party concerned, and should in-clude four key steps: planning, implemen-tation, monitoring and self-evaluation and improvement. MEPC. 1/Circ.683 provides “Guidance on Best Practices for Fuel-Effi cient Operation of Ships”, detailing a number of energy im-provement methods for potential adoption within each ship’s SEEMP. “Fuel-Effi cient Operations” is the fi rst category on the list. The following parameters infl uence the fuel consumption on board a vessel:

Speed vs. time of arrival, �Trim, �Number of engines used, �Pitch vs. RPM, �Wind, �Friction through water, �Water depth (UKC) squat vs. speed, �Tide and current, �Route planning. �

Several case studies have shown that fuel savings of 1-2% can be achieved just by displaying actual consumption to the crew. Together with the decision support system and more active work, more than 5% in savings is said to be realistic.

Comprehensive monitoring toolTransas Wave has been developed to pro-vide online decision support in which in-stantaneous consumption as well as con-sumption per sailed distance is presented in a clear and easy way. Awareness of how speed, trim, draught and other parameters affect fuel consumption is crucial if consumption is to be decreased. Transas Wave is installed on the bridge and uses information from the vessel’s naviga-tion sensors, fl ow meter, engine data and emission sensors. Transas Wave is a modular concept ready for the new MARPOL requirements. The system starts with the basic module Wave Viewer. GPS, LOG and one fl ow meter are the minimum sensors needed to display and calculate the consumption. Transas marine computers are used as a platform for Transas Wave, allowing the connection

of four sensors via internal NMEA ports and fl ow meter via inbuilt modbus. It is a scalable system that can be fully in-tegrated with Transas ECDIS and weather data for fuel and speed optimisation along the route, including generation of reports related to route. By adding cargo load and fuel price per tonne for each voyage, Transas Wave can display both the EEOI (Energy Effi ciency Operational Indicator) and the fuel cost for a particu-lar voyage.The system also uses input data from ad-ditional sensors like:

Positioning, �Gyrocompass, �Speed log, �Magnetic compass, �Echo sounder, �Wind sensor, �Water temperature indicator, �Customised NMEA sentences, �Trim system, �Engine information, �Drive shaft power / generator. �

Each voyage’s automatically logged and re-corded data can be imported in Excel or a database for further analysis and playback.

Various factors of the ocean affect a vessel’s fuel consumption

®

��

�� !�"��#��$%�� !�"��#��

��&'��(�)�*�#��+�,'�(�*�� !�"��+��+��$%�� !�"��+��

�� !��!�"�� #$�� !�� %&�� '�� ' � �!�� '��!��#��(�!� '��

��)��*+��)�,-*.��)��-��

��/��!��$ �� 0��'###0��!��$ �� 0��

1�� !��2234%3��5'� ��0647


SPI_SPIG-12_32_50_20120710123901_514641.indd 40 10.07.2012 12:39:36

Reducing emissions with the help of IT

Fuel monitoring for tugs and offshore vessels

EMISSIONMANAGER | Oceangoing ves-sels are the most effi cient means of trans-port. As 90% of global trade is handled by shipping, there is increasing scrutiny of ves-sels’ emissions, however: to air (SOx, NOx, CO2) but also to land (garbage, chemicals) and to water (ballast water, coating). With a challenging timeline for emissions re-duction by 2020, the classifi cation society Germanischer Lloyd (GL) has developed what it calls the GL EmissionsManager to be available at the end of 2012. In today’s shipping operations, a lot of re-porting is done from vessel to shore, such as daily noon reports, arrival / departure re-ports, begin / end of SOx Emission Control Area (SECA), stoppage, fuel changeover, bunker delivery, etc. Many of these reports are done twice, one for the charterer and

one for the ship manager. “If you send the data as an e-mail or Excel attachment to an e-mail, it is lost the minute you send it out,” said Torsten Büssow, vice president of GL Maritime Software “No re-usage is pos-sible for additional purposes.”However, the content of these reports is highly valuable. The information includes the ship’s speed, position, fuel consump-tion, lubes consumption and more on a specifi c voyage. “We found out that ship-ping companies already have all of the information available today for compre-hensive emission management and also for good fl eet analysis, for example on fuel consumption,” said Büssow.According to GL, the challenge, which is to structure and capture the information in the right way to be used for these purposes,

can be overcome with a smart and easy-to-use software solution like the GL Emission-Manager. The software offers the following features:

Recording of all relevant voyage and op- �erational data in the current noon, arrival, stoppage, etc. reports, as done today, but in a small onboard tool (not an e-mail);

Sending these data ashore to the GL �GreenServer and

• pushing the current e-mails to differ-ent parties in different formats

• logging, structuring and keeping the information for comprehensive fl eet analysis, e.g. for EEOI and standard environmental reports, e.g. in CCWG, ESI, CSI standards;

Allowing these data inventories to be �certifi ed for consistency and reliability.

CFM-T | Tugboats and other offshore vessels have different requirements than oceangoing ships. To save fuel costs, measures like optimising engine tuning and hull design can be taken. However, due to the nature of operation, the most benefi t can be achieved with control and cost awareness, according to Switzerland-based Aquametro. To meet customers’ de-mands, the company has introduced the Contoil Fuel Monitoring – Tug (CFM-T) system.CFM-T uses the well-established Contoil mechanical fl ow meters, with a precision of 0.1-0.3%. The central PLC processes pulses from fl ow meters in the supply and return lines of up to eight engines, two Pt100 temperature sensors, analogue

inputs from two tank level sensors and a GPS signal. The 5.7-inch touch screen displays real-time consumption, speed and rpm, and is

located either in the engine room or in the wheelhouse. Additionally, trip and tank information, distance and noon-to-noon reporting are displayed. Optionally, an 8.4-inch touch screen panel PC can be connected in the wheelhouse, for trending and more detailed reporting options. Tamper-proof data and reports are transferred to local computers or to shore via Ethernet. The GPS-assisted voyage administration records all trips and makes trips reports. The various operation modes (e.g. wait-ing, standby, working, anchor) make data analysis easier and is said to have many advantages over more disparate measures like fuel dying, satellite tracking, intensive reporting or physical presence.

CFM-T panel PC

Best Maritime Technology


SPI_SPIG-12_32_50_20120710123901_514641.indd 41 10.07.2012 12:39:53

Compliance with ballast water management convention

BWM The Internation-al Convention for the Control and Manage-ment of Ships’ Ballast Water and Sediments (BWM Convention) is expected to enter into force in 2014 at the earliest. To help shipowners comply with the up-coming regulations, a number of guidelines have been developed. One of them is “Ballast Water: The Guide”, recently published by UK-based service provider Fathom.

It is estimated that the mer-chant shipping fl eet trans-ports up to 12 billion tonnes

of ballast water around the globe annually. To prevent non-native species from invading alien ecosystems, in 2004 the IMO adopted the International Convention for the Control and Management of Ships’ Ballast Water and Sedi-ments (BWM Convention). It re-quires ships to conduct a ballast water exchange or meet a con-centration-based ballast water discharge standard in accordance

with a gradually implemented schedule linked to the ship’s build date and amount of ballast on board. Since vessels have not been designed and equipped to treat ballast water, installation of a ballast water management system is necessary to ensure conformity with the strict water quality standards set in what is known as Regulation D2.However, the BWM Convention has yet to reach the required number of signatories for for-mal ratifi cation. Entry into force will occur twelve months after

ratifi cation by 30 states repre-senting 35% of world merchant shipping gross tonnage.There are many installation challenges to overcome, such as compatibility with existing bal-last pumps and tank stripping ejectors, as well as space, power and safety concerns. Careful con-sideration must also be given to how performance may vary as operating conditions – e.g. sedi-ment content, algae, salinity and temperature – change. Initial purchase and installation costs are obvious factors, but operat-

ing costs over the life of the ves-sel need to be calculated, too.

Demonstrating compliance In cooperation with the classi-fi cation society ABS, UK-based Fathom, a provider of market in-telligence products and services for the marine and energy indus-tries, has published “Ballast Wa-ter: The Guide”. It says the guide is an essential tool for shipown-ers in navigating the USD 30 bil-lion ballast water management market and complying with up-coming regulations.

RWO’s CleanBallast® system

Examples of ballast water treatment systems

The Coldharbour Marine inert-gas system has been optimised for large tankers, LNG/LPG carriers and IGG-equipped bulkers

The Westfalia Separator® BallastMaster


SPECIAL GREENTECH | BALLAST WATER TREATMENT

SPI_SPIG-12_32_50_20120710123901_514641.indd 42 10.07.2012 12:39:54

Predicted take-up of BWT systems Source: Lloyd‘s Register

Installation of systemsIn response to the regulatory requirements, a substantial number of ballast water treat-ment technologies have been developed by various manu-facturers. They can be grouped into three broad categories: mechanical, physical and chemical. According to Fathom’s guide, the design and installation of a ballast water management sys-tem is to comply with the fol-lowing:

The treatment rated capac- �ity (TRC) is to be suffi cient to meet the ship’s ballast capacity and normal ballast operations rate;

Capable of operating ef- �fectively at the minimum dis-charge rate of the ballast pumps or stripping system;

Capable of operating effec- �tively with all connected ballast system pumps and eductors;

Capable of effectively treat- �ing all ballast water regardless of tank location, size or structure;

Provide for ballast fl ow to �the furthermost tanks at maxi-mum capacity stated in the ship’s BWMS specifi cation;

Shall not adversely affect �any parts, materials, equip-ment, structures or coatings;

Shall not exceed the electri- �cal generating capacity of the shipboard power supply under normal operating conditions in port;

Shall not discharge hazard- �ous vapours or by-products to the atmosphere, other than as considered in the type approval of the BWMS;

All parts of the BWMS are to �be easily accessible for inspec-tion and maintenance;

Have suitable bypasses or �overrides to protect the safety of the ship and personnel in the event of an emergency;

All requirements, restrictions �and conditions identifi ed in the type approval certifi cate issued by the IMO member state. The ballast water management system may be installed at vari-ous locations throughout a ves-sel. The acceptability of the loca-tion and arrangement depend on the type of treatment system under consideration, the instal-lation specifi cations and the type of vessel involved. Each installa-tion must be carefully evaluated to verify that potential safety concerns and pollution hazards are adequately addressed, ac-cording to Fathom’s guide.The publication can be accessed at www.fathomshipping.com/Guides

GLOBAL DEMAND FOR SYSTEMS �

Globally 68,000 ships need to get ready for compliance with the BWM Convention. However, it is questionable whether shipyards, equipment manufacturers, class societies and others will be able to meet the demands on time.To demonstrate the risk of possible bottlenecks in the installation and retrofi t of ballast water treatment systems, the classifi cation society Lloyd’s Register has created the following diagram, show-ing the upcoming global demand for treatment systems:

Industry

RIGHT ON COURSE WITH EXPERTISE ON BOARD

Our innovative filtration and separation systems are on

board throughout the world and make for an uncompro-

misingly clean performance in bilge and ballast water

treatment, sea water desalination, and the cleaning and

purification of fuels, lubricating oil, and hydraulic fluids.

MAHLE‘s high-quality and extremely reliable engine com-

ponents such as pistons, piston pins and rings, cylinder

liners, valve train systems, and camshafts are the driving

force for powerful diesel engines.

As a development and systems partner to our customers,

we make a significant contribution to improving safety and

efficiency, as well as controlling water pollution worldwide.

www.mahle-industry.com

SPI_SPIG-12_32_50_20120710123901_514641.indd 43 10.07.2012 12:40:19

Integrated waste management concepts THE CONVERTER® Modern waste management systems ensure sustainable explora-tion in sensitive ecosystems, fulfi lling both ecological and economic expectations. Germany-based Deerberg-Systems has come up with what it calls the Converter® as a solution for current waste management chal-lenges on board various types of ships and in off-shore applications, too.

More than 900 vessels have so far been equipped with waste man-agement systems and compo-

nents from the Oldenburg-based com-pany Deerberg-Systems. Every installation needs to be a bespoke solution catering to the individual requirements of each vessel in terms of vessel type, persons on board and operational task and profi le.The key driver in the development of the systems has always been the cruise indus-try. Having the largest number of persons on board and hence large waste streams to handle, cruise lines are naturally interested in protecting the oceans they sail on. But international naval forces, ferry op-erators, superyacht owners and offshore operators also recognise the need for en-vironmental protection systems and make

sure that their ships’ specifi cations include adequate system descriptions. Modern waste management systems today are highly integrated and designed to al-most automatically handle accumulating waste, often exceeding the highest interna-tional standards. Solid waste, food and wet waste, recyclables, oily waste, hazardous and medical waste and large amount of grey- and blackwater as well as the gener-ated bio-residues have to be managed with the lowest possible environmental impact and at the lowest possible cost. Ecological and economic interests go hand in hand and are equally important. Other drivers in the development of ma-rine environmental technology are interna-tional, but more important are the regional rules and regulations that have become

increasingly stringent in recent years. The regulations for wastewater discharge, espe-cially those of HELCOM and the US state of Alaska, have had a massive impact on the development of advanced wastewater treatment (AWT) systems. With the intro-duction of AWT systems, the challenge of managing huge amounts of bio residues entered the agenda. Complex pre-treat-ment systems with decanters and polymer injection combined with biowaste dryers have had to be developed to ensure that only clear effl uent is released overboard.Having an equally massive impact on tech-nical specifi cations and the way waste is handled today is the continuing limitation or prohibition of incineration in ports, coastal and special emission control areas. As most waste management concepts are based on incineration systems, which de-liver the best result with regard to volume and weight reduction along with a sterile end product, future-oriented technologies have to be developed to make sure that owners and operators can manage their waste with the same effi ciency and a com-parably low environmental impact. Par-ticularly in need of alternative solutions are ships that operate mainly in restricted waters and offshore applications continu-ously located in these areas.After intensive research into various possi-ble technologies, Deerberg has developed what it calls the Converter. “The Convert-er® is not a replacement for onboard waste management systems but a complement to them. It provides volume and weight

s

s, d

®

o far man-mpo-com-

sure that their ships’ specifi cations in lllclcludududududeeee adequate system descriptions. Modern waste management systems today are highly integrated and designed to al-

inininincrcrcreaeaeaea isisisisingngngnggggllylylylyyy s ss sstrtrtrtrt ininininingeg nt in recent years. Theregulatiions for wastewater discharge, espe-cially those of HELCOM and the US stateof Alaska, have had a massive impact on

f d d t t

All kinds of waste need to be managed with the lowest possible environmental impact


SPECIAL GREENTECH | WASTE/WATER MANAGEMENT

SPI_SPIG-12_32_50_20120710123901_514641.indd 44 10.07.2012 12:40:20

reduction, a sterile end product and, im-portantly, has no air emissions, so it can be operated 24 hours a day. In a single cycle, it converts all waste including dry waste, food waste, plastics, glass, fabrics, and even metal into a sterile fl uff. This fl uff, which is highly energetic, can then be compacted into briquettes and, when taken ashore, incinerated for energy. So the Converter is a perfect answer to current waste manage-ment problems on board a large number of ships and especially offshore installations. The unit is available in many sizes and can be installed as a stand-alone or integrated system,” said Jochen Deerberg, owner and CEO of Deerberg-Systems.After intensively working on the estab-lished markets, Deerberg is now looking to expand into new business fi elds such as the offshore industry. The booming arctic oil and gas exploration sector is of especial interest since it requires the most advanced systems and solutions for sustainable ex-ploration in this unique and sensitive ecosystem. In recent months Deerberg has therefore targeted the Russian oil and gas industry, which has the largest share of Arc-tic reserves, to partner at the initial stage of development.

Environmental seminar in RussiaTo share its expertise, Deerberg recently or-ganised an environmental seminar for the Russian maritime industry in the new Cen-tral Naval Museum in St Petersburg. The importance of such an event at this time was underlined by the support of the Rus-sian Ministry of Economics and Trade, the Admiral Makarov State Maritime Academy, the Krylov Central Research Institute for Shipbuilding, the Russian Maritime Regis-ter of Shipping and the Russian branch of Germanischer Lloyd. Deerberg presented its concepts and solu-tions for various offshore applications and extensively outlined an integrated concept on how the tasks could be mastered. The participants agreed that the technical and environmental challenges as well as the ne-cessity for optimum environmental stand-ards could not be much higher in the harsh and sensitive Arctic environment. Solutions for supply vessels, platforms, ac-commodation vessels, cable and pipe lay-ers as well as for a central garbage collec-tion vessel were discussed. As the offshore operations are taking place in several more or less closed areas, it makes sense to in-clude planning of dedicated onshore re-ception facilities for the fi nal disposal and utilisation of the landed waste. Two alternative concepts were discussed by presenters and participants.

Centralised waste treatment concept: �Each individual vessel, platform or off-shore application has its own equipment

to treat the different kinds of garbage on board: a converter to handle solid and food waste and an advanced wastewater treatment plant to treat all wastewater streams. The produced fl uff could be tak-en ashore to a central incineration plant, equipped with fl ue gas treatment and en-ergy recovery components to utilise the energy that it contains. Bio residues from the AWT plant would be given to a dedi-cated shore facility.

Larger applications would include an �AWT interface, with decanters and dryers, which would also allow treatment (con-version) of bio residues so that only fl uff would have to be brought ashore. Heat or electricity could be produced in the central incineration system with energy recovery and utilised for various purposes.

The decentralised approach includes a �garbage collection vessel or supply vessel with a central treatment facility to handle the total amount of waste produced by the serviced stations. Equipped with a waste treatment system having a capacity for all serviced stations, it could go from platform to platform to collect and centrally man-age all waste streams in one effi cient plant, rather than managing it in several decen-tralised ones. The installed waste manage-ment system would contain large storage tanks and spaces and treat the collected garbage in a converter plant connected to a large AWT interface for bio residues. The produced fl uff would be brought to the central onshore incineration facility equipped with fl ue gas treatment and en-ergy recovery.

Hall A3 - 309

Klüber Lubrication has developed readily biodegradable lubricants in close cooperation with OEMs and ship owners. These products meet all requirements in terms of performance, reliability and service life while at the same time supporting environmental protection at sea.

This applies not only to the critical friction points below the water line but also to many other onboard applications. Klüber Lubrication ��

��[email protected]

Biodegradable lubricants: Powerful, naturally.

your global specialist


SPI_SPIG-12_32_50_20120710123 01_514641.indd 45 10.07.2012 12:40:25

Electrolytic treatment of black- and greywaterSEWAGE HANDLING US-based Severn Trent De Nora has developed what it calls a safe and effective sewage treatment that oxidises sewage in an electrolytic process. Among other places, it has been successfully installed on board fl oating houses for fi shermen in South America.

Offshore oil and gas operations and oceangoing vessels generate sewage that can contain contaminants hav-

ing a detrimental effect on water quality and the overall marine environment. As a result, marine sewage treatment systems are required to lessen the environmental impact. The MEPC.159(55) effl uent stand-ards adopted by the International Mari-time Organization’s Marine Environment Protection Committee apply to all sewage treatment systems installed on board on or after January 1st 2010. Severn Trent De Nora offers Omnipure™ Series 55 marine sewage treatment sys-tems for effective electrolytic treatment of both black- and greywater while provid-ing a safe and sanitary method of han-dling solids. The company says they are the only marine sewage treatment systems that oxidise sewage through an electro-lytic process and also generate sodium hypochlorite for the disinfection of the sewage streams. The Omnipure Series 55 systems incor-porate an advanced electrolytic process that imposes certain physical and chemi-cal changes on the wastewater stream as it passes through the treatment system, re-

sulting in wastewater effl uent quality well within the MEPC.159(55) requirements. The process does not require handling of waste solids from raw, untreated infl uent. Instead, concentrated solids are automati-cally removed in situ to the treatment process. Furthermore, the Omnipure Se-ries 55 systems accommodate the removal of the total suspended solids (TSS) after treatment via an electrocoagulation cell technology that causes the TSS particles to agglomerate and settle into concentra-tion areas of the unit’s process tanks. The solids are then automatically removed during the normal treatment process by an automated valve sequence that does not disrupt or stop the treatment proc-ess. There is no physical handling of the solids. Instead, they are disinfected by the sodium hypochlorite solution produced by the unit, making subsequent handling easily managed by any number of collec-tion means.Severn Trent de Nora offers two solids han-dling system options with the Omnipure process: a bagging unit and a centrifuge unit. Each option is said to offer a conven-ient, sanitary method of solids capturing, handling and disposal.

The solids bagging system allows the wet solids to mix with a small amount of pol-ymer and then be deposited in fi lter bags that can hold up to 15 kg (33 lbs) of 8 to 10% solids. Dirty or spent bags are eas-ily removed and disposed of or inciner-ated. If allowed to dewater to a 10% con-centration or higher, the waste from this method can be considered Class B sludge, which is safe for landfi ll disposal.The centrifuge system allows for automat-ic handling of wet solids and provides for dewatered solids that can be disposed of by traditional waste management meth-ods. Also classifi ed as Class B sludge, the dry solids are discharged into a container, drum or tote for easy disposal. The de-watered solids produced are normally of a concentration between 15-18%.

Latest technology in the Chilean fish farming industryThe highly regulated Chilean fi sh farm-ing industry is focused on promoting sustainable environmental practices and optimal sanitary levels throughout the region in an effort to protect the sensitive coastal waterways. Salmon farming prac-tices are governed by these sustainable

Omnipure™ Series 55 marine sewage treatment system Floating accommodations for fi shermen in Chile


SPECIAL GREENTECH | WASTE/WATER MANAGEMENT

SPI_SPIG-12_32_50_20120710123 01_514641.indd 46 10.07.2012 12:40:26

Platform for ship waste managementSWANET® | Ship Waste Agency, a French maritime e-service start-up founded in 2010, has launched what it calls a new and dynamic solution to ease and improve the ship waste management process directly from ship to shore. It says its Internet-based platform Swanet® is a combination of two modules uniting the collaborative actions of all maritime actors, from the vessel that generates the waste to the centre that will treat it. This means that for the fi rst time shipowners, agents, waste collectors and port authori-ties can be involved in a shared, secure connection having access to data that needs entering only once, in a declarative process providing full traceability of waste. They will also benefi t from reports gener-ated from data on the operations, saving time and money.

Onboard application Swaboard® is the onboard application that allows ship masters to generate electronic copies of waste fl ow data from the vessel: waste generated, treated, rejected at sea, in-cinerated, or to be discharged at the next port of call.The 60MB application includes several databases such as “World Ports & Termi-nals”, “MARPOL Annex and Categories”, and more than 20,000 waste components in order to accelerate completion by the shoreside platform of documents required for the new declarative waste process. Swaboard® has been designed to record all onboard waste operations via the onboard waste management tool (OBWM). The OBWM allows operators to quickly and ac-curately describe any onboard waste opera-

tion by recording all elements: date, time, coordinates, speed, waste tank, waste type, process used, output location of potential residual process treatment in accordance with MARPOL. Data captured by Swaboard® will be sent to the shoreside platform, called Swashore®, through an Internet connection or SMTP. (via SMTP by enclosing the output data fi le to an e-mail). Files sent will not exceed 100KB to avoid excessive communication costs.

Solution for onshore usersWaste data arriving at the Swashore® plat-form can be accessed by authorised ship agents. It can be obtained in advance and the following documents can be issued at any stage of the process:

The electronic advance notifi cation �form for waste delivery (e-ANF), a com-plete description of onboard waste for faxing, e-mailing or transferring automati-cally into the port’s IT system.

The electronic waste unloading re- �quest (e-WUR): a detailed e-document used to inform the selected waste col-lector of waste specifi cations to be un-loaded. Data on vessel specifi cations will be included to optimise the unloading process.

The electronic waste delivery receipt �(e-WDR) that will be fi nalised by the se-lected waste collector and validated by lo-cal authorities. Swanet® can be obtained by an annual subscription.

Swanet® unites the collaborative actions of all maritime players

environmental practices, contributing to the excellent ocean ographic conditions found along Chile’s coastline.The Chilean authority Dirección General de Territorio Maritimo y Marina Mer-cante (DGTM yMM), having subscribed to MARPOL and IMO treaties since 1994, requires that all discharges into local wa-terways meet the IMO MEPC.159(55) ef-fl uent standards. The industrial salmon farming industry in Chile has boomed over the last 20 years, making Chile the second-largest global producer of salmon after Norway. The year 2011 was one of growth for the Chilean salmon industry, which experienced a 51% growth rate over the prior year and reached a high of USD 352 million in exports.

Floating houses, made of concrete, of-fer comfortable arrangements for fi sher-men based on site to manage and work the salmon fi sheries. The houses include modern amenities along with water and wastewater systems to manage the po-table water and grey/black wastewater treatment demands. A typical house has anywhere from 15 to 30 workers living on board at any given time.In an effort to meet the Chilean govern-ment’s regulatory requirements on sew-age discharge from fi sheries and their op-erational facilities, local fi sheries selected the Mariner Omnipure® Series M55 from Severn Trent De Nora for use at more than ten Chilean salmon fi sheries after evaluating a wide range of commercially

available marine sewage treatment sys-tems.Using the same electrolytic disinfection technology as the Omnipure™ Series 55, the Mariner Omnipure system is provided as a lightweight, self-contained confi gura-tion that is easily wall-mounted into con-fi ned spaces found on board the fl oating accommodations. Utilising the natural seawater of the fi shery itself, the Mariner Omnipure electrolytic treatment process effectively destroys the fecal coliform and pathogens in the wastewater collected on board the houses. Treated effl uent is then discharged into the surrounding water without any envi-ronmental impact or stress on the salmon themselves.


SPI_SPIG-12_32_50_20120710123 01_514641.indd 47 10.07.2012 12:40:27

Shark skin morphology and hydrodynamic propertiesBIOMIMETIC SURFACE Shark skin has attracted the interest of biomimetic engineering due to its postulated drag-reducing and antifouling properties. Several companies and research institu-tions have developed artifi cial surfaces for underwater coatings, claiming a biomimetic ap-proach based on the structure and function of shark skin. Upon closer look, however, most of these surfaces have either no or only crude similarities to the skin of sharks. Furthermore, the scientifi c debate on the basic mechanisms of shark skin’s ability to reduce drag is still going on. The following review by Bernd Daehne and Burkard Watermann from LimnoMar, the Laboratory for Aquatic Research, Hamburg / Norderney, aims to address the current state of the discussion and describe the diffi culties in creating a biomimetic surface.

Fast-swimming fi sh like sail-fi sh, tuna and shark have been the subject of numer-

ous investigations on swim-ming behaviour, body mor-phology and skin topography to reveal their hydrodynamic properties. Like submarines, animals swimming through the water experience three types of drag that impede their move-ment: form drag due to a dif-ference in pressure around the body (residual resistance in ships), drag due to lift (ditto), and skin friction due to bound-ary layer formation (frictional resistance in ships). To achieve low friction along a ship’s hull, the application of coatings with a smooth surface was postulat-ed as an optimal condition. The development of self-polishing

polymers for underwater coat-ings seemed to fulfi l the require-ments of fouling prevention and drag reduction, creating a smooth surface. As the mucus of fi sh species like sailfi sh or tuna is one of the most effective surface layers for drag reduction (as high as 60%), its hydrody-namic properties have attracted much attention by researchers seeking to optimise smooth coatings (Hoyt, 1975; Bushnell and Moore, 1991).In contrast to most fi sh spe-cies, the skin of sharks is not covered by slime but is rough like sandpaper. It contains only few unicellular mucous cells, without producing a slimy layer on top of the scales. Neverthe-less, the thin mucous layer in between the scales seems to

facilitate the vortex generation on shark scales (Figure 1), and induce a ”fl uid roller bearing” effect (Bhushan, 2010; Videler, 1995). As some shark species are very fast swimmers and have adapted their morphology in 450 million-years of evolution, it can be assumed that even a “rough” surface exhibits favour-able properties with regard to mechanical protection, disease prevention and hydrodynamics.

Scales The presence of hard placoid scales (dermal denticles) in the skin of elasmobranch fi sh has been noted for as long as sharks have been caught and has served as an attractive mod-el for shipbuilders. Due to its structure, shark skin has been

used as sandpaper and as a cov-er for weapons. Indeed, shark skin has several functions. Its protection against mechanical damage and its hydrodynamic properties seem to be espe-cially important, having been ”optimised” in the evolution-ary process and exhibiting as-tonishing properties. Since the Reynolds number of fast sharks is comparatively high (Re ap-proximately 106 – 107, calcu-lated with the body length), potential drag-reducing mecha-nisms derived from sharks are attracting research projects on the development of technical drag-reducing surfaces with ap-plications in aerodynamics and hydrodynamics. A substantial body of literature deals with the morphology of

Figure 1: Skin near the gills of bonnethead shark (Sphyrna tiburo) with rounded scales and mucus- producing cells (mc) between the scales creating the ”fl uid roller bearing” effect , drm = skin, bar = 50 μm

Figure 2: Skin of bonnethead shark (Sphyrna tiburo), transversal section of placoid scale with riblets (arrows). psc = placoid scale, drm = skin, bar = 50 μm


SPECIAL GREENTECH | SURFACE TECHNOLOGY

SPI_SPIG-12_32_50_20120710123 01_514641.indd 48 10.07.2012 12:40:28

shark skin and has revealed basic evidence of the following aspects:

Squamation of all recent �and many fossil groups of sharks consist of non-growing placoid scales.

The morphology of shark �scales essentially differs accord-ing to the sharks’ mode of life. Reif (1985) differentiated four groups: (1) sharks living in rocky substrates like coral reefs with knob-shaped abrasion resistant scales, (2) demersal sharks on soft bottoms with spine-shaped scales to prevent settlement by ectoparasites, (3) luminescent deepwater sharks with scales providing spaces for photo-phores and (4) fast offshore predators forming scales with crowns and ridges (Figure 1).

Hydrodynamic aspectsThe scales of fast-swimming sharks have fl at crowns that overlap each other to vary-ing degrees and are covered

by sharp, V-shaped ridges and rounded, U-shaped valleys in between. The orientation of the ridges is generally in the body axis. Depending on the size, each scale has three to seven ridges with spacing of 30 – 100 μm (Figure 2), the spacing varying slightly within a species according to the body region (Reif and Dinkelacker, 1982). In most of the 30 species inves-tigated up to now, the spacings are under 100 μm. Fast-swimming sharks can reach speeds of up to 10 – 20 m/sec, corresponding to approximate-ly 20 to 40 knots. It has been hypothesised that shark skin interacts with the viscous sub-layer of a turbulent bound-ary layer by the formation of streaks. Roughly 40 years ago, several authors suggested that the reason for the assumed drag reduction of shark skin was the maintenance and active modifi -cation of the laminar boundary layer due to the existence of fi ne

riblets in a streamwise direction. This hypothesis was corrobo-rated by experimental studies with V-shaped ridges reducing the drag by up to 8% (Nitschke, 1982; Bechert et al., 1985). The generation of vortices was at-tributed by Peng et al. (2009) to drag reduction as well. The authors assume that the gener-ated vortices and induced ex-change of momentum in a tur-bulent boundary layer produce high-speed lumps approaching the surface. This mechanism should induce shear stress that removes larval stages of fouling organisms and ectoparasites. This hypothesis, however, re-mains to be corroborated as the list of ectoparasites that can be found on the skin of sharks is quite long (Cheung, 1992).

Streamwise and perpendicular ribletsIn addition to the specifi c sur-face topography of scales with riblets in a streamwise direc-

tion, it has become evident that fast-swimming sharks can modify the angle of their scales in correlation with their swimming speed. In several species it could be shown that the angle of scales is modifi ed due to increased tension of the skin at high speed. Wain-wright et al. (1978) confi rmed previous fi ndings indicating that the internal pressure in-creased more than tenfold from slow to fast swimming. The effect on the skin is two-fold: The spacing between the scales is slightly enlarged, but more important is the bris-tling of scales, which can rise by as much as 40°.The ability to vary the angle of scales enables sharks to gen-erate increased turbulence at higher swimming speeds, pre-venting fl ow separation and ac-commodating the skin surface structure in relation to speed. Laboratory experiments with riblets aligned perpen- �

SPI_SPIG-12_32_50_20120710123 01_514641.indd 4 10.07.2012 12:40:44

dicular to the fl ow direction – mimicking the bristled scales - were performed by Scholle and Aksel (2006). They revealed an induction of vortices and re-duction in drag. In a follow-up study Lang et al. (2008, 2010) investigated in detail the effect of bristled shark skin caused by the erection of scales at various angles. They tried to build rep-licas of the skin of adult short-fi n mako (Isurus oxyrhinchus) with scales bristled perpendic-ular to the skin. Experiments modelling this extreme angle of bristling confi rmed the for-mation of embedded vortices within the inter-denticular cav-ities. The authors suggest that at low Reynolds numbers fl ow over d-type surface roughness, embedded vortices may reduce skin friction drag through the ”fl uid roller bearing” effect (Figure 4). The mucus between the scales supports this drag-reducing effect (Figure 1). Thus these embedded vortices, anal-ogous to the dimples of a golf ball, may work as a boundary layer control mechanism to de-lay or even prevent fl ow sepa-ration. Bechert et al. (1985, 2000) pointed out, in contrast to statements in many popular publications, that enhanced mixing does increase shear stress and drag reduction; it is exclusively achieved by avoid-ing fl ow separation.

In conclusion it can be stated that shark skin has a three-dimensional surface topogra-phy that includes scales with streamwise riblets, and the shark can adapt its skin to in-creasing speed with transversal riblets composed of erected scales that lead to the genera-tion of primary, secondary and tertiary vortices.To avoid this complexity, some investigators used the skin of dead sharks with fl attened scales as a template to create hard PMMA ”negatives” and PDMS soft ”positives.” Even this simpli-fi ed shark skin displayed a drag-reduction effect of 8.25% in wa-ter tunnel experiments (Han et al., 2008). As mentioned above, other researchers created mod-els with extremely erect scales (90°), observing drag-reducing effects as well (cit. op. Lang et al., 2008). To combine all con-ditions in which living sharks can shape their skin according to speed is hard to achieve. Fur-thermore, the boundary layer of a swimming fi sh is complicated due to the permanent undula-tion and defi nitely different from one over a rigid plate, e.g. a rigid skin model or structured hull surface.Summing up some aspects of the current discussion, it must be stated that the shark skin models created as technical so-lutions for ship hulls so far re-

fl ect to a very simplifi ed degree the real topography and fl exible properties of the skin in living, actively swimming sharks. Even with these simplifi ed models, a drag reduction of up to 10% has been reported. Technical approaches that are closer to complex shark skin structure and function may result in higher degrees of drag reduc-tion but are unequivocally very diffi cult to achieve (Oeffner and Lauder, 2012). So far, shark skin has served as a model or provided the brand name for several products claiming to be biomimetic. A close look at most of these products or coat-ings reveals quite simplifi ed adaptations of complex shark skin, if similarities exist at all.

ReferencesBechert, D.W., Hoppe, G., Reif, W.E. (1985) On the drag reduction of the shark skin. AIAA Shear Flow Control Conference, Boul-der, Colorado, 1 – 18.

Bechert, D.W., Bruse, M., Hage, W. (2000) Experiments with three-dimensional riblets as an idealized model of shark skin. Exp. Fluids, 28, 403 – 412.

Bhushan, D.B. (2010) Shark-skin surfaces for fluid-drag reduction in turbulent flow: a review. Philos. Transact. A Math. Phys. Eng. Sci., 368, 4775 – 4806.

Bushnell, D.M., Moore, K.J. (1991) Drag re-duction in nature. Ann. Rev. Fluid Mech. 23, 65 – 79.

Cheung, P. (1992) Parasitic diseases of elasmobranchs. In: Stoskopf, M.K. (ed.) Fish Medicine, Saunders, Philad. 782 – 807.

Han, X., Zhang, D.Y., Li, X., Li, Y.Y. (2008) Bio-replicated forming of the biomimetic drag-reducing surfaces in large area based on shark skin. Chin. Sci. Bull. 53, 10, 1587 – 1592.

Lang, A.W., Motta, P., Hidalgo, P., Westcott, M. (2008) Bristled shark skin: a microgeo-metry for boundary layer control? Bioinsp. Biomim. 3, 1 – 9.

Lang, A.W., Motta, P., Hueter, R., Jones, E., Hidalgo, P., Wheelus, J., Medelson, L., Smith, D., Habegger, L. (2010) Experimental studies to reveal the boundary layer con-trol mechanisms of shark skin. IMA work-shop, Natural locomotion in fluids and on surfaces: swimming, flying, and sliding. Poster.

Nitschke, P. (1982) Experimentelle Un-tersuchungen der turbulenten Strömung in glatten und längsgerillten Rohren. Di-plomarb. Univ. Göttingen.

Oeffner, J., Lauder, G.V. (2012) The hydro-dynamic function of shark skin and two biomimetic applications. J. Exp. Biol., 215, 785 – 795.

Peng, Y.L., Lin, C.G., Wang, L. (2009) The preliminary study on antifouling mecha-nism of shark skin. Advanc. Mat. Res. 79-82, 977 – 980.

Reif, W.E. (1985) Morphology and hydrody-namic effects of the scales of fast swim-ming sharks. Fortschr. Zool., 30, 483 – 485.

Reif, W.E., Dinkelacker, A. (1982) Hydrody-namics of the squamation in fast swimming sharks. N. Jb. Geol. Paleont. Abh. 164, 184 – 187.

Scholle, M, Aksel, N. (2006) Shark skin ef-fect in creeping films. Physics. Fluid Dyn. May, 1 – 4.

Videler, J.J. (1975) Body surface adapta-tions to boundary-layer dynamics. Symp. Soc. Exp. Biol., 49, 1 – 20.

Wainwright, S.A., Vosburgh, F., Hebrank, J.H. (1978) Shark skin: function in locomo-tion. Science 202, 747 – 749.

Figure 4: Primary, secondary and terti-ary vortices genera-tion on a placoid scale model with perpen-dicular orientation to the surface (Lang et al., 2010)

Figure 3: Scale patterns of various species of fast sharks (Lang et al., 2008)


SPECIAL GREENTECH | SURFACE TECHNOLOGY

SPI_SPIG-12_32_50_20120710123 01_514641.indd 50 10.07.2012 12:40:47

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. ��"�� <"�� !�� shipbuilding and supporting industry in the following columns.

II

1.06 Repairs + conversions

1 Shipyards

2.12 Service + spare parts

2.03 Couplings + brakes

2.05 Propellers

2.10 Special propulsion units

2.11 Water jet propulsion units

2 Propulsion plants

2.02 Gears

2.04 Shaft + shaft systems

2.06 Rudders + rudder systems

2.07 Manoeuvring aids

2.09 Exhaust systems

Your representative for Germany Austria and Switzerland

Friedemann StehrTel. +49 6621 9682930

E-mail: [email protected]

MWB Motorenwerke Bremerhaven AG Barkhausenstraße 60D 27568 Bremerhaven��!��"�#$%��&�'�(��!��"�#$%�

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

1.000m pier facilities

1.09 Offshore vessels

www.stxomv.com

1.10 Equipment for shipyards

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

solutions for the Plant and Marine industries

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

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

Siemens AGAm Industriepark 2

�%"%$�=��>��#�'��>�� >��?��FTel.:��$J�!��$�#��&�'�(P��$J�!��$�#�$�!�

��#�>)��&�www.siemens.com

highly flexible, flexible and rigid couplings

REICH-KUPPLUNGENDipl.-Ing. Herwarth Reich GmbH=��Q��"<�&�U#��J��V��Tel. +49 (0)234 959 16 0'�(��$<��"��!%�!%e-mail: [email protected]

www.reich-kupplungen.de

Voith Turbo GmbH & Co. KGVoithstr. 174564 Crailsheim�?��FTel. +49 (0)7951 32 - 0'�(��"!�<$�"��E-mail: [email protected]: ��*��>��FFluid, Torque-limiting and Highly flexible couplings,

Universal joint shafts and Hirth couplings

Controllable-pitch propeller systems,Shaft lines

SCHOTTEL-Schiffsmaschinen GmbHSchottelweg 1 D-23970 WismarTel. ��<J�!��$��'�(��<J�!��$��<�<<�#��P�� #��)��>��&��www.schottel.de

Fixed and Controlable Pitch Propellers,Shaft Gears, Gearboxes

Z��Z��>��J<�&�U#$"<�J�?�[��>��!$��!�%J#��&�'�(��!$��<��!%e-mail: [email protected]: www.piening-propeller.de

Controllable-pitch propeller systems,Shaft lines

SCHOTTEL-Schiffsmaschinen GmbHSchottelweg 1 D-23970 WismarTel. ��<J�!��$��'�(��<J�!��$��<�<<�#��P�� #��)��>��&��www.schottel.de

\��#V��]��#^��!"�&�U#$!"��?��>��P��#��!!�J��$��&��'�(P��#��!!��J%

e-mail: [email protected]

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

Rudderpropellers, Transverse Thrusters, Pump-Jets

SCHOTTEL GmbHMainzer Str. 99U#"%<$$�^��F�_��$%$J��%�!�'�(��$%$J��%�!<��#��P�� )��>��&��www.schottel.de

Complete SCR and Oxidation Catalyst-Systems

Johnson Matthey Catalysts (Germany) GmbHV�� <�&��%$"��_�>��`��?��F

��"��J!#�J��&�'�(��"��J!��J�J��#��P��(#�F��)��F��

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]

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


Pump-Jets for main and auxiliary propulsion


FOR DIESEL ENGINE MAINTENANCE

Chris-Marine ABV�(��$"SE-200 39 Malmö, SwedenTel: +46 40 671 2600'�(P��%��%�!�$%�� )��#��&�www.chris-marine.com

III

3 Engine components

3.01 Heat exchangers

MOTOR-SERVICE SWEDEN ABx{��'��*|]�JSE-610 72 VAGNHÄRADSWEDEN}��P��%#!"%#<��&�'�(P��%#!"%#$��www.motor-service.se�& [email protected] SPARE PART DELIVERIES

MWB Motorenwerke Bremerhaven AG Barkhausenstraße 60D 27568 Bremerhaven��!��"�#$�$�&�'�(��!��"�#$%�

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

Development, modification and maintenance of engines

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

18 Tuas Avenue 18ASingapore 638868Tel: +65 68611433 ·�'�(P��%"�%J%!!<��[email protected] · www.heatec.com.sg

3.06 Turbochargers

3.05 Starters

3.12 Indicators

3.13 Preheaters

3.04 Stuffing boxes for piston rods

POLYVERIX - H. & G. Meister AG~]��#��!!�&��#J��J��[��Tel. +41 - 44 - 431 56 46'�(��!�#��#��<!�!"�$��#��P�� )��F*��(��Internet: ��F*��(��Gland- & Stuffing Boxes / Piston coolingparts / various sealing items

DÜSTERLOH Fluidtechnik GmbHAbteilung Pneumatik StarterIm Vogelsang 105D-45527 Hattingen��$<$��#��&��'�(��$<$��#!!�~#��P�� )>��>��&�www.duesterloh.de

Air Starters for Diesel andGas Engines up to 9.000 kW

www.shipandoffshore.netwww.shipandoffshore.net

ABB Turbochargingmore than 100 service stations world-wideABB Turbo Systems Ltd (head office)Bruggerstrasse 71a, CH-5400 Baden}��!�"J�"J"��&�'�(��!�"J�"J"�"!��]��])��&��]��]

Service for ABB and BBC turbochargersOriginal ABB spare parts

3.07 Filters

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

BOLL & KIRCH Filterbau GmbH^��!�#!��&�U#"�!��P��$$�<�"%$#��&�'�(P��$$�<�"%$#$$<�� )�� >��&��www.bollfilter.de

3.08 Separators

A never-ending commitmentto a sustainable environment

Alfa Laval Tumba ABMarine & Diesel EquipmentSE-147 80 TUMBASweden��P��%�J#"<�%�"��&�'�(P��%�J#"<�<��"""�� )�� *��& www.alfalaval.com

3.09 Fuel treatment plants

ELWA ELEKTRO WÄRME MÜNCHENA.HILPOLTSTEINER GMBH & CO. KGPostfach 0160 | D-82213 Maisachtel +49 (0)8141 22866-0 �(��J!�!�$$J%%#!�email: [email protected] | www.elwa.com

Viscosity Control Systems EVM 3Standard Booster Modules

3.10� Injection systems

Ganser CRS AGIndustriestr. 26CH 8404 WinterthurTel. +41 (0)52 235 38 88'�(��!��"$�$<"�<J�J!�e-mail: [email protected] www.ganser-crs.ch

Common Rail Systems for Retrofit and New Engines from 350 - 5000 kW

LEHMANN & MICHELS GmbH Sales & Service Center^��&�U#$"�%$�_��]��Tel. +49(0)4101 5880-0 '�(��!�!�"JJ�#!$�e-mail: [email protected] www.lemag.de

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

Hotstart GmbHMottmannstrasse 1-3"<J�$��>�� ?��FTel. +49 (0) 2241 97398 282'�( +49 (0) 2241 97398 281e-mail: [email protected]

ELWA ELEKTRO WÄRME MÜNCHENA.HILPOLTSTEINER GMBH & CO. KGPostfach 0160 | D-82213 Maisachtel +49 (0)8141 22866-0 �(��J!�!�$$J%%#!�email: [email protected] | www.elwa.com

Oil and Cooling Water Preheating

4 Corrosion protection

4.02 Coatings

4.03 Surface treatment

4.01 Paintings

Hempel A/SLundtoftevej 150U�#$J��]��F�]�F�U~�xZ_��P��"��"�<�<J��&�'�(P��"��"JJ�""!J��)��&�www.hempel.comINNOVATIVE MARINE COATING SYSTEMS FOR

CORROSION AND FOULING PROTECTION

Steelpaint GmbH · Am Dreistock 9

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

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

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

shipbuilding, ballast tanks.

WIWA Wilhelm Wagner GmbH & Co. KGGewerbestr. 1-3 D-35633 LahnauTel. +49 6441 609-0 '�(��%��!�%��#"��#��P�� )��>��&�www.wiwa.de

IV

5 Ships´equipment

5.01 Sheet- + profile steel

5.06 Furniture + interior fittings

4.05 Anodic protection

�045�� '�1��

5.05 Galleys + stores

Your representative forDenmark, Finland, Norway and Sweden

ÖRN MARKETING AB ��


TILSE Industrie- und Schiffstechnik GmbHSottorfallee 12D-22529 HamburgTel. +49 (0)40 432 08 08 0'�(��<$��J��J�JJ~#��P��)��&��www.tilse.com

Anti marine growth and corrosion systemMARELCO

Steel and FRP gratingIndustrial racking systems

SIN HIAP CHUANHARDWARE & ENGINEERING PTE LTDCo. Reg. No. 199801942M4 Tuas West Street, Singapore 637441Tel. +65 6897 8860 ·�'�( +65 6897 [email protected] · www.singrating.com

Schniewindt GmbH & CO. KG}�� !<�%��&�U#"JJ�"��>��?��FTel. +49 (0) 23 92- 69 20'�(��$<��$#�%��$!!e-mail: [email protected] www.schniewindt.de

Heating systems for cabins, bathrooms, stores and engine rooms

Axial fans & centrifugal fans www.pollrichdlk.com

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

www.loipart.com

Lock and Hardware Concepts for Ship & Yachtbuilders

G. Schwepper Beschlag GmbH & Co.Velberter Straße 83D 42579 Heiligenhaus Tel. +49 2056 58-55-0'�(��$�"%�"J#""#�!e-mail: [email protected] www.schwepper.com

5.07 Ship’s doors + windows

A 30/60 Class hinged and sliding doors

Podszuck GmbH��>�� \�]�!%<�&�U#$�!�J��

Tel. +49 (0) 431 6 61 11-0'�(��<!�%�%!�!!#$J

�� )��>�`��&�www.podszuck.eu

Steel Doors - Fire Doors - Ship Doors

TILSE Industrie- und Schiffstechnik GmbHSottorfallee 12D-22529 HamburgTel. +49 (0)40 432 08 08 0'�(��<$��J��J�JJ~#��P��)��&��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'�(��$�$�!%�<J��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 ASV�(�$"��'��NO-4066 Stavanger NorwayTel. +47 5163 4300�&�'�( +47 5163 [email protected]�&�www.enwa.com

5.09 Waste disposal systems


Plants, Ballast Water Treatment

5.11 Ballast water management

5.10 Oil separation

5.14 1�� Noise reducing systems

RWO Water TechnologyThalenhorststr. 15A$J<��V��?��F��$!�"<��"#��&�'�(��$!�"<��"#��e-mail: [email protected]: www.rwo.de

Waste water and sewage treatment

DECKMA HAMBURG GmbH��^��Q��<!%��U#$$"$"��]Tel: +49 (0)40 548876-0'�(��"�JJ�%#!��eMail: [email protected] Internet: www.deckma.com

15ppm Bilge Alarm, Service + Calibration


Plants, Ballast Water Treatment

DVZ-BALLAST-SYSTEMS GmbHBoschstrasse 9D-28857 SykeTel. +49(0)4242 16938-0'�(��$�$�!%�<J��e-mail: [email protected]: www.dvz-group.de

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

Ballast Water Treatment

BOLL & KIRCH Filterbau GmbH^��!�#!��&�U#"�!��P��$$�<�"%$#��&�'�(P��$$�<�"%$#$$<�� )�� >��&��www.bollfilter.de

More than 25 years experiencein shock and vibration systems

Sebert Schwingungstechnik GmbHHans-Böckler-Str. 35U#�<$<��Tel. +49 (0)7021 50040'�(��$!�"��$�~#�� )��]��&��www.sebert.de��>��V��'��>��_��

5.12 Yacht equipment

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


3D Sonar SystemForward Looking Sonar System

Veinland GmbH Pappelallee 19D-14554 Seddiner See OT Neuseddin, GermanyTel.: +49 33205 26 97-0'�(P��<<$�"�$%��#$�e-mail: [email protected]

www.veinland.net

Water- and air-cooled compressors

V

www.shipandoffshore.net

6.01 Pumps

6 Hydraulic+ pneumatic

6.02 Compressors

��

Körting Hannover AGBadenstedter Str. 56D-30453 HannoverTel. +49 511 2129-247 &�'�(��"!!�$!$�#$$<Internet: www.koerting.deV[��^�� P��!�<�JJJ��'�(P��!�<�%��< e-mail: [email protected]

Twin screw pumps, progressive cavitypumps, high pressure pumps

Bornemann GmbH��>��Q��$�&�<!%J<��Tel.: �"�$��<��&�'�(P��"�$��<��$��

�� )��&�www.bornemann.com

*��#��[��#^��D-28307 Bremen��$!��J%�J!#��&�'�(��$!��J%�J!#!!e-mail: [email protected]: www.behrenspumpen.de

Ship Centrifugal Pumps

BE > THINK > INNOVATE >

Grundfos A/SPoul Due Jensens Vej 7U�#JJ"��V��]��U��Tel: +45 87501400�&�'�(P +45 [email protected] ��]��> ��

Neuenhauser Kompressorenbau GmbHHans-Voshaar-Str. 5D-49828 Neuenhaus��"��!�%��#��&�'�(��"��!�%��#$�$e-mail: [email protected]

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

with valve head, bulk head penetrations

6.05 Piping systems

6.07 Remote controlled valve systems

&0461��

Ivo-Hauptmann-Ring 8U#$$!"��]#'��Tel. +49 40 645 037 - 0 '�(��%�"��<��#�$�www.ebro-armaturen.com

Valves and Automation forShipbuilding and Offshore Applications

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

Ritterhuder Armaturen GmbH & Co. Armaturenwerk KGIndustriestr. 7-9 D-27711 Osterholz-Scharmbeck��!��$��#��&��'�(��!��$��#J"�#��P��)��]��&�www.ritag.com

Marine valves, indication,remote controls, ship spare parts

FAK-ARMATUREN GmbHLademannbogen 53D-22339 HamburgTel. +49 40 538949-0'�(��"<J��$E-mail: [email protected]: www.fak-armaturen.de

��>��Q��&�U#$"��"�\�>>��]��>��J!��<�#��&�'�(��J!��<�#�� )]�� #�]�� &�www.goepfert-ag.com

��

Straub Werke AGStraubstrasse 13CH 7323 Wangs��!�J!#�$"��!��&��'�(��!�J!#�$"��!��!E-mail: [email protected]: www.straub.chSTRAUB - With a Holistic View For The Right Connection

�� HVAC, discharging and concealed cisterns for toilets.

Geberit International AG ��`��&�U#��%��]�� >

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

[email protected]��&��www.geberit.com

V��>�[��$!�&�$$"��]��J%%$"<"#��&�'�(��J%%$"<"#$�

info@goepfert-maritime-systems.comwww.goepfert-maritime-systems.com

Your specialist for automation, valve remote control and tank measurement

7 On-board power supplies

GEAQUELLO® + FLAMMADUR®

Fire protection systems

AIK Flammadur Brandschutz GmbHOtto-Hahn-Strasse 5U#<�!$<��Phone : +49(0)561-5801-0'�(�� : +49(0)561-5801-240 e-mail : [email protected]

7.06 Cable + pipe transits

8 Measurement + control devices

8.02 Pressure monitoring

Druck- und DifferenzdruckmessumformerPressure and differential pressure transmitters

VEGA Grieshaber KGAm Hohenstein 113D-77761 Schiltach��J<%�"�#��&�'�(��J<%�"�#$�!�#��P�� >�)*�]��&�www.vega.com

8.04 Level measurement systems

Sensors & Switches to controlPressure, Temperature, Level, Flow

Barksdale GmbHDorn-Assenheimer Strasse 27D-61203 ReichelsheimTel: +49 (0) 6035-949-0'�(P��%�<"#��#!!!e-mail: [email protected]

www.barksdale.de

VI

9.11 Bridge equipment

10 Ship‘s operation systems

9.02 Satellite + radio communication

8.09 Test kits

8.06 Automation equipment

10.03 Loading + stability computer systems

9 Navigation + communication


8.11 Tank level gauging systems

Füllstandssensoren für Flüssigkeiten & SchüttgutLevel sensors for all solids & liquids

VEGA Grieshaber KGAm Hohenstein 113D-77761 Schiltach��J<%�"�#��&�'�(��J<%�"�#$�!�#��P�� >�)*�]��&�www.vega.com

V��>�[��$!�&�$$"��]��J%%$"<"#��&�'�(��J%%$"<"#$�



8.05 Flow measurement

KRAL AGBildgasse 40, 6890 Lustenau, Austria

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

Measurement for Diesel Engines.

Fuel consumption measurement and monitoring systems.

Aquametro AGRingstrasse 75 ·��!�%��^��`��>Tel. +41 61 725 11 22 [email protected] · www.aquametro.com

VISATRON Oil Mist Detection Systems against Engine Crankcase Explosions

Schaller Automation GmbH & Co. KG��>��]�!��&�U#%%��V��

��%J�$�"�J#��&�'�(��%J�$�"�J#$%��#��P�� )��>��&�www.schaller.de

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

Martechnic GmbHAdlerhorst 4D-22459 HamburgTel. +49 (0)40 85 31 28-0'�(��J"�<!�$J#!%E-mail: [email protected]: www.martechnic.com

V��>�[��$!�&�$$"��]��J%%$"<"#��&�'�(��J%%$"<"#$�



Connecting people and businesses at sea

Marlink� ��P��>��]�Brussels, Athens, Dubai, Mumbai,Singapore, Tokyo, Washington D.C. and HoustonTel.�$��P��<$��$<<�$$��&�'�(P��<$�$<�<$<�<$��*��)��&�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

9.04 Navigation systems

Manufacturers of Nautical Equipment

Am Lunedeich 131D-27572 BremerhavenTel.: +49 (0)471-483 999 0'�(P��!#�J<��!�e-mail: [email protected]

Manufacturer of finest marine chronometers,clocks and electrical clock systems

Gerhard D. WEMPE KGDivision Chronometerwerke ^��Q��$<�&�U#$��"��]Tel.: + 49 (0)40 334 48-899'�(P��<<��J#%�%E-mail: [email protected]

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

Email [email protected]

Marine seat systems for yachts and commercial ships

Pörtner GmbHWerther Str. 274 D-33619 BielefeldTel. +49 (0) 521 10 01 09 '�(��"$!�!%��%!E-Mail: [email protected] internet: www.poertner-gmbh.de

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

Müller+Blanck Software GmbHGutenbergring 38$$J�J��>��>��?��FPhone : +49 (0) 40 500 171 0'�(�P��"��!�!��!~#x��P�� )x��V�>��&�www.Capstan3.com

Capstan3 – the planners best friend

11.01 Cranes

11 Deck equipment

11.03 Lashing + securing equipment

Global Davit GmbH ?�� #��#_��]��$�D-27211 BassumTel. +49 (0)4241 93 35 0 '�(��$�!��<�<"�$"e-mail: [email protected]: www.global-davit.de

Survival- and Deck Equipment

GERMAN LASHING Robert Böck GmbHx��&�U#$J<"��V��Tel. +49 (0)421 17 361-5'�(P +49 (0)421 17 361-99E-Mail: [email protected]: www.germanlashing.de

SEC Ship's Equipment Centre Bremen GmbHSpeicherhof 5 D-28217 BremenTel. ��$!��<��%��!��&�'�(��$!��<J�"<�!�e-mail: [email protected]: www.sec-bremen.de

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

VII

Your representative forDenmark, Finland, Norway and Sweden

ÖRN MARKETING AB ��



12.01 Consulting engineers

12 Construction + consulting

11.06 Container cell guides

SEC Ship's Equipment Centre Bremen GmbHSpeicherhof 5D-28217 BremenTel. ��$!��<��%��!��&�'�(��$!��<J�"<�!�e-mail: [email protected]: www.sec-bremen.deLayout, 3D-design, delivery and installations

of container related constructions

11.07 Anchors + mooring equipment

Survitec Service and Distribution GmbHWinsbergring 8D-22525 HamburgTel. +49 (0)40 675096-0'�(��%�"��%#!!]��F)��*��#�>��& www.survitec-sd.com

Mooring ropes and Emergency Towing Systems

SDC SHIP DESIGN & CONSULT GMBHNaval Architectural Consultant and Calculation Services

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

Bramfelder Str. 164 - D-22305 Hamburg��P��%!!%$�9-11-'P��%!!%$��9-18

SEA2ICE LTD. & CO. KG��\��J��&�$�<"��]��?��F��

��#��#$$%!�%<<�&�'�(��#��#!J�$�J�<��>*��)��$��&�www.sea2ice.com

Design and concepts for offshore structuresin ice and open waters, evacuation concepts

Contract management, engineering and consultingservices for Marine and Offshore industries

Deltamarin Ltd.Purokatu 1'�#$!$��_Z�^��'��>��P��<"J�$��<<%�<��&�'�(P��<"J�$��<J��<�J�� )>��&�www.deltamarin.com

13 Cargo handling technology

13.03 Grabs

14 Alarm + safety equipment

14.01 Lifeboats + davits

Global Davit GmbH ?�� #��#_��]��$�D-27211 BassumTel. +49 (0)4241 93 35 0 '�(��$�!��<�<"�$"e-mail: [email protected]: www.global-davit.de

Survival- and Deck Equipment

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

14.03 SOLAS Equipment

BETTER SOLUTIONS FOR SAFETY AT SEA

CM Hammar ABAugust Barks gata 15^~#�$!�<$�=|��'�{��>�}��%�<!��%"�"��&�'�(��%�<!��$<�� )��&�www.cmhammar.com


Lifejackets, liferaftsimmersion suits. Service & supply

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


Distress signals, lifebuoys, liferaftsImmersion suits.Service & supply

14.04 Fire protection


Fire extinguishers, fireman`s outfit,air breathing equipment. Service & supply

16 Offshore + OceanTechnology

16.07 Arctic + polar technology

SEA2ICE LTD. & CO. KG��\��J��&�$�<"��]��?��F�

��#��#$$%!�%<<�&�'�(��#��#!J�$�J�<��>*��)��$��&�www.sea2ice.com

Design and concepts for offshore structuresin ice and open waters, evacuation concepts

Your representative for Germany Austria and Switzerland

Friedemann StehrTel. +49 6621 9682930


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

MRS Greifer GmbHTalweg 11 & D-74921 Helmstadt

Tel. +49 7263 91 29 0 &�'�(��$%<��!�$��!$�� )��#]�� >��&�www.mrs-greifer.de

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 Select

Target

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 �� ! "�

14Alarm and safety equipmentWarn- und Sicherheitsausrüstung

15Port constructionHafenbau

1617

Maritime servicesMaritime DienstleistungenDịch vụ hàng hải

You can advertise in these categories:

For further information please contact:

17.06 Professional Commercial Diver

17 MaritimeServices

16.09 Marine equipment + components

18 Buyer‘s Guide Information

ON LINE Safety Equipment "one stop" Shop

��'�V_~��^��}��>tel. +65 6266 1412 �( +65 6266 1435

e-mail: [email protected]

Hydrex provides fast on site repair solutions to underwater problems encountered by ships.

Hydrex NVHaven 29$�<��Z��V��]��Tel. +32 3 213 53 00'�(��<$�<�$!<�"<�$!�#��P��F>��()�F>��(�� www.hydrex.be

Production of elements and mipulatorson offshore platforms and vessels

CEMET LTD SP. Z O.O.#�$%��&'�($��)*/;�<�=��&;�&>��&?��)�!*)�B�GHBIJ�K��?��*�H?*L) www.cemet.com.pl

16.08 Subsea technology

!��"��#��$��%��&��

V��]��&�U#$$��Z��Tel. +49 (0)4102 23180

'�(��!�$�$<!J$�E-mail: [email protected]

Internet: www.nordseetaucher.eu

NORDSEETAUCHER GmbHNORDSEETAUCHER GmbH

Diving- Salvage & Average ServiceHydraulic Engineering - Maritime Services

Baltic Taucherei- undBergungsbetrieb Rostock GmbH Z�� ^[>�<��U#!J�%��_��Tel.: +49 (0)381- 811 1000'�(P��<J!#�J!!�!��!E-mail: [email protected]

Please visit us: SMM Hamburg 2012- Hall A1 / 534

VIII

www.shipandoffshore.net www.dvvmedia.com The international publication for Offshore & Marine Technology

IMPRINT �EDITOR IN CHIEF

Dr.-Ing. Silke Sadowski +49 40 237 14-143

[email protected]

EDITORKathrin Lau

+49 40 237 [email protected]

SUBEDITORTim Obojski

PUBLISHER DVV Media Group GmbH

Postbox 10 16 09, D-20038 HamburgNordkanalstraße 36, D-20097 Hamburg

+49 40 2 37 14 - 02

Dr. Dieter Flechsenberger (Managing Partner)Martin Weber (Managing Director)

Detlev K. Suchanek (Publishing Director)[email protected]

ADVERTISINGFlorian Visser

+49 40 2 37 14-117 fl [email protected]

Ilkay Gülgün+49 40 2 37 14 - 302

[email protected] rate card: No 4 valid from January, the 1st, 2012

READERS‘ AND SUBSCRIBERS‘ SERVICE+49 40 2 37 14-343

[email protected]

ANNUAL SUBSCRIPTION RATESGermany EUR 76.00 (plus 7% VAT), Europe EUR 80.50

and rest of the world EUR 84.50 per year;single copy EUR 15 (incl. VAT).

GMT members receive the magazine within their membership.

PRINTING HOUSEL. N. Schaffrath GmbH & Co. KG, Geldern

COPYRIGHTby DVV Media Group, Hamburg, Germany

ISSN: 2191-0057

ADVERTISING REPRESENTATIVESGermany, Austria, SwitzerlandFriedemann Stehr+49 6621 9682930, [email protected]Örn Marketing AB+46 411 18400, [email protected], IrelandBernard Steel+44 1444 414293, [email protected] Durand+33 6 11729019, [email protected], Eastern EuropeWladyslaw JaszowskiPhone: +48 58 6649847, [email protected] Kovalcikova+49 441 7770240, [email protected], CanadaBrett Keil+1 954 8489955, [email protected], MalaysiaWinnie Low+65 6271 7884, [email protected] Fang Simin, Shanghai+86 21 54590766, simin [email protected]

MEMBER

Center of Maritime Technologies e. V.

German Association for Marine Technology

Ship&Offshore is Offi cial Organ of the Associations:

German Bureau of Audit Circulations

ADVERTISERS �

Aquametro AG, CH-Therwil . . . . . . . . . . . . . . . . . . . . . . . . . . . 35

AVEVA Group plc, UK-Cambridge . . . . . . . . . . . . . . . . . . . . . . . IFC

Becker Marine Systems GmbH & Co. KG, D-Hamburg. . . . . . . . . . . . . . 15

C.M. Hammar, SE-Västa Frölunda . . . . . . . . . . . . . . . . . . . . . . . . 25

Castrol UK Ltd International Marine Dept., UK-Swindon . . . . . . . . . .20, 21

DVV Media Group GmbH, D-Hamburg . . . . . . . . . . . . . . . . . . . . . . 23

GEA Westfalia Separator Group, D-Oelde . . . . . . . . . . . . . . . . . . . . 17

Grundfos International A/S, DK-Bjerringbro . . . . . . . . . . . . . . . . . . . 27

Hempel Marine Paints A/S, DK-Lynby . . . . . . . . . . . . . . . . . . . . . . 49

Hoppe-Bordmesstechnik GmbH, D-Hamburg . . . . . . . . . . . . . . . . . . 41

Imtech Deutschland GmbH & Co. KG, D-Hamburg. . . . . . . . . . . . . . .OBC

Jets Vacuum A.S., NO-Hareid. . . . . . . . . . . . . . . . . . . . . . . . . . . 9

Klüber Lubrication München KG, D-Munich . . . . . . . . . . . . . . . . . . . . . 45

Lloyd’s Register, UK-London . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

Loipart AB/Electrolux, SE-Alingsas. . . . . . . . . . . . . . . . . . . . . . . . . . 19

MAHLE Industriefi ltration GmbH, D-Hamburg . . . . . . . . . . . . . . . . . . . . 43

MAN Diesel & Turbo, DK-Copenhagen . . . . . . . . . . . . . . . . . . . . . . . . 13

Marlink AS, NO-Lysaker . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39

Rochem UF Systeme GmbH, D-Hamburg . . . . . . . . . . . . . . . . . . . . . . . 8

SAM Electronics GmbH, D-Hamburg. . . . . . . . . . . . . . . . . . . . . . . . . 31

Schaffran Propeller + Service GmbH, D-Lübeck . . . . . . . . . . . . . . . . . . . 40

STX Norway Offshore Design AS, NO-Alesund . . . . . . . . . . . . . . . . . . . 11

Tanabe Pneumatic Machinery Co. Ltd. Nagoya Factory, JP-Aichi . . . . . . . . . . 30

Tognum AG, D-Friedrichshafen . . . . . . . . . . . . . . . . . . . . . . . . . . . 29

SPI_SPIG-12_5 _60_20120710113701_514018.indd 5 10.07.2012 11:44:5

SPI_SPIG-12_5 _60_20120710113701_514018.indd 60 10.07.2012 11:45:00

Documents

The international publication for Offshore & Marine ... · PDF fileThe international publication for Offshore & Marine Technology ... Special GreenTech SPI_SPIG-12_1_2 ... the process