ww.shipandoffshore.net the international publication of arctic trends: ice navigation standard 54 oil and gas projects: multiphase pumps 20 holistic design: propulsion system for ahts 10 2 2010 march aprile sea2 a2 a2 a2 a2 a ic ic ic i e e . . dr dr dr dr dr dr dr dr d .- .- .- .- .-in in in in in in in in in in in in in in in in in in in in in in in in in in in in in in ing. g. g. g. g. g. g. g w w w w w w w wal al al al al al al al al al al al al al al al al al al al al a te te te te te te te te te ter r r r r l. l. l kue u hnlein in in in in in s s s s s sta ta ta ta ta ta ta ta tadt dt dt dt dt dt dt d ha ha ha haus us usbr br brue ue ue ue ue ue ue ue ue ue k ck ck ck ck ck ck ck ck ck ck ck ck ck ck ck cke e e e 1-1-1 3 3 d-2035 355 5 ha ha ha ha ha ha ha ha ha ha ha ha ha ha ha ha ha ha ha ha ha ha ha hamb mb mb mb mb mb mb mb mb mb mb mb mb mb mb mb mb mb mb mb mb mb mbur ur ur ur ur ur ur u g g g g g g ad advi vi vi vi vi vice ce ce ce@s @s @s @s @s @s @s @s @s @s @sea ea ea ea ea ea ea ea ea ea ea2i 2i 2i 2i 2 ce ce ce.c .com om om om om w www ww ww ww ww ww ww.s .s .s .s .s .sea ea ea ea ea ea ea ea ea ea ea ea ea e 2i 2i 2i 2i 2i 2i 2i 2i 2ice ce ce ce ce ce ce ce ce ce ce ce ce c .c .com om o ha ha ha ha ha ha ha ha ha hamb mb mb mb mbmb mb mb mb mb mb mb mb mb mb mbmb mbur ur ur ur ur ur ur ur ur ur ur ur ur ur ur ur ur ur ur ur ur ur ur ur ur ur ur ur ur ur ur ur urg g g g g g g g g g 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 9-9-9-9-9-9-9-9-9-9-9-9-9-9-9-9-9-9-9-9-9-9-9-9-9-9-9 40 40 40 40 40 40 40 40 40 40 40 40 40 40 40 40 40 4040 40 40 40 4040 40 40 4040 4040404040 4040-2 -2 -2 -2 -2 -2 -2 -2 -2 -2 -2 -2 -2 -2 -2 -2 -2 -2 -2 -2 -2 -2 -2 -226 26 26 26 26 26 26 26 26 26 26 26 26 26 26 2626 26 26 26 26 26 262626 26 26 26 26 26 262626 262626 26 26 26 26 262 1 1 1 1 1 1 46 46 46 46 46 4646 46 46 46 46 46 4646 464646 46 46 46 46 46 46 46 46 46 46 46 4646 46464 33 33 33 33 33 33 3333 33 33333333 333333 3 h h h h h h hou ou ou ou ouou ou ou ou ou ou ou ou ou ou ou ou ou ou ou ou ou ou ou ou ou ou ou ou ou ouou ou o st st st stst st st st st stst st st st st st st st st ston on on on o 1-1-1-1-1-1-1-1-1 28 28 28 2828 28 28 28 28 28 28 2828 28282828 28 281-1-1-1-1-1-1 97 97 97 97 97 97973 3 3 3 3 61 61 61 6146 4646 4646 4 h h h hon on on on on on ong g g g g g g kok ng 852-81 8170 70 70 3 3 3 322 22 22 22 22 2222 22 22 2222 22 22 22 22 22 223 3 3 3 3 3 lo lo lo l nd ndon on 44 44 44 44 44 44 44 4444 44 44 44 4444 44 44 44 4444 2 -2 -2 -2 -2 -2 -20-0-0-0-0-0-0-0-0-0-0-0-0-0-0-0-0-0 81 81 8181 81 81 81 81 81 81 81 81 81 81 81 81 81 81 81 81 81 81 8181 818181 81 818133 33 33 33 33 33 33 33 33 33 33333 6 614 146 singapore e 6 6 6 6 65-5-5-5 31 31 31 31 31 31 31 31 31 31 31 31 3108 08 08 08 08 08 08 0808 08 08 08 08 0 0 055 55 55 55 55 55 559 my vision ambitious and challenging offshore installations in harsh environments have to be designed and optimized totally from an operational point of view taking into consideration the full range of determining factors, such as technical possibilities, investment requirements, lifecycle and operational costs. this sounds unpretentiously simple. so why is this still a remarkable vision or philosophy? services s operational optimized design philosophies and concepts for offshore installations in harsh environments, especially in ice covered waters s evacuation concepts for ice covered waters s supervision of numerical simulations and model tests in ice and open waters sea2ice dr.-ing. walter l. kuehnlein stadthausbruecke 1-3 d-20355 hamburg currently, offshore projects are mostly designed from an engineering point of view, i.e. the most reasonable solution is developed. it is essential to develop a holistic concept at a very early stage of a project. this makes it possible to formulate new offshore concepts and dramatically cuts construction and lifecycle costs. cost reductions of up to 50% are achievable particularly for projects in ice covered waters.he offshore sector is currently acting as the spear-head of maritime technology progress in many respects. a key trend within offshore exploration and develop-ment is the shift from operations at depths of 1,000-1,500m to advanced subsea operations down to 4,000m. larger and more sophisticated units with advanced capabilities as well as green operation with optimal fuel efficiency are required. a special focus of this issue is on the propulsion systems required for offshore vessels. again, know-how gained here could be profitably used for other types of vessels with a demanding operating profile. as an example, bollard-pull is obviously vital for anchor handling tug supply vessels (ahts). the bollard-pull is determined not solely by the installed power but also by an optimised propulsion system and hull lines. an optimal solution will consider all these three factors. the article on page 10 describing the interplay between power, propeller, nozzle and hull lines is of interest not only for offshore vessels. hybrid propulsion is another trend, and nowhere else has it reached such an advanced stage as in propulsion systems for offshore support vessels. the plants installed on olympic hera and olympic zeus are discussed on page 14, with fuel consumption and environmental aspects being crucial considerations. air lift drilling and subsea boosting by means of mul-tiphase pumps in series are two examples of how com-plex mining and the exploration of oil and gas becomes with increasing depth. in the first case, air lift drilling is used for subsea diamond mining in depths down to over 200m. the unique system described on page 20 gives an indication of how offshore raw material mining might become economically feasible also for materials other than diamonds in future. the article on page 16 deals with multiphase pumps and how these can save consid-erable energy and at the same time boost pressure from almost 0 bar to 200 to 300 bar for oil-water-gas mixtures with natural untreated well production. a perennial problem on ships and especially offshore units is corrosion. to combat corrosion, the alumin-ium-nickel-silicon-brass alloy tungum has displayed outstanding qualities for use in piping systems. the corrosion resisting characteristics of tungum make it es-pecially suitable for the offshore industry, and here is an-other example of how high requirements in the offshore sector may prompt implementation of new technology in other areas of the shipping industry (page 40). arctic operation in ice conditions has also involved new challenges for the offshore industry. shipping is now taking advantage of the newly gained polar expertise. cruise vessels in particular are increasingly visiting arctic waters (page 58). offshore as pacesetter dr.-ing. silke sadowski editor in chief hamburg silke.sadowski@dvvmedia.com leon schulz m.sc. managing editor malta leon.schulz@dvvmedia.com comment ship & offshore 2010 n o 2 3uro 17,50 www.schiffundhafen.de 62. jahrgang c 6091 01 10 so x -emissionen: trockenes abgasbehandlungssystem 38 schiffsbetrieb: condition-based maintenance 24 maritime wirtschaft: jahresbilanz und ausblick 12 the wake – the only emission we want to leave behind Ͽ Ǹвв /07&.#&3 %&&.#&3 the international publication of www.shipandoffshore.net v0 tipsfqmbugpsn)vssjdbof sftjtuboueftjho 32 v&ofshzf fdujwfufdiopmphjft (sffo4ijq1spkfdu 18 vmbttjƥdbujpo voefsxbufsopjtf 10   !            dienstag, 19. januar 2010 c 6612 63. jahrgang nr. 12 www.thb.info „csav rio maipo“ s. 3 reederei m. lauterjung bringt ihren ersten autofrachter-neubau in fahrt frachtabschlüsse s. 14 vlcc „crude star“ tritt jahrescharter bei clearlake zu 32 000 dollar/tag an shipinx s. 16 der indikator für die seeverkehrs-wirtschaft fiel auf 330,43 punkte tankerwieder frei der mit 28 besatzungsmitgliedern gekaperte griechische tanker „maran centaurus“ ist seit gestern wieder frei. zuvor sollen sich an bord dra-matische szenen abgespielt haben: nach dem abwurf eines lösegeldes in unbekannter höhe nahmen sich rivalisierende piratenbanden gegen-seitig unter beschuss. seite 13 dfds lisco verlässt lübecker hafen die seit 2003 betriebene ropax-linie „hansa bridge“ von lübeck nach riga wird zummonatsende eingestellt das jahr 2010 beginnt für den lübecker hafen mit ei-nem rückschlag. die ree-derei dfds lisco verlässt die hansestadt. die linie „hansa bridge“ zwischen lübeck und riga wird eingestellt, teilte das unternehmen jetzt in ko-penhagen mit. die fracht-fähre „kaunas“ soll am 27. januar ihre letzte reise von der trave nach riga antre-ten. die reedereiagentur in lübeck mit sieben mit-arbeitern wird danach ge-schlossen. nach der ein-stellung dieses dienstes sol-len die anderen dfds-lini-en nach osteuropa gestärkt werden. dfds unterhält von deutschland aus drei routen ins baltikum: kiel –klaipe-da, kiel –st. petersburg und sassnitz–klaipeda. stärkste verbindung mit weit über ei-ner million tonnen ladung und 65 000 passagieren pro jahr ist die route kiel –klai-peda, auf der die modernen ropax-fähren „lisco glo-ria“ und „lisco maxima“ verkehren. auf der bisher mit einer abfahrt pro woche bedienten route sassnitz– klaipeda gibt es zukünftig zwei abfahrten. die „hansa bridge“ hatte mit beginn der wirtschaftskrise im herbst 2008 erhebliche rückgän-ge bei der ladung verzeich-nen müssen. zunächst war der dienst von vier auf zwei abfahrten pro woche redu-ziert worden. zum jahres-wechsel entschied sich die reedereizentrale in kopen-hagen dann für die einstel-lung der kompletten linie, die 2003 mit der verlagerung von kiel nach lübeck gestar-tet war. die bislang zwischen lübeck und riga eingesetz-te „kaunas“ wird zukünftig als ersatzschiff auf anderen dfds-linien verkehren. die „hansa bridge“ war eine von zwei lettland-linien des lübecker hafens. die letti-sche reederei ave ist aber auch von der krise betrof-fen. ihre fähre „ave liepa-ja“ hat den fahrplan ende 2009 vorübergehend einge-stellt und wartet gegenwär-tig in gdansk auf eine besse-rung der lage. fb/ed die fähre „kaunas“ wird zukünftig als ersatzschiff auf anderen dfds-linien verkehren foto: behling trotz angeblicher strei-chungspläne der deutschen bahn sieht das land nieder-sachsen den bau der y-tras-se nicht gefährdet. für den bau der milliardenteuren schnellstrecke von hanno-ver richtung hamburg und bremen gebe es die zusage von höchster politischer ebe-ne, sagte ein sprecher des verkehrsministeriums ges-tern in hannover. das plan-verfahren werde vorbereitet. mehrere zeitungen berichte-ten unter berufung auf ein in-ternes bahnpapier, dass we-gen der staatlichen finanz-not wichtige schienenprojek-te auf dem prüfstand stehen, darunter auch in niedersach-sen. ein bahnsprecher sagte, es gebe keine streichliste bei der bahn. man sehe vielmehr einen großen investitionsbe-darf beim schienennetz. ev/jm „zusage von höchster ebene“ niedersachsen sieht y-trasse nicht gefährdet der capesize-markt war in den ersten drei wochen des dezembers rückläufig. der timecharter-durch-schnitt fiel auf 38 000 us-dollar pro tag. in der letz-ten woche des jahres erholte sich der markt und beendete das jahr bei 42 000 us-dol-lar pro tag, teilte der schiffs-seiten und einigen analysten von zehn prozent (angebot) bis 40 prozent (forderung) preiserhöhungen die rede war. 2010 werden stark er-höhte erz- und kohleimpor-te nach china erwartet. die weltweite stahlproduk-tion verlief im vergangenen jahr sehr viel besser als er-wartet. im vergleich zu 2008 liefert werden. angekündigt waren im januar 2009 etwa 170 einheiten. weitere 300 bis 350 capesize-neubau-ten sind für dieses jahr re-gistriert. ils (international logis-tic services) chartering ist ein unabhängiger schiffs-makler mit sitz in hamburg und spezialisiert auf inter-150 capesize-schiffe warten in lade- und löschhäfen 2010 stark erhöhte erz- und kohleimporte nach china erwartet inside report german yard lloyd werft is in talks about the entry of a new strategic investor into the company. “we are in talks about the sale of a shareholding,” said yard chief executive mr werner lüken, de-clining to name the possible buyer. the new investor could buy shareholdings in the yard currently owned by italian yard fincantieri and the yard’s management, he said. he declined to name the potential buyer. fincantieri bought a 21 percent share in the yard in 2006 but had now given up plans to buy a majority stake and develop strategic cooperation in cruise ship modernisation, a sector both yards specialise in. the bremen state government was also interested in selling its 13.1 percent shareholding in the yard, a state spokesman said. managers control the rest of the shares. (see also germany) german engineering group thyssenkrupp is in final talks on the sale of its hamburg yard blohm voss to united arab emirates (uae) buyer abu dhabi mar, according to informed sources. the two parties aim that thyssenkrupp’s supervisory board approve the deal by end-january, the sources said. the purchase price has not been agreed yet, but insiders suggest a sum in the lower three-digit million euro range. apart from that, abu dhabi mar wants to win corvette and yacht or-ders. thyssenkrupp said only that talks are continuing. shipbuilder stx has confirmed that some 430 jobs may be cut at its turku shipyard in finland. the company adds that nearly all staff can expect working hours to be cut or compulsory holidays to be introduced at some point because of a lack of orders. around 370 of the job cuts affect shipyard workers; another 60 office jobs are to be slashed. the shipyard’s current ship order, the luxury liner allure of the seas, is well on its way to completion. the future of the shipyard seems rather bleak if new orders do not surface. the company launched layoff talks in early november of last year. talks with staffs are still continuing. some of the layoffs will be carried out this winter. the rest are expect-ed to occur by the end of the year. south korean shipbuilders won fewer newbuilding orders than their chinese rivals in 2009 and china’s shipbuilding order book is now larger than korea’s, london-based market researcher clarkson plc said. korean shipbuilders won a combined 3.15 million compensated gross tons (cgts) in new orders last year, accounting for 40.1 percent of all new global orders, said clarkson. new orders at chinese shipyards totalled 3.49 million cgts during the cited period, accounting for a dominant share of the total new world orders, clarkson said. market observers said chinese ship-builders have won new orders for cheaper, simple vessels, while south korean shipbuilders have continued to focus on high-priced vessels and offshore oilfield facilities. south korea also gave up the top position to china in the global shipbuilding industry in terms of order backlogs, according to the researcher. south korean shipbuilders’ combined order backlogs totalled 52.83 million cgts as of early january 2010, compared with chinese rivals’ 53.22 million cgts, it said. indian shipbuilders are heading for another hard year in 2010 amidst weak demand and pros-pects of order cancellations as the global economy struggles to emerge from a slowdown, ana-lysts said. bharati shipyard remains a lone promising outlook for investors on expectation its re-cent acquisition of customer great offshore ltd, an indian offshore contractor. the takeover of great offshore will boost bharati’s order book and cash flows as great offshore has major expansion plans. the indian shipbuilding sector faced a tough 2009 as new orders collapsed. “for 2010, we do not see improved orders. the order book has been stagnant and will continue to remain so,” said kunal lakhan, a shipbuilding analyst at indian analyst kr choksey. while lakhan expects some shipping firms to delay delivery to next year, others are concerned that the over-supply may lead to order can-cellations for shipyards (see also india) no 3 18 january 2010 0.1&/%*6. .bsjof&ohjoffsjoh (ansheinrich-eier 0eter%ditor &rank"ernhardt%ditor /perationn-onitoringn-aintenance international publications for shipping, marine and ofshore technology find out more at www.shipandofshore.net or www.thb.info free issues available! just send us an email: service@dvvmedia.com 24 propulsion & manoeuvring technology 10 optimising propulsion systems for ahts vessels 14 hybrid propulsion concept for large ahts 16 two offshore support vessels for e.r. schiffahrt industry news 18 41st otc in houston 18 contract for mobile offshore application barge german offshore equipment 19 directory of german companies offering equipment for the offshore market propulsion a holistic approach is essential for improving a propulsion system. the complex configuration on board an offshore vessel is a good example of the interaction between the individual propulsion components, the aim being to find the most cost-effective solution with minimal environmental impact. as from page 10 to 15 and from page 28 to 36 offshore & marine technology 4 ship & offshore 2010 n o 2bb turbocharging. don’t take chances. original abb spare parts are your assurance of the highest quality and precision. for further information please contact your nearest abb turbocharging service station. www.abb.com/turbocharging otc 2010 you are welcome to contact us at the german pavilion on the otc offshore technology conference in houston 54 14 oil & gas 20 subsea boosting for oil and gas projects 23 regasification mining 24 sub-sea diamond mining industry news 26 subsea mapping in western australia 27 advanced sub-sea services 27 growing european wind market trends/classification 54 increasing demand on arctic seafarers 56 “shipping confidence levels hold up” navigation & communication 62 new adaptive autopilot shows advanced functions 63 new routing software released propulsion & manoeuvring technology 28 controlling corrosive wear with tbn stabilisation 30 validation of aft sterntube bearing calculations 33 man diesel and dsme to jointly develop gas technology piping systems 38 plastic piping used for drinking water production 40 tungum-tube pipework for offshore construction industry news 42 drop for lpg tankers expected 43 cad/cam release targets large-scale projects offshore & marine technology shipbuilding & equipment ship & port operation regulars comment........................... 3 news & facts ................... 6 new ships ....................... 44 buyer‘s guide................. 45 index of advertisers.. 67 imprint............................. 67 ship & offshore 2010 n o 2 5 content march/april 2010clean alternative to hfo germanischer lloyd forum “gas as ship fuel“ was the topic of germanischer lloyd’s (gl) first class exchange forum whichhighlighted the approach towards the environmental concerns of the maritime in-dustry. the forum addressed all aspects related to lng as an alternative ship fuel. invited speakers presented the lng supply chain develop-ment from a ship owner‘s and gas terminal operator‘s view. regulatory developments at imo were explained by a ger-man governmental representa-tive. details about a joint in-dustry project on a gas-fuelled container feeder vessel were discussed by representatives of gl, man diesel and tge ma-rine gas engineering, a specia-list in the design and construc-tion of cargo handling systems for ships and offshore units carrying liquefied cryogenic gases. the shipbuilder flens-burger schiffbau-gesellschaft evaluated first results of the research project gaspax while the issue of gas bunkering was addressed by gl. more than 140 experts from all over europe gathered at gl‘s new head office in hamburg to discuss the status and trends of using gas as ship fuel. the opportunity to analyse the im-plication of lng as ship fuel correlates with discussions at imo. interim guidelines by imo are available in june 2010 and the igf-code is planned to enter into force with the solas 2014 revision. gl will publish its own guideline on using gas as a fuel in the beginning of april 2010 to complement imo interim guidelines. p-max tanker delivered brodosplit swedish tanker shipping company concordia maritime has taken delivery of the product tanker stena polaris from brodosplit shipyard in croatia. the vessel has gone on charter with st shipping. stena polaris, 182.9m long and 40m wide, is the eighth unit in the so-called p-max series of totally ten and the first of two p-max tankers with the highest ice class, 1a. powered by two man b&w 6s46mc-c with 2 x 7,860 kw a speed of approx. 14 knots can be reached. sister vessels stena penguin and stena premium shall be deliver-ed q4, 2010 and q1,2011 re-spectively. bergen group to build cruise ferries contract fjord line danmark as has signed a contract with bergen group fosen as to build two new cruise ferries. the ships will be deliver-ed in march and october 2012 respectively. fjord line will thus be able to offer daily departures on the service between bergen, stavanger and hirtshals. the contract was signed in bergen and is stated to have a total value of euro 103 million for each ship. the contract is subject to approval from financial institutions and from the board of directors of both companies. the vessels will have a deadweight of 4,000 tons, and a total length of 170m. both of the ultra mo-dern ships will be able to accommodate appro-ximately 1,500 passengers. the vessels will have the capacity to carry 600 cars in the “roll-on-roll-of” cargo bay, or a lower number in combination with larger trucks and cargo. fjord line‘s new cruise ferries designed by ber-gen group ship design and bergen group fosen will be equipped with fuel-efficient engines and environmentally harmful emissions to air and water will be minimal. construction of the hull will be taken over by bergen group‘s polish partner, stocznia gdansk, while the final assembly and finish of the ves-sels will take place in the docks of the shipyard at fosen. fjord line‘s new ferries will serve the route between bergen, stavanger and hirtshals osv simulator inaugurated mosaic maersk training cen-tre and maersk supply service have inaugurated one of the most advanced offshore sup-ply vessel simulators in the new maersk offshore simula-tion and innovation centre, mosaic. in cooperation with kongsberg maritime it has taken maersk training centre and maersk supply service several years to develop the maritime trai-ning system in a purpose-built complex next to maersk trai-ning centre‘s headquarters in svendborg, denmark. initially, mosaic will be used to train crews from maersk supply service. among others the training comprises anchor handling and dynamic positio-ning actions. mosaic features a full-mission bridge with 360 degrees of sur-round vision and includes three independent satellite simula-tors, which will allow real life scenarios to be conducted, every action driven by 100 computers. naming ceremony at brodosplit shipyard 6 ship & offshore 2010 n o 2 industry news & factsew shipyard in brazil stx europe a shipyard in bra-zil will be set up by stx euro-pe to expand its shipbuilding capacity for offshore and spe-cialized vessels. stx europe has signed a letter of intent with its brazilian partner pjmr for the new yard, which will be located in fortaleza, in the ceará state of brazil. stx eu-rope has since the acquisition of the niteroi shipyard, brazil, in 2001 delivered more than twenty vessels in the range from platform supply vessels to anchor handling tug supp-ly vessels, rov and pipelaying construction vessels. the yard has in the last few months received orders for three new advanced psv off-shore vessels, and has now eight vessels in the backlog for delivery up to 2013. to meet the increased demand for building of more complex vessels in brazil, stx norway offshore as intends together with pjmr to invest approx usd 100 mio over a period of three years. the project is expected to bene-fit from domestic financing on favourable terms, supported by governmental resources. the production capacity is esti-mated to be approx 20,000 tons of steel per year on a total yard area of 320,000 m 2 . production start is planned within a two years period. the new shipyard will have about 1,500 employees in addition to subcontractors. planned yard in fortaleza global cooperation raytheon anschütz kiel based raytheon anschütz, a divisi-on of raytheon co., usa, has signed an agreement with wärt-silä to offer raytheon‘s naviga-tion systems on a global basis. the cooperation is supposed to deliver benefits to the global operations of both parties. wärtsilä intends to combine raytheon navigation and wärt-silä automation systems into integrated packages, available for all types of vessels. raytheon anschütz will provi-de their entire range of integra-ted bridge systems, including multifunction displays, ra-dars, chart systems, conning display, gyro compasses, au-topilots and steering controls, speed logs, echosounders, and communication systems, which provide maximum flexi-bility for navigation data access at any location on the bridge, and delivers the information needed for safe and precise ship navigation. errv for the east shetland basin craig group the latest additi-on to the north star shipping managed fleet is grampian confidence, an nss-imt 948 designed errv (emergency re-sponse and rescue vessel). the grampian confidence is equip-ped with two daughter craft and one fast rescue craft. the newly launched vessel is part of an ongoing investment pro-gramme by the craig group. since 2003 the expansion and ongoing modernisation of the fleet has consisted of 12 new deliveries - errv’s, psv’s and a rov survey vessel. grampianconfidence is the eighth vessel of this class launched and joins the fleet to support opera-tions with cnr international at the ninian complex in the east shetland basin in april 2010. being 48.25m long and 11.8m wide she is a sister vessel to the grampian corsair, grampian con-tender and grampian courageous. the vessel was built at balenci-aga shipyard at zumaia and is classified by lloyd’s register. sideview of the errv of type nss-imt 948 imtech group imtech schiffbau-/dockbautech-nik, headquartered in hamburg,germany, will open a new service branch office in the usa in may. the branch will offer the full range of mechanical imtech services.the office will be located in the ft. lauderd-ale branch of imtech mari-ne group‘s subsidiary radio holland usa (2325 south federal highway, fl-33316 ft. lauderdale, contact: sven.busse@imtech.de, 1.954.815.7172). rwo the wwt-lc sewage treatment plant by rwo has been type approved to fulfil the new guidelines for sewage treatment plants set by imo resolution mepc.159(55). the wwt-lc is based on rwo‘s biopur wwt technology, with an additional treatment step. royal caribbean cruises ltd. a chemicals change-over was recently com-pleted by wilhelmsen ships service on the 33 vessel of royal caribbean cruises ltd (rccl) fleet, which includes the royal caribbe-an, celebrity and azamara brands. the changeover was carried out in accor-dance with a tight three month schedule. con-versions were done at no additional cost to wilhelm-sen ships service’s annual fixed fee package for rccl. iridium joubeh tech-nologies inc., combining iridium’s 9601 short-burst data (sbd) transceiver and gps, have met require-ments for the department of fisheries and oceans canada’s (dfo) vessel monitoring systems (vms) following successful sea trials of dfo’s hardware approval process. nadiro/fassmer danish nadiro a/s and german fr. fassmer gmbh & co kg have signed a cooperation agreement enabling cu-stomers to order fassmer lifeboats with nadiro’s drop-in-ball. in brief ship & offshore 2010 n o 2 7angladesh bans toxic ships shipbreaking bangladesh has implemented the high court order banning toxic ships from entering the country‘s maritime territory. at present, all ships de-stinedforbreaking inbangladesh must have a certificate from the exporting country proving that they are toxic-free. this measure aims at improving the current disastrous environmental and safety standards of the shipbrea-king yards in chittagong and is the result of a long legal battle fought by bela, a member or-ganisation of the ngo platform on shipbreaking in bangladesh. the ngos now call on the euro-pean union to urgently take ef-fective steps to stop the export of european toxic ships to develo-ping countries. the ministry of commerce ordered the bangla-deshi customs to stop the im-port of any obsolete vessel that has not been pre-cleaned of toxic materials such as asbestos, heavy metals and pcbs. by putting this new measure into effect, bangla-desh is finally being compliant with international law and its own national regulations on waste imports. the shipbreaking industry in south asia is the most toxic and dangerous in the world. cur-rently over 80% of the global fleet of end-of-life ships are run ashore and broken by hand on the beaches of bangladesh, in-dia and pakistan, where labour is cheap and laws weak, lacking or not-enforced. the platform now urges india and pakistan to take similar action. shipbreaking in bangladesh is to become toxic-free global cruise centre dnv long active in the cruise industry in north america, dnv plans to open a new faci-lity in miami, florida. the glo-bal cruise centre will enable dnv to respond more quickly to local customer demand and serve as a hub for a network of dnv cruise ship service centres around the world. dnv’s new global cruise centre is suppo-sed to establish a stronger pre-sence in miami florida, home to some of the largest cruise companies in the world. dnv’s global cruise centre will provide a broad range of services, including coordina-tion of surveys for all cruise clients on a global basis, new-building project coordination, compliancemanagement, com-petence training and advisory services designed to improve client business performance, among other services. newbuildings taken into service höegh autoliners two new pctc (pure car and truck car-rier) have recently gone into ser-vice for the norwegian shipping company höegh autoliners. höegh caribia is the second pctc in a series of four 20,209 gt sister vessels built at the japanese yard kyokuyo shipyard for gram car carriers as. she has a loading capacity of 1,800 ceu (car equivalent unit). two caterpillar engines of type mak 6m43c are in-stalled as main engines. höegh autoliners has started a new short sea service in caribbean waters with höegh caribia. in a series of 17 car carriers höegh copenhagen was deliver-ed as 11th unit to höegh auto-liners by the korean yard dae-woo shipbuilding and marine engineering (dsme), okpo. after the maiden voyage höegh opened a new service with höegh copenhagen sailing from europe to longoni, mayotte. l27/38 engines for tug boats man diesel man diesel spain has been very active within the tug segment recently, having played a key role in three or-ders that contract the compa-ny to supply 18 of man die-sel l27/38 engines to boluda corporación marítima, spain. the three orders encompass two engines for the vb bravo, owned by boluda corporación marítima through its subsidiary auxmasa; twelve engines for six tug boats owned outright by boluda corporación marítima; and four engines for two tug boats owned by the shetland island council. boluda towage and salvage. of the seven tugs bound for the boluda towage and salva-ge fleet, the first, the vb bravo, has already entered service. two others – vb titán and vb trón – were launched at boluda-unv shipyard in october 2009 and will shortly enter service. deli-very of the remaining six vessels is scheduled for 2010 and 2011. the two tugs for the shetland islands (uk), featuring four man 9l27/38 engines (3,285 kw at 800 rpm), solan and bonxie, will be based at the sullom voe oil terminal in the northern north sea. the solan was launched on 17 december 2009 and the bonxie on 18 fe-bruary 2010. the tugs will be delivered this spring and will be operated by the shetland is-lands council and their design makes them well-equipped for towage, and the general assis-tance and escorting of tankers and other ships. as per man diesel, the 27/38 engine is amongst others cha-racterised by low fuel-oil con-sumption, long time between overhauls, low maintenance requirement and reduced noi-se levels through targeted insu-lation. höegh caribia, deployed in a new caribbean short sea service the vb bravo pictured during sea trials 8 ship & offshore 2010 n o 2 industry news & factsrojan/wärtsilä wärtsi-lä corporation and trojan technologies have signed an agreement to jointly develop, market, and distri-bute a ballast water treat-ment product. the ballast water treatment product is presently in pre-pro-duction, with third-party validation to take place in late 2010. it is expected to enter the market at the end of the year. 100th delivery mitsui engineering & shipbuilding co., ltd. (mes) completed and delivered m.v. ikan seligi (mes hull no. 1770) at its tamano works, which is the 100th delivery of 56,000 dwt type bulk car-rier built by mes. over 50 units of “mitsui’s 56” are still on order backlog and built at mitsui tamano and chiba works. bv classification society bureau veritas (bv) has set up a system to audit and certify manning agencies for seafarers. the standard for quality management system of seafarer man-ning offices is available in bv guidance note n 6001. transas the ministry of transport of the people‘s republic of china and transas china have signed a contract for the supply, installation and commis-sioning of a navi-monitor system. this is the first vts transas sold in main-land china. the operator centre is run by design institute from ministry of transportation and is loca-ted in daxing county, near beijing. arrv fincantieri can-tieri navali italiani s.p.a., trieste, has gained a new order. marinette marine corporation, fincantieri’s american subsidiary, will build an oceanographic research vessel capable of working in icy arctic waters (alaska region research vessel – arrv) for the uni-versity of fairbanks, alaska, for delivery in 2013. in brief liferaft rental initiative exchange program wilhelm-sen ships service extends its liferaft exchange programme and makes a new addition to its range of unitor liferafts. the company has just launched a 35 person self righting davit launch model which meets the demands of the cruise indus-try. the company’s liferaft ex-change programme now co-vers 743 ports in 74 countries worldwide. wilhelmsen ships service continues to expand its own network of liferaft service stations. the concept, which swops service-due liferafts and life-saving appliances for ope-rational ones, is to take better control of costs and to reduce the chance of getting caught out by unforeseen service dates. the solution was deve-loped as a result of a customer request and is supposed to be a step forward in increasing the customer’s operational efficien-cy and reducing logistics costs. plastic fender piles port of seattle at the maritime industrial center’s (mic) east pier at the port of seattle the aging creosote treated wood fender pilings are replaced with plastic pilings. as a part of a pilot program, the new pi-lings are made of recycled ma-terials that are impervious to marine borers and resistant to corrosion, as the port operator states. the plastic and fibreglass fen-der piles are to act as a buffer between a ship or barge and the wooden docks, protecting and lengthening the life of the dock. since these composite pilings are of a relatively new techno-logy, the port of seattle is said to be leading the way in the pu-get sound to test what could to be a clean, green product that will help protect the ship ca-nal and the fish that either live there or pass through en route to their spawning habitat. the new pilings are driven into the ship canal photo: don wilson/port of seattle) 14,000 teu series from korea cpo savona south korean shipyard daewoo shipbuilding & marine engineering recently delivered its biggest container vessel ever to the german shi-powner claus-peter offen, ba-sed in hamburg. the stowing capacity of the 365m long and 51.20m wide 14,000 teu type vessel cpo savona amounts to 6428 teu in hold and 7572 teu on deck in stacks up to nine bo-xes high. on deck there is also the possibility to stow 1,000 feu reefer containers. the new building, classed by germa-nischer lloyd, is powered by a man b&w main engine of the type 12k98mc-c7 rated at 72,240 kw to reach a service speed of appr. 24 kts. cpo savona is the first vessel in a series of 13 built by daewoo for offen. the vessel following in april will be msc alexan-dra. claus-peter offen will also receive five 12,552 teu new built container carriers from samsung heavy industries un-til 2011. cpo savona is chartered by me-diterranean shipping company (msc) for 15 years and will sail under the name of msc savona between europe and asia. the next 14,000 teu carrier will be msc alexandra, to be delivered in april ship & offshore 2010 n o 2 9ptimising propulsion systems for ahts vessels holistic design the bollard pull of an ahts depends not only on the power transmitted to the propellers but also on the propeller diameter, nozzle design and their interaction with each other and the hull. a 13% increase in bollard pull has been shown, which has been verified by the full scale results. jens ring nielsen, henrik marinussen t he design of a propulsion system for an ahts is a challenging task involving not only the physically products like engine, gearbox, propellers and control system but also the interfaces between these compo-nents as well as their influence on the vessel’s performance. one significant example in this respect is the interaction of the propeller and nozzle with the hull. most ahtss are highly powered and designed as twin screw ves-sels with ducted cp (controlla-ble pitch) propellers in order to achieve the required bp (bollard pull) and a high manoeuvrabil-ity. the other operating condi-tions seldom play a role in speci-fying the main engine power. however, the bp is not solely de-termined by the installed power but also by an optimised propul-sion system and hull lines. an optimum solution is character-ised by a design where all three items have been addressed. pre-order stage hydrodynamic aspects one of the first questions raised, when starting the design of an ahts, is how much power is needed to reach a certain specified bol-lard pull. for years it has been a common practise to use simple rules that would link the bol-lard pull to the installed pow-er. one rule simply states that each hp will yield 13.6 kg [1]. man diesel developed a more refined method where the bol-lard pull is determined from the power density i.e. based on both power and propeller di-ameter [2]. that power cannot be used as a sole parameter to determine the achievable bol-lard pull. this can be demon-strated by comparing three dif-ferent man diesel propulsion configurations which will all lead to a 90 ton bollard pull. had the simplified ruled (13.6 kg/hp) been applied an underestimation of 10% and 21% would have occurred in the case of the 8 and 9l27/38 propulsion systems. a further refinement has since been added to account for the nozzle type, length/diameter ratio, support type and the in-fluence of cavitation on per-formance. a more precise de-termination of the bollard pull is thus possible in the project stage. an accurate determination of the bollard pull is important as a possible bollard pull guaran-tee will have to be based on the available figures at this stage. structural aspects the opti-mum design of the propeller/ nozzle arrangements is prima-rily determined by the require-ment of having an optimumhy-drodynamic efficient solution and sound structural construc-tion. the latter requirement secures that harmful vibrations and possible structural failures are eliminated. being a part of the very early design stage where all the im-portant decisions related to the nozzle design are being made [2] will make it easier to reach the optimum solution for the propeller and nozzle arrange-ment in the post-order phase. a basis for a sound design is that lines plan and hull struc-ture drawings are forwarded for evaluation. in order to reach an optimum solution man diesel has introduced a set of guide rules (data request for noz-zle design) that can assist the hull designer in the structural design of the aft ship. to optimize the flow to and around the propeller the guide lines specify design parameters which make the nozzle design more efficient and less costly. the following design param-eters should be observed at this stage of the project: vessel type and operation mode: the vessel type and how the vessel is intended to be op-erated is essential for the pro-peller blade and the nozzle de-sign including the interaction in-between the two. nozzle type and support: the profile type and the con-nection to the hull are decided from the operating profile of the vessel, bollard pull require-ment, structural possibilities inside the hull and hydrody-namic aspects. to avoid vibration problems man diesel recommends that the natural frequency of the nozzles should be minimum fig. 1: specific bollard pull versus power density engine propeller power specific type power speed diameter density bollard pull - - rpm mm kwm 2 kg/hp 7l27/38 2380 150 3300 278 13,9 8l27/38 2720 206 2750 458 12,2 9l27/38 3060 276 2400 676 10,8 table 1: different propulsion configuration giving 90 ton bol-lard pull for a twin screw ahts 10 ship & offshore 2010 n o 2 offshore & marine technology propulsion & manoeuvring technology0% above or below the first order natural frequency of the propeller blades. the stiffness of the nozzle profile itself, the connection type to the hull and the aft ship stiffness forms the basis for this evaluation. a sound design is character-ised by having a well distribu-tion of forces and by avoiding stress raisers. the design of the top strut and headbox is a spe-cial challenge in this respect. however, the structural aspects must always be balanced by the hydrodynamic require-ments. post-order stage the detailed design usually takes place after signing the contract when more informa-tion is available on the hull lines, engine, gearbox and shaft arrangement. the items that are usually ad-dressed are: aft ship hull form design. the achievable bollard pull de-pends on the aft ship lines and the propeller and shaft arrange-ment. in general the water flow around the hull will follow the buttock lines. this means the slope of the buttock lines is of great importance as it will influence the thrust deduction factor. t 1 - t bp t p,b t n,b from the formula it can be seen that the propeller and nozzle thrust in behind condition t p,b and t n,b is reduced by the thrust deduction factor t – leading to a corresponding reduction in the bollard pull. this reduction is mainly caused by the suction of the propeller and nozzle on the adjacent hull surfaces. for that reason the distance from where the shaft protrudes from the hull to the centre of the propeller should be as long as possible. it is man diesel’s re-commendation to design slow-ly raising buttock hull lines of approximately 17-19 degrees. the overall aim is to keep the thrust deduction factor to a minimum. furthermore, it must be secured that sufficient water will be present above the propeller/nozzle in order to prevent air suction. propeller blade design. the detailed design of the propel-ler blades will be based on the different operating conditions and the results from the model tests (resistance, self propul-sion with stock propeller, wake measurements). the blades will be optimised for the bollard pull condition and checked for different other operating modes (free sailing, towing etc) to ensure that an overall opti-mum design has been reached. the final design will be based on a balance between the two major design objectives – ef-ficiency and cavitation/vibra-tion. the detailed design of the propeller and nozzle is made in close cooperation between the hydrodynamic and struc-tural engineer. for ahts the shape of the blades will exhibit wide chords at the tip (kaplan shape) to maximise the bollard pull. nozzle design. the type of nozzle has already been se-lected in the pre-order phase and the detailed design of the nozzle will focus on the sup-port and hull attachments to minimise the thrust deduction caused by the interaction ef-fects with the hull. compared to the conventional nozzle types the aht nozzle will de-liver more thrust thus making the design details of the sup-port more important in order to minimise the thrust deduc-tion factor. consequently, only a plant specific designed propeller and nozzle including well faired and structurally sound sup-ports will result in an optimum solution. this means that the propeller and nozzle supplier needs to be a part of the very early design stage as already underlined in reference [2]. fig. 2: strut and headbox support fig 3: definition of tilt and azimuth angles ship & offshore 2010 n o 2 11o verify the potential of the different design alternatives man diesel recommends to make model test of the final designed pro-peller and nozzle, including test of tilt and azimuth angles of nozzle as well as propeller direction of rotation. the possible improvement that can be achieved by following this systematic ap-proach will be exemplified by the following case study. however, it is important to note that the more aligning requirements that are proposed for the nozzle, the more cumber-some the installationwill be. in each case, the gain obtained in bollard pull by introducing an additional nozzle alignment requirement should be carefully judged against the risk of possible misalignment during installation. in any case man diesel recommends choos-ing the same supplier for the propeller and the nozzle to optimise the overall perform-ance. latest nozzle development since the introduction of the aht nozzle its range has been extended to include: longer and shorter nozzles than the original l/d0.5 making it possible to se-lect the most optimum size depending on cavitation number and propeller load a simplified and more production ver- sion with a strait inner area at the propeller zone. the nozzle family was developed using cfd calculations on a large number of sys-tematically varied nozzle shapes and with the bollard pull conditions as the prime optimisation objective. a major research program was recently un-dertaken by man diesel to investigate the performance of ducted propellers includ-ing the influence of cavitation. different types of aht nozzles and the well known 19a nozzles were tested at sva potsdam as well as in the free surface cavitation tunnel at the university of berlin. most propellers – being open or ducted – are designed with a certain amount of cavita-tion and if kept within limits the cavitation will only affect the performance marginally. however, this is not true for highly loaded ducted propellers where the present of cavi-tation reduces especially the nozzle thrust. one aspect that became clear was the im-portance of minimising the tip clearance because the tip vortex would disturb the flow at the exit of the nozzle. however, for practical reason a certain clearance is nec-essary to facilitate the dismantling of the blades inside the nozzle. an extensive test series was carried out in both non- and cavitating conditions for the aht series of nozzle as well as the 19a ver-sion. the results can be summarised as: the aht nozzles showed superior per- formance compared to the 19a. the shorter nozzles are more affected by cavitation than the longer versions. air suction from the water surface into the propeller/nozzle reduces the bollard pull significantly. the risk increases with diminishing water height above the pro-peller and increasing l/d ratios the backing performance of the different nozzles also formed a part of the investiga-tion and clearly showed the superiority of fig. 4: cfd pressure calculation of nozzle and propeller fig. 5: comparison of astern bollard pull, aht versus 19a both with l/d0.5 fig. 6: an aht ø4030 nozzle ready for dispatch. leading edge of the nozzle is on the floor. fig. 7: finite element vibration analysis of nozzle including supports 12 ship & offshore 2010 n o 2 offshore & marine technology propulsion & manoeuvring technologyhe new aht nozzle family. a 20-25% im-provement of the astern thrust was measured compared to the 19a type. case study the case study concerns a series of ahts vessels designed to deliver a bollard pull of 120 tons with a man diesel propulsion system. the initial hull lines developed by the na-val architect displayed steep buttock lines of approx. 25 exceeding the recommended 17- 19. the buttock lines were later reduced to 23 by lowering the gearbox followed by a redesign of the aft ship. in addition the distance between the propeller and where the shaft protrudes from the hull is short. because of these unfavourable conditions the thrust deduction factor ended up being 9.6%. a comprehensive model testing program was set up to investigate the possible im-provements from not only using the new aht nozzle type but also including other relevant installation aspects. apart from the normal testing with stock propeller the following were added: nozzle supports comprising both a headbox and a strut solution propeller direction of rotation nozzle types – aht and 19a tilting and azimuthing of nozzles. the model testing program was planned in the sequence as described above and lead to an increasing improvement of the bol-lard pull as the testing proceeded. especially the testing with the ahts nozz-le showed a pronounced improvement in bollard pull. varying the azimuth angle of the nozzle only resulted in a marginally improvement and was for this reason not applied. compared to a standard solution a 13% improvement in bollard was achieved by following this systematic approach. the full scale testing was conducted as the vessels were commissioned and at the time being 5 vessels had their bollard pull measured. the full scale figures are as measured and not corrected for the unfavourable conditions at the test site (limited water depth and current across tow line) as required in [5]. this type of vessel falls into the standard 120 ton ca-tegory of ahts’s which up to now have been characterised by having two 8 cyl-inder 32cm bore main engines with a rated power of 4,000 kw. compared to this industry standard the man diesel optimised propulsion solution can suf-fice with only 2x3,285 kw to reach the required bollard pull. references: [1] oosterveld, m.w.c. (1970). wake adapted ducted propellers, publication no. 345 nsmb, wageningen, netherlands [2] nielsen, j. r., jeppesen r. m. and lun-dgren, e., (2005) propulsion of offshore support vessels, osv conference, singa-pore [3] jeppesen, r. m., marinussen, h., (2006) latest trends in offshore propulsion, snames technical talk, singapore [4] minchev, a., nielsen, j.r., lundgren, e., (2009) ducted propeller design and verifi-cation for contempoary offshore support vessels, first international symposium on marine propulsors, torndheim, norway [5] boesen, k. (2005). bollard pull trials, internal man diesel document fig 8: stepwise improvement in bollard pull for a 120 ton ahts the authors: jens ring nielsen (senior manager), henrik marinussen, (research engineer, propulsion r&d), man diesel se, frederikshavn, denmark regelbare elektromotoren benzstraße 12 . d-63897 miltenberg phone 49 (0 )93 71 9 71 90 telefax 49 (0 )93 71 97 19 50 oswald@oswald.de ask for the cost effective individual designed drive solutions made by oswald. see www.oswald.de for details. regelbare elektromotoren torque-motors · powerful and cost effective · individually designed, customizable to your operation conditions in the best way · large sized open inner diameter for construc-tive advantages · for high peak torque and noise reduction direct drives from 100 to 150000 nmybrid propulsion concept for large ahts y ard number 284 olympic hera has recently been delivered from ulstein verft to olympic shipping. ol-ympic hera is the sister vessel to olympic zeus, which was deliv-ered six months earlier. from first experiences with olympic zeus in the north sea, olympic shipping sees that the vessel runs diesel-electric 80% of the time. figures show that fuel consumption in this mode is about 50% lower than for most competing vessels due to the hy-brid solution onboard. olympic shipping claims that this makes it easy to acquire contracts. the olympic hera measures 93.8m long, 23m wide and 10m from main deck to keel, and performs anchor handling, supply, subsea and construction operations. the bollard pull is approximately 260 tonnes. the olympic zeus and olympic hera can also be equipped with a 250-tonne heave-compensat-ed offshore crane and two a-frames of different types. the large dimensions of the olym-pic zeus and olympic hera add stability, and together with the extra power installed onboard, make the vessels especially well suited to carry out deepwater operations. according to olympic ship-ping, the trend has shifted from operations at depths of 1,000–1,500m to advanced sub-sea operations down to 2,000– 4,000m. in order to provide the requested services for the market at present, even larger ships with advanced capacities are need-ed. with one large 500-tonne and two 450-tonne drums, the winches aboard the vessels have an impressive capacity. green operations the propulsion concept is called “green operations”, which is a joint venture by olympic ship-ping and ulstein group. the fuel-efficient vessels have low nox emissions and meet dnv’s clean design criteria. given that the vessels only require low or medium power the majority of the time they are in operation, the engines are said to run with optimum fuel efficiency. under ideal conditions, the traditional diesel-mechanical propulsion system is still very efficient. it may have as lit-tle as 2.5–3% mechanical loss between the diesel engine and main propeller, mainly in the reduction gear. maximum bollard pull performance uti-lises maximum prime mover power in the water. an anchor handling vessel with a diesel-mechanical propulsion system also performs very well at the higher end of its power range. in comparison, diesel-electric pro-pulsion systems typically have 10–11% loss between the diesel engine and the shaft of the elec-trical propulsion motor. the olympic zeus and olympic hera are the first anchor hand-ling/construction vessels with a diesel-mechanical/diesel-elec-tric hybrid propulsion solution. the propeller on the system can either be driven directly by the diesel engine or by an electric motor powered by generator sets. the two modes can also be combined. operation profile the nature of an anchor hand-ling job may vary a great deal. jobs may often include quite a lot of waiting and idle time. these large and powerful an-chor handling vessels then have to reduce engine power to a fraction until the next work sequence is started. the poten-tially large amount of waiting time introduces a number of challenges for anchor handling vessels. during waiting time, there are several factors that contribute to increased fuel consumption, more pollution and more wear and tear than desired. main propellers running at maximum rpm even at idle, cause considerable zero pitch loss – up to as much as 1,000kw per main propeller on a large anchor handling vessel. large engines that run very in-efficiently while idling cause so called carbon buildup and emit relatively large amounts of pol-luting particles and gases. ship designers are always eager to know how the ship is going to be used. they study the op-eration profile to identify the various operating conditions and their duration. this study is also a help in calculation of the fuel consumption of a ship throughout the course of a year. as the operation profiles may vary a great deal, it is also important to identify the na-ture of each mode – including the variation of power require-ments and duration of sub- activities within the mode. most diesel engines seem to be most fuel efficient at approxi-mately 85% of full load. after collecting fuel consumption data from engine maker data sheets, similarities among a se-lection of makers and models are revealed: fuel economy is at its best between 65–90% engine load at loads of 50% and below, the specific fuel oil consump-tion increases rapidly at low engine loads, com- bustion is weak and produces more particles and pollution ulstein a122 the ever-increasing focus on environment and pollution issues, combined with falling power electronics prices, is already turning many shipowners’ interests towards hybrid and diesel-electric propulsion systems for anchor handling vessels. this is especially the case on advanced, high-end vessels. crane operation on olympic zeus photo: olympic shipping 14 ship & offshore 2010 n o 2 offshore & marine technology propulsion & manoeuvring technologyt lower engine loads cata- lysers are radically less efficient low engine loads over long periods of time cause carbon build-up anchor handling vessels are quite extraordinary specimens regarding operation profile. they are among the most pow-erful and massively propelled offshore vessels, and yet they run at idle and at low propeller load almost all of the time. they are a definitive case for some-thing completely different than standard diesel-mechanical pro-pulsion. while the hybrid is equal to the diesel-electric system at low loads, the hybrid system’s diesel-mechanical part provides the advantage of efficiency at high load. for medium- to high-speed transit, the hybrid system may utilise its diesel-mechanical attributes. the efficiency at high loads in this mode is unbeat-able, with lower fuel consump-tion and emissions than a die-sel-electric propulsion system. large electric motors when setting out to design an optimal hybrid propulsion sys-tem for anchor handling ves-sels, it is essential to pay enough attention to the operation pro-file and ship operator feedback. one crucial fact becomes ap-parent: the size of the electric motors needs to be much larger than perhaps first anticipated. it was found that merely run-ning in diesel-electric when idling and in low power modes was not sufficient. in order to really make any significant re-ductions in fuel consumption and emissions, the vessel had to be dimensioned to run in diesel-electric mode most of its time. the reason for this was very sim-ple and obvious. in an anchor handling situation, dependent on factors such as water depth, the anchor handling vessel has to pull up to 130–140 tons in a few minutes before going down to low load again. when utilis-ing small electrical motors a mode shift has to be performed in the middle of an operation. even worse was the fact that mode shifts had to be per-formed at zero pitch or very low load. the consequence would have been that the safe or natu-ral choice for the ship operator would be to enter the whole op-eration in diesel-mechanical or hybrid mode, losing all of the benefits of running in diesel-electric mode. ulstein therefore decided to increase the size of the electric motors to 4,000kw, result-ing in a bollard pull of around 150 tons. this keeps the vessels free of mode shifts during most normal operations. however, the electric motors are not standard 750 rpm units. they are designed to deliver massive torque and power from 0–660 rpm, which is the diesel-electric speed range. the elec-tric motors have their 4,000kw power at the top of this range. this disposition gives the die-sel-electric mode more effec-tive propulsion, lower rpms and higher pitch throughout the diesel-electric speed range, along with a very responsive and commanding grip on the propulsion system. at 750 rpm, the electric motor still has the power of 4,000kw, but the torque has been reduced to match the normal torque for a typical 750 rpm, 4,000kw electric motor. mode change and automa-tion the mode change philosophy is kept simple – it really boils down to clutching in and out the electric and diesel mo-tors. therefore, it’s not really a mode shift as such, rather merely starting and stopping equipment. the feedback from the operators is unanimous – the hybrid system is very easy to use, and its actions are said to be visible, obvious and self-explanatory. even though mode changes are reduced to simply clutching in and out equipment, the auto-mation behind the seemingly straight-ahead clutching is highly advanced. much of the competence and technology is integrated right here. one of the important features of the ulstein hybrid propul-sion concept is the ability to carry out mode shifts at very high loads. if the anchor hand-ling vessel is running in diesel-electric mode and the opera-tion requires more power than available, one does not need to pull down to zero pitch or to low load to change to hybrid mode. the mode change may be performed at high loads without terminating the opera-tion. if this had not been pos-sible at high loads, most would have chosen hybrid mode from the beginning and spent more fuel and had increased emis-sions. all modes are combinatory modes, except fixed shaft generator mode. the large main engines run from idle at 525 rpm, and move stepless up to 750 rpm, sharing loads with the electric motors all the way up. this also makes the hybrid mode much more fuel efficient and dynamic. olympic hera, sister vessel of olympic zeus deck machinery compressors steering gears offshore power marine equipment uetersenermaschinenfabrikgmbh&co. kg info@hatlapa.de www.hatlapa.de world-wide service realization: www.make-ad.de – design: www.jrs-viskom.de ship & offshore 2010 n o 2 15wo offshore support vessels for e.r. schiffahrt rolls-royce ut 776 cd e.r. athina and e.r. georgina are the two latest offshore ves-sels to the rolls-royce ut 776 cd design, built by stx europe in brevik, norway, and tailored to suit the requirements of their owner e.r. schiffahrt. the ut 776 cd belongs to the ut 77x rolls-royce fam-ily of platform supply vessels, the first of which to be built was the ut 776 e island cham-pion, delivered in 2006 from the norwegian shipyard aker yards-brevik. the ‘e’ suffix de-notes diesel-electric propul-sion. at the time the design was characterised by the chief designer as the next genera-tion of platform supply vessels from rolls-royce. it is designed and equipped by roll-royce to provide its owner and charter-ers with a vessel that is eco-nomical to operate, extremely effective at carrying out its tasks and which provides a safe environment for its crew. a clear requirement has been to make working and living con-ditions on board as safe and comfortable as possible. the design has been tailored so that cargo is carried as near the point of minimum motion as is feasible, on a working deck with high and protective bul-warks. stabilising tanks above the main deck provide optimal roll reduction and also form a safety buffer between the working deck and the super-structure, reducing the risk of injury or damage from swing-ing crane loads. the hullform is optimised for low resis-tance in the required 10-16 knot speed range in all normal north sea weather conditions. a bulb bow is combined with well vee’d sections aft to pro-vide hull lines that are not only easily propelled in any sea con-dition but have low motions. reduced hull resistance is re-flected in less use of power and consequently a lower total fuel burn which, in turn, cuts the amount of co 2 emissions. since then the generic design has been progressively devel-oped, and the later vessels have the type number ut776 cd, indicating that they meet clean design class rules for mini-mum emissions to water or air. the first cd variant was deliv-ered in 2008. to date five ut 776 supply vessels have been delivered, with a further three currently on order. in the case of e.r. schiffahrt rolls-royce says it came up with a version of the ut 776 cd that, among other things, can stay in port without running generators for electrical supply, reducing noise and emissions. various technical solutions were adopt-ed to provide additional redun-dancy. last but not least, e.r. athina is the first ut 776 cd to implement the latest advance in navigation technology, the rolls-royce icon dpii dyna-mic positioning system. e.r. athina, like its sister ship, is 93m long with a beam of 20m and a cargo deck area of about 1,030m 2 . the deadweight is ap-proximately 4,000 tonnes, of which about 3,000 tonnes can be carried on deck. it can carry pipes, liquid cargo, and dry bulk. tanks are provided for fuel, water ballast, fresh water, drill water, mud, brine, metha-nol, base oil and special prod-ucts. the bulk handling system has a capacity of 300m 3 . ac-commodation is provided for a total of 25 people, and the ship has comfort v(3) class nota-tion, showing that very low lev-els of noise and vibration levels have been achieved, providing good living conditions for the crew. e.r. athina is equipped with fire pumps and monitors to fifi1 standard and has oil spill recovery capability accord-ing to dnv oilrec class. rolls-royce azp-series thrusters with their streamlined shape and pulling propellers have shown themselves to be well suited for supply vessel propul-sion, and e.r.athina is fitted with two azp 120 units each handling 2,500kw in a diesel electric system. they have cp propellers and variable fre-quency drive motors, and for manoeuvring and station-keep-ing are assisted by two 883kw tunnel thrusters and a swing-up azimuth thruster of the same power at the bow. four bergen c25:33l6a generator sets pro-vide a total of 6,960kw at 690v. one merit of the diesel electric system is that only the actual number of engines required to supply the load need to be run-ning, and they can be operated at the most efficient part of their load range, saving wear and tear and reducing emissions. the second vessel, e.r. georgina, is scheduled for deliv-ery in april 2010. the e.r. athina owned by e.r schiffahrt e.r. athina is the first ut 776 cd to implement the rolls-royce icon dpii dynamic positioning system 16 ship & offshore 2010 n o 2 offshore & marine technology new building! !" #   ! !  "   !  ! !#   #!"  ! ! ! #% & #! ! !1 st otc in houston offshore technology conference the otc, founded in 1969, is the world’s foremost event for the develop-ment of offshore resources in the areas of drilling, explora-tion, production and environ-mental protection. it is held annually at reliant center in houston, texas and attracts more than 65,000 visitors and 2,000 exhibiting companies from over 120 countries. the exhibition is accompa-nied by a highly sophisticated conference. at this year’s otc, which is taking place between the 3 rd and the 6 th of may, 2010, the technical program includes about 150 papers presented in more than 25 sessions, com-prising industry and topical breakfasts. germany’s attendance amongst the participating countries, germany has tradi-tionally been one of the larg-est national groups attending otc in houston presenting their offshore solutions which are among the world’s top tech-nologies in many specialised sectors. this year, more than 60 german companies will be at-tending this leading exhibition and conference for offshore technologies. most of the firms will present themselves at the official german pavilion, sup-ported by the federal ministry of economics and technology and the german engineering federation vdma – marine and offshore equipment industries. germany asmajor global export-er of high-tech marine equip-ment is suffering from the cur-rent slump in world merchant shipbuilding and the offshore sector is becoming increasingly important as a future-oriented area of activity. at otc 2010, german companies will present a new comprehensive directory “german offshore equipment” which covers the full range of german companies offering equipment and services for the global offshore market. perspectives for the coming years, houston-based offshore technology conference will be adding two new conferences to its portfolio of events. otc’s new arctic technology conference (atc) will address the technologies and innova-tive practices needed for ex-ploration and production in the arctic. the first atc will be held in february 2011 in houston. the otc brazil will focus on technical advances, challenges and opportunities for the deep- and ultra deepwater offshore activities. the inaugural event for this biennially exhibition will take place in rio de janeiro in october 2011. the german pavilion contract for mobile offshore application barge offshore wind kep-pel verolme bv and consor-tium partner areva energie-technik gmbh, a german subsidiary of french energy company areva, have se-cured a eur 62 million con-tract from wetfeet offshore windenergy gmbh to build a mobile offshore applica-tion barge (moab) for a new offshore wind farm in the north sea. this self-erecting floating platform will be de-ployed at the global tech i wind farm that is being built and operated by wetfeet off-shore. moab will host the transformers and high volt-age switchgears to collect and convert electricity generated by the wind turbines for de-livery to germany’s national power grid. it is also equipped with critical control systems to serve as a backup power supply for the wind farm in case of emergencies. the global tech i wind farm will be located about 110km northwest of cuxhaven in the german exclusive economic zone in the north sea con-sisting of 80 5-mw-class wind turbines. when fully opera-tional in 2013, this wind farm will be capable of generating some 1.4 billion kwh of elec-trical energy annually, supply-ing approximately one million people with clean energy. it is also expected to help cut some 1.2 million tons of carbon di-oxide emissions each year. moab will provide perma-nent accommodation for up to 32 personnel operating the wind farm. by serving both energy transmission and wind farmmaintenance func-tions, moab aims to help to enhance the operational reli-ability and efficiency of glo-bal tech i. keppel verolme will carry out the detailed engineering and construction work on this new platform designed by hamburg based company overdick gmbh & co, while areva designs, fabricates and installs the transformers and other high voltage equip-ment. the vessel is targeted for completion in the fourth quarter of 2011. this mobile offshore applica-tion barge will be built for a new offshore wind farm in the german exclusive eco-nomic zone in the north sea 18 ship & offshore 2010 n o 2 offshore & marine technology industry newsubsea boosting for oil and gas projects multiphase pumps multiphase boosting is not only pumping liquid and gas, it is a complex and sometimes sensitive process. production improvement and process control are the main advantages of this technology. vertical twin-screw multiphase pumps with improved dry run capability can be installed in series and provide more than 200 bar boost pressure. axel jäschke m ultiphase, according to the general un-derstanding in the oil and gas community, is the oil-water-gas mixture coming with the natural untreated well production. uncertain-ties in the production data, slugflow in pipelines and fast variations in pressure and fluid composition are part hereof. as soon as a significant amount of gas is involved, separation effects in the flow-lines have to be considered. consequently the multipha-se pump (mpp) has to be designed for slugflow condi-tions. in general multiphase pumps can be divided into three groups with its own technical requirements: gas tolerant liquid boo- ster – 0% to 30% gas – typi-cally only applicable direct downstream of separators or inside long crude-oil transfer pipelines, multiphase pump – up to 100% gas temporary – down-stream well and upstream se-parator, wet gas compressor – 99% to 100% gas continuously but with the risk of slugflow (wa-ter or condensate) – typically downstream gas wells. in all cases the mpp shall be able to transport the liquid-gas mixture against the full pipeline backpressure with-out interruption of the flow. bornemann provides the pa-tented solution of internal liquid (product liquid phase) separation and recirculation of a small percentage of li-quid back to mpp inlet, pre-venting mpp rotors running completely dry. separation and liquid storage inside the mpp discharge casing is vital for the multi-phase mixture (mp) boosting process. improvement of oil production each reservoir has its own optimal production characte-ristic in regard to oil pro-duction, gas production and water-cut minimization. the graphic (fig. 2) explains the production task of mul-tiphase pumps. the oil pro-duction (orange curve) of wells typically follows a certain known production profile, depending on the wellhead back-pressure. at a certain wellhead pressure the flow velocity in the well is too low to transport the liquid to surface. the well might be “dead” or only gas is coming. if the well is closed, after some time the wellhead shut-in pressure will build up. the shut-in pressure can be very high compared to the production pressure. there is an optimal oil production at a certain pressure which is fluctuating with the time. too low pressure draw down might lead to non-optimal production rates and dama-ges in the reservoir. together with the oil the as-sociated gas is produced – the relation between oil and gas typically is given in gor (gas-oil ratio at standard con-ditions). because the gas is expan-ding with the pressure going down, the total production curve is expanding to higher flow rates (brown curve) at actual volume flow (oilgas) at mpp inlet pipeline pipeline performance performance p out p in potential production natural production pressure at mpp inlet gas oil gas oil flow flow oil production oil production gor gor constant constant oil production oil production gor gor constant constant fig. 2: process diagram fig. 1: vertical high pressure subsea pump 20 ship & offshore 2010 n o 2 offshore & marine technology oil & gasower system and pump inlet pressures. the well is producing into a pipeline system. the pipeline backpressure (blue curve) on the production is defined by any static backpressure on the pipeline (geodetic height, separator pressure, etc.) plus pressure losses depending on the medium flowing through the pipeline. the equilibrium between well and pipeline perfor-mance (crossing of blue and brown curve) defines the na-tural production (depending on choke setting, etc.). during the first years chokes might control the perfect ba-lancing between production and backpressure. by and by the reservoir is depleting and the producing well pressure is declining. additional wells might be connected to the pipeline system, which can lead to higher pipeline back-pressure on the well. at this moment the installa-tion of multiphase boosting pumps (red arrow) helps to control the well pressure for best production. the pump now unloads well perfor-mance characteristics from pipeline behaviour. twin screw pumping technology the bornemann mpps are twin-screw pumps. within these pumps two synchro-nized rotors are intermeshing and forming closed cham-bers between the rotor-screw-flanks and the surrounding casing insert (liner). what-ever enters into the chamber at screw inlet will be moved to the outlet. pump capacity depends on rotor diameter, pitch of the rotor screws and finally the pump speed. there is no contact between screws and liner. conse-quently there will be a gap between the pumping ele-ments and therefore a certain internal backflow (slippage) from pump discharge back to pump suction. at any time the bornemann internal separation and re-circulation ensures enough liquid at the rotors to keep the gaps sealed with liquid and therefore the pump per-formance is independent on gas content. the rotors are “engineered rotors”. shaft and screws can be made from materials, best suitable for the task and the pumping process. heat treatments and coatings can be done separately without influencing the shaft proper-ties. dpc – double pressure compensated pump the bornemann subsea booster (smpc) is the con-sequent further development of the subsea mpp and the heavy duty topside multipha-se pump type mpc. the new double-pressure-compensated (dpc) pump design provides the basis for the new subsea mpps – the smpc series 4.1. it ba-fig. 3: sectional drawing of twin-screw pump for all weather conditions for all weather conditions www.stxeurope.comically consists of two main components: the pressure casing, rated for water depths and process pressure, the pump-motor-module, including all rotating equip-ment. the pump-motor-module is built up from the approved smpc pump cartridge and a simplified electrical motor cartridge. power transmission from motor to pump can be achieved by a conventional mechanical coupling. optio-nally a hydraulic torque and speed converter can be used. the total cartridge – except the pumping chambers – is filled with pressurized lube oil – the barrier fluid. the pressure of the lube oil is per-manently controlled and ad-justed to provide to the me-chanical seals best operating conditions (constant pressu-re over the seal). consequently the casing of the pump-motor-module is fully pressure compensated against the pump discharge pressure which is inside the pressure casing. the pump-motor-module will be inserted into the pres-sure casing by avoiding all sensitive interfaces between pressure casing and pump-motor-module. deflections, deformations, mechanical stress etc. from the casing will not been transmitted to the pump-motor-module. the casing is designed ac-cording to the actual requi-rements. different materials can be used, coating from in-side could be done, composi-te material might be applied. the pressure casing is a ge-ometrical simple “separator style” pressure vessel. there-fore it provides good separa-tion and liquid hold up capa-bilities – required for reliable multiphase operation. the dpc design also allows the vertical installation of the mpp. the diameter of the pump can be minimized – still providing sufficient sepa-ration and liquid hold up vo-lume for multiphase-service. pump performance the pump capacity at a cer-tain speed is not much influ-enced by the differential pres-sure over the pump. there is a certain backflow from pump discharge to pump suction through the gaps between ro-tors and casing. the backflow depends mainly on viscosity and differential pressure. by speed variation a wide ca-pacity range at full pressure head (differential pressure) can be provided, 10% to 120% of the nominal capaci-ty is typical. the achievable differential pressure is limited by the me-chanical load on the rotor. differential pressure of up to 100 bar in high viscous li-quid service with up to 20% gas and good efficiency is standard today on twin-screw pipeline transfer pumps. special designed high pres-sure multiphase rotors also allow for pressure build up of 100 bar without influence on the rotor integrity in full gas service – but at high gas the efficiency will be limited. rotors, designed for higher capacity are limited in pres-sure head due to the fact that the maximal allowable shaft power within one frame size remains constant over all available rotor designs. high differential pressure booster systems for subsea applications more often very high boost pres-sures will be required to over-come the water depth while the wellhead pressures shall be reduced to its limits. practically this will require multiphase pumps or gas to-lerant liquid boosters being able to increase the produc-tion pressure from almost 0 bar up to 200 to 300 bar. the bornemann solution is the installation of two or more multiphase pumps in series. the first is control-ling the system inlet pressure and providing a certain pre-compression. the second pump is controlling the out-let pressure of the first pump by speed variation – picking up the compressed volume flow at the outlet of the first stage mpp at the required pressure – and overcomes the remaining pipeline backpres-sure. each single pump is operating with a better efficiency and the total power consumption will be significant reduced. on the abu dhabi project the total power requirement could be reduced from 1 mw for the single pump concept to 500 kw (2 x 250 kw) for the finally selected serial in-stallation. electrical liquid filled motor coupling pump discharge pressure pump inlet pressure barrier fluid pressure water depth water depth process pressure process pressure pump inlet pump discharge discharge pressure 10 bar fig. 4: principal drawing of double pressure compensated pump design fig: 5: subsea boosting system the author: axel jäschke, head of research department, joh. heinr. bornemann gmbh, obernkirchen, germany 22 ship & offshore 2010 n o 2 offshore & marine technology oil & gasegasification hamworthy new technol-ogy based on an intermediate closed propane loop that uses seawater as the heating me-dium for vaporising lng has been delivered to golar lng’s 138,000m 3 lng floating stor-age and regasification unit (fsru) golar winter. two skids to be operated in parallel at full regasification capacity of 14 million sm 3 /day at 120 bar, equivalent to 460 tonnes/hr, have been tested. the intermediate propane cir-cuit between seawater and lng is applied to avoid freezing. as it is based on seawater, heat-ing the equipment has a high level of efficiency and therefore requires less fuel and operating cost to regasify the lng than steam-based systems. for ham-worthy, this is a milestone in the introduction of new tech-nology to the offshore market. the capacity per skid is 7 mil-lion sm 3 /day; outlet pressure is 103 bar and outlet temperature up to 6c. two skids will be used during nominal send-out, with a third on standby. each 70-tonne skid is 10.5m long, 6.1m wide, 8m high, and con-tains the required pumps, mo-tors, heat exchangers, instru-mentation and control systems to provide the required capac-ity. the equipment is designed for marine installations and cryogenic working conditions and can handle large variations in send-out capacity. chartered by petrobas, golar winter is part of an lng im-port project in guanabara bay, brazil. lng carriers will tran-ship their cargoes to the fsru, which will then send gas to an onshore gas grid through a sub-sea pipeline. golar winter was built as an lng carrier in 2004, and con-verted into an fsru by keppel shipyard in singapore. after leaving the keppel yard , golar winter collected a cargo of lng in trinidad en-route to petro-bras’s pecem terminal, brazil. initial commissioning and test-ing began in pecem before the vessel departed for petrobras’s rio terminal for a further pe-riod of testing. hamworthy’s next onboard va-poriser system commissioned is on the 145,000m 3 lng shuttle regasification vessel (srv) suez neptune, delivered in december 2009 by samsung heavy indus-tries. the vessel went on to pick up an lng cargo in trinidad and is undergoing regasifica-tion tests off boston, massa-chusetts. suez neptune is to be followed by a second neptune srv, suez cape ann, to be delivered in the second quarter of 2010. both srvs are for höegh lng. srvs are designed to transport and store lng, then vaporise it into natural gas that can be sent ashore by subsea pipe-line. hamworthy is supplying three regasification skids per ship. each ship set will have a regasification capacity of 210 tonnes/ hr of lng with send-out pressure of 115 bar. the regasification plant onboard golar winter supply industry offshore wind energy maritime logistics marine technology organized by: rostocker messe- und stadthallengesellschaft mbh 04-06 may 2010 w w w . b a l t i c - f u t u r e . c o m 10:00 to 18:00 rostock the international trade fair balticfuture is the per-fect platform for the innovative maritime industries to generate business contacts and to expand your networks. the fair: more than 100 exhibitors from industry, science, research and public institutions present their products to the professional visitors. contact-event: b2b@balticfuture means high-end-networking. meet interesting business partners in pre-arranged appointments. supporting program: during the fair you can engross your professional interests in seminars and workshops. partner region 2010 west pommerania – poland foreign trade forum of the german association for small and medium-sized businesses economic presentation of the wojewodschaft westpommerania 2nd conference of the logistic industry wind-energy-day product presen-tations at the fair stage innovative visions for the maritime navigation and logistics workshop on intelligent marine technology of the 21st century further information at www.baltic-future.com rmsg_09_1644_bafu_anz_89x251_hel1 1 12.03.2010 13:48:58 uhr prozessfarbe cyanprozessfarbe magentaprozessfarbe gelbprozessfarbe schwarz ship & offshore 2010 n o 2 23ub-sea diamond mining air lift drilling since the middle of the past century an increasing demand on known and estimated resources has triggered a search for raw materials in the depths of the oceans. especially diamonds discovered on the seabed of the atlantic ocean on the western coast of south africa and namibia makes mining feasible due to their high value. r awmaterial can be found in many ocean regions. manganese nodules and cobalt-rich crusts were discov-ered in the pacific and hot ore-bearing slurries were found in the valleys of the red sea. in the southern pacific, gold-bearing massive sulphides were discovered adjacent to defunct cooled down black smokers. about 35 years ago large-scale industrial production was de-veloped for manganese nodules and to a minor extent tested in practice. a complete break-down in raw material prices in the early eighties stopped all ac-tivities for economic reasons. however, diamonds discovered on the seabed of the atlantic ocean on the western coast of south africa and namibia made mining feasible due to their high value. millions of years ago, these diamonds were formed through volcanic activities in the kimberlitic pipes and dikes of lesotho, botswana and the present area of kim-berly, south africa. due to long-term erosion over several hundred thousand years, diamonds were uncov-ered from the kimberlite carri-er bed and washed along with huge amounts of sediments via the gariep (oranje), vaal and buffels rivers into the ocean. initially, the diamonds were deposited close to the river mouth, but later distrib-uted over large surface areas in the atlantic by the benguela current flowing along the west to north coast. this arduous transportation method was survived only by the hardest and purest dia-monds and is why the percen-tile of high-value jewellery dia-monds found in the present off-shore mining operations is high – almost 90 percent. offshore diamondmining was originally carried out by divers operating small fishing boats at depths of up to 35 metres in coastal areas. by using 4” suc-tion hoses, the divers sucked the loose sediment from the seabed and conveyed them upwards. subsequently, all the material was transported to a stationary separation unit onshore where the diamonds were further away and graded. as larger diamond depos-its were found farther from the coast, in water depths of up to 200 metres, it became necessary to develop special production systems for sus-tainable large-scale industrial diamond mining. one of the five de beers marine diamond mining ships. they are all equipped with aker wirth airlift drilling systems 24 ship & offshore 2010 n o 2 offshore & marine technology miningpecial vertical drilling system by aker wirth diverse systems were tested by various international min-ing and drilling suppliers. finally, aker wirth’s special air-lift vertical drilling system, mounted on a marine vessel prevailed as an economic and productive system. in areas where crawlers, dredging or comparable drilling systems had already operated, the application of this system increased the dia-mond production by up to 70 percent in the second mining campaign. another advantage of the ver-tical mining systems is the universal applicability even on the roughest seabed sur-face where horizontal mining systems such as crawlers are unable to operate. the mining vessel is posi-tioned utilising four anchor lines in conjunction with a satellite positioning system. the drill bit is lowered using flanged pipes through a moon pool down to the seabed. the drill-bit has a diameter of approximately seven me-tres and the flanged pipe has an inner diameter of 600 mm and is supplied in lengths of nine metres per section. the complete hydraulic drive unit for the drill pipe is installed in the drilling mast (approxi-mately 35 m high) on the ves-sel and is suspended by two hydraulic cylinders with a stroke length of 12 metres. two universal joints in the above-surface drill string protect the drill string from becoming damaged and de-formed, through bending, caused by vessel movements of up to 10 (roll and pitch). the heave compensator beam which carries the complete hanging drill equipment load while compensating for wave motion to a maximum verti-cal vessel movement of up to six metres within a 13 sec-ond period is fitted above the stabiliser beam which is ar-ranged between the two uni-versal joints. the suspended drilling equip-ment, without the complete drill string, has a total weight of 125 tons. a discharge bend (called the spout) which can accommodate the full flush-ing volume, is installed on the heave compensator beam. the air-lift material along with the flushing water is then discharged into a spiral-type de-aeration bin from where it is transported into the dia-mond processing plant. the drilling system is equipped with a combined, vertical pipe storage and pipe handling system for storage and installation of the drill pipe. principles of air-lift vertical drilling the drill bit is rotated by the power swivel via the drill pipe; this action loosens the material on the sea-bed. si-multaneously, compressed air is injected closely above the drill bit into the drill pipe. this air is supplied through the pressure line mounted outside along the drill pipe, via the drive unit designated air swivel. once inside the drill pipe, the compressed air expands as it rises. the specific weight inside the drill pipe is re-duced just above the air in-jection opening. due to the higher outside pressure, wa-ter now flows in under pres-sure through the bit channel opening on the sea-bed, and rises together with the com-pressed air. a very high con-veying speed is achieved in the water that sucks the mate-rial loosened by the drill bit, ensuring its transport up to the separation system on the vessel deck. consequently, the utilisation of a pump, sensitive to wear and clogging, is not necessary. the air-lift procedure is a safe and powerful conveying system transporting up to 3500 m3 solids per day when operating for a 24 hour period. nine compressors with 1,700 kw drive power in total ensure sufficient compressed air supply for the highly ef-ficient mining operation. the sea-bed material discharged through the drill string and the drill equipment via the spout into the bin wall is then transported into the separation system where it is sorted in sev-eral processing steps according to its specific weight. finally, diamond separation onboard is completed by applying x-ray sorting methods. after the diamond-bearing overburden layer has been drilled down to the bed rock, the drill bit is lifted just clear of the seabed and the mining vessel is re-positioned utilising the anchor winches. the drill-bit is then lowered again, with rotation and heave compensa-tion in operation, the sea bed surface area directly adjacent is mined. the drilled surfaces overlap partially to achieve complete material recovery. after three years of continu-ous operation, the system un-dergoes a general overhauling in-port. up to 7,400 mining hours are achieved per vessel per year. besides down-time due to weather conditions, re-fuelling, re-positioning the vessel or down-time caused by the vessel systems and the processing plant, the vertical mining system has an avail-ability rate of 98 percent. aker wirth airlift drilling system heavy duty drive system for the 6.8m drill bit with heave motion compensating system which allows operations in sea-conditions with waves up to 6m high ship & offshore 2010 n o 2 25lt one of the first offshore floating storage and regasifica-tion units (fsru) will be placed within the olt offshore lng toscana project. the olt development will see the 138,000m 3 moss-type golar frost converted into a 3.75 bil-lion cubic metres (bcm) per year fsru, moored in 120m of water depth off italy’s west coast port of livorno. it will act as a receiv-ing terminal for importing lng, regasifying the lng and pump-ing it into italy’s gas grid. the olt fsru is currently under conversion in dubai drydocks and will be towed to livorno at the end of 2010, with the aim of coming on stream in 2011. an ex-ternal turret is being fitted, along with over 2,400 tones of regasi-fication equipment. the main contractor is saipem, working for the terminal owners - a joint ven-ture between e.on ruhrgas, ir-ide, golar lng and olt energy. genoa-based classification soci-ety rina will class the vessel and provide statutory certification on behalf of the government. through its dedicated oil and gas team it is also providing author-ity and owner engineering, ship handling simulation and assist-ance with local and international regulatory compliance. rina was also closely involved in the development of the 8 bcm adriatic lng terminal, provid-ing a wide range of analytical and supervision services, plus assistance with regulatory com-pliance. fsru for lng project animated picture of the frsu short courses at omae shanghai preceding the 29 th international conference on ocean, offshore and arctic en-gineering (omae) in shanghai, china, the asme-ipti offers four short courses focusing on arctic, deepwater, energy and engineer-ing subjects. on saturday, 5 th of june 2010, participants can choose between the courses “ice engineering” held by walter l. kuehnlein, chair of sea2ice and “fundamentals of deepwater riser engineering” by kieran ka-vanaugh, group technology di-rector of mcs. frank lim, principal director of 2h offshore and chris barton, director of business acquisition for floatec, deal with the “fun-damentals of deepwater project development” the following day. antonio falcao from the technical university of lisbon, portugal will be covering the area of “wave energy” also on the 6th of june. omae 2010 will be held at grand hyatt shanghai from the 6 th to the 11 th of june, 2010. it is organized by the shanghai jiao tong university and the ocean, offshore and arctic engineering (ooae) division of the inter-national petroleum technology institute (ipti), an institute of asme. www.omae2010.com/ shortcourses.html subsea mapping in western australia auv fugro survey pty ltd in perth and hafmynd ehf, in a joint initiative with woodside energy ltd, have successfully trialled a gavia autonomous underwater vehicle (auv) down to a subsea depth of 1,000m. this significantly surpasses the previous maxi-mum recorded depth of 220m achieved by a gavia vehicle. the gavia auv is a relative-ly small and portable auv, manufactured in iceland by hafmynd. its modular configu-ration enables the inclusion of various payloads in addition to the base vehicle configuration, such as an inertial navigation system, geoswath bathymetric sonar and additional battery modules for increased endur-ance. this particular model pur-chased by woodside has been optimised specifically for use in the offshore survey industry. it’s been fitted with an under-water camera, sidescan sonar, multibeam echosounder, high-ly accurate ins, and navigation software, which enables the auv to automatically track a pipeline on the seabed. fugro survey pty ltd will man-age all aspects of the woodside gavia auv, including supervi-sion of the factory and custom-er acceptance trials, personnel training, field operations, and maintenance and storage of the vehicle. the gavia auv was set to run a grid of survey lines at an alti-tude of 12m above the seabed recording both side scan sonar and swath bathymetric data. this was followed by a survey line run at only 2m above the seabed, to collect seabed habi-tat photographs. dive time from the surface to 1,000m was approximately 30 minutes, which indicates that the ex-pected survey duration at this depth could exceed 6 hours. woodside anticipates using the auv primarily for pipeline inspection surveys, as well as for nearshore environmental surveys, debris surveys in re-stricted areas, and deepwater inspections of flowlines and other seabed infrastructure. the vehicle will be utilised from vessels of opportunity and is available for surveys for third party projects. the gavia auv was tested to a subsea depth of 1,000m 26 ship & offshore 2010 n o 2 offshore & marine technology industry newsrowing european-wind power market ewea in 2009, a total of eight new wind farms consisting of 199 offshore wind turbines, with a combined power gener-ating capacity of 577 mw, were connected to the grid in europe. this represents a growth rate of 54% compared to the 373 mw installed during 2008. for 2010, the european wind energy as-sociation (ewea) expects the completion of 10 additional european offshore wind farms. currently, 17 offshore wind farms are under construction in europe, totalling more than 3,500 mw, with just under half being constructed in uk waters. in addition, a further 52 offshore wind farms have won full consent in european waters, totalling more than 16,000 mw, with just over half of this capacity planned in ger-many. in 2009, the turnover of the offshore wind industry was approximately 1.5 billion euro, and ewea expects this to dou-ble in 2010 to approximately 3 billion euro. the push given by the decision to inject 255 mil-lion euro under the european union’s european economic recovery plan into the offshore wind sector is said to show that decisionmakers understand that offshore wind is key to europe’s future energy supplies. the eu-ropean investment bank’s (eib) increased involvement is also said to be instrumental for the future success of offshore wind’s contribution to european recov-ery, job creation and technology leadership.more than 100 gw of projects are at various stages of planning. europe is the world leader in offshore wind with 828 wind turbines and a cumulative capacity of 2,056 mw spread across 38 offshore wind farms in nine european countries. the uk and denmark are the cur-rent leaders, with a 44% and 30% share respectively. in 2009, five countries built new offshore wind farms: uk (284 mw), denmark (230 mw), sweden (30 mw), germany (30 mw), norway (2.3 mw). advanced sub-sea services mermaid endurer kd marine and mermaid offshore services (mos) have jointly entered into an alliance agree-ment, which will enable kd ma-rine to provide fully integrated saturation, air diving, daughter craft and rov services from the advanced diving support vessel (dsv) mermaid endurer in the european market. kd marine will act as the con-tractor in the alliance, providing the diving and project manage-ment services whilst mos will provide the dsv, marine and rov services. the mermaid endurer is a 95m dynamically positioned dsv which is being built in the ber-gen group bmv shipyard in ber-gen, norway and which features an integrated 300m saturation diving system, integrated air dive and rov systems, 100 ton crane and 1,000m 2 work deck space. it is scheduled to be delivered to mos in the first half of the 2010 calendar year and, in addition, it is intended that kd marine will install their purpose built daugh-ter craft and launching system on the vessel. this system has been designed by kd marine to enable simultaneous air diving and/or inspection rov support activities to be carried out whilst similar operations are also being carried out from the principal support vessel, and the combi-nation should provide meaning-ful productivity gains, especially on restricted work sites. kd marine commissioned the build of two such daughter craft units for delivery in 2009, complete with dedicated heavy weather launch & recovery sys-tems. these daughter craft units, unlike conversions, have been specifically designed to provide a stable ancillary work platform to a dsv and they feature onboard gas storage, fully enclosed dive control, data recording areas, and inspection rov handling. mermaid offshore service’s new built dsv mermaid endurer ship & offshore 2010 n o 2 27ontrolling corrosive wear with tbn stabilisation lubricants technology princess cruises uses a programme in conjunction with onboard testing and lab analysis of used oil, which emphasises total base number (tbn) stabilisation. to date, princess has implemented the programme on seven ships powered by wärtsilä 46 engines. savings are said to have exceeded 115,000 during the first year. u nder the programme, exxonmobil recommends a regimen of controlled artificial oil consumption, or refresh-ment, of the engine sump, as a way to extend oil drain intervals and thus reduce overall consumption. economies are also realised in reduced waste oil disposal and handling, and in fewer deliveries. in marine diesel engines burning moderate or high sulphur-content fuel, corrosion is a serious concern. by monitoring and manag-ing the lubricant’s tbn, the risk of corrosive wear can be controlled and potentially a company’s bottom line can be improved by reducing the amount of used oil. tbn is a measure of alkalinity reserve. com-bustion produces acid products that damage an engine. to offset extensive corrosive wear in cylinder liners or piston rings that would result, the acid must be neutralised. this is accomplished using specific oil additives. to ascertain that oil in service has a sufficient al-kalinity reserve to perform, ships’ engineers measure its tbn periodically. exxonmobil’s programme incorporates a proprietary system, which it calls lubrisoft, to estimate depletion, taking into consid-eration engine operating conditions and the sulphur content of the fuel in use. lubrisoft generates a depletion curve based on various engine parameters determined by the engine builders as well as curves predicting subse-quent make-up rates required to stabilise tbn levels. these make-up, or top-off, rates (also referred to as controlled artificial oil consumption, or lube oil replenishment) are the basis for the oil supplier’s programme. optimising tbn engineering graphs provided for each engine plot an original tbn curve over hours in op-eration, an optimised tbn curve with artifi-cial consumption, and a high reserve tbn curve. the projected-use data that generates these graphs enables engineers to calculate an optimised tbn to be achieved with ar-tificial consumption. the predictive system can correct for changes associated with high-coral princess in ketchikan, alaska to stabilise mobilgard m50’s tbn, exxonmobil recommended an increase in artificial oil consumption of 76 liters a day above current natural consumption 28 ship & offshore 2010 n o 2 shipbuilding & equipment propulsion & manoeuvring technologyulphur fuel deliveries or changes in operat-ing conditions.lubrisoft is suitable for evalu-ation of 4-stroke engines, including those with a separate cylinder lubricating system. that includes sulzer z40, storm tm 410 and some akasaka engines fitted with lubricators. the savings it generates are based on costs as-sociated with normal consumption – which requires more frequent sump changes – as compared to artificial consumption. with ar-tificial consumption, oil is added on a regular basis, but oil drain intervals are prolonged, resulting in a substantial savings in oil used while protecting the engine from wear. according to exxonmobil, the programme is especially effective because customers such as princess cruises use mobilgard m50 en-gine oil. mobilgard m50 was formulated to provide what exxonmobil calls outstanding residual fuel compatibility characteristics. it is especially effective in promoting en-gine cleanliness, particularly in crankcase, camshaft areas, ring belt and piston under-crowns, the oil supplier maintains. exxonmobil especially recommends mo-bilgard m50 for the latest medium-speed engines designed with “flame-ring” cylinder liners operating on high-sulphur fuels. when operating with conventional oils, these en-gines are susceptible to significantly reduced oil life and drain intervals, due to severe tbn depletion associated with low oil consump-tion. signum oil analysis programme princess cruises’ proactive approach to ship maintenance includes the use of exxonmo-bil’s signumoil analysis programme. signum is an online-enabled programme designed to help maintenance managers monitor the condition of their vessel’s engines, onboard equipment and lubricants by testing and ana-lysing samples of used oil. the exxonmobil owned and operated programme reports tbn levels and provides data on wear metals, viscosity and water, among other measure-ments, using samples tested onboard vessels and at its land-based signum oil analysis laboratory. the signum programme includes a new de-tecting asphaltene contamination (dac) test to monitor a vessel’s medium-speed engine lubricants for residual fuel contamination. this is important, because such contamina-tion can alter an engine lubricant’s chemical composition, accelerate the formation of pis-ton undercrown deposits and lead to piston crown burning. dac uses ultraviolet-visible spectroscopy and a sophisticated mathemati-cal model to quickly and cost effectively measure the asphaltene content of partially burned and unburned residual fuel in used mobilgard m series medium-speed engine lubricants. the test is highly automated and provides analysis of an oil sample in less than two minutes. to do onboard testing, princess engineers use portable onboard equipment developed by kittiwake to test for tbn lev-els, viscosity and water. analyses of the oil’s tbn and viscosity are used to help determine when artificial oil consumption is required. stabilising tbn levels the tbn limits for mobilgard m50 are 25 for borderline and 20 for alerts. exxonmobil and the equipment builders set these levels to help ensure the safest, most reliable and most economical operation possible. to stabilise the oil’s tbn in the princess vessels, exxonmobil recommended an in-crease in artificial oil consumption of 76 liters a day above current natural consump-tion. without these additions, the oil’s tbn would have reached the alarm level of be-tween 20 and 25 at approximately 4,000 hours, requiring a full sump change. with added, or artificial, consumption to stabi-lise mobilgard m50’s tbn, the oil change interval could be extended based on the oil’s condition. the overall savings in volume between full sump change-outs and artificial consump-tion on the seven ships was approximately 2,042 hl. environment friendly environment friendly environment friendly environment-friendly becker products tough our well-proven rudder systems are the ideal choice for all vessel types. today’s working conditions ask for a reliable, individual design combined with best possible manoeuvrabi-lity. a becker rudder would be your experienced captain’s choice for reliability, safety and superior manoeuvrability. environment friendly environment friendly environment friendly environment-friendly becker products w w w . b e c k e r - m a r i n e - s y s t e m s . c o m ship & offshore 2010 n o 2 29alidation of aft sterntube bearing calculations bearing loads the correlation between the measurement data and the theoretical results coming from the model presented in ship&offshore no 4/2009 proves that the model is suit-able to make a hydrodynamic analysis of sterntube bearing. as such, it is justified to state that the model describes accurately the actual pressure distribution and oil film thickness within a journal bearing as applied in a sterntube of a propulsion plant. yanyang xi, r. roemen t he results of the cal-culations described in ship&offshore no 4/2009 are verified by mak-ing a comparison with a set of measurement data. for the experimental data a paper published by g.c.volcy was used [1]. the paper presents a set of pressure measure-ments within a white metal bearing. the measurements were actually taken of a real propulsion shaftline. the en-tire shaftline including the propeller was installed in a laboratory. in succession the propeller and shafts were ro-tated at different speeds. the slope mismatch between the aft sterntube bearing and the propeller shaft was also var-ied. the pressures within the bearings were then measured in several points distributed radially and axially in the bearing. the paper presents values of the radial and axial pressure distribution within the bearing. adjusting the in-put of the model to be coher-ent with that in g.c.volcy’s paper, values of the oil film pressure at locations coincid-ing with the used measure-ments points were obtained. the correlation between the measured and calculated val-ues reached 95%. this value substantiates a strong rela-tionship. another example of the correlation between the experimental and theo-retical results is displayed in fig. 1. shown is the pressure distribution as calculated in a specific condition. the continuous line represents the simulation data. the dots are the actual measurement results. the measured are of the pressures over the centre line of the bearing. the ex-perimental data show a good agreement towards the calcu-lated ones. practical application to demonstrate the advan-tages of a an evaluation based on the oil film of a bearing, or a hydrodynamic bearing analysis, a practical example is presented. a few years ago wärtsilä netherlands deliv-ered a propulsion for a so-phisticated cruise ferry. the scope of supply included a controllable pitch propeller, the shafting, the sterntube and all the bearings including the aft sterntube bearing. the design phase of the project included the determination of the required number of bearings and their positions. a major piece of this design part is to calculate the loads on the bearings in the oper-ating conditions. the analysis of the bearing loads and the associated bending stresses in the shafts for the relevant op-erating conditions are com-monly known as the align-ment calculations. typically two conditions are considered. one is the situa-tion without propeller forces acting on the installation. the gravity is the only load on the shafts and the propeller. all parts of the propulsion plant are in a static and non-rotat-ing situation. the condition can be thought of as a start up situation. normally the propeller will show some sag in this situation. the other condition is more or less the opposite of the previous one. the installation is loaded by the maximum force. typi-cally the thrust acting on the propeller is situated above the geometrical centre of the propeller. as a result the pro-peller is lifted with respect to the aft sterntube bearing. the condition is thought of as representing the free sailing condition. consistent with that the shafts are rotating and an oil film is present in the bearings. for most operat-ing conditions the load on the combination of the propeller and the shafts is between the two specified situations. the load for the two condi-tions is significantly different. the slope mismatch between the bearing and the shaft in the unloaded condition is no-tably different or even in the opposite direction compared to the maximum loaded con-dition. as a consequence the loading of the bearing with respect to pressure and slope mismatch needs to be evalu-ated for both situations. since both situations represent the extremes of the normal loads it is a reasonable assumption to state that if the results are satisfactory for the extremes so will it be for the operating points between them. de-pending on the operational profile of the vessel it can be beneficial to look at more conditions. in fig. 1 some data of the practical case are fig. 1: experimental and simulation results 0 100000 200000 300000 400000 500000 600000 700000 800000 900000 1000000 0 0,1 0,2 0,3 0,4 0,5 0,6 0,7 pressure [pa] longitudinal position[m] pressure at bearing centre line simulation results measurement data 30 ship & offshore 2010 n o 2 shipbuilding & equipment propulsion & manoeuvring technologyresented. the information is of the initial alignment cal-culations for the static condi-tion. also data for the condi-tion with maximum forces acting on the propeller are in-corporated. the calculations are based on a static situation with a single support point representing the aft sterntube bearing. based on experience the support point is placed at 1/3 forward of the aft side of the bearing in the static con-dition and at the middle of the bearing for the free sail-ing condition. as can be seen the bearing load is limited for both con-ditions. normally a load cor-responding to 0,8 n/ mm 2 is considered as the maximum average load for a white met-al oil lubricated bearing. also the slope between the bear-ing and the shaft in the static condition is not excessive. as such the situation seems ac-ceptable. a look at the other condition, the one with maxi-mum load shows another pic-ture. the slope mismatch be-tween the propellershaft and the bearing is considerable. in fact the slope will result in mechanical contact between shaft and the bearing at the aft top side and the forward bottom side. the above data are based on a representation of the bearing by one support point. anoth-er approach is to represent the bearing by two points, one at each end of the bearing. the drawbacks of the methods is the direct link between the assumption and the result. the chosen supports more or less determine the final slope of the shaft. the same is the case for the moment as gener-ated by the bearing. as such a support based on a continu-ous oil film approached by the finite difference method is a scientifically more correct method. a continuation with the practical case will provide an insight into the advantages of the application of the finite difference method to the hy-drodynamic bearing analysis. following the results pre-sented in the table above it becomes clear that the sim-plified calculations indicate that the current arrangement will not do. various alterna-tives are possible for the next step to come to an acceptable design. however, the method with a single or a dual support point can only provide results with an unknown accuracy. the need for an accurate cal-culation method for the bear-ing slope and the oil film in the bearing becomes clear. the described method of modelling the oil film in the bearing with the finite differ-ence approach is not based on one or two points. accord-ing to the physical reality a continuous support over the length of the bearing is used. based on the physical correct approach and also of course on the results of the vali-static condition free sailing condition shaft diameter [mm] 640 bearing length [mm] 1280 bearing load [kn] 383 232 average bearing pressure [n/mm2] 0,47 0,28 slope mismatch [mrad] -0,35 -0,84 tab. 1: aft sterntube bearing static and free sailing condition static condition free sailing condition bearing load [kn] 383 238 average bearing pressure [n/mm2] 0,47 0,28 slope mismatch [mrad] -0,35 -0,69 tab. 2: detailed aft sterntube bearing hydrodynamic analysis with speciality lubricants made by klü-ber, you‘ll hold your course as a competent partner to the shipping sector, klüber offers you the range of lubricants needed for critical applications under rough conditions at sea – whether for gears, propellers, bearings or many other: klüber offers you maximum quality helping to signifi-cantly extend the maintenance intervals and service life of components. set course for reliable operation, our experts will be pleased to provide consulting and service wherever you are! klüber lubrication – present worldwide info@klueber.com www.klueber.comation, the results can be considered as reliable. in comparison the same conditions are evaluated using the combined hydrody-namic bearing analyses with the align-ment calculations. the results are pre-sented in table 2. the results for the static condition re-main the same since this is a non rotat-ing condition. as can be seen the results with respect to the angle in free sailing condition are quite different compared to the original case. for the actual case with the cruise ferry the presented data were used to evaluate the application of a sloped bearing. based on the values in the table above an initial slope bore of the aft sterntube bearing of -0,49 mrad was applied. the minus sign in this case means upwards towards the propeller. given the initial slope, the resulting mismatch in the static condition is still limited: 0,14 mrad only. the figures be-low provide the pressure distribution of the aft sterntube bearing and the oil film thickness in the free sailing condition. the presented results provide very detailed information on the loading of the bear-ing. as such it is possible to make a well founded assessment of the acceptability of it. since the pressure is limited and the smallest oil film thickness is 57% of the radial clearance only. given the limited pressure and the thickness of the oil film the current situation can be considered as being acceptable. conclusion the validation and practical applica-tion show that the method described in ship&offshore no 4/2009 leads to a physi-cally correct modeling of the oil film in the bearing. since the model can result in de-tailed information on the performance of the bearing it can be used as a valuable tool to asses the loading of a bearing in varying conditions. an important aspect in this is that it can prevent the unjustified accept-ance of alignments using standard simpli-fied methods. last but not least it provides some refined acceptance criteria, such as the pressures within the oil film and the actual thickness of the film. as a conse-quence, it can serve as a valuable tool to design a shaftline and the associated bear-ing arrangement references [1] g.c.volcy, j.p.pressicaud, r.ville. behaviour of white metal bushes for different l/d ratios and misalignment conditions, lips,1983 the authors: yanyang xi, department of math-ematics, fudan university, shanghai, (china), r. roemen, wärtsilä propulsion netherlands b.v. fig. 2: pressure distribution and oil film thickness what do you expect from your engineering simulation software? productivity accuracy flexibility expertise flow, thermal, stress 3d simulation software & services uê-/, êêuê-/, êêuê-/, ê-iàiã «õìì flowassurance ,ãì}ì&performance improvement üüüv«vvéiûiìã àêàiêvàì\êvjiv«vv üüüv«vvéiià}þ 32 ship & offshore 2010 n o 2 shipbuilding & equipment propulsion & manoeuvring technologylternative fuels man diesel has recently signed a development agreement with daewoo shipbuilding &marine engineering co., ltd. (dsme). the two companies have agreed to jointly develop and exploit the adaptation of dsme’s high-pressure cryogenic gas-supply system for installation with man b&w me-gi engines. the me-gi engine is a gas-injection, dual-fuel, low-speed diesel engine that, when act-ing as main propulsion in lng carriers or any other type of merchant marine vessel, can burn any ratio of fuel-oil and gas, depending on the energy source available on board and dictated by relative cost and owner preference. while lng carriers carry a gas cargo, the potential for carrying gas aboard other vessel types is currently subject to a parallel development, for which a cryo-genic gas fuel-supply system can be used. man diesel has decided to make a full-scale demonstra-tion and performance verifi-cation test of the gi principle for all kinds of marine ap-plications on its 4t50me-x rd test engine, which will be rebuilt as a 4t50me-gi engine ready to operate on natural gas by end 2010. the agreement covers the terms for jointly deciding a time schedule for developing and installing dsme’s cryogenic, high-pressure gas-supply system on the test engine at man diesel’s test facility in copenhagen. the gas-supply system will subsequently be developed for general use on man b&w me-gi en-gines, and will ultimately be adopted as an inte-gral part of the engine’s gas fuel-supply system for such applications where a cryogenic gas-supply system is applicable. for man, this is said to be a significant step in the de-velopment of the me-gi en-gine and pertaining systems. man believes there is already huge industry interest in this kind of technology as opera-tors look to control costs and emissions. dsme claims that by ap-plying the me-gi engine and the dsme system to a 14,000-teu containership this could potentially reduce annual operation costs by usd 12 million or greater, based on current gas and oil prices. moreover, so x , no x (with egr or denox) and co 2 emissions would also be reduced at the same time. man diesel and dsme to jointly develop gas technology graphical rendering of the me-gi engine engine management service promoting efficiency fobas lloyd’s register’s ma-rine fuel and engine perform-ance consultancy, fobas, has launched a new service, fo-bas engine. fobas engine is a performance monitoring service, delivering fuel and lubricant telemetry regarding engine performance to ships’ crews and operators. the fobas engine service aims to give ships in its programme a detailed indication of what is happening within large marine diesel two-stroke engines and, importantly, fobas will then provide practical guidance when any deteriorating engine conditions are encountered enabling action to be taken before damage is caused. fobas engine is formed by the fusion of expertise from fo-bas technologies and the data analysis engine from flame marine. this creates a signifi-cant extension of capability, adding value and offering true independence and support in engine management. the benefits of fobas en-gine are said to include re-duced maintenance costs, diminished potential engine downtime and reductions in cylinder oil feed rate. as the shipping industry continues to seek improved engine per-formance, this new service is said to help enhance op-erators’ ability to operate ef-ficiently – reducing both costs and emissions. the fobas engine service is delivered using eight points of performance analysis via an assessment of the key con-dition variables that affect the efficient operation of en-gines. the crew are empow-ered and enabled to make any necessary adjustments to achieve optimised engine operation. reports gener-ated by fobas engine are claimed to be concise, clear and provide ship’s engineers with relevant, easily assessed information supporting their decision making. engine room fitted with lr’s fobas engine technology ship & offshore 2010 n o 2 33hip data exchange the 4 th shipdex conference took place in augsburg, germany, on 16 th of february, where the shipdex protocol was declared ready and available for use. shipdex (ship data ex-change) is international busi-ness rules (protocol) based and fully compliant with s1000d, developed to stand-ardise the exchange of elec-tronic technical data within the shipping community. it is an independent standard and is open to all members of the maritime industry. the shipdex protocol aims to ensure a high quality of techni-cal and logistical data and sim-plify the exchange of data with-in the industry. for application service providers, shipdex is a basic specification for imple-menting data interfaces from technical manual solutions to maintenance and purchase or any fully fledged erp systems. the purpose of the conference was to bring together the dif-ferent sub-groups of the euro-pean maritime industry and show the milestones reached during the development of a solution to the long-standing industry challenge regarding paper manuals, namely the on-board availability of cor-rect maintenance data. more than 100 people at-tented the shipdex con-ference, including owners, classification societies, ship-yards, equipment makers and software providers of main-tenance systems. speakers included shipdex founding members grimaldi group, intership navigation, mac-gregor (as part of the cargot-ec group), alfa laval, spect-ec and man diesel, as well as rolls royce marine, germa-nischer lloyd, united arab shipping company, corena and the s1000d council. promising, concrete signs of the new protocol’s acceptance were also revealed in a series of announcements that: man diesel is ready to deliver manuals in shipdex format macgregor cranes will shortly be ready to deliver manuals in shipdex format, macgregor roro and mac-gregor hatch cover will fol-low spectec is offering their shipdex-compliant cmms, the amos business suite shipowners will order shipdex data for their new building projects united arab shipping company has announced that it has requested ship-dex datasets for nine coming newbuildings germanischer lloyd is exploring the possibilities of using shipdex in its customer communication and approv-al processes rolls-royce marine has become a registered member of the shipdex community. new data protocol declared ready shipdex conference at the man diesel primeserv academy environmentally sound gas-fuelled ships cooperation a coop-eration agreement to develop gas-fuelled merchant vessels with efficient and competitive propulsion machinery con-cepts that meet or exceed the demands of future environ-mental regulations has been signed by wärtsilä and sam-sung heavy industries (shi). the focus of the wärtsilä/shi joint study will be on utilizing liquefied natural gas (lng) as fuel for operating vessels. this is especially relevant in emis-sion control areas (ecas). wärtsilä’s input will be related to the propulsion machinery, with particular reference to large bore, dual-fuel engines combined with mechanical propulsion solutions. shi will concentrate on the design of highly efficient vessels incor-porating fuel storage facilities and gas-powered propulsion machinery. merchant vessels to be evaluated include crude oil tankers, for which both op-timum propulsion concepts and the performance benefits achieved using lng as fuel, will be assessed. according to jaakko eskola, group vice president of wärtsilä ship power, the dual-fuel engine technology offers 20-25% lower co 2 emissions, 90% lower nox emissions and al-most negligible sox and par-ticulate emissions compared to conventional engines run-ning on heavy fuel oil (hfo). in gas mode, all wärtsilä’s du-al-fuel engines already com-ply with the imo’s tier iii regulations which come into force in 2016, eskola adds. engines running on hfo have been the market standard for propulsion and electric power generation in merchant ves-sels for many decades. while hfo represents the cheapest available source of primary energy, future environmental regulations will require tech-nologies with lower levels of emissions. ecas, wherein emissions of nox, sox and particulates by marine en-gines will be regulated, have been announced under imo tier iii, and the number of ecas in different regions of the world is expected to rise. increasingly tough environ-mental regulations will open up opportunities for new so-lutions incorporating cost-efficient technology, and this could trigger a substantial shift towards gas-powered du-al-fuel vessels. the need to in-vest in emissions-abatement technology will make the use of liquid fuels increasingly expensive in the future. from a price perspective, lng is al-ready competitive with liquid fuels, but further investment in the supply chain is neces-sary to encourage widespread use in the shipping indus-try. shi will be developing a highly efficient and environ-mentally friendly gas-fuelled ship with a new hull form and propulsion systems. it will include a fuel gas storage and supply system, known as samsung fugas. as well as identifying the major vessel parameters, shi will provide input for the specifications regarding the propulsion system and fuel storage and handling systems, in addition to assisting with economic evaluations. 34 ship & offshore 2010 n o 2 shipbuilding & equipment industry newsnalysis of alternative design and arrangements safety guidelines al-ternative design and arrange-ments are solutions which deviate from the prescriptive requirements of solas regu-lations, but which are suita-ble to satisfy the intent of the respective regulations. such designs and arrangements include a wide range of meas-ures, e.g. alternative shipboard structures and systems based on novel designs or traditional shipboard structures and sys-tems that are installed in al-ternative arrangements or con-figurations. alternative design and arrange-ments as specified in solas can be focused on particular systems, subsystems or indi-vidual components, or can ex-tend to the whole concept of the ship. the application of alternative design and arrangements has been open with respect to fire safety (solas chapter ii-2) since 2002. from july 2010 the applica-tion will also be open to ma-chinery and periodically un-attended machinery spaces (solas chapter ii-1, parts c and e), electrical installa-tions (solas chapter ii-1, part d), as well as life-saving appliances (lsa) and ar-rangements (solas chapter iii). the process for analysing safety equivalency for alter-native designs and arrange-ments is outlined in the imo circulars msc/circ. 1002 and msc.1/circ. 1212. this process typically is based on a holistic risk assessment, which to date has not been widely used in the maritime industry. classification society germa-nischer lloyd (gl) has now decided to share its experi-ences from consultancies in various alternative design projects by providing new guidelines to owners, yards and designers. to facilitate usability, the new gl guidelines for the analysis of alternative de-sign and arrangements con-tain the full text of imo circulars, which is enriched by comprehensive recom-mendations for the practical implementation of the indi-vidual steps of the alternative design process; hence pro-viding a direct link between imo recommendations and gl experience. objectives of these guidelines are: to provide an overview of the aims and working tasks of the alternative design proc-ess, to support gl customers applying the alternative de-sign process efficiently to make it possible for cus- tomers to apply the alterna-tive design process efficiently in order to take advantage of the new design opportunities that are offered. ship & offshore 2010 n o 2 35eport on eedi emissions a report on energy efficiency design index (eedi) was recently commissioned by the euro-pean maritime safety agency (emsa). it provides infor-mation on tests and trials for several ship types for the evaluation of the applicabil-ity of the eedi, showing the complexity of a vessel’s co 2 efficiency. the report, which was pre-pared by deltamarin, dem-onstrates through examples that eedi would mainly lead to power limitations for new ships. this, in turn, would lead to standardizing design speeds at a certain level de-pending on ship type and size. regarding the applicability of the eedi, it is concluded that the current approach could be feasible with certain reservations for large ocean-going cargo ships which have uniform design criteria, i.e. large tankers, bulk carriers, containerships, lng carriers, lpg carriers, roro vehicle carriers and the largest gen-eral cargo ships. these ship types account for the major-ity of co 2 emissions from shipping. however, the current eedi approach is claimed not to be feasible for small vessels, passenger, ropax and roro ships and short sea shipping in general or ships designed for a certain route or with a specific transportation task in mind. for these ship types the basic calculation meth-odology still requires further refinement. the report has been distrib-uted to all eu flag authorities and the relevant industry or-ganisations, such as shipyard and ship owner associations within the eu. the entire ‘eedi test and tri-als for emsa’ report can be downloaded at http://www.emsa.europa.eu/ end185d012d003.html tier-ii compliant engine ready for delivery man production of the first tier-ii compliant man b&w engine has been finished at hhi-emd (hyundai heavy industries engine & machin-ery division) in korea and it is ready for delivery. the low-speed, two-stroke man b&w 6s50me-c7 type engine will power a shuttle tanker (hull number 1749), currently under construction at samsung heavy indus-tries co., ltd., and ordered by teekay, global provider of marine services to the oil and gas industry. ship delivery is planned for july this year. under the terms of the con-tract, the 6s50me-c7 en-gine is intended for teekay’s amundsen class of ships, the most sophisticated and eco-friendly shuttle tank-ers. teekay actively sought for production to meet dnv (det norske veritas) clean-design notation require-ments that comply with the strict, imo tier-il emission limits, setting in train the production of the first tier-ii compliant man diesel en-gine. this milestone is related to man diesel’s decision in 2008 to relaunch its prod-uct portfolio, making all its engines compatible with the limits established by the in-ternational maritime organi-sation (imo) in its tier-ii regulations. the relaunch was designed to pre-empt the jan-uary 2011 implementation of the new imo no x emission limits and flags the company’s environmental credentials. the majority of adjustments required to make the en-gines compliant with tier ii are minor, internal changes influencing such character-istics as scavenging pressure, injection spray pattern and smaller combustion-room volumes. the man b&w 6s50me-c7 engine on the testbed at hhi-emd training the kalmar mar-itime academy in sweden recently took delivery of its latest engine room simulator (ers) from kongsberg mari-time. this follows the devel-opment of simulators for the recently opened transatlantic ice academy in kalmar, as part of a joint venture be-tween kalmar and ship own-er transatlantic. the kalmar maritime acad-emy’s expansion of its ers portfolio includes the in-stallation of a new dnv ap-proved full-mission simu-lator based on kongsberg maritime’s k-chief 500 and autochief c20 automation solutions for real vessels. both simulators installed at kalmar are identical to the automation and control sys-tems installed on hundreds of vessels around the world and run kongsberg mari-time’s neptune ers software to ensure like-for-like opera-tion to the real-life systems. this provides students with a high level of realism in en-gine room simulation. the academy’s expansion of its ers portfolio also in-cluded a new dnv class a neptune operational engine room simulator, compris-ing instructor station, engine control room console, main switchboard, and bigview software based interactive mimic panels. all units are configured with the recently introduced nep-tune multitouch touch screen technology, which provides kalmar maritime academy with a more flexible solution, as more simulation models can be loaded utilising the same hardware.addition-ally, the recently opened ice academy offers training and education to transatlantic employees and external cus-tomers (including ice breaker officers for the baltic sea ice breaking service on behalf of the swedish marine admin-istration), with courses that cover theoretical and simu-lator exercises together with onboard practice. with support from kongsberg maritime’s polaris navigation simulator running specially developed ice navigation sce-narios, kalmar is able to offer training on cold climate ship handling, arctic education for ahts officers and crew, arctic education for icebreak-er officer and crew, and dp operation in arctic waters. new engine room and ice navigation simulators 36 ship & offshore 2010 n o 2 shipbuilding & equipment propulsion & manoevring technologynvironment abb and fincantieri have signed an agreement to collaborate on the construction, marketing and supply of high-voltage shore connection (hvsc) sys-tems to provide electricity to vessels in port. harbour facilities around the world are taking a close look at shore-to-ship connections as a way of reducing emissions from ships in port and improv-ing air quality for surrounding communities. hvsc systems enable ships to draw electricity from onshore power grids while in port to operate onboard equipment as refrigeration units, lighting, cooling and heating systems, instead of burning fuel oil to run electrical generators. abb delivered the world’s first shore connection to the port of gothenburg in 2000. by com-bining their know-howwith the shipbuilder, fincantieri, they claim to be able to develop so-lutions that will lower the envi-ronmental impact of shipping. the new shore connection sys-tems to be developed by abb and fincantieri will meet all current international standards, and will be able to be installed on ships while under construc-tion, docked for maintenance or even out at sea. for a large cruise ship on a 10-hour stay in port, a shore connection is said to be able to cut fuel consumption by up to 20 metric tons and reduce carbon dioxide emissions by 60 metric tons: equivalent to the total annual emissions of 25 european cars. in sweden, shore connections have re-duced annual co 2 emissions in the ports of gothenburg, stockholm, helsingborg and pitea by 6,000 metric tons an-nually, according to the swed-ish environmental research institute ivl. today, shore connections are available at ports in the united states, including los angeles, long beach, san francisco, san diego, seattle and juneau, in canada at vancouver, and, in europe, at ports in germany, sweden, finland and holland. high voltage shore connec-tion systems a high voltage shore connection system by abb liquids to value werner-habig-straße 1 · 59302 oelde (germany) phone 49 2522 77-0 · fax 49 2522 77-1778 ws.eagleclass@geagroup.com · www.westfalia-separator.com gea westfalia separator gmbh gea mechanical equipment the oil guardian the new high-performance separators of the westfalia separator eagleclass have their sights firmly set on the quality of your fuel and lube oils. thanks to westfalia separator unitrolplus, you can nowmonitor and control the treatment of oil, automatically. depending on the water content, the new sensor technology automatically adjusts the separator to purifier or clarifier mode. the result: higher specific separation capacities combined with optimum separation efficiency. your drive systems always give maximum performance. manual errors are avoided. it’s a self-thinking system perfect for the unmanned engine room. increased reliability, reduced labor costs: pure inspiration from the westfalia separator eagleclass. your direct route to 24 / 7 service: www.westfalia-separator.com/service wsst-4-10-031lastic piping used for drinking water production reverse osmosis hav-ing clean water in drinking water quality from the point of production to the point of use is of paramount im-portance on seafaring ships and contributes to the health and well-being of passengers and crew. plastic piping sys-tems are increasingly becom-ing the system of choice due to their corrosion resistance, chemical resistance and low weight. for a drinking water sup-ply that is self-contained, maritime ships are equipped with reverse osmosis instal-lations or seawater evapora-tors that remove the salt from seawater, thereby making it potable. normally, these ships take water beyond the 15 mile zone. before the sea-water is conducted to the re-verse osmosis installation it is disinfected with chlorine and stored in tanks. imme-diately prior to desalination, the chlorine contained in this water must be removed again so that the sensitive mem-branes of the reverse osmosis equipment are not damaged. once the seawater has been desalinated, it must again be chlorinated before pumping it back into storage tanks. desalination process with the help of modern de-salination installations, the drinking water requirements on board ships can be satis-fied. among the many vari-ous desalination processes, the environmentally friendly techniques, such as reverse osmosis, which is a natural method of desalinating sea-water, have the best perspec-tives. in reverse osmosis, pressurized water is pressed through a membrane, a type of filter, from the side with high ion concentration to the pure water side with lower concentrations. the un-wanted solutes cannot pass through the superfine pores of the membrane because of their molecular size. not even bacteria and viruses can pass. to obtain drinking water, the ph value must be modified in the neutralization process. the membrane is continu-ally rinsed to prevent it from clogging up with the removed substances. a reverse osmosis installation therefore produc-es not only clean water but also waste water, which con-tains undesired substances in concentrated form and there-fore must also be treated. plastic solutions preferred thanks to new membrane technology, drinking water can be produced at lower pres-sures, which enables plastic piping solutions. corrosion-free, all-plastic pipelines fea-ture major benefits in regard to desalination installations. while salt water corrodes metal pipes over time, plastic piping systems are resistant. moreover, the homogenous piping connections guaran-tee safe operation for a serv-ice life of at least 25 years. advances in membrane tech-nology have led to dynamic trends in the demand for reverse osmosis desalina-tion systems. for example, it is now possible to use new membrane technologies with less than 16 bar. georg fischer piping systems offers the materials pvc-u and pe 100 for these applications, whereas for lower pressures and applications with high purity requirements the pro-gef plus system is particularly suited. membrane technolo-gy is available at competitive prices thanks to the strong demand. selecting the right materi-als and products during the design phase is crucial for desalination systems; manufacturing all the pip-ing components out of the same plastic material brings a safety-relevant benefit in the form of homogenous joints. regarding total cost of own-ership, plastic piping systems offer significant advantages compared to metal products. mark bulmer, global market segment man-ager ship building, georg fischer piping systems, schaffhausen, switzerland installation for regulation of ph value after reverse osmosis photo: gf piping systems on-board installation of a reverse osmosis system with compo-nents from gf piping systems photo: gf piping systems 38 ship & offshore 2010 n o 2 shipbuilding & equipment piping systemsn course with geberit piping systems know-how that pays for itself geberit is your clear-cut brand for pressed piping systems that have proven successful for years in the shipbuilding industry. in the engine room, the hvac system, drinking-water pipes or the sprinkler and fire-extinguishing systems – there’s no compromise with geberit piping systems. international approvals significant weight savings no risk of fire one system for a variety of applications simple, quick installation global availability further information tel: 49 (0)2173 285-310 fax: 49 (0)2173 285-309 industrie.de@geberit.comungum-tube pipework for offshore construction anti-corrosive techno-logy tungum is an alumini-um-nickel-silicon-brass alloy which was first discovered by metallurgist sidney tungay in the 1920’s trying to find a de-corative alloy resembling of 22 carat gold when polished. this copper based alloy has, in fact, excellent qualities to be used for pipework, especially for off-shore applications. tungum alloy is a cryogenic material, suitable for chemical engineering and low tempe-rature processes. its corrosion resistance often enables its use in conveying fluids and gasses containing corrosive elements. highly resistant to sea water and its atmosphere, tungum resists both stress and crevice corrosion to offer outstanding serviceability, even at intermit-tent duty in the highly corro-sive ‘splash’ zone. non-magne-tic and non-sparking properties make tungum invaluable in piping high pressure gases, par-ticularly oxygen where its ther-mal conductivity/ defusivity characteristics virtually elimi-nate the potential dangers pre-sent when lesser materials are employed. in salt-laden marine atmos-pheres, ‘316’ stainless steel is highly susceptible to crevice corrosion and chloride pitting. after just a few years of salt spray exposure, it may still look bright from a distance, but clo-ser inspection reveals telltale signs of imminent failure to hold pressure. tungum alloy, however, pos-sesses a natural protection me-chanism whereby, on exposure to salt spray, a very thin oxide coating is generated over the exposed surface, no more than two thousandths of an inch thick, when complete. the tube becomes discoloured, it may even have a verdigris coating, but under the oxide layer the tube material is perfect and will remain so for a very long time. tungum alloy tube remains unscathed despite more than 10 years of marine exposure on a semi-submersible support ves-sel. in comparison, the stainless steel section from a southern north sea gas platform, shows both crevice corrosion and chloride pitting after barely five years in the same environment, in lines under pipe clamps. the special corrosion resisting characteristics of tungum alloy tubing, carefully developed for use in the hydraulics systems of marine aircraft remains just as valid in today’s polluted sea waters. an examination of the development of the oxide coa-ting shows time plotted against a minute weight loss during its formation. after 1000 hours the weight has virtually stabili-sed indicating that the protec-tive coating is already almost complete. the strength to weight ratio of tungum alloy compares fa-vourably with other materials. in tubes, this often affords the opportunity to employ smaller, lighter sections, hence reducing the size and cost of fittings and supports. as would be expected of a material originally deve-loped for use in the hydraulic control systems of aircraft, tun-gum alloy has excellent fatigue resisting properties. in practice, tubing is often used after bending. in this operati-on the outer wall of the tube becomes thinner and the inner wall thicker. the severity of this depends on the radius of cur-vature and the angle encom-passed by the bend. the tube also becomes oval due to the forming operations. the radius of the bend, the angle of the bend, the ovality of the tube and obviously properties of the tubing material, all influence its fatigue life. the relationship between the maximum stress, calculated for straight and cir-cular tungum alloy tubing, and the number of stress repe-titions to cause failure is shown below. although initially more expen-sive than stainless steel, the proven life expectancy of tun-gum make the long-term ope-rating costs far more attractive, not to mention the costs invol-ved in rig shut down and ‘old’ tube disposal. jens olberts, sales manager mgi-imhäuser gmbh, olpe, germany tungum pipes are installed on toisa paladin photo: sealion shipping ltd. 40 ship & offshore 2010 n o 2 shipbuilding & equipment piping systemsll-electric tube bending unison a new class of tube bending applications is made possible by the launch of all-electric benders for handling tubing diameters of up to 175 mm (7 inches), from the ma-chine innovator unison. the company‘s newly-extended all-electric tube bending ma-chinery range brings the proc-ess flexibility of software-con-trolled set-up and bending to a large range of heavy-duty ap-plications. machines from the unison breeze family can now generate bending torques as high as 165,000 nm/121,698 pound feet. breeze 170 machines open up new application possibilities for shipbuilding companies. the ability to accommodate 175 mm (7 inches) diameter tubing makes it particularly suitable for handling light-weight high-strength ducting manufactured from special-ist materials. fast, software-controlled set-up enables the breeze 170 to handle batch sizes as small as one in a very efficient manner. the new large diameter capability is already being proven in the field, with one of the latest unison ma-chines recently entering service in an aerospace manufacturing facility, and a second machine currently being built to support naval shipbuilding. all-electric machines are said to have become preferred over hydraulic actuation in tube bending applications involv-ing precision shaping, exotic alloy materials, or small batch sizes. in addition to launching larger machines, unison is releasing a new generation of its unibend control software, which the company believes delivers the most versatile tube-bending ca-pability available. among new software features are an intui-tive graphical user interface and a simple bending simulation facility to help users develop collision-free programs for the most complex part shapes. unison breeze, generating a bending torques of 165,000 nm www.quint.ag sfsftjtubou 4bgfuzgpszpv 8fbttvnfsftqpotjcjmjuz more information from: straub werke ag, ch-7323 wangs, switzerland tel. 41 (0) 81 725 41 00, www.straub.ch, straub@straub.ch the new straub-fire-fence shields from fire with its innovative and patented design and at the same time keeps all advantages of a straub coupling. in the event of a fire, the intumeszente fire protection coating expands, protectively enclosing the coupling – without any limitations in function-ality. approved, space-saving, crush resistant and light. 453"6#'*3&'&/& 'psvtfxifsfwfs sfqspufdujpo jtsfrvjsfeczmbxrop for lpg tankers expected shipbuilding fore-cast a report just published by fairplay shows new orders for liquid petroleum gas (lpg) fleet tankers currently stand at 191 to the end of 2013, which is 50% less than the previous five years or 40% if measured in cubic metres (m 3 ) the lpg market will by this slower fleet growth be better positioned than most other shipping markets when the gdp growth resumes to previ-ous levels, particularly in asia, according to fairplay. china and south korean dominate the order book for tankers over the next five years, holding 30% of the orders between them. eu-rope accounts for only 15%. this is expected as china will continue to increase its share of world exports with the chinese state buying raw materials for stockpiling. the chinese state reserve bureau, which man-ages the government stockpile, has bought copper, aluminium, zinc, indium and titanium in re-cent months. the monthly shipbuilding mar-ket forecast for february 2010 examines the oil, chemical, lpg and lng tanker markets. it pro-vides a review of the global busi-ness environment demand for seagoing transport, market con-ditions and capacity utilization for these classes of vessels, and gives a detailed five-year ship-building forecast, including new orders, deliveries and demoli-tions. the report by fairplay forecasts that the lpg tanker fleet will increase by a meager 7% over the next four years. in 2008, the fleet reached historic highs, but the shipping market forecast by fairplay forecasts that deliver-ies for 2009 through 2013 will stand at 5.2m m 3 which is a 16% drop from 2008 deliveries. the forecast for removals from the worldwide tanker fleet in the period 2009 through 2013 is 152 ships, an increase of 70% compared to the previous five-year period, but as these are mostly relatively small ships it is only 40% of the capacity if measured in m 3 . at the beginning of january 2010 the worldwide lpg fleet stood at 340 carriers, which is a capacity of 47.7mm 3 . at this time 52 ves-sels were on order, which is 40 less than the same time last year. extender frame to double ducting capacity beele engineering the new rise extender frame by beele engineering bv can be retrofitted onto cable and pipe transits on ships and offshore installations. the ex-tender frames were designed for the purpose of upgrading existing conventional conduit systems to the rise system. the frames are said not only to make it easier to remove or add cables and thus reduce maintenance costs, but also to double the usable space inside any block system tran-sit frame. the installation of the frames can be performed without the need to remove any of the existing cables. the rise extender frame con-sists of two metal plate sec-tions, the flanges of which are inserted into the existing conduit. the length of the flanges corresponds to the length of conventional con-duit frames. the two sections are then joined together into a single unit by means of nuts and bolts. for optimized stability, the extension frame can be spot-welded to the existing con-duit. once the conduit has been upgraded, the fire safe sealing system rise can be installed. the rise extender frame can be used for all a0 - a60 mul-ti-cable transits. application of the extension frame yields not only the convenience of the rise system but it also makes extra insulation at the front of the penetration and/ or in between the cables un-necessary. rise extender frame of beele engineering network of workshops wencon danish company wencon, primarily known for providing epoxy-based re-pair kits for emergency repairs onboard, has recently built, trained and certified a new net-work of marine-orientedwork-shops in some of the world’s major ports around the world. these are to perform durable repairs with epoxy. to date, 12 workshops have been certified with an additional eight work-shops planned for 2010. when done correctly, refur-bishing a seawater filter with wencon is claimed to retrieve both its initial durability and functionality, and is, at the same time, typically done at a fraction of the cost compared to a new spare part. often the refurbished part is claimed to be even better than new, pr-tected by epoxy. 42 ship & offshore 2010 n o 2 shipbuilding & equipment industry newsad/cam release targets large-scale projects shipconstructor the latest release of shipcon-structor 2009, which is com-patible with autocad 2009, will allow 64-bit capability on the microsoft windows vista and windows 7 plat-forms. this added capability will allow modelers to load larger portions of the 3d model into a single work-ing session at a greater level of detail with increased pro-gram stability. another en-hancement is improvements involving the creation of 3d virtual reality (vr) models. numerous visualization op-tions are available. shipconstructor has also im-proved its automated nesting capabilities with the intro-duction of an enhanced nest optimization engine. test re-sults have shown clients can expect up to a 6% improve-ment in overall plate utiliza-tion. shipconstructor 2009 in-cludes a new intelligent dis-tributed systems supports module, which is a rule-based program for the creation of distributed system supports such as pipe and hvac. in line with the company’s other efforts to enhance design for production (dfp), the soft-ware allows an experienced designer to inject knowledge-based rules into the library of supports, which are avail-able during the 3d modeling process. this enhanced module of-fers parametric design based on a broad range of industry standard supports. each sup-port is associated with a set of pipes and pipe hangers as well as foundational struc-ture, allowing the support to be constrained and automati-cally adapt to design changes as the project progresses. this provides a smooth transition from engineering to produc-tion. another dfp-based enhance-ment allows for the standard-ization of commonly used assemblies, including items such as simple panels, lad-ders, pipe manifolds, hand-rails and equipment complete with standard foundations. in addition to allowing com-mon items to be modeled once and used many times, these standard assemblies include the production docu-mentation required for fabri-cation. the production docu-ments include 3d assembly drawings for each stage in fabrication. when changes are made to the standard assembly definition or the related construction docu-ments, all instances where it has been used are automati-cally changed as well. this re-duces the time needed in the design process, especially on large-scale projects.this latest version of shipconstructor provides an intuitive set of tools that allows modelers to allocate space for the various systems (pipe, hvac, electri-cal etc.) well before they are modeled. the allocated space is para-metrically associated with the wireways in the upcom-ing shipconstructor electri-cal module. changes to the allocated space will be au-tomatically propagated to the detailed electrical system model, providing a bridge between the earlier stages of the design process and the fi-nal production design. portable gauge for ballast tanks mol mitsui o.s.k. lines, ltd. (mol) and musashino co., ltd. have jointly developed one of the word’s first portable liquid-level gauges for vessel ballast tanks. the gauge measures the level of ballast water (seawater) in a tank by dropping a portable measur-ing tube into the sounding tube of the ballast tank. a sensor de-tects air pressure changes in the tube and quickly measures the ballast water level. conventional measurement using a sound-ing tape is complex and time-consuming, requiring several crew members. use of this new liquid-level gauge is claimed to make it quick and easy to check the levels of many ballast tanks, improving efficiency and en-hancing the safety of loading/ discharging operations. the gauge’s compact main unit measures 35cm (w) x 33cm (h) x 23cm (d) and weights about 5kg. it is said to take only 10 to 15 sec-onds to measure the liquid level in each ballast tank. the system is compatible with most vessels because the gauge uses the ves-sel’s air compressor system and the gauge’s main unit can be connected with the air hose with a one-touch system. further, the pressure sensor automatically adjusts for changes in tempera-ture and atmospheric pressure. main body of the liquid-level gauge ship & offshore 2010 n o 2 43uilders: daewoo shipbuilding & marine engineering, geo je/korea yard no: 4156 imo no: 9453559 call sign: fnuy flag: france port of registry: marseille vessel type: container vessel delivery: november 10, 2009 owner: snc nieuhof managing owner: cma cgm the french line, marseille classification: bureau veritas i hull mach container ship unrestricted navi-gation veristar-hull aut-ums aut-port mon-shaft cleanship alp inwa-tersurvey lashing sds main data tonnage gt/nt: 153,022/81,900 deadweight: 157,092 t length o.a: 365.5 m length b.p: 349.5 m breadth: 51.2 m depth: 29.9 m draught: 15.5 m speed: 24.1 kn propulsion one two-stroke diesel engine wärtsilä 14rt-flex 96c, 80,080 kw at 102 1/min, acting on one solid propeller equipment twisted leading edge rudder, pre-swirl sta-tor, fast oil recovery system jlmd capacities 13,344 teu, 800 reefer plugs. m/v “cma cgm christophe colomb“ builders: hijos de j. barreras, vigo yard no: 1663 imo no: 9465239 call sign: 9ha2143 flag: malta port of registry: valletta vessel type: passenger and car ferry delivery: september 11, 2009 owner: lico leasing, madrid balearia (eurolineas maritimas), dénia managing owner: biscay ship manage-ment, bilbao classification: bureau veritas i hull mach ro-ro passenger ship unrestricted navigation aut-ums inwatersurvey main data tonnage gt: 6,146 deadweight: 850 t length o.a: 100.0 m length b.p: 86.6 m breadth: 17.0 m depth: 6.0 m draught: 4.0 m speed: 20 kn propulsion two four-stroke diesel engines rolls royce bergen b32:40l9p, 2x4,500 kw at 750 1/ min, acting through two reduction gears on two controllable pitch propellers 244 1/ min auxiliary engines: three diesel generator sets 3x560 kw at 1,500 1/min, one emergency generator 280 kw at 1,500 1/min equipment two electrically driven transversal thru-sters forward with variable pitch propellers 2x450 kw, one stern ramp/door of 13x10 m, one movable car deck between deck 2 and 4, one bow ramp/door for cars, fin stabilizers rolls royce capacities max. 800 persons (crew and passengers), one vehicle deck, one car deck, 540 lane metres of 2.2 m width for cars, 300 lane metres for trailers of 2.9 m width, range 2,200 nm, fresh water capacity 30 m, di-stilled water capacity 20 m. crew: 26. m/v “passio per formentera“ 44 ship & offshore 2010 n o 2 new shipship&offshore buyers guide 1 shipyards 9 navigation communication 2 propulsion plants 10 ships operation systems 3 engine components 11 deck equipment 4 corrosion protection 12 construction consulting 5 shipsequipment 13 cargo handling technology 6 hydraulic pneumatic 14 alarm security equipment 7 on-board power supplies 15 17 port construction maritime services 8 measurement control devices 16 18 offshore ocean technology buyer‘s guide information ship&offshore buyers guide the buyers guide serves as market review and source of supply listing. clearly arranged according to references, you fnd the offers of international shipbuilding and supporting industry in the following 17 columns.hip&offshore buyers guide ii 1.06 repairs conversions 1 shipyards 2.02 gears 2.06 rudders rudder systems 2.04 shaft shaft systems your representative for germany austria and switzerland friedemann stehr tel. 49 6621 9682930 e-mail: fs@friedemann-stehr.de 2.03 couplings brakes 2.01 engines 2 propulsion plants heise schiffsreparatur & industrie service gmbh hoebelstrasse 55 d-27572 bremerhaven phone 49(0)471 972 88-0 • fax 49(0)471 972 88-188 e-mail: info@heise-schiffsreparatur.de internet: www.heise-schiffsreparatur.de steel construction, pipe works, mechanical engineering, machining technology, berth: 220 m 1.09 offshore vessels schiffsdieseltechnik kiel gmbh kieler str. 177 d-24768 rendsburg tel. 49(0)4331 / 4471 0 fax 49(0)4331 / 4471 199 e-mail: info@sdt-kiel.de • www.sdt-kiel.de mtu, john deere,perkins and sisu engines generating sets ships' propulsion systems from 250 to 30.000 kw reintjes gmbh eugen-reintjes-str. 7 d-31785 hameln tel. 49 (0)5151 104-0 fax 49 (0)5151 104-300 info@reintjes-gears.de • www.reintjes-gears.de schiffsdieseltechnik kiel gmbh kieler str. 177 d-24768 rendsburg tel. 49(0)4331 / 4471 0 fax 49(0)4331 / 4471 199 e-mail: info@sdt-kiel.de • www.sdt-kiel.de zf - gears highly flexible couplings, dampers, elastic mounts and driveline components vulkan kupplungs - und getriebebau b. hackforth gmbh & co. kg heerstraße 66 d-44653 herne phone: 49 (0)2325 922 - 0 fax: 49 (0)2325 71110 e-mail: info.vkg@vulkan.com www.vulkan.com voith turbo gmbh & co. kg voithstr. 1 74564 crailsheim/germany tel. 49 (0)7951 32 - 0 fax 49 (0)7951 32 500 e-mail: industry@voith.com internet: www.voithturbo.com/industry fluid couplings, highly flexible couplings, universal joint shafts, safety couplings couplings, seawater resistent rw antriebselemente gmbh alexander wiegand straße 8 d-63911 klingenberg / germany fon: 49 (0)9372-9864-0 fax: 49 (0)9372-9864-20 email: rw@rwcouplings.com www.rwcouplings.com couplings ktr kupplungstechnik gmbh rodder damm 170 • d-48432 rheine tel. 49(0)59 71 798 0 fax 49(0)59 71 798 698 e-mail: mail@ktr.com • www.ktr.com controllable-pitch propeller units, shaft lines schottel-schiffsmaschinen gmbh kanalstraße 18 d 23970 wismar tel. 49 (0) 3841 / 20 40 fax 49 (0) 3841 / 20 43 33 e-mail: info-ssw@schottel.de • www.schottel.de fixed and controlable pitch propellers, shaft gears, gearboxes am altendeich 83 • d-25348 glückstadt tel. 49(0)4124 91 68-0 • fax 49(0)4124 37 16 e-mail: pein@piening-propeller.de internet: www.piening-propeller.de 2.05 propellers controllable-pitch propeller units, shaft lines schottel-schiffsmaschinen gmbh kanalstraße 18 d 23970 wismar tel. 49 (0) 3841 / 20 40 fax 49 (0) 3841 / 20 43 33 e-mail: info-ssw@schottel.de • www.schottel.de voith schneider propeller voith turbo schneider propulsion gmbh & co. kg postfach 20 11 d-89510 heidenheim/germany tel. 49 7321 37-6595 • fax 49 7321 37-7105 e-mail: vspmarine@voith.com www.voithturbo.com/marine inline thruster - the compact propulsor contur -, vector-, industrie-propeller air fertigung -technologie gmbh & co. kg bützower str. 1d • 18239 hohen luckow tel: 49 (0) 38 295 – 77 78 10 fax: 49 (0) 38 295 – 77 78 40 e-mail: info@air-composite.com www.air-composite.com andritz hydro gmbh escher-wyss-str. 25 d-88212 ravensburg tel. 49(0)751 29511 0 fax 49(0)751 29511 679 e-mail: cpp@andritz.com www.escherwysspropellers.com controllable pitch propellers steering gears, shaft-ø from 120 up to 1.000 mm rotary vane up to 2.000 knm hatlapa uetersener maschinenfabrik gmbh & co. kg tel.: 49 4122 711-0 fax: 49 4122 711-104 info@hatlapa.de www.hatlapa.de mwb motorenwerke bremerhaven ag barkhausenstraße 60 d 27568 bremerhaven tel. (0471) 9450-202 • fax (0471) 9450-260 e-mail: franz-peter.becker@mwb.ag internet: www.mwb.ag 2 floating docks 167m x 24m, panmax size, 1.000m pier facilitieship&offshore buyers guide iii 3.06 turbochargers 2.11 water jet propulsion units 3.05 starters 3 engine components 2.10 special propulsion units 2.12 diesel service spare parts 3.04 stuffing boxes for piston rods wilhelm-bergner-str. 15 • d-21509 glinde tel.: 49-40 711 80 20 • fax: 49-40 711 00 86 e-mail: oceangoing@vdvelden.com www.vdvelden.com barke rudders and commander steering gears - high-tech manoeuvring equipment - hatch covers • passenger vessel-, yacht-, ro/ro-equipment • rudder systems hans-böckler-str. 50 • d-28217 bremen tel. 49(0)421-39030 • fax 49(0)421-3903 291 e-mail: info@macor-marine.com internet: www.macor-marine.com 2.07 manoeuvring aids jastram gmbh & co. kg billwerder billdeich 603 • d-21033 hamburg tel. 49 40 725 601-0 • fax 49 40 725 601-28 e-mail: info@jastram.net internet: www.jastram-group.com transverse thrusters, azimuth grid thrusters rudderpropellers, transverse thrusters, pump-jets schottel gmbh mainzer str. 99 d-56322 spay/rhein tel. 49 (0) 2628 / 6 10 fax 49 (0) 2628 / 6 13 00 e-mail: info@schottel.de • www.schottel.de 2.09 exhaust systems catalytic exhaust gas cleaning for combustion engines on ships hh umwelt- und industrietechnik gmbh industriestr. 3-5 d-55595 hargesheim tel. 49 (0)671 92064-10 fax 49 (0)671 92064-20 e-mail: herbert.roemich@huhgmbh.com internet: www.huhgmbh.com complete scr and oxidation catalyst-systems johnson matthey catalysts (germany) gmbh bahnhofstr. 43 • 96257 redwitz / germany tel. 49 9574 81- 879 • fax 49 9574 81 98 879 e-mail: sinox-systems@matthey.com www.jmcatalysts.com rudderpropellers, twin-propellers, navigators, combi-drives, pump-jets schottel gmbh mainzer str. 99 d-56322 spay/rhein tel. 49 (0) 2628 / 6 10 fax 49 (0) 2628 / 6 13 00 e-mail: info@schottel.de • www.schottel.de pump-jets for main and auxiliary propulsion schottel gmbh mainzer str. 99 d-56322 spay/rhein tel. 49 (0) 2628 / 6 10 fax 49 (0) 2628 / 6 13 00 e-mail: info@schottel.de • www.schottel.de hudong heavy machinery see nippon diesel service hhm kobe diesel see nippon diesel service mitsubishi diesel/turbocharger see nippon diesel service kaiser-wilhelm-straße 115 • d-20355 hamburg tel. 49(0)40 413 496 0 • fax 49(0)40 413 496 20 e-mail: contact@gold-engine.com internet: www.gold-engine.com technical service and consulting for marine and power industry for diesel engine maintenance chris-marine ab box 9025 se-200 39 malmö, sweden tel: 46 40 671 2600 fax: 46 40 671 2699 info@chris-marine.com • www.chris-marine.com nippon diesel service hermann-blohm-strasse 1 d-20457 hamburg tel. 49 (0)40 31 77 10-0 fax 49 (0)40 31 15 98 e-mail: info@nds-marine.com • www.nds-marine.com after sales service - spare parts distribution - technical assistance yanmar diesel see nippon diesel service taiko kikai industries co.,ltd see nippon diesel service schiffsdieseltechnik kiel gmbh kieler str. 177 d-24768 rendsburg tel. 49(0)4331 / 4471 0 fax 49(0)4331 / 4471 199 e-mail: info@sdt-kiel.de • www.sdt-kiel.de repairs - maintenance on-board service - after sales polyverix - h. & g. meister ag eugen-huberstr. 11 • ch-8048 zürich tel. 41 - 44 - 431 56 46 fax 41 - 44 - 431 15 20 e-mail: info@polyverix.ch internet: www.polyverix.ch gland- & stuffing boxes / piston cooling parts / various sealing items düsterloh fluidtechnik gmbh abteilung pneumatik starter im vogelsang 105 d-45527 hattingen tel. 49 2324 709 - 0 • fax 49 2324 709 -110 e-mail: info@duesterloh.de • www.duesterloh.de air starters for diesel and gas engines up to 9.000 kw turbochargers and spare parts for diesel and gas engines from 500 to 4.800 kw kbb kompressorenbau bannewitz gmbh windbergstrasse 45 d-01728 bannewitz tel. 49 351 4085 664 • fax 49 351 4085 648 e-mail: info@kbb-turbo.de • www.kbb-turbo.de mwb motorenwerke bremerhaven ag barkhausenstraße 60 d 27568 bremerhaven tel. (0471) 9450-301 • fax (0471) 9450-220 e-mail: thorsten.hau@mwb.ag internet: www.mwb.ag development, modification and maintenance of engines your representative for denmark, finland, norway and sweden örn marketing ab phone 46 411 18400 • fax 46 411 10531 e-mail: marine.marketing@orn.nu maintenance and repair of industrial and marine turbochargers and heat exchangers in spain turbo cadiz s.l. pol.ind. pelagatos - c/ del progreso parcela 17a - 20a 11130 chiclana de la fra. (cadiz) españa tel. 34 956 407 949/50 fax 34 956 407 951 e-mail: tc@turbocadiz.com • www.turbocadiz.comhip&offshore buyers guide iv 3.12 indicators 4.03 surface treatment 4.01 paintings 4 corrosion protection 5 ships equipment 3.07 filters 4.05 anodic protection 4.02 coatings 5.03 refrigeration • hvac 3.13 preheaters georg schünemann gmbh buntentorsdeich 1 28201 bremen / germany tel. 49 (0)421 55 90 9-0 fax 49 (0)421 55 90 9-40 e-mail: info@sab-bremen.de internet: www.sab-bremen.de we filter, control and secure liquids and gases fil-tec rixen gmbh osterrade 26 • d-21031 hamburg tel. 49 (0)40 656 00 61 49 (0)40 656 856-0 fax 49 (0)40 656 57 31 info@fil-tec-rixen.com • www.fil-tec-rixen.com filter spare parts and accessories, bilge water elements, maintenance, repair and service. 3.09 fuel treatment plants fuel oil supply modules for diesel engines „paps“ pulsation damper marine technik manfred schmidt gmbh postfach 1763 d-27768 ganderkesee tel. 49-4222-6104 • fax -5502 e-mail: office@marine-technik-schmidt.de internet: www.marine-technik-schmidt.de elwa-elektrowärme-münchen a.hilpoltsteiner gmbh & co kg postfach 0160 d-82213 maisach tel. 49 (0)8141 22866-0 fax 49 (0)8141 22866-10 e-mail: sales@elwa.com • www.elwa.com viscosity control systems evm 3 standard booster modules schillerstr. 14 • 21365 adendorf tel. 49(0)4131 959-0 • fax 959-111 e-mail: sales.maritime@leutert.com internet: www.leutert.com digital pressure indicator type dpi 2 engine indicators system maihak lehmann & michels gmbh sales & service center siemensstr. 9 • d-25462 rellingen tel. 49 (0)4101 5880-0 fax 49 (0)4101 5880-129 e-mail: lemag@lemag.de www.lemag.de abb ab force measurement tvärleden 2 se-721 59 västerås sweden phone: 46 21 32 50 00 • fax: 46 21 34 00 05 pressductor@se.abb.com • www.abb.com/pressductor cylmate diesel engine performance monitoring systems (mip) elwa-elektrowärme-münchen a.hilpoltsteiner gmbh & co kg postfach 0160 d-82213 maisach tel. 49 (0)8141 22866-0 fax 49 (0)8141 22866-10 e-mail: sales@elwa.com • www.elwa.com oil and cooling water preheating engine heaters for diesel engines and dual fuel electric driven propulsion systems hotstart gmbh mottmannstrasse 1-3 53842 troisdorf / germany tel. 49 (0) 2241 97398 282 fax 49 (0) 2241 97398 281 e-mail: europe@hotstart.com www.hotstart.com hempel a/s lundtoftevej 150 dk-2800 kgs. lyngby denmark tel: 45 4593 3800 • fax: 45 4588 5518 marine@hempel.com • www.hempel.com innovative marine coating systems for corrosion and fouling protection steelpaint gmbh · am dreistock 9 d-97318 kitzingen · tel.: 49 (0) 9321/3704-0 fax: 49 (0) 9321/3704-40 mail@steelpaint.com · www.steelpaint.com 1-component polyurethane corrosion coating systems for ports, sheet pilings, bridges, shipbuilding, ballast tanks. 60 years wiwa • www.wiwa.de • info@wiwa.de 4.04 cathodic protection balver zinn josef jost gmbh & co. kg blintroper weg 11 • d-58802 balve tel. 49(0)2375 915 0 fax 49(0)2375 915 114 cia@balverzinn.com • www.balverzinn.com zinc anodes, zinc-aluminum anodes, magnesium anodes, anodes for electroplating fnishing tilse industrie- und schiffstechnik gmbh sottorfallee 12 d-22529 hamburg tel. 49 (0)40 56 10 14 fax 49 (0)40 56 34 17 e-mail: tilse@tilse.com • www.tilse.com anti marine growth and corrosion system marelco balver zinn josef jost gmbh & co. kg blintroper weg 11 • d-58802 balve tel. 49(0)2375 915 0 fax 49(0)2375 915 114 cia@balverzinn.com • www.balverzinn.com zinc anodes, zinc-aluminum anodes, magnesium anodes, anodes for electroplating fnishing axial- and centrifugal fans for marine applications dlk ventilatoren gmbh ziegeleistraße 18 d-74214 schöntal-berlichingen germany phone 49 (0)7943-9102-0 fax 49 (0)7943-9102-10 e-mail: info@dlk.com • www.pollrichdlk.com freudenberg filtration technologies kg tel.49 (0)6201/80-6264 fax 49 (0)6201/88-6299 weinheim / germany viledon@freudenberg-filter.com www.viledon-filter.com filters for intake air filtration of gas turbines, turbo chargers and hvac systems www.shipandoffshore.net your representative for eastern europe wladyslaw jaszowski promare sp. z o.o. tel.: 48 58 6 64 98 47 fax: 48 58 6 64 90 69 e-mail: promare@promare.com.plhip&offshore buyers guide v 5.07 ship’s doors windows 5.11 ballast water management 5.10 oil separation 5.12 yacht equipment 5.14 shock vibration systems 5.09 waste disposal systems 5.08 supplying equipment jets vacuum as myravegen 1 no-6060 hareid norge phone: 47-700 39 100 • fax: 47-700 39 101 post@jets.no • www.jets.no jets tm sanitary system is the preferred solution for vessels of all types 5.04 sanitary equipment 5.06 furniture interior fittings lock and hardware concepts for ship &yachtbuilders g. schwepper beschlag gmbh & co. velberter straße 83 d 42579 heiligenhaus tel. 49 2056 58-55-0 fax 49 2056 58-55-41 e-mail: schwepper@schwepper.com www.schwepper.com ship, boat and yacht hardware in brass and stainless steel material s&b beschläge gmbh gießerei und metallwarenfabrik illingheimer str. 10 d-59846 sundern tel. 49 (0)2393 22000 • fax 49 (0)2393 1074 info@sub-beschlaege.de www.sub-beschlaege.de decorative boards and high pressure laminates for interior applications thermopal gmbh wurzacher str. 32 d-88299 leutkirch tel. 49 (0)7561 89-0 • fax 49 (0)7561 89 232 e-mail: info@thermopal.com internet: www.thermopal.com a 30/60 class hinged and sliding doors podszuck gmbh klausdorfer weg 163 • d-24148 kiel tel. 49 (0) 431 6 61 11-0 fax 49 (0) 431 6 61 11-28 info@podszuck.eu • www.podszuck.eu steel doors - fire doors - ship doors tilse industrie- und schiffstechnik gmbh sottorfallee 12 d-22529 hamburg tel. 49 (0)40 56 10 14 fax 49 (0)40 56 34 17 e-mail: tilse@tilse.com • www.tilse.com formglas spezial yacht glazing bent and plane, with installation tedimex gmbh hittfelder kirchweg 21 • d-21220 seevetal tel. 49-4105-59862-10 • fax 49-4105-59862-20 e-mail: sales@tedimex.de internet: www.tedimex.de glare protection sun protection and black-outs watertight / gastight / pressure ship doors, hatches, flaps, vent heads, fans alarichstraße 22a • d-42281 wuppertal tel.: 49 (0)202/94695-0 • fax: 49 (0)202/94695-10 email: info@wigo-metall.de • www.wigo-metall.de dvz-services gmbh boschstrasse 9 d-28857 syke tel. 49(0)4242 16938-0 fax 49(0)4242 16938 99 e-mail: info@dvz-group.de internet: www.dvz-group.de oily water seperators, oil-in-water - monitors, sewage treatment plants, ballast water treatment, r/o - systems dvz-services gmbh boschstrasse 9 d-28857 syke tel. 49(0)4242 16938-0 fax 49(0)4242 16938 99 e-mail: info@dvz-group.de internet: www.dvz-group.de oily water seperators, oil-in-water - monitors, sewage treatment plants, ballast water treatment dvz-services gmbh boschstrasse 9 d-28857 syke tel. 49(0)4242 16938-0 fax 49(0)4242 16938 99 e-mail: info@dvz-group.de internet: www.dvz-group.de oily water seperators, oil-in-water - monitors, sewage treatment plants, ballast water treatment dvz-ballast-systems gmbh boschstrasse 9 d-28857 syke tel. 49(0)4242 16938-0 fax 49(0)4242 16938 99 e-mail: info@dvz-group.de internet: www.dvz-group.de n.e.i. vos venturi oxygen stripping ballast water treatment hatch covers • passenger vessel-, yacht-, ro/ro-equipment • rudder systems hans-böckler-str. 50 • d-28217 bremen tel. 49(0)421-39030 • fax 49(0)421-3903 291 e-mail: info@macor-marine.com internet: www.macor-marine.com more than 25 years experience in shock and vibration systems sebert schwingungstechnik gmbh hans-böckler-str. 35 d-73230 kirchheim tel. 49 (0)7021 50040 fax 49 (0)7021 500420 e-mail info@sebert.org • www.sebert.de subsidiaries in bremen, france, netherlands, rumania next buyer’s guide june 2010 6.01 pumps 6 hydraulic pneumatic water jet ejectors • bilge ejectors körting hannover ag badenstedter str. 56 d-30453 hannover tel. 49 511 2129-247 • fax 49 511 2129-223 internet: www.koerting.de büro schiffbau: tel. 49 4173 8887 fax: 49 4173 6403 e-mail: kulp@koerting.de twin-screw pumps, progressive cavity pumps, high pressure pumps bornemann gmbh industriestraße 2 • d-31683 obernkirchen phone: 49 (0)5724 390 0 • fax: 49 (0)5724 390 290 info@bornemann.com • www.bornemann.com von-thünen-str. 7 d-28307 bremen tel. 49 421 486 81-0 • fax 49 421 486 81-11 e-mail: info@behrenspumpen.de internet: www.behrenspumpen.de ship centrifugal pumps kracht gmbh gewerbestr. 20 • d-58791 werdohl tel. 49(0)2392.935 0 • fax 49(0)2392.935 209 info@kracht.eu • www.kracht.eu transfer pumps – flow measurement mobile hydraulics – industrial hydraulics kral ag bildgasse 40, 6890 lustenau, austria www.kral.at, e-mail: info@kral.at kral screw pumps for low-viscosity fuels. magnetic coupled pumps.hip&offshore buyers guide vi 8 measurement control devices 8.04 level measurement systems 6.02 compressors neuenhauser kompressorenbau gmbh hans-voshaar-str. 5 d-49828 neuenhaus tel. 49(0)5941 604-0 • fax 49(0)5941 604-202 e-mail: nk@neuenhauser.de www.neuenhauser.de • www.nk-air.com air- and water-cooled compressors, air receivers with valve head, bulk head penetrations water- and air-cooled compressors hatlapa uetersener maschinenfabrik gmbh & co. kg tel.: 49 4122 711-0 fax: 49 4122 711-104 info@hatlapa.de www.hatlapa.de steintorstr. 3 • d-37115 duderstadt tel. 49 (0)5527 72572 • fax 49 (0)5527 71567 e-mail: info@dhv-gmbh.eu www.dhv-palmai.de spare parts for water and air-cooled compressors water- and air-cooled compressors wafer type check valves, wafer type duo check valves, special valves ritterhuder armaturen gmbh & co. armaturenwerk kg industriestr. 7-9 d-27711 osterholz-scharmbeck tel. 49 4791 92 09-0 • fax 49 4791 92 09-85 e-mail: contact@ritag.com • www.ritag.com wilhelm schley (gmbh & co.) kg valve manufacturer carl-zeiss-str. 4 • d 22946 trittau phone: 49 4154 80810 • fax: 49 4154 82184 mail: info@wilhelm-schley.com • www.wilhelm-schley.com reducing valves, overflow valves, ejectors, safety valves, shut-off valves, etc. industriestraße d-25795 weddingstedt tel. 49 (0)481 903 - 0 fax 49 (0)481 903 - 90 info@goepfert-ag.com www.goepfert-ag.com valves and fttings for shipbuilding tel.: 04 21 - 4 86 03 - 0 • fax: 04 21 - 4 86 03 - 89 info@sander-fertigung.de • www.sander-fertigung.de valves delivery ex stock 48 hours service armaturen • antriebe • steuerungen • automatisation valves • actuators • remote control systems • automation marine valves, indication, remote controls, ship spare parts fak-armaturen gmbh lademannbogen 53 d-22339 hamburg tel. 49 40 538949-0 fax 49 40 538949 92 e-mail: info@fak-armaturen.de internet: www.fak-armaturen.de straub werke ag straubstrasse 13 ch 7323 wangs tel. 41 81-725 41 00 • fax 41 81-725 41 01 e-mail: straub@straub.ch internet: www.straub.ch pipe coupling with guaranteed quality straub – the original aquatherm gmbh biggen 5 d-57439 attendorn tel. 49 2722 950-0 • fax 49 2722 950-100 e-mail: info@aquatherm.de internet: www.aquatherm.de fusiotherm piping systems for shipbuilding - approval by gl, rina bv heise schiffsreparatur & industrie service gmbh hoebelstrasse 55 d-27572 bremerhaven phone 49(0)471 972 88-0 • fax 49(0)471 972 88-188 e-mail: info@heise-schiffsreparatur.de internet: www.heise-schiffsreparatur.de steel construction, mechanical engineering pipe works on ships, repair newbuilding kme germany ag & co. kg klosterstraße 29 • d-49074 osnabrück tel. 49 (0) 541 321 3011 fax 49 (0) 541 321 3020 e-mail: info-maritime@kme.com internet: www.marine-applications.com osna - 10 pipes and components of cuni 90/10 for seagoing vessels 7 on-board power supplies 7.01 generating sets schiffsdieseltechnik kiel gmbh kieler str. 177 d-24768 rendsburg tel. 49 4331 / 4471 0 fax 49 4331 / 4471 199 e-mail: info@sdt-kiel.de • www.sdt-kiel.de individual generating sets with mtu, man, deutz, volvo and other engines emergency power plants, generators, transformers 5 - 2000 kva, 400 v - 20 kv, 50/60 hz vermietung • verkauf • service jürgen thiet gmbh gutenbergstr. 3 • d-26632 ihlow-riepe tel. 49 (0)4928-9192-0 • fax 49 (0)4928-9192-40 e-mail: info@thiet.de • www.thiet.de 7.06 cable pipe transits geaquello flammadur fire protection systems aik flammadur brandschutz gmbh otto-hahn-strasse 5 d-34123 kassel phone : 49(0)561-5801-0 fax : 49(0)561-5801-240 e-mail : info@aik-flammadur.de 6.04 valves 6.05 piping systems schubert & salzer control systems gmbh postfach 10 09 07 d-85009 ingolstadt tel. 49 841 96 54-0 • fax 49 841 96 54-590 e-mail: info.cs@schubert-salzer.com internet: www.schubert-salzer.com georg schünemann gmbh buntentorsdeich 1 28201 bremen / germany tel. 49 (0)421 55 90 9-0 fax 49 (0)421 55 90 9-40 e-mail: info@sab-bremen.de internet: www.sab-bremen.de we filter, control and secure liquids and gases www.shipandoffshore.nethip&offshore buyers guide vii 9.04 navigation systems 9 navigation communication 10.01 fleet management systems 10 ship‘s operation systems next buyer’s guide june 2010 tilse industrie- und schiffstechnik gmbh sottorfallee 12 d-22529 hamburg tel. 49 (0)40 56 10 14 fax 49 (0)40 56 34 17 e-mail: tilse@tilse.com • www.tilse.com pneumatic, electric und el.-pn. tank level gauging with online transmission 8.05 flow measurement kral ag bildgasse 40, 6890 lustenau, austria www.kral.at, e-mail: info@kral.at fuel consumption and lube oil measurement for diesel engines. kracht gmbh gewerbestr. 20 • d-58791 werdohl tel. 49(0)2392.935 0 • fax 49(0)2392.935 209 info@kracht.eu • www.kracht.eu transfer pumps – flow measurement mobile hydraulics – industrial hydraulics 8.06 automation equipment visatron oil mist detection systems against engine crankcase explosions schaller automation gmbh & co. kg industriering 14 • d-66440 blieskastel tel. 49 (0)6842 508-0 • fax 49 (0)6842 508-260 e-mail: info@schaller.de • www.schaller.de 8.09 test kits test kits, autom. monitoring systems, sampling devices, ultrasonic cleaning martechnic gmbh adlerhorst 4 d-22459 hamburg tel. 49 (0)40 85 31 28-0 fax 49 (0)40 85 31 28-16 e-mail: info@martechnic.com internet: www.martechnic.com manufacturers of nautical equipment am lunedeich 131 d-27572 bremerhaven tel.: 49 (0)471-483 999 0 fax: 49 (0)471-483 999 10 e-mail: sales@cassens-plath.de www.cassens-plath.de manufacturer of finest marine chronometers, clocks and electrical clock systems gerhard d. wempe kg division chronometerwerke steinstraße 23 • d-20095 hamburg tel.: 49 (0)40 334 48-899 fax: 49 (0)40 334 48-676 e-mail: chrono@wempe.de www.chronometerwerke-maritim.de 9.08 telephone systems neue a-tech advanced technology gmbh litzowstr. 15 d-22041 hamburg tel. 49(0)40 32 29 26 • fax 49(0)40 32 69 04 e-mail: mail@neueatech.de communication systems 9.11 bridge equipment marine seat systems for yachts and commercial ships pörtner gmbh werther str. 274 d-33619 bielefeld tel. 49 (0) 521 10 01 09 fax 49 (0) 521 16 04 61 e-mail: info@poertner-gmbh.de internet: www.poertner-gmbh.de integrated fleet/ship management system safety and quality management maintenance codie software products e.k. isman@codie.com • www.codie-isman.com 10.03 loading stability computer systems c3-obi – the onboard system local interface – baplie/read and write müllerblanck software gmbh gutenbergring 38 22848 norderstedt / germany phone : 49 (0) 40 500 171 0 fax : 49 (0) 40 500 171 71 e-mail : info@mplusb.de • www.capstan3.com capstan3 – the planners best friend 11.01 cranes 11 deck equipment global davit gmbh graf-zeppelin-ring 2 d-27211 bassum tel. 49 (0)4241 93 35 0 fax 49 (0)4241 93 35 25 e-mail: info@global-davit.de internet: www.global-davit.de survival- and deck equipment d-i davit international gmbh sandstr. 20 d-27232 sulingen tel. (04271) 9 32 70 • fax (04271) 93 27 27 e-mail: info@davit-international.de internet: www.davit-international.de cranes, davits and free-fall systems 11.02 winches anchor, mooring, spezial and research winches anchor-handling and towing winches hatlapa uetersener maschinenfabrik gmbh & co. kg tel.: 49 4122 711-0 fax: 49 4122 711-104 info@hatlapa.de www.hatlapa.de cranes - lashings - survival equipment besco nordheimstr.149 d-27476 cuxhaven tel. 49 (0) 4721 / 50 80 08-0 fax 49 (0) 4721 / 50 80 08-99 e-mail: info@besco.de • www.besco.de your representative for germany austria and switzerland friedemann stehr tel. 49 6621 9682930 e-mail: fs@friedemann-stehr.dehip&offshore buyers guide viii 12.01 consulting engineers 12 construction consulting 12.02 ship model basins 14 alarm safety equipment 14.01 lifeboats davits 11.03 lashing securing equipment 11.05 hatchcovers 11.06 container cell guides german lashing robert böck gmbh marcusallee 9 • d-28359 bremen tel. 49 (0)421 17 361-5 fax: 49 (0)421 17 361-99 e-mail: info@germanlashing.de internet: www.germanlashing.de sec ship's equipment centre bremen gmbh speicherhof 5 d-28217 bremen tel. (0421) 39 69 10 • fax (0421) 38 53 19 e-mail: info@sec-bremen.de internet: www.sec-bremen.de for container, roro and timber cargo layout and optimization of lashing systems 11.04 roro facilities hatch covers • passenger vessel-, yacht-, ro/ro-equipment • rudder systems hans-böckler-str. 50 • d-28217 bremen tel. 49(0)421-39030 • fax 49(0)421-3903 291 e-mail: info@macor-marine.com internet: www.macor-marine.com hatch covers • passenger vessel-, yacht-, ro/ro-equipment • rudder systems hans-böckler-str. 50 • d-28217 bremen tel. 49(0)421-39030 • fax 49(0)421-3903 291 e-mail: info@macor-marine.com internet: www.macor-marine.com sec ship's equipment centre bremen gmbh speicherhof 5 d-28217 bremen tel. (0421) 39 69 10 • fax (0421) 38 53 19 e-mail: info@sec-bremen.de internet: www.sec-bremen.de layout, 3d-design, delivery and installations of container related constructions drahtseilwerk gmbh auf der bult 14-16 d-27574 bremerhaven tel. 49 471 931 89 0 fax 49 471 931 89 39 mail@drahtseilwerk.de • www.drahtseilwerk.de steel wire ropes up to 84 mm, atlas ropes, dura-winchline 11.07 anchors mooring equipment design – construction – consultancy stability calculation – project management sdc ship design & consult gmbh naval architectural consultant and calculation services www.shipdesign.de e-mail: sdc@shipdesign.de bramfelder str. 164 - d-22305 hamburg t.:49(40)6116209-0 - f:49(40)61162 09-18 dr.-ing. walter l. kuehnlein stadthausbruecke 1-3 • d-20355 hamburg tel. 49-40-22614633 • fax 49-40-180248037 advice@sea2ice.com • www.sea2ice.com design and concepts for offshore structures in ice and open waters, evacuation concepts s.m.i.l.e. techn. büro gmbh winkel 2 • d-24226 heikendorf tel. 49 (0)431 21080 10 fax 49 (0)431 21080 29 e-mail: info@smile-consult.de internet: www.smile-consult.de basic design - detailed design outfitting - cad/cam - technical documentation s.m.i.l.e. fem gmbh winkel 2 • d-24226 heikendorf tel. 49 (0)431 21080 20 fax 49 (0)431 21080 29 e-mail: info@smile-fem.de internet: www.smile-fem.de fem - coupling - optimization cfd - fsi - shock - crash the hamburg ship model basin design • experiments • analysis bramfelder str. 164 • d-22305 hamburg tel. 49 (0) 40 69 20 30 fax 49 (0) 40 69 20 3-345 e-mail: info@hsva.de • www.hsva.de offshore • inshore • nuclear deep tunneling • underwater wet welding bramkampweg 9 • d-22949 ammersbek tel. 49 (0)4102 23180 fax 49 (0)4102 231820 e-mail: info@nordseetaucher.de internet: www.nordseetaucher.eu nordseetaucher gmbh nordseetaucher gmbh 12.04 research development 13 cargo handling technology 13.02 cranes drahtseilwerk gmbh auf der bult 14-16 d-27574 bremerhaven tel. 49 471 931 89 0 fax 49 471 931 89 39 mail@drahtseilwerk.de • www.drahtseilwerk.de steel wire ropes up to 84 mm, special ropes for hoisting and luffing 13.03 grabs rope grabs, hydraulic grabs, motor grabs with electro hydraulic drive mrs greifer gmbh talweg 11 • d-74921 helmstadt tel. 49 7263 91 29 0 fax 49 7263 91 29 12 e-mail: info@mrs-greifer.de internet: www.mrs-greifer.de d-i davit international gmbh sandstr. 20 d-27232 sulingen tel. (04271) 9 32 70 • fax (04271) 93 27 27 e-mail: info@davit-international.de internet: www.davit-international.de cranes, davits and free-fall systems dnv germany gmbh bei den mühren 1 • 20457 hamburg tel.: 49(0)40 890 590 0 fax: 49(0)40 890 590 30 hamburg@dnv.com • www.dnv.com classification and service beyond class managing risk 12.03 classification societieship&offshore buyers guide ix for further information please contact: 16 offshore ocean technology buyer's guide 4 effective from january 1st, 2010 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,– 4 keywords each 75,– each 105,– 5 keywords each 70,– each 100,– from 6 keywords each 65,– each 95,– online: in addition to the printed issues, the buyers‘ guide also appears online. the premium online entry, including an active link, logo, email and 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 sup-ply sources. it is clearly organised according to key words. every entry in the buyer’s guide includes your company logo (4 colour), address and communications data plus a concise description of product or services offered. europe international select target regions germany/ central europe worldwide vietnam, china issues january – – – february february / vietnam april april – june june june / china – august – september – – – october – november – november / china – december – in this categories you can advertise: 1 shipyards werften 10 ships operation systems schiffsführungssysteme hệ thống điều khiển tàu 2 propulsion systems antriebsanlagen 11 deck equipment decksausrüstung 3 engine components motorenkomponenten 12 construction consulting konstruktion & consulting 4 corrosion protection korrosionsschutz 13 cargo handling technology umschlagtechnik kỹ thuật vận hành hàng hóa 5 ships equipment schiffsausrüstung 14 alarm safety equipment warn- und sicherheitsausrüstung 6 hydraulik pneumatik hydraulik & pneumatik 15 shipyards hafenbau 7 on-board power supplies bordnetze 16 offshore ocean technology offshore&meerestechnik offshore và công nghệ hải dương 8 measurement control devices mess- und regeltechnik 17 maritime services maritime dienstleistungen dịch vụ hàng hải 9 navigation communication navigation & kommunikation 18 information buyers guide dvv media group gmbh • nordkanalstraße 36 • d-20097 hamburg phone 49 40 2 37 14 -117 • fax 49 40 2 37 14 -236 florian.visser@dvvmedia.com • fs@friedemann-stehr.de 14.04 fire protection 14.06 searchlights 16.07 arctic polar technology 17.06 professional commercial diver offshore • inshore • nuclear deep tunneling • underwater wet welding bramkampweg 9 • d-22949 ammersbek tel. 49 (0)4102 23180 fax 49 (0)4102 231820 e-mail: info@nordseetaucher.de internet: www.nordseetaucher.eu nordseetaucher gmbh nordseetaucher gmbh 17 maritime services 16.08 subsea technology offshore • inshore • nuclear deep tunneling • underwater wet welding bramkampweg 9 • d-22949 ammersbek tel. 49 (0)4102 23180 fax 49 (0)4102 231820 e-mail: info@nordseetaucher.de internet: www.nordseetaucher.eu nordseetaucher gmbh nordseetaucher gmbh dr.-ing. walter l. kuehnlein stadthausbruecke 1-3 • d-20355 hamburg tel. 49-40-22614633 • fax 49-40-180248037 advice@sea2ice.com • www.sea2ice.com design and concepts for offshore structures in ice and open waters, evacuation concepts tedimex gmbh hittfelder kirchweg 21 • d-21220 seevetal tel. 49-4105-59862-10 • fax 49-4105-59862-20 e-mail: sales@tedimex.de internet: www.tedimex.de uv- and whitelight searchlights neue a-tech advanced technology gmbh litzowstr. 15 d-22041 hamburg tel. 49(0)40 32 29 26 • fax 49(0)40 32 69 04 e-mail: mail@neueatech.de fire detection systems • safety systems 14.02 life jackets better solutions for safety at sea cm hammar ab august barks gata 15 se-421 32 västra frölunda phone 46 31 709 65 50 • fax 46 31 49 70 23 info@cmhammar.com • www.cmhammar.com global davit gmbh graf-zeppelin-ring 2 d-27211 bassum tel. 49 (0)4241 93 35 0 fax 49 (0)4241 93 35 25 e-mail: info@global-davit.de internet: www.global-davit.de survival- and deck equipment www.shipandoffshore.netncreasing demand on arctic seafarers dnv/arctic trends climate, political and economic changes are facilitating unprecedented access to the arctic, increasing the demands on seafarers. steven sawhill, who contributed to dnv’s development of the ice navigation standard and participated in several arctic research projects, sums up the essential trends for arctic seafaring. steven sawhill n avigating safely in ice-infested waters requires not only ice-strengthened and winterized ships, but also people skilled in operat-ing in this challenging environment. de-mands on seafarers are increasing due to the changing profile of arctic shipping. four key trends are driving today’s focus on the human element of safe and ef-ficient arctic operations. trend 1: growing arctic shipping cruise ship activity in the region has doubled over the past six years, at the same time that oil shipments from the russian arctic have jumped from insignificance to 12 million tonnes per year. this growth has continued: an estimated 20 million tons of oil and gas will be transported through the barents sea in 2009, and terminal capacity in the region is expect-ed to reach 100 million tons in 2015. rapid expansion in russia’s oil exports has led to a demand for tankers that can operate in ice-infested waters, especially tankers with higher levels of ice strength-ening. in the early 1990s, only three per cent of the world tanker fleet had some form of ice classification; today, this fig-ure tops ten per cent. growth in the arctic shipping market means the maritime industry needs more seafarers fit for operating in this demanding region. more bridge officers with ice navigation skills are required, as are engineers skilled in keeping their ships running in a sub-zero environ-ment with limited external support. trend 2: new year-round regions today, arctic operations are expanding in both time and place. as the arctic heats up, the ice edge is retreating northwards, the ice is becoming thinner and weaker, and the shipping in the arctic regions is to increase the coming years 54 ship & offshore 2010 n o 2 shipping & ship operation trends / classificationccurrence of perennial ice along rus-sian coastal areas is diminishing. these changes have opened up new pos-sibilities for tourism, resource explora-tion, development andmarine transport. ships are able to reach previously inac-cessible regions. they are also operating for longer and longer periods, beginning earlier in the spring and ending later in the autumn than the traditional arc-tic navigation season has allowed. ice-breaking bulk carriers are already servic-ing base mineral mines in the russian and canadian arctic on a year-round basis. this trend will only continue, as offshore oil and gas development will demand year-round operational capa-bility. winter shipping operations in the arctic considerably increase the physical, psychological, responsibility and knowl-edge demands placed on people. the darkness of the polar winter substan-tially complicates the task of navigating through an ice field. ice surveillance is poorer in winter. darkness and extreme cold hasten fatigue and can lead to the impairment of complex mental tasks, cognition and decision making. to suc-cessfully cope with the challenges posed by the polar environment, seafarers not only must be adapt at using advanced technological tools, they also need to follow appropriate routines and proce-dures to keep themselves physically and mentally fit. trend 3: independent operations the third major trend in the arctic is the move towards independent operations. at the same time as arctic shipping is growing, the icebreaker support offered to com-mercial shipping by national adminis-trations is declining. the canadian and us national administrations do not have plans to increase their icebreaker support for commercial arctic operations, and russia’s icebreaker modernisation plans will likely only maintain current levels of service. in response, commercial op-erators are taking matters into their own hands, developing their own icebreakers and ice-breaking cargo ships. lukoil has two icebreakers to support its varandey oil terminal in the pechora sea. norilsk nickel has built a fleet of six double-act-ing ice-breaking bulkers that allow it to carry out year-round operations between dudinka and murmansk, independent of icebreaker support. to operate independently, seafarers need advanced navigation skills that are typical of icebreaker officers. they can-not rely on the availability of outside expertise or assistance. rather than fol-lowing dutifully in an icebreaker’s track, they must make it themselves. to do this safely and efficiently, today’s arctic seafarers must be able to recognise ice types and judge ice conditions, interpret information from satellites and other sources, plan a safe route, and manoeu-vre their ship safely in all types of ice conditions. trend 4: new regulations alarmed by several re-cent incidents in the antarctic, including the sinking of the cruise ship explorer in 2008, imo member countries have re-cently proposed a variety of mandatory requirements for application in the po-lar regions. seafarers are particularly in the regula-tory spotlight. at present, there are no requirements for the training and cer-tification of crews serving in the arctic or antarctic. this could soon change, as norway and russia have proposed that the stcw convention introduces mandatory minimum requirements for the training and qualification of navi-gators serving on ships operating in ice-covered waters. these proposals are currently under consideration as part of the comprehensive review of the stcw convention and code. ice navigation standard dnv recently published the ice navigation standard in order to improve navigational safety and prevent pollution from ship opera-tions in ice-covered waters. this ice navi-gation standard specifies the competence requirements for officers responsible for navigating a vessel in different ice con-ditions throughout the world, whether operating independently or with ice-breaker assistance. the standard will assist the maritime industry in recruit-ing, training and assessing officers to safely pilot ships through ice. maritime training centres can use it as a guide for developing courses in ice navigation, which dnv can in turn certify as being in compliance with the standard. as part of its involvement in the barents 2020 project, dnv is leading a review of international standards to ensure they are up to the challenge of securing the safety and efficiency of people working in the polar environment. barents 2020 is a bilateral initiative that teams rus-sian and norwegian industry experts in seven working groups in an effort to har-monise standards for oil and gas opera-tions in the barents sea. the group on working environment and human factors is reviewing standards to ensure the optimal safety, performance and decision making of people working on vessels and installations in arctic-en-vironment conditions. the focus of this group is on minimising risks to health, the risk of accidents and elements which affect human work capacity, including: fatigue the impairment of physical tasks and work efficiency the impairment of complex mental tasks, cognition and decision mak-ing to this end, the expert working group will draw on russian and norwegian experience with cold climate operations to assess whether existing maritime and offshore standards are capable of main-taining the same high safety levels when pitted against barents sea conditions. the group will develop a list of recom-mended changes in which it identifies shortcomings in the existing standards. these proposals will be submitted to na-tional and international standardisation organisations and authorities for their consideration. the barents 2020 expert group includes industry experts from gazprom, statoil-hydro, eni norge, transocean, gipros-petsgaz, university hospital of northern norway and the central marine design and research institute, and and is led by dnv. the author: steven sawhill, dnv seaskill project manager, oslo, norway norway and russia have proposed that the stcw convention introduces manda-tory minimum requirements for arctic shipping ship & offshore 2010 n o 2 55shipping confidence levels hold up” market situation on a scale of 1 to 10, the average confidence level expressed by respondents in november 2009 in the markets in which they operate was 5.7, the same as in the previous survey in august 2009, which itself was the highest level recorded for twelve months. but this is still significantly down on the 6.8 recorded in the first moore stephens survey, in may 2008. charterers showed the most sig-nificant drop in confidence over the latest three-month period, down from 5.8 to 5.6, while confidence among brokers in-creased slightly, from 5.6 to 5.7. confidence among owners re-mained unchanged at 5.7, while managers dropped from 5.9 to 5.8. geographically speaking, the most significant changes were evident in north america (down from 5.8 to 5.2) and asia (5.9 to 5.7). confidence in europe continued its recent up-ward trend, from 5.4 to 5.6. once again, the survey revealed a continuing level of concern over the newbuilding orderbook. there are said to be too many ships already in operation, and even more to come, so there is very little scope to increase freight rates. other comments included, “there is only enough cash to fund half the orderbook, so something has to give”, and, “the massive orderbook is a great cause for concern”. one respondent said that the key to the massive orderbook crisis was for “the banks not to finance any more projects and for shipyards to agree to delays in delivery dates”. for the fourth successive survey, respondents identified demand trends as the most important factor likely to af-fect their business performance over the coming year, followed by competition and the cost and availability of finance. respondents’ expectations of making a major investment or significant development over the next twelve months re-mained unchanged at 5.1 over-all out of a possible maximum of 10.0. owners were the most confident in this regard, scoring 5.4, although this represented a marginal drop on the figure re-corded in the last survey. con-fidence was down in asia, from 5.4 to 5.0, and marginally up in europe and latin america. owners, charterers, manag-ers and brokers all expected finance costs to rise over the next twelve months, the overall percentage for all respondents in this regard rising three per-centage points from 45 to 48%, having fallen one percentage point at the time of the previ-ous survey. the biggest percent-age rise was recorded by ship managers, from 46% to 51%. a geographical divide was also evident, with asia and europe anticipating increases (11 per-centage points more on the part of asia) and the americas ex-pecting costs to fall, in the case of latin america by no less than 14 percentage points. so far as the freight markets are concerned, there was a general consensus among respondents that there was very little scope for increasing rates at the mo-ment. indeed, there was a fall in expectation overall in each of the three tonnage categories covered by the survey that rates would increase over the coming twelve months. in the tanker market, the number of respondents overall who ex-pected rates to go up fell from 45% to 42% this time, with the most significant shift in opinion being expressed by charterers, where there was a 13 percent-age point drop (to 22%) in the number of respondents who thought rates would go up. for owners, expectation levels of an increase were down from 46 to 39% on last time. in the dry bulk market, meanwhile, the overall expectation of higher rates was down from 41% to 38%, with ship managers alone in increas-ing, from 41 to 49%, their level of expectation of increases. finally, in the container ship sec-tor, 26% of respondents overall, compared to 35% last time, ex-pected rates to rise over the com-ing twelvemonths. it seems signif-icant that the survey revealed that respondents in asia anticipated a downturn in new investment over the coming twelve months, and that asia also led the way in terms of expecting a big increase in finance costs. given what has already been invested in the re-gion, in shipyards and elsewhere, this is hardly a surprise. it was notable, too, that operating costs featured more prominently in re-spondents’ answers this time as a significant factor likely to influ-ence performance over the com-ing year, given the findings of the recent moore stephens future op-erating costs survey. revised stcw con-vention imo draft amendments to the international convention on standards of training, certifica-tion and watchkeeping for sea-farers (the stcw convention), and its associated code, have been approved by the sub-com-mittee on standards of training and watchkeeping (stw) and are ready for submission to a diplomatic conference that will meet in manila, philippines, from 21 to 25 june 2010, for adoption.the proposed amend-ments mark the first major re-vision of the two instruments since those, completely revising the original 1978 convention, adopted in 1995. imo’s vision of the revised convention and code has been that the instru-ments would provide, at any given time, the necessary global standards for the training and certification of seafarers to op-erate technologically advanced ships today and in the foresee-able future. the sub-committee also com-pleted its review of the principles for establishing the safemanning levels of ships and agreed a draft assembly resolution on princi-ples of minimum safe manning, which would replace the princi-ples of safe manning (resolution a.890(21), as amended). the draft resolution will be sub-mitted to the maritime safety committee for approval at its 88 th session in december 2010, subject to comments by the sub-committee on safety of naviga-tion (nav) at its 56 th session in july 2010. the sub-committee also en-dorsed proposed draft amend-ments to solas regulation v/14 ships’ manning, to require administrations to take into account the guidance on mini-mum safe manning adopted by imo (with a footnote refer-ring to the assembly resolution on principles of minimum safe manning), with a view to ap-proval by msc 88, subject to comments made by nav 56. confidence in europe continued its recent upward trend 56 ship & offshore 2010 n o 2 ship & port operation trends / classificationhy should you attend? • meet with over 125 participating companies • experience new developments in ro-ro transportation • discover how you can streamline your operation, save shipping costs and improve efficiencies • learn how to increase revenues and exceed your customers’ expectations • discover how market leaders in your industry are forging ahead out of the recession • have a drink with your industry colleagues and peers at the networking bar visit europe’s only dedicated ro-ro exhibition and see all the leading ro-ro services and equipment suppliers in one place at one time showcasing innovations and solutions designed specifically for rolling cargo and ropax register now to gain free fast track entry, receive your complimentary event guide on arrival and get the latest show news delivered straight to your inbox attend the world class conference with accompanying port tour and hear from leading industry names including grimaldi, stena roro, wwl, blg, bremen port and many more... www.roroex.com/sh organised by supported by official sponsoring publication media partnerses for special purpose ships evacuation a marine evacuation system (mes), con-sisting of an inflatable slide or chute where passengers can evacuate straight into waiting life rafts, can often be found on modern high speed crafts and passenger ships, where weight, space and evacuation times must be kept to a minimum. for the first time, a similar sys-tem has now also been devel-oped for special purpose ships (sps). a close relationship between norwegian-based brude safety as and ulstein design has lead to this new type of space sav-ing mes, designed to fit special purpose ships, such as off-shore support vessels (osvs). the new brude mes chute sps is designed for safe and ef-ficient evacuation from a ship in international waters with an evacuation height from 3 to 20m. the system consists of the evacuation chute and mooring system, life rafts for 65 and 150 persons as well as optional ad-ditional life rafts for 10, 30, 50 and 150 persons. the new space saving brude mes chute is said to improve safe evacuation compared to davit solutions and to be easy and cost effective to install. all the system’s operations are manual and they can all be car-ried out by 2 persons, meaning there is no need for electrical or hydraulic supply, while service costs can be kept to a mini-mum. the new design has instantly lead to a major order to supply all six new vessels for polarcus currently being built at dry-docks world dubai, with the first in the series, the polarcus nadia, having been delivered recently. the second vessel, the polarcus naila, is to be deliv-ered early 2010. the vessels will have one deployment frame and chute combined with two 65 persons life rafts and one 10 persons life raft on each side. the main reason for the order is said to be the space saving and brude safety’s experience with supplying similar larger systems to the passenger ship-ping industry. all components are made of marine aluminium. the system container is bolted to the deck of the vessel and designed to hold the launching ramp and chute in a deployed position. the container door is opened by means of two gas cylinders. when the container door is in the open position, the launch-ing ramp and chute are ejected and lowered into the deployed position in a controlled man-ner. the chute of the mes is made of separate cells with sloping slides brude mes system on offshore vessel polarcus nadia ais sart mcmurdo a new ais sart (automatic identification system search and rescue transmitter) has been launched by mcmurdo. the smartfind s5 ais sart is aimed at the commercial mari-time market and is designed to assist in survivor craft location during search and rescue opera-tions. after january 1 st 2010 the ais-sart is adopted into imo gmdss carriage requirements as an alternative survivor search and rescue locating device to existing 9ghz radar sarts. a major benefit of the ais sart is that target survivor information becomes viewable using stand-ard ships ais equipment, both the range and course to locate the survivors will be clearly presented on the ships ais user display. smartfind s5 transmits a series of updating structured alert mes-sages including its geographic position and serialised iden-tity number. once activated, the smartfind s5 ais sart transmits emergency alerts for a minimum of 96 hours. an in-built high precision gps provides exact position information to assist in quick recovery of survivors. buoyant, waterproof and rugged, the smartfind s5 has a long life non-hazardous battery for easy transportation making an eco-nomical alternative to the tradi-tional 9ghz sart. whether wall mounted in the ships bridge or packed inside a survival craft, the highly visible and buoyant carry case affords good protection while the smart-find s5 is not in use. once acti-vated the ais sart may be suspend-ed inside the survival craft or mounted in an elevated position using the integrated extending pole. ais search and rescue transmitter s5 58 ship & offshore 2010 n o 2 ship & port operation industry newsot water to protect ships anti-piracy secure-globe pty ltd has launched a new patent pending anti-piracy system called secure-waters, creating a curtain of water around the ship using special, non corrosive pipes, that are installed along the ship’s railing. the new secure-water system is offered in two versions: the hot water system, work-ing on low pressure and high temperature, as well as the cold water system, working with high pressure and high volume of water. the hot water system uses the engine’s exhaust to heat up the seawater to about 85 c. a heat exchanger is installed to transfer the heat from the steam or thermal oil source to seawater. the re-quired heat capacity is quiet large, as approximately 500 ltr / min need to be heated up instantly without the use of storage tanks. this hot water is then pushed at low pressure to the piping system surrounding the ship and is sprayed out via special noz-zles. the result is that anyone trying to enter the ship will start feeling the heat at sea level, and will encounter hot-ter water the higher he gets. the system is turned on when entering danger waters, so a ship can sail with the system turned on for several days. since the main engine’s ex-haust heat is being used, the costs for running the system are minimal. the cold water system works on the principle of creating both a high pressure spray as well as a large water fall, which is intended to flood the attacking boats. the com-bined cold water means are said to effectively prevent boarding at sea. the techni-cal requirements in this case are quiet high, as enough wa-ter flow and pressure needs to be generated to protect the ship. in most cases it is recom-mend to protect the full ship (excluding the fore castle) but for ships that want to mini-mize costs, it is also possible to go half way and still get good protection, as it is not easy to climb on a manoeu-vring ship past half its length. the main point of boarding is identified as the aft ship. the different pipes used in both systems are gre pipes that will not corrode, and are made especially for the ship-ping and oil and gas industry. secure-globe reports it has done firing tests on them with ak47 rifles and because the pipes are made from enforced fiber glass, the resulting holes were said to be minimal since the fibers splinter and close back on the hole. the only result is an extra small noz-zle on the pipe, which has no effect on the pressure or the water capacity. when the vessel is under at-tack, there is an option of adding a special chemical to the water. this chemical is eco friendly and not danger-ous. the main issue here is creating a severe temporary disabling factor to make sure getting on board is impossi-ble, but also getting near the ship becomes unbearable. further, a die can be added to the chemical, to enable the navies to identify the pirates if caught near the attacked vessel. sub-metre accuracy with global sbas kongsberg seatex two new products, dps 110 and dps 112, have been developed by kongsberg seatex to utilise the new global satellite based augmentation system (global sbas) introduced by fugro seastar as. this new high performance navigation service offers cor-rections to both gps and glo-nass that enables sub-metre accuracy with worldwide reach. unlike regional sbas services such as waas, egnos and msas, and local dgps services such as iala dgps, seastar sgg utilises fugro’s own net-work of dual system reference stations to calculate ‘orbit and clock’ corrections. the service provides consistent sub-metre level accuracy positioning with global validity. the dps 110 and dps 112 are even capable of supplementing seastar sgg corrections with regional sbas and local dgps correc-tions. by complementing the kongs-berg seatex dps product line and introducing the seastar sgg service, kongsberg seatex and fugro seastar extend the user segment to new vessel cat-egories. the new seastar sgg service is a competitively priced variant of the premium g2 service. whereas g2 provides decimetre level accuracy, sgg gives sub-metre level accuracy. sgg does, however, offer the same benefits of a composite gps/glonass satellite solu-tion. dps 112 is extending the gps capability by utilising dual fre-quency glonass signals. the addition of glonass signals increases positioning availabil-ity, which is essential when op-erating close to rigs, platforms or other satellite signal obstruc-tions. neuenhauser kompressorenbau gmbh hans-voshaar-str. 5 • d-49828 neuenhaus tel. 49(0)5941 604-0 • fax 49(0)5941 604-202 e-mail: nk@neuenhauser.de • www.neuenhauser.de • www.nk-air.com compressed-air-receivers tdi-engine air starters gastight bulkhead penetrations compressors - starting air - control air - working air solutions for shipbuilding and industry we exhibit: otc houston 2010 stand 4835-3 ship & offshore 2010 n o 2 59iracy and armed robbery training package videotel as the somali pirates once again escalate their activities, taking advantage of the calmer seas that mark the passing of the monsoon season, and with a number of nas-ty incidents occurring elsewhere such as off the coast of west africa, videotel’s launch of a revised version of its piracy & armed rob-bery training package seems quite timely. a great deal has been learned in recent months about the tactics employed by pi-rates operating in high-speed ribs and armed with high-powered automatic weapons and even rocket-propelled grenades (rpgs). in the light of experience gained in repelling these attacks, not always successfully, vide-otel says it has been able to put together a package that shows what preventative meas-ures should be deployed. videotel has invited experts to comment on many other controversial subjects now being widely discussed such as whether to arm crews or carry trained guards, often former military personnel. those who par-ticipated in the making of the film, which is available in both video (vhs) and dvd format or as an interactive cd-rom, in-clude leading maritime organisations, eu navfor (somalia), the us navy and a number of major shipping companies. among the owners are some with direct ex-perience of actual or attempted hijackings. examining the issues piracy & armed robbery edition 2 is cen-tred around the key issues associated with piracy and the problems seafarers may en-counter when confronting an attack, and the consequent issues if an attack is suc-cessful. the somali pirates have brought with them new problems since many of their attacks involve the ship and crew be-ing held for weeks or months while a ran-som is agreed; previously the ‘hit-and-run’ robbery, often accompanied by high levels of violence, was the greater risk. videotel highlights the steps being taken by the maritime industry and ship own-ers alike, often with military assistance, to protect seafarers from these threats. clear descriptions of the work undertaken by eu navfor and the international maritime bureau (imb) should reassure seafarers that substantial resources are being com-mitted to keeping them safe when in the dangerous waters of the gulf of aden and the indian ocean. the programme emphasises the need for ships’ crews to be well trained and well pre-pared before entering high risk areas and stresses the need to contact the relevant re-porting centres immediately if any suspicious activity is observed. the programme also explains the wider efforts of international organisations and governments to eradicate piracy from the seas. the programme examines different attacks and suggests ways in which ships can mini-mise the dangers when they are in known high risk areas. an anti-attack plan, which makes access to the ship very difficult, will often mean that the pirates withdraw and search for an easier target. whether an attack is an opportunity seized by petty criminals wanting cash/valuables or an assault by highly organised armed gangs intent on hijacking the ship and/or its cargo, the result is often traumatic for the ship’s crew. consequently the programme also ad-dresses medical issues such as post traumatic stress disorder that can result from a pirate encounter. mandatory bridge alarm system ami marine following the imo com-mittee’s decision adopting the manda-tory fitting of a bridge navigation watch alarm system (bnwas) on all vessels of 150gt (keel lay base) or over, the design-ers at ami uk have developed their new bnwas with manual interface and mo-tion sensor versions. this new product, in accordance with the imo specifica-tion, has been fully tested and put into production, and is now undergoing type approval. the touch screen system consists of a main alert panel, a remote alert panel and a watch alert panel for second and third stage alerts. other outputs from bnwas include a third stage active watch alarm for the general ship alarm and a fourth stage to activate the ship security alert distress system (ssas). under the imo specification two op-tions are offered, either push button or motion sensor activation. with the first option, the system requires the officer on watch to push a button at regular intervals, which automatically triggers an alarm if they fail to do so. the second option using the bnwas motion sensor, removes the need for the officer to manually press a button to stop the alarm; the sensor detects movement from the watch officer which, once de-tected will not allow the alarm to trigger. should there be a power failure, bnwas is fully operational running on battery power for six hours. touch screen display of the bridge alarm system anti-pirate cannon security scanjet marine ab, manufac-turer of fixed and portable tank cleaning equipment, introduces an anti-pirate water cannon, based on existing tank cleaning technology. by strategically placing the water cannons around the vessel, boarding at sea is made very difficult, if not impossible, accord-ing to scanjet. doing so, the entire vessel can be protected, saving the crew, the vessel and the cargo. the system is designed to be pow-ered by existing pumps, and can be remotely operated from any look out post around the vessel. the patented anti-pirate water can-non is powered by an integrated turbine, driven by the water flow. the system will re-main running until the vessel is safe and the pumps are switched off. anti-piracy water cannon 60 ship & offshore 2010 n o 2 ship & port operation industry newshale reporting collision avoidance a real-time plotting of cetaceans (repcet) program is being deployed in the pelagos sanctuary for marine mammals, a conservation area in the northwestern mediterranean sea. an estimated 3,000–5,000 sperm and fin whales live in this region, which has a very high density of shipping traffic, including high-speed ferries, which pose a danger to whales on or near the surface of the ocean. whale collisions can injure or kill the ani-mal and also cause significant damage to the ship and its passengers and crew. chrisar software technologies chose ap-plied satellite engineering (ase) to de-velop a satellite data solution for a whale reporting program that uses the global sat-ellite network operated by iridium com-munications inc. ase is using the iridium short-burst data (sbd) modem with specialized software customized for this application. watch-standers on participating ships will use the system to record and transmit reports of whale sightings through the iridium net-work to a central server, which will save it into a database and transmit warnings via iridium to all subscribing ships whose tracks are likely to take them close to the animals. the pilot repcet project is a collaborative effort managed by chrisar and souffleurs d’ecume, a non-governmental organiza-tion specializing in applied environmen-tal engineering with a principal focus on marine mammal conservation. trials are underway on a small number of ships, and large-scale dissemination is planned for this year. passenger transport companies are tar-geted as a first priority, since these vessels operate daily at significant speeds, which statistically increases the risk of collision. souffleurs d’ecume is, however, also in the process of expanding the program to encompass all types of vessels, such as merchant ships, private yachts, navy craft, fishing boats and racing sailboats, some of which have already expressed interest in subscribing. special care is said to be taken to screen the applications for participation through an ethical commission, to ensure the system is not used for harmful purposes, such as unauthorized whaling. the centralized system server-client archi-tecture and database, along with iridium’s global coverage, is said to facilitate rapid deployment of this unique service in other regions of the world as well. enhanced target detection radar technology kelvin hughes has recently launched “enhanced target detec-tion” (etd) as an enhancement to its man-tadigital range of wide-screen radars. this new facility is said to significantly enhance the display of slow-moving or stationary targets without interfering with the normal radar appearance or operation. etd treats stationary and moving returns differently, highlighting the moving ones by displaying them in a different colour. etd combined with the dual ppi mode pro-vided by mantadigital enables the operator to continue using the radar in the normal way with the addition of a simultaneous advanced detection view available on the secondary ppi without cluttering the main display. kelvin hughes says they originally developed the mode for detecting ice but have found it is equally useful for detecting small targets, which might otherwise be seen only intermittently or not at all. navigators are said to appreciate the clarity provided by removing unwanted clutter and by painting moving targets in a different colour. con-trols are provided to enable the operator to change the weightings between fixed and moving targets to achieve the best possible picture in varying conditions. the etd mode is available as a software upgrade and is an option on the complete range of mantadigital radar. ship & offshore 2010 n o 2 61ew adaptive autopilot shows advanced functions raytheon anschütz with the new nautopilot 5000 adaptive autopilot series, raytheon anschütz launches the successor of the np 2000 autopilot series. the np 5000 is based on the same anschütz steering algo-rithms, but is enhanced to in-clude advanced functions for economic and precise naviga-tion even under harsh envi-ronmental conditions. the large graphical display offers six different day and night modes within an intui-tive to operate touch screen. it features an integrated head-ing and rudder plotter, which provides a graphical indica-tion of heading changes and all used rudder angles. this indication instantaneously indicates the steering per-formance of the autopilot due to the effects of changes to parameter settings such as rudder, counter rudder and yawing. the operator benefits from simple adjustments of the autopilot’s settings to gain optimized steering perform-ance, which results in mini-mal rudder action and thus reduced fuel consumption. another contribution to eco-nomic navigation and reduc-tion in fuel consumption is achieved by the eco-mode of the autopilot, which pro-vides the automatic adapta-tion to the current sea-state and weather. periodical yaw-ing movements which can be caused by roll and pitch will normally result in rudder ac-tions with high amplitudes. as frequent rudder actions will not compensate the head-ing deviation due to environ-mental conditions, the auto-pilot reduces its sensitivity to such movements. as a result, the autopilot continuously adapts to current environ-mental conditions without a manual change of autopilot parameters. subsequently less rudder action is required, which leads to lower levels of speed reduction and thus less fuel consumption. the np 5000 autopilot series features up to three possible modes of operation. the new “course control” operation offers benefits especially for offshore operating vessels. when using thismode, the au-topilot compensates for drift automatically and keeps the vessel on the defined course over ground line. compared with the common “heading control” mode, this leads to a more precise course keep-ing capability and increased safety when steering the vessel even under harsh or changing weather conditions. as an example, this function will add accuracy to the au-tomatic steering of offshore vessels, when approaching to a platform or oil buoy. besides heading control, the new autopilot also main-tains the proven track control mode, allowing a vessel to steer automatically along a pre-planned route from the start to the end point of the route. track control is execut-ed with category c accuracy which requires environmen-tal conditions such as wind and drift to be compensated during track course changes. the graphical display of all np 5000 autopilots includes an indication of track devia-tion and an integrated rudder angle indicator as a backup indication for the rudder angle indication system. the top of the range autopilot np 5500 includes a high ac-curacy controller which has been designed for ships sail-ing in challenging sea areas such as archipelagos. to fur-ther increase safety of life, ship and goods at sea, the np 5000 autopilot series is available with an integrated acceleration monitor, which provides a warning if a pre-defined cross acceleration limit is exceeded. this helps to avoid damage or accident due to high acceleration stresses that might occur for example during a heading change at high speed. the new np 5000 will be in-troduced at this year’s otc in houston and is available for installations in the third quarter of 2010. the new nautopilot 5000 autopilot series features a large graphical display graphical indication of steering performance (le.) - the integrated heading and rudder plotter provides effective assistance for optimizing the autopilot adjustments for economic steering - and an indication track deviation advice (ri.) 62 ship & offshore 2010 n o 2 ship & port operation navigation & communicationew routing software released seaware the seaware rout-ing software is designed to facili-tate on board weather presenta-tion and ship route planning, and is delivered as part of weath-er routing solutions from sea-ware partners. seaware routing version 5 has been developed with special at-tention to optimization of short sea passages. during this work, the code for route optimization and performance predictions has been refined, amongst oth-er things by including a ‘virtual rpm regulator’ emulating the real-world engine control sys-tem. seaware says that the new upgrade can find the optimum route that will save fuel and still take the vessel to its destination within minutes from the pre-ferred arrival time. especially in complex weather situations the cost savings potential is said to be remarkable. in some cases, more than 20% fuel could be saved by adopting the pro-posed route from the seaware program instead of using the ‘standard route’. optimized routes seaware routing version 5 fea-tures cost-based route optimiza-tion, i.e. to minimize the total cost of a specific voyage. by in-cluding fuel cost, daily cost for ship and crew, and also costs related to not arriving to the destination in due time, the program can be used to find the optimum route based on the user’s specific needs in different situations: lowest cost route arriving at a fixed time route with lowest fuel cost and emissions fastest route lowest overall cost with an offset from the desired arrival time being allowed to optimize the route, seaware uses a physics-based model for the performance calculations rather than the commonly used ‘speed down matrix’ concept. the concept relies on user observa-tions of ship speed in different weather conditions, and the ac-curacy of the method itself will not be better than the accuracy of the user data with no estab-lished relation between speed, power and fuel consumption. this means that fuel consump-tion can only be treated approxi-mately, based on running hours, leaving out the significant effects of increased power requirement and hence fuel consumption in bad weather. the seaware performance model is developed in-house by seaware naval architects, and describes the ship’s speed-power relation both in calm seas but also when the ship is exposed to wind and waves. it takes ship specific data into consideration, including loadingcondition.finally, support for mapi has been introduced with the new upgrade, allowing seaware routing to communicate through the standard (default) e-mail program installed on the lo-cal computer as an alternative. the seaware routing software displaying weather information and ship route planning the royal institution of naval architects published the 20th edition of its annual significant ships series in february 2010. produced in our usual technically-orientated style, significant ships of 2009 presents approximately 50 of the most innovative and important commercial designs delivered during the year by shipyards worldwide. emphasis is placed on newbuildings over 100m in length, each ship presentation comprises of a concise technical description, extensive tabular principal particulars including major equipment suppliers, detailed general arrangement plans and a colour ship photograph. e-mail: publications@rina.org.uk www.rina.org.uk/sigships.html the marketing department, royal institution of naval architects, 10 upper belgrave street, london, sw1x 8bq, uk. tel:44 (0)20 7235 4622 fax 44 (0)20 7259 5912 price: 46 (rina member 40) including pp available in printed or cd-rom format significant ships ship & offshore 2010 n o 2 63eeping the course shipbuilding • machinery & marine technology international trade fair 7–10 sept 2010 hamburg www.smm-hamburg.com 26 – 28 jan 2011 istanbul www.smm-istanbul.com 7– 9 april 2011 mumbai www.smm-india.comridium pbx and sms tracker satcoms global satellite announce the launch of two new iridium products being the iridium pbx (private branch ex-change) and the iridium sms tracker. the mcg-101 pbx is a powerful iridium commu-nications system for offices, remote locations, mili-tary, aircraft, oil and gas, mining and ma-rine ap-plications. the system has an in-telligent solution for iridium satellite phones to operate as a telephone, inter-net gateway, gps device, send/ receive sms and attach to other devices through rs232 or can bus. the mcg-101 is daisy chain-able so that it can connect with multiple simultaneous com-munications. installing the unit only requires power, a sim card and an external antenna. to con-nect to the internet is as simple as connecting your computer to the ethernet port. the mcg-101 utilizes 100% digital technology and is said to provide a clear, true to life audio, eliminating internal echo prob-lems. the mcg-101 includes a standard analogue telephone rj11 interface with a hardware echo canceller. the mcg-101 is portable, weighing 2 kgs/4lbs and meas-ures 5 cm/2 inches high by 20 cm/8 inches wide by 20 cm/8 inches deep. the global satellite sms tracker is an interactive text messenger with automatic gps tracking and 2-way communications any-where on earth. the sms tracker operates over the iridium satel-lite network, making it the only handheld device with on-screen interactive text messaging and gps tracking with truly global coverage. the global satellite sms tracker provides automatic position re-porting, bi-directional text mes-saging, gps utility functions and an intuitive 2-way emer-gency alert notification system. it also incorporates an iridium short burst data (sbd) mo-dem, making its reliable, 2-way, low-latency iridium-based serv-ice available globally. built-in power saving features allow us-ers to simply turn it on and let it run automatically for days, even weeks, depending on the user’s configuration choices. the com-prehensive 2-way emergency alert notification system unique-ly communicates the nature and severity of an emergency. the secure, online web-based client interface for the global satellite sms tracker includes tracking of multiple units with online maps, reading and send-ing text messages to individual global satellite sms tracker units and the ability to broadcast to multiple units. forwarding of text messages by email and au-tomated telephone contact any-where in the world are standard features of the web-based client interface. units can be remotely controlled, including changing the time interval between posi-tion message transmissions. access controller for communication marlink a new cost-ef-fective system, which enables the seamless management of a ship’s onboard satellite communications network, has been launched by mar-link. the compact and light-weight access controller can be installed on any vessel to make switching between vsat, iridium openport or inmarsat fleetbroadband sys-tems quick and easy, helping users to efficiently manage the costs of satellite commu-nications at sea. bandwidth, coverage and costs vary between satellite communications solutions, which has led many ship op-erators to install more than one system onboard. the new access controller’s dynamic firewall capability enables the vessel operator to set up profiles, which allocate band-width and access to services depending on location and user priority, enabling a more efficient use of satellite com-munications services. the access controller’s user friendly interface displays which data services are be-ing used, how much data has been sent and received, as well as how long the system has been online. additional-ly, the ‘remote user control’ and ‘remote wan to wan’ functions allow support tech-nicians to access the system remotely if required. the sys-tem is available with four or eight ports to enable connec-tion to the vessel’s network. the eight port model is avail-able as a compact shelf, wall mounted unit or as a stand-ard 19 inch 1u rack. marlink’s new access con-troller is manufactured by livewire connections, which has been a distributor of mar-link’s wavecall(t) solution since 2005. handheld inmarsat satellite phone isat phone pro inmarsat’s first global handheld satellite phone, called isatphone pro, has recently undergone initial tests including a first call. the telephone will be launched in june and offer satellite telepho-ny - with bluetooth for hands-free use - as well as voicemail, text and email messaging. lo-cation data will also be avail-able to the user to look up or send in a text message. isatphone pro is claimed to have a robust handset that’s easy to use, a long battery life and to offer a reliable global network connection. designed primarily for professional us-ers in the marine, government, media, aid, oil and gas, min-ing and construction sectors, this is the first handset to be purpose-built for the inmarsat network. the handheld satphone will be available on a global basis over the three inmarsat-4 satellites, which have an operational lifetime into the 2020s. the upgrade of inmarsat’s ground network has been completed by lockheed martin, and fur-ther testing on the integration between the handset and the ground network continues as planned. the handset itself has been developed by sasken commu-nications technologies, which has led similar programmes for most of the world’s top mobile phone operators. production of isatphone pro is being under-taken by elcoteq, the world’s third largest manufacturer of mobile phones, at its facility in tallinn, estonia. distribution will be handled by 11 distribution partners, covering all geographic markets around the world. they include ast, china telecom, evosat, mcn, mvs, network innova-tions, nssl, satcom global, singtel, stratos and vizada. iridium sms field tracker ship & offshore 2010 n o 2 65 ship & port operation navigation & communication.s. approval for mini-vsat kvh the federal communications com-mission (fcc) has granted permanent “earth station onboard – vessel” or esv license authority for kvh’s mini-vsat broadband satellite communications serv-ice. this authority officially approves the spread spectrum mini-vsat broadband service and 24-inch diameter tracphone v7 antenna as meeting the fcc’s new reg-ulations for broadband maritime services. prior to receiving this permanent license, the kvh mini-vsat broadband service has operated in u.s. waters under an fcc spe-cial temporary authority (sta) since sep-tember 2007, while also supporting mari-ners worldwide. together, kvh and viasat are currently us-ing seven secure earth stations around the globe, along with seven of the world’s com-munications satellites, to offer voice serv-ice and internet access as fast as 512 kbps (upload) and 2 mbps (download) at fixed monthly rates to mariners, as well as net-work coverage for viasat’s yonder aeronau-tical mobile broadband service. more than 500 mini-vsat broadband systems have been sold, representing al-most 10% of the installed maritime vsat systems based on estimates in the “2008 maritime vsat markets report” published by comsys. the mini-vsat broadband network takes a completely different approach to maritime satellite communications to maximize data and voice throughput while preventing in-terference to adjacent satellites. kvh’s net-work is based on viasat’s arclight code re-use multiple access (crma) spread spectrum technology, which significantly reduces contention issues, transmission de-lays, and shared transmission bandwidth compared to traditional time division multiple access (tdma) technology that are relied upon by older maritime vsat networks. traditional tdma-based vsat net-works require large antennas of 1 me-ter or more in diameter to narrow their beamwidths and avoid interference into neighboring satellites, and in doing so, also limit transmissions to one antenna at a time. the new network spreads the signal over a wider bandwidth, thereby reducing interference issues, supporting multiple simultaneous users, offering an antenna 75% lighter and 85% smaller by volume, and reducing costs as the same transponder is used for inbound and out-bound signals. the compact tracphone v7 new compass features raython anschütz the standard 22 gyro compass by raytheon anschütz has received some new features, such as independent transmitting magnetic compass and individual speed error correction functions. with increased failure safety and flexibility, further val-ue is added to the gyro compass. standard 22 will now be equipped with a modified distribution unit, which is enhanced by an independent transmit-ting magnetic compass (tmc) path. thus, a failure in the distribution unit or even in the compass system will not affect the processing of the magnetic compass heading. this enhancement ensures that the steering repeater would be switched automatically to magnetic heading in a situation of lost gyro com-pass heading. with this function, vari-ous flag state authorities do not require an optical bypass for the magnetic com-pass on board of the vessel. thanks to the new feature, no separate tmc unit is said to be required and the yard does not have to install an optical bypass for the magnetic compass. the new standard 22 will also offer an individual speed error correction mode. in a double or triple gyro com-pass systems it will be possible to input speed and latitude information directly into the standard 22. this means that speed and latitude from more than one speed log / gps receiver are used for speed error correction at the same time. the benefit is that in case of a speed or latitude error the speed error correction of only one standard 22 is affected. subsequent systems such as dynamic positioning systems are able to detect a heading error caused by incorrect speed and position data. therefore, the addi-tional construction of speed and posi-tion data processing is a major contri-bution to increased failure safety and detection. standard 22 is available in various configurations, ranging from a double or triple system with possible integra-tion of further heading sensors to an efficient solution especially for retrofit purposes. all standard 22 gyro com-passes are equipped with the patented data transmission technology that completely replaces the use of slip rings and offers increased operational safety. standard 22 gyro compass solutions are type approved for high speed crafts. dp simulator training navigation the polaris dynamic po-sitioning simulator from kongsberg mari-time is the first to achieve dnv approval to the class a standard. the simulator de-veloper has also achieved dnv approval to class a standards for its bridge operation simulator including class notification of dp, ice navigation, high speed craft and tug simulation.the new dnv certification for the kongsberg maritime polaris dynamic positioning simulator and polaris ships bridge simulator is according to new stand-ards laid out in dnv class a - standard for certification of maritime simulators no. 2.14 october 2007, which is based on the requirements of stcw convention, regu-lation i/12. the purpose of the dnv class a approval is to ensure that the simulations provided by the simulators include an ap-propriate level of physical and behavioural realism in accordance with recognised training and assessment objectives. the po-laris dynamic positioning simulator is said to play an important role in the recognised and certified dp training programs used by training institutes and offshore companies around the world, whilst the polaris ship’s bridge simulator is used by many to train on navigation in extreme conditions such as the artic waters. 66 ship & offshore 2010 n o 2 ship & port operation navigation & communicationublisher dvv media group gmbh postbox 10 16 09, d-20038 hamburg nordkanalstraße 36, d-20097 hamburg phone: 49 (0) 40 2 37 14 - 02 management dr. dieter flechsenberger (ceo) detlev k. suchanek (publishing director) email: detlev.suchanek@dvvmedia.com editor in chief dr.-ing. silke sadowski phone: 49 (0) 40 237 14-143 email: silke.sadowski@dvvmedia.com managing editor m.sc. in mech.eng. leon schulz phone: 356 - 999 184 00 email: leon.schulz@dvvmedia.com advisor (offshore) dr.-ing. walter l. kuehnlein phone: 49 (0) 40 2261 4633 email: advice@sea2ice.com advertising florian visser phone: 49 (0) 40 2 37 14 - 117 email: florian.visser@dvvmedia.com advertising rate card: no 2 valid from january, the 1 st , 2010 readers‘ and subscribers‘ service phone: 49 (0) 40 2 37 14 - 260 email: riccardo.distefano@dvvmedia.com annual subscription rates print version germany eur 60,00 (plus 7% vat) and world mail eur 68,50 cancellation is possible at the end of a billing period (12 months) with a notice of six weeks. copyright by dvv media group, hamburg, germany issn: 1868-1271 advertising representatives germany, austria, switzerland friedemann stehr phone: 49 (0)6621 9682930, email: fs@friedemann-stehr.de scandinavia örn marketing ab phone: 46 (0)411 18400, email: marine.marketing@orn.nu uk, ireland bernard steel phone: 44 (0)1444 414293, email: bernardsteel@uktpl.com france janie durand phone: 33 (0)6 11729019, email: durand.janie@wanadoo.fr the netherlands, belgium, romania peter niemantsverdriet phone: 31 180 313448, email: p.m.c.niemantsverdriet@casema.nl poland, eastern europe wladyslaw jaszowski phone: 48 (0)58 6649847, email: promare@promare.com.pl usa, canada brett keil phone: 1 954 8489955, email: brett.keil@dvvmedia.com china tian liqun phone: 86 21 64456391, email: ad@maee-epo.com member imprint www.shipandoffshore.net www.dvvmedia.com the international publication of abb turbo systems ag, d-baden . . . . . . . . . . . . . . . . . 5 aker wirth gmbh, d-erkelenz . . . . . . . . . . . . . . . . . . u1 becker marine systems gmbh & co.kg, d-hamburg . . . . . . 29 computational dynamics ltd, cd-adapco, d-nürnberg . . . . . 32 dvv media group gmbh, d-hamburg . . . . . . . . . . . 4,19,67 eucaro buntmetall gmbh, d-bremen . . . . . . . . . . . . . . 40 friedrich leutert gmbh & co.kg, d-adendorf . . . . . . . . . . 43 gea westfalia separator gmbh, d-oelde . . . . . . . . . . . . 37 geberit deutschland gmbh, d-pfullendorf . . . . . . . . . . . 39 georg fischer rohrleitungssysteme ag, ch-schaffhausen . . . u4 hamburg messe und congress gmbh, d-hamburg . . . . . . . 64 c.m. hammar, se-västa frölunda . . . . . . . . . . . . . . . . 61 paul hammelmann maschinenfabrik gmbh, d-oelde . . . . . 11 hatlapa, uetersener maschinenfabrik gmbh & co, d-uetersen 15 iir exhibitions ltd, an informa business, gb-london . . . . . . 57 klüber lubrication münchen kg, d-münchen . . . . . . . . . . 31 man diesel a/s, dk-kopenhagen . . . . . . . . . . . . . . . . 17 navis engineering oy, fin-vantaa. . . . . . . . . . . . . . . . 27 neuenhauser kompressorenbau gmbh, d-neuenhaus . . . . . 59 oswald elektromotoren gmbh, d-miltenberg . . . . . . . . . . 13 rostocker messe- und stadthallengesellschaft mbh, d-rostock 23 straub werke ag, ch-wangs. . . . . . . . . . . . . . . . . . . 41 stx norway offshore design as, no-alesund . . . . . . . . . 21 the naval architect, gb-london . . . . . . . . . . . . . . . . 63 voith turbo gmbh & co. kg, d-heidenheim . . . . . . . . . . . 35 advertisers ship&offshore is official organ of the associations: gesellschaft für maritime technik e. v. center of maritime technologies e. v. www.shipandofshore.net subjects june issue: - ofcial cimac conference supplement - navigation & communications - corrosion protection, ships paint & surface coating technology - deck equipment & cargo security - ocean, ofshore & arctic engineering - shipbuilding & technology: roro & ferries coming up in the next issue … advertising deadline may 17th 2010 dvv media group dvv media group gmbh nordkanalstr. 36, d-20097 hamburg e-mail: forian.visser@dvvmedia.com, tel: 49 (0) 40/237 14-117 bonus circulation: - posidonia, athens, greece (june 7 th -11 th 2010) - cimacworld congress, bergen, norway (june 14 th -17 th 2010) -omae ocean, ofshore and arctic engineering, shanghai, china (june 6 th -11 th 2010)fdo_2404_4 georg fischer piping systems ag ch-8201 schaffhausen, switzerland phone 41 (0)52 631 11 11 info.ps@georgfischer.com www.piping.georgfischer.com stop corrosion preventing corrosion is more important here than anywhere else. with gf piping systems, corrosion is no longer an issue. benefit from our total plastic solutions for safe conveyance of liquids and gases.dvv media group gmbh sales department p.o. box 10 16 09 d-20010 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