| 2 | 2010 - Schiff & Hafen
| 2 | 2010 - Schiff & Hafen | 2 | 2010 - Schiff & Hafen
MARCH APRIL | 2 | 2010 www.shipandoffshore.net Holistic design: Propulsion system for AHTS 10 Oil and gas projects: Multiphase pumps 20 Arctic Trends: Ice navigation standard 54 The international publication of
- Page 2 and 3: My Vision Ambitious and challenging
- Page 4 and 5: Euro 17,50 | www.schiffundhafen.de
- Page 6 and 7: INDUSTRY | NEWS & FACTS Fjord Line
- Page 8 and 9: INDUSTRY | NEWS & FACTS Bangladesh
- Page 10 and 11: OFFSHORE & MARINE TECHNOLOGY | PROP
- Page 12 and 13: OFFSHORE & MARINE TECHNOLOGY | PROP
- Page 14 and 15: OFFSHORE & MARINE TECHNOLOGY | PROP
- Page 16 and 17: OFFSHORE & MARINE TECHNOLOGY | NEW
- Page 18 and 19: OFFSHORE & MARINE TECHNOLOGY | INDU
- Page 20 and 21: OFFSHORE & MARINE TECHNOLOGY | OIL
- Page 22 and 23: OFFSHORE & MARINE TECHNOLOGY | OIL
- Page 24 and 25: OFFSHORE & MARINE TECHNOLOGY | MINI
- Page 26 and 27: OFFSHORE & MARINE TECHNOLOGY | INDU
- Page 28 and 29: SHIPBUILDING & EQUIPMENT | PROPULSI
- Page 30 and 31: SHIPBUILDING & EQUIPMENT | PROPULSI
- Page 32 and 33: SHIPBUILDING & EQUIPMENT | PROPULSI
- Page 34 and 35: SHIPBUILDING & EQUIPMENT | INDUSTRY
- Page 36 and 37: SHIPBUILDING & EQUIPMENT | PROPULSI
- Page 38 and 39: SHIPBUILDING & EQUIPMENT | PIPING S
- Page 40 and 41: SHIPBUILDING & EQUIPMENT | PIPING S
- Page 42 and 43: SHIPBUILDING & EQUIPMENT | INDUSTRY
- Page 44 and 45: NEW SHIPS M/V “CMA CGM CHRISTOPHE
- Page 46 and 47: occurrence of perennial ice along R
- Page 48 and 49: Showcasing innovations and solution
- Page 50 and 51: Hot water to protect ships ANTI-PIR
MARCH<br />
APRIL<br />
| 2 | <strong>2010</strong><br />
www.shipandoffshore.net<br />
Holistic design: Propulsion<br />
system for AHTS 10<br />
Oil and gas projects:<br />
Multiphase pumps 20<br />
Arctic Trends: Ice<br />
navigation standard 54<br />
The international publication of
My Vision Ambitious and challenging offshore installations in harsh<br />
environments have to be designed and optimized totally from an operational<br />
point of view taking into consideration the full range of determining factors,<br />
such as technical possibilities, investment requirements, lifecycle and<br />
operational costs. This sounds unpretentiously simple. So why is this still a<br />
remarkable vision or philosophy?<br />
SEA2ICE<br />
DR.-ING. WALTER L. KUEHNLEIN<br />
Stadthausbruecke 1-3<br />
D-20355 Hamburg<br />
Services<br />
Operational optimized design philosophies and<br />
concepts for offshore installations in harsh<br />
environments, especially in ice covered waters<br />
Evacuation concepts for ice covered waters<br />
Supervision of numerical simulations and model<br />
tests in ice and open waters<br />
Currently, offshore projects<br />
are mostly designed from<br />
an engineering point of view,<br />
i.e. the most reasonable<br />
solution is developed. It is<br />
essential to develop a holistic<br />
concept at a very early<br />
stage of a project. This makes<br />
it possible to formulate<br />
new offshore concepts and<br />
dramatically cuts construction<br />
and lifecycle costs. Cost<br />
reductions of up to 50% are<br />
achievable particularly for<br />
projects in ice covered waters.<br />
SEA2<br />
IC<br />
E . DR<br />
.-IN<br />
ING.<br />
WAL<br />
TER L.<br />
KUE<br />
HNLEIN<br />
| Sta<br />
tadt<br />
haus<br />
usbr<br />
brue<br />
cke 1-<br />
3 | D-20355 Hamb<br />
mbur<br />
g | advi<br />
vice<br />
ce@s<br />
@sea<br />
ea2i<br />
ce.com<br />
| www<br />
ww.s<br />
.sea<br />
2ice<br />
.com<br />
|<br />
Hamb<br />
mbur<br />
urg +4<br />
9-<br />
40-2<br />
-226<br />
26<br />
1 46<br />
33<br />
| Hou<br />
ston<br />
+1-<br />
281-<br />
973 6146<br />
| Hon<br />
ong Ko<br />
ng +852-8170<br />
322<br />
223 | Lo<br />
ndon<br />
+44<br />
-20-<br />
8133<br />
6146 | Singapore +65-<br />
3108<br />
055<br />
559
COMMENT<br />
Leon Schulz M.Sc.<br />
Managing Editor<br />
Malta<br />
leon.schulz@dvvmedia.com<br />
Dr.-Ing. Silke Sadowski<br />
Editor in Chief<br />
Hamburg<br />
silke.sadowski@dvvmedia.com<br />
Offshore as pacesetter<br />
The offshore sector is currently acting as the spearhead<br />
of maritime technology progress in many respects.<br />
A key trend within offshore exploration and development<br />
is the shift from operations at depths of 1,000-<br />
1,500m to advanced subsea operations down to 4,000m.<br />
Larger and more sophisticated units with advanced<br />
capabilities as well as green operation with optimal fuel<br />
efficiency are required.<br />
A special focus of this issue is on the propulsion systems<br />
required for offshore vessels. Again, know-how gained<br />
here could be profitably used for other types of vessels<br />
with a demanding operating profile.<br />
As an example, bollard-pull is obviously vital for anchor<br />
handling tug supply vessels (AHTS). The bollard-pull is<br />
determined not solely by the installed power but also<br />
by an optimised propulsion system and hull lines. An<br />
optimal solution will consider all these three factors.<br />
The article on page 10 describing the interplay between<br />
power, propeller, nozzle and hull lines is of interest not<br />
only for offshore vessels.<br />
Hybrid propulsion is another trend, and nowhere else<br />
has it reached such an advanced stage as in propulsion<br />
systems for offshore support vessels. The plants installed<br />
on Olympic Hera and Olympic Zeus are discussed on page<br />
14, with fuel consumption and environmental aspects<br />
being crucial considerations.<br />
Air lift drilling and subsea boosting by means of multiphase<br />
pumps in series are two examples of how complex<br />
mining and the exploration of oil and gas becomes<br />
with increasing depth. In the first case, air lift drilling is<br />
used for subsea diamond mining in depths down to over<br />
200m. The unique system described on page 20 gives an<br />
indication of how offshore raw material mining might<br />
become economically feasible also for materials other<br />
than diamonds in future. The article on page 16 deals<br />
with multiphase pumps and how these can save considerable<br />
energy and at the same time boost pressure from<br />
almost 0 bar to 200 to 300 bar for oil-water-gas mixtures<br />
with natural untreated well production.<br />
A perennial problem on ships and especially offshore<br />
units is corrosion. To combat corrosion, the aluminium-nickel-silicon-brass<br />
alloy Tungum has displayed<br />
outstanding qualities for use in piping systems. The<br />
corrosion resisting characteristics of Tungum make it especially<br />
suitable for the offshore industry, and here is another<br />
example of how high requirements in the offshore<br />
sector may prompt implementation of new technology<br />
in other areas of the shipping industry (page 40).<br />
Arctic operation in ice conditions has also involved new<br />
challenges for the offshore industry. Shipping is now<br />
taking advantage of the newly gained polar expertise.<br />
Cruise vessels in particular are increasingly visiting Arctic<br />
waters (page 58).<br />
Ship & Offshore | <strong>2010</strong> | N o 2 3
Euro 17,50 | www.schiffundhafen.de<br />
62. Jahrgang | C 6091<br />
NO 3<br />
18 JANUARY<br />
INSIDE REPORT<br />
German yard Lloyd Werft is in talks about the entry of a new strategic investor into the company.<br />
| “We are in talks about the sale of a shareholding,” said yard chief executive Mr Werner Lüken, declining<br />
to name the possible buyer. The new investor could buy shareholdings in the yard currently<br />
owned by Italian yard Fincantieri and the yard’s management, he said. He declined to name the<br />
potential buyer. Fincantieri bought a 21 percent share in the yard in 2006 but had now given up<br />
plans to buy a majority stake and develop strategic cooperation in cruise ship modernisation, a sector<br />
both yards specialise in. The Bremen state government was also interested in selling its 13.1 percent<br />
shareholding in the yard, a state spokesman said. Managers control the rest of the shares. (See also<br />
Germany)<br />
German engineering group ThyssenKrupp is in final talks on the sale of its Hamburg yard Blohm<br />
+ Voss to United Arab Emirates (UAE) buyer Abu Dhabi Mar, according to informed sources. |<br />
The two parties aim that ThyssenKrupp’s supervisory board approve the deal by end-January, the<br />
sources said. The purchase price has not been agreed yet, but insiders suggest a sum in the lower<br />
three-digit million euro range. Apart from that, Abu Dhabi Mar wants to win corvette and yacht orders.<br />
ThyssenKrupp said only that talks are continuing.<br />
Shipbuilder STX has confirmed that some 430 jobs may be cut at its Turku shipyard in Finland. |<br />
The company adds that nearly all staff can expect working hours to be cut or compulsory holidays to<br />
be introduced at some point because of a lack of orders. Around 370 of the job cuts affect shipyard<br />
workers; another 60 office jobs are to be slashed. The shipyard’s current ship order, the luxury liner<br />
Allure of the Seas, is well on its way to completion. The future of the shipyard seems rather bleak if<br />
new orders do not surface. The company launched layoff talks in early November of last year. Talks<br />
with staffs are still continuing. Some of the layoffs will be carried out this winter. The rest are expected<br />
to occur by the end of the year.<br />
South Korean shipbuilders won fewer newbuilding orders than their Chinese rivals in 2009 and<br />
China’s shipbuilding order book is now larger than Korea’s, London-based market researcher<br />
Clarkson Plc said. | Korean shipbuilders won a combined 3.15 million compensated gross tons<br />
(CGTs) in new orders last year, accounting for 40.1 percent of all new global orders, said Clarkson.<br />
New orders at Chinese shipyards totalled 3.49 million CGTs during the cited period, accounting for<br />
a dominant share of the total new world orders, Clarkson said. Market observers said Chinese shipbuilders<br />
have won new orders for cheaper, simple vessels, while South Korean shipbuilders have<br />
continued to focus on high-priced vessels and offshore oilfield facilities. South Korea also gave up the<br />
top position to China in the global shipbuilding industry in terms of order backlogs, according to the<br />
researcher. South Korean shipbuilders’ combined order backlogs totalled 52.83 million CGTs as of<br />
early January <strong>2010</strong>, compared with Chinese rivals’ 53.22 million CGTs, it said.<br />
Indian shipbuilders are heading for another hard year in <strong>2010</strong> amidst weak demand and prospects<br />
of order cancellations as the global economy struggles to emerge from a slowdown, analysts<br />
said. | Bharati Shipyard remains a lone promising outlook for investors on expectation its recent<br />
acquisition of customer Great Offshore Ltd, an Indian offshore contractor. The takeover of Great<br />
Offshore will boost Bharati’s order book and cash flows as Great Offshore has major expansion plans.<br />
The Indian shipbuilding sector faced a tough 2009 as new orders collapsed. “For <strong>2010</strong>, we do not<br />
see improved orders. The order book has been stagnant and will continue to remain so,” said Kunal<br />
Lakhan, a shipbuilding analyst at Indian analyst KR Choksey. While Lakhan expects some shipping<br />
firms to delay delivery to next year, others are concerned that the over-supply may lead to order cancellations<br />
for shipyards (See also India)<br />
www.shipandoffshore.net<br />
The international publication of<br />
32<br />
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<br />
„CSAV RIO MAIPO“ S. 3<br />
TANKER WIEDER FREI<br />
Reederei M. Lauterjung bringt ihren<br />
ersten Autofrachter-Neubau in Fahrt Der mit 28 Besatzungsmitgliedern<br />
gekaperte griechische Tanker „Maran<br />
FRACHTABSCHLÜSSE S. 14 Centaurus“ ist seit gestern wieder<br />
VLCC „Crude Star“ tritt Jahrescharter<br />
frei. Zuvor sollen sich an Bord dramatische<br />
Szenen abgespielt haben:<br />
bei Clearlake zu 32 000 Dollar/Tag an<br />
Nach dem Abwurf eines Lösegeldes<br />
in unbekannter Höhe nahmen sich<br />
SHIPINX S. 16<br />
rivalisierende Piratenbanden gegenseitig<br />
unter Beschuss. Seite 13<br />
Der Indikator für die Seeverkehrswirtschaft<br />
fiel auf 330,43 Punkte<br />
Dienstag, 19. Januar <strong>2010</strong> C 6612 | 63. Jahrgang Nr. 12 www.thb.info<br />
Die seit 2003 betriebene RoPax-Linie „Hansa Bridge“ von Lübeck nach Riga wird zum Monatsende eingestellt<br />
Das Jahr <strong>2010</strong> beginnt für<br />
der Dienst von vier auf zwei<br />
den Lübecker <strong>Hafen</strong> mit einem<br />
Rückschlag. Die Reeziert<br />
worden. Zum Jahres-<br />
Abfahrten pro Woche reduderei<br />
DFDS LISCO verlässt<br />
wechsel entschied sich die<br />
die Hansestadt.<br />
Reedereizentrale in Kopenhagen<br />
dann für die Einstellung<br />
der kompletten Linie,<br />
Die Linie „Hansa Bridge“<br />
zwischen Lübeck und Riga<br />
die 2003 mit der Verlagerung<br />
wird eingestellt, teilte das<br />
von Kiel nach Lübeck gestartet<br />
war. Die bislang zwischen<br />
Unternehmen jetzt in Kopenhagen<br />
mit. Die Frachtfähre<br />
„Kaunas“ soll am 27.<br />
te „Kaunas“ wird zukünftig<br />
Lübeck und Riga eingesetz-<br />
Januar ihre letzte Reise von<br />
als Ersatzschiff auf anderen<br />
der Trave nach Riga antreten.<br />
Die Reedereiagentur<br />
Die „Hansa Bridge“ war eine<br />
DFDS-Linien verkehren.<br />
in Lübeck mit sieben Mitarbeitern<br />
wird danach ge-<br />
Lübecker <strong>Hafen</strong>s. Die letti-<br />
von zwei Lettland-Linien des<br />
schlossen. Nach der Einstellung<br />
dieses Dienstes sol-<br />
auch von der Krise betrof-<br />
Die Fähre „Kaunas“ wird zukünftig als Ersatzschiff auf anderen DFDS-Linien verkehren sche Reederei AVE ist aber<br />
len die anderen DFDS-Linien<br />
nach Osteuropa gestärkt Verbindung mit weit über eiria“<br />
und „LISCO Maxima“ Bridge“ hatte mit Beginn der ja“ hat den Fahrplan Ende<br />
Sassnitz – Klaipeda. Stärkste RoPax-Fähren „LISCO Glo-<br />
zwei Abfahrten. Die „Hansa fen. Ihre Fähre „AVE Liepa-<br />
werden. DFDS unterhält von ner Million Tonnen Ladung verkehren. Auf der bisher Wirtschaftskrise im Herbst 2009 vorübergehend eingestellt<br />
und wartet gegenwär-<br />
Deutschland aus drei Routen und 65 000 Passagieren pro mit einer Abfahrt pro Woche 2008 erhebliche Rückgänge<br />
bei der Ladung verzeichtig<br />
in Gdansk auf eine Besse-<br />
ins Baltikum: Kiel – Klaipeda,<br />
Kiel – St. Petersburg und peda, auf der die modernen Klaipeda gibt es zukünftig nen müssen. Zunächst war rung der Lage.<br />
Jahr ist die Route Kiel – Klai-<br />
bedienten Route Sassnitz –<br />
FB/ed<br />
Niedersachsen sieht Y-Trasse nicht gefährdet<br />
Trotz angeblicher Streichungspläne<br />
der Deutschen Mehrere Zeitungen berichteverfahren<br />
werde vorbereitet.<br />
Bahn sieht das Land Niedersachsen<br />
den Bau der Y-Trasternes<br />
Bahnpapier, dass weten<br />
unter Berufung auf ein inse<br />
nicht gefährdet. Für den gen der staatlichen Finanznot<br />
wichtige Schienenprojek-<br />
Bau der milliardenteuren<br />
Schnellstrecke von Hannover<br />
Richtung Hamburg und darunter auch in Niedersachte<br />
auf dem Prüfstand stehen,<br />
Bremen gebe es die Zusage sen. Ein Bahnsprecher sagte,<br />
von höchster politischer Ebene,<br />
sagte ein Sprecher des der Bahn. Man sehe vielmehr<br />
es gebe keine Streichliste bei<br />
Verkehrsministeriums gestern<br />
in Hannover. Das Plandarf<br />
beim Schienennetz.<br />
einen großen Investitionsbe-<br />
ev/jm<br />
<strong>2010</strong> stark erhöhte Erz- und Kohleimporte nach China erwartet<br />
Der Capesize-Markt war Seiten und einigen Analysten liefert werden. Angekündigt<br />
in den ersten drei Wochen von zehn Prozent (Angebot) waren im Januar 2009 etwa<br />
des Dezembers rückläufig. bis 40 Prozent (Forderung) 170 Einheiten. Weitere 300<br />
Preiserhöhungen die Rede bis 350 Capesize-Neubauten<br />
sind für dieses Jahr re-<br />
Der Timecharter-Durchschnitt<br />
fiel auf 38 000 US- höhte Erz- und Kohleimporgistriert.<br />
war. <strong>2010</strong> werden stark er-<br />
Dollar pro Tag. In der letzten<br />
Woche des Jahres erholte Die weltweite Stahlproduktic<br />
Services) Chartering ist<br />
te nach China erwartet. ILS (International Logis-<br />
sich der Markt und beendete tion verlief im vergangenen ein unabhängiger <strong>Schiff</strong>smakler<br />
mit Sitz in Hamburg<br />
das Jahr bei 42 000 US-Dollar<br />
pro Tag, teilte der <strong>Schiff</strong>s- wartet. Im Vergleich zu 2008 und spezialisiert auf<br />
Jahr sehr viel besser als er-<br />
inter-<br />
<br />
24<br />
Offshore &<br />
Marine Technology<br />
Propulsion &<br />
manoeuvring technology<br />
10 Optimising propulsion systems<br />
for AHTS vessels<br />
14 Hybrid propulsion concept for<br />
large AHTS<br />
16 Two offshore support vessels for<br />
E.R. <strong>Schiff</strong>ahrt<br />
Industry news<br />
18 41st OTC in Houston<br />
18 Contract for Mobile Offshore<br />
Application Barge<br />
German Offshore<br />
Equipment<br />
19 Directory of German companies<br />
offering equipment for the<br />
offshore market<br />
Propulsion<br />
A holistic approach is essential for improving a<br />
propulsion system. The complex configuration<br />
on board an offshore vessel is a good example<br />
of the interaction between the individual<br />
propulsion components, the aim being to find<br />
the most cost-effective solution with minimal<br />
environmental impact.<br />
as from page 10 to 15<br />
and from page 28 to 36<br />
International Publications for Shipping, Marine and Offshore Technology<br />
Free issues<br />
available!<br />
Just send us an email:<br />
service@dvvmedia.com<br />
01|10<br />
The Wake<br />
– the only emission we want to leave behind<br />
Maritime Wirtschaft:<br />
Jahresbilanz und Ausblick 12<br />
<strong>Schiff</strong>sbetrieb: Condition-<br />
Based Maintenance 24<br />
SO X -Emissionen: Trockenes<br />
Abgasbehandlungssystem 38<br />
<br />
| | <br />
<br />
10<br />
<br />
<br />
18<br />
<br />
<br />
<br />
<strong>2010</strong><br />
<br />
DFDS LISCO verlässt Lübecker <strong>Hafen</strong><br />
„Zusage von höchster Ebene“<br />
150 Capesize-<strong>Schiff</strong>e warten<br />
in Lade- und Löschhäfen<br />
Foto: Behling<br />
<br />
Find out more at<br />
www.shipandoffshore.net<br />
or www.thb.info<br />
4 Ship & Offshore | <strong>2010</strong> | N o 2
CONTENT | MARCH/APRIL <strong>2010</strong><br />
14<br />
54<br />
Offshore &<br />
Marine Technology<br />
Oil & Gas<br />
20 Subsea boosting for oil and gas<br />
projects<br />
23 Regasification<br />
Mining<br />
24 Sub-sea diamond mining<br />
Industry news<br />
26 Subsea mapping in Western<br />
Australia<br />
27 Advanced sub-sea services<br />
27 Growing European wind market<br />
<br />
OTC <strong>2010</strong><br />
You are welcome to contact us at the<br />
German Pavilion on the OTC Offshore<br />
Technology Conference in Houston<br />
Shipbuilding &<br />
Equipment<br />
Propulsion &<br />
manoeuvring technology<br />
28 Controlling corrosive wear with<br />
TBN stabilisation<br />
30 Validation of aft sterntube bearing<br />
calculations<br />
33 MAN Diesel and DSME to jointly<br />
develop gas technology<br />
Piping systems<br />
38 Plastic piping used for drinking<br />
water production<br />
40 Tungum-tube pipework for<br />
offshore construction<br />
Industry news<br />
42 Drop for LPG tankers expected<br />
43 CAD/CAM release targets<br />
large-scale projects<br />
Ship &<br />
Port Operation<br />
Trends/classification<br />
54 Increasing demand on Arctic<br />
seafarers<br />
56 “Shipping confidence levels<br />
hold up”<br />
Navigation &<br />
communication<br />
62 New adaptive autopilot shows<br />
advanced functions<br />
63 New routing software released<br />
Regulars<br />
COMMENT ........................... 3<br />
NEWS & FACTS ................... 6<br />
NEW SHIPS ....................... 44<br />
BUYER‘S GUIDE ................. 45<br />
INDEX OF ADVERTISERS .. 67<br />
IMPRINT ............................. 67<br />
ABB Turbocharging.<br />
Don’t take chances.<br />
Original ABB spare parts are your assurance of<br />
the highest quality and precision. For further<br />
information please contact your nearest ABB<br />
Turbocharging service station.<br />
www.abb.com/turbocharging<br />
Ship & Offshore | <strong>2010</strong> | N o 2 5
INDUSTRY | NEWS & FACTS<br />
Fjord Line‘s new ferries will serve the route between Bergen, Stavanger and Hirtshals<br />
Bergen Group to build cruise ferries<br />
Contract | Fjord Line Danmark AS has signed a<br />
contract with Bergen Group Fosen AS to build<br />
two new cruise ferries. The ships will be delivered<br />
in March and October 2012 respectively. Fjord<br />
Line will thus be able to offer daily departures<br />
on the service between Bergen, Stavanger and<br />
Hirtshals. The contract was signed in Bergen and<br />
is stated to have a total value of Euro 103 million<br />
for each ship. The contract is subject to approval<br />
from financial institutions and from the board of<br />
directors of both companies.<br />
The vessels will have a deadweight of 4,000 tons,<br />
and a total length of 170m. Both of the ultra modern<br />
ships will be able to accommodate approximately<br />
1,500 passengers. The vessels will have<br />
the capacity to carry 600 cars in the “roll-on-rollof”<br />
cargo bay, or a lower number in combination<br />
with larger trucks and cargo.<br />
Fjord Line‘s new cruise ferries designed by Bergen<br />
Group Ship Design and Bergen Group Fosen<br />
will be equipped with fuel-efficient engines and<br />
environmentally harmful emissions to air and<br />
water will be minimal.<br />
Construction of the hull will be taken over by<br />
Bergen Group‘s Polish partner, Stocznia Gdansk,<br />
while the final assembly and finish of the vessels<br />
will take place in the docks of the shipyard<br />
at Fosen.<br />
OSV simulator<br />
inaugurated<br />
MOSAIC | Maersk Training Centre<br />
and Maersk Supply Service<br />
have inaugurated one of the<br />
most advanced offshore supply<br />
vessel simulators in the<br />
new Maersk Offshore Simulation<br />
And Innovation Centre,<br />
MOSAIC.<br />
In cooperation with Kongsberg<br />
Maritime it has taken Maersk<br />
Training Centre and Maersk<br />
Supply Service several years<br />
to develop the maritime training<br />
system in a purpose-built<br />
complex next to Maersk Training<br />
Centre‘s headquarters in<br />
Svendborg, Denmark.<br />
Initially, MOSAIC will be used<br />
to train crews from Maersk<br />
Supply Service. Among others<br />
the training comprises anchor<br />
handling and dynamic positioning<br />
actions.<br />
MOSAIC features a full-mission<br />
bridge with 360 degrees of surround<br />
vision and includes three<br />
independent satellite simulators,<br />
which will allow real life<br />
scenarios to be conducted,<br />
every action driven by 100<br />
computers.<br />
A clean alternative to HFO<br />
Naming ceremony at Brodosplit Shipyard<br />
P-MAX tanker delivered<br />
Brodosplit | Swedish tanker<br />
shipping company Concordia<br />
Maritime has taken delivery of<br />
the product tanker Stena Polaris<br />
from Brodosplit Shipyard in<br />
Croatia. The vessel has gone on<br />
charter with ST Shipping.<br />
Stena Polaris, 182.9m long and<br />
40m wide, is the eighth unit in<br />
the so-called P-MAX series of<br />
totally ten and the first of two<br />
P-MAX tankers with the highest<br />
ice class, 1A. Powered by two<br />
MAN B&W 6S46MC-C with 2 x<br />
7,860 kW a speed of approx. 14<br />
knots can be reached.<br />
Sister vessels Stena Penguin and<br />
Stena Premium shall be delivered<br />
Q4, <strong>2010</strong> and Q1,2011 respectively.<br />
Germanischer Lloyd Forum |<br />
“Gas as ship fuel“ was the topic<br />
of Germanischer Lloyd’s (GL)<br />
First Class Exchange Forum<br />
which highlighted the approach<br />
towards the environmental<br />
concerns of the maritime industry.<br />
The forum addressed<br />
all aspects related to LNG as an<br />
alternative ship fuel.<br />
Invited speakers presented the<br />
LNG supply chain development<br />
from a ship owner‘s and<br />
gas terminal operator‘s view.<br />
Regulatory developments at<br />
IMO were explained by a German<br />
governmental representative.<br />
Details about a joint industry<br />
project on a gas-fuelled<br />
container feeder vessel were<br />
discussed by representatives of<br />
GL, MAN Diesel and TGE Marine<br />
Gas Engineering, a specialist<br />
in the design and construction<br />
of cargo handling systems<br />
for ships and offshore units<br />
carrying liquefied cryogenic<br />
gases. The shipbuilder Flensburger<br />
<strong>Schiff</strong>bau-Gesellschaft<br />
evaluated first results of the<br />
research project GasPax while<br />
the issue of gas bunkering was<br />
addressed by GL.<br />
More than 140 experts from all<br />
over Europe gathered at GL‘s<br />
new head office in Hamburg<br />
to discuss the status and trends<br />
of using gas as ship fuel. The<br />
opportunity to analyse the implication<br />
of LNG as ship fuel<br />
correlates with discussions at<br />
IMO. Interim guidelines by<br />
IMO are available in June <strong>2010</strong><br />
and the IGF-Code is planned to<br />
enter into force with the SOLAS<br />
2014 revision. GL will publish<br />
its own guideline on using gas<br />
as a fuel in the beginning of<br />
April <strong>2010</strong> to complement IMO<br />
interim guidelines.<br />
6 Ship & Offshore | <strong>2010</strong> | N o 2
New shipyard in Brazil<br />
Planned yard in Fortaleza<br />
STX Europe | A shipyard in Brazil<br />
will be set up by STX Europe<br />
to expand its shipbuilding<br />
capacity for offshore and specialized<br />
vessels. STX Europe<br />
has signed a Letter of Intent<br />
with its Brazilian partner PJMR<br />
for the new yard, which will<br />
be located in Fortaleza, in the<br />
Global<br />
cooperation<br />
Raytheon Anschütz | Kiel based<br />
Raytheon Anschütz, a division<br />
of Raytheon Co., USA, has<br />
signed an agreement with Wärtsilä<br />
to offer Raytheon‘s navigation<br />
systems on a global basis.<br />
The cooperation is supposed<br />
to deliver benefits to the global<br />
operations of both parties.<br />
Wärtsilä intends to combine<br />
Raytheon navigation and Wärtsilä<br />
automation sys tems into<br />
integrated packages, available<br />
for all types of vessels.<br />
Raytheon Anschütz will provide<br />
their entire range of Integrated<br />
Bridge Systems, including<br />
Multifunction Displays, Radars,<br />
Chart Systems, Conning<br />
Display, Gyro Compasses, Autopilots<br />
and Steering Controls,<br />
Speed Logs, Echosounders,<br />
and Communication Systems,<br />
which provide maximum flexibility<br />
for navigation data access<br />
at any location on the bridge,<br />
and delivers the information<br />
needed for safe and precise<br />
ship navigation.<br />
Ceará state of Brazil. STX Europe<br />
has since the acquisition<br />
of the Niteroi ship yard, Brazil,<br />
in 2001 delivered more than<br />
twenty vessels in the range<br />
from platform supply vessels<br />
to anchor handling tug supply<br />
vessels, ROV and pipelaying<br />
construction vessels.<br />
The yard has in the last few<br />
months received orders for<br />
three new advanced PSV offshore<br />
vessels, and has now<br />
eight vessels in the backlog for<br />
delivery up to 2013.<br />
To meet the increased demand<br />
for building of more complex<br />
vessels in Brazil, STX Norway<br />
Offshore AS intends together<br />
with PJMR to invest approx<br />
USD 100 mio over a period of<br />
three years.<br />
The project is expected to benefit<br />
from domestic financing on<br />
favourable terms, supported by<br />
governmental resources.<br />
The production capacity is estimated<br />
to be approx 20,000 tons<br />
of steel per year on a total yard<br />
area of 320,000 m 2 .<br />
Production start is planned<br />
within a two years period. The<br />
new shipyard will have about<br />
1,500 employees in addition<br />
to subcontractors.<br />
ERRV for the East Shetland Basin<br />
Craig Group | The latest addition<br />
to the North Star Shipping<br />
managed fleet is Grampian<br />
Confidence, an NSS-IMT 948<br />
designed ERRV (Emergency Response<br />
and Rescue Vessel). The<br />
Grampian Confidence is equipped<br />
with two daughter craft<br />
and one fast rescue craft. The<br />
newly launched vessel is part<br />
of an ongoing investment programme<br />
by the Craig Group.<br />
Since 2003 the expansion and<br />
ongoing modernisation of the<br />
fleet has consisted of 12 new<br />
Sideview of the ERRV of type NSS-IMT 948<br />
deliveries - ERRV’s, PSV’s and a<br />
ROV Survey vessel.<br />
Grampian Confidence is the eighth<br />
vessel of this class launched and<br />
joins the fleet to support operations<br />
with CNR International at<br />
the Ninian Complex in the East<br />
Shetland Basin in April <strong>2010</strong>.<br />
Being 48.25m long and 11.8m<br />
wide she is a sister vessel to the<br />
Grampian Corsair, Grampian Contender<br />
and Grampian Courageous.<br />
The vessel was built at Balenciaga<br />
Shipyard at Zumaia and is<br />
classified by Lloyd’s Register.<br />
IN BRIEF<br />
Imtech Group | Imtech<br />
<strong>Schiff</strong>bau-/Dockbautechnik,<br />
headquartered in<br />
Hamburg,Germany, will<br />
open a new Service Branch<br />
Office in the USA in May.<br />
The branch will offer the full<br />
range of mechanical Imtech<br />
Services.The office will be<br />
located in the Ft. Lauderdale<br />
Branch of Imtech Marine<br />
Group‘s subsidiary Radio<br />
Holland USA (2325 South<br />
Federal Highway, FL-33316<br />
Ft. Lauderdale, contact:<br />
sven.busse@imtech.de,<br />
+1.954.815.7172).<br />
RWO | The WWT-LC sewage<br />
treatment plant by RWO<br />
has been type approved to<br />
fulfil the new guidelines for<br />
sewage treatment plants<br />
set by IMO Resolution<br />
MEPC.159(55). The WWT-LC<br />
is based on RWO‘s Biopur<br />
WWT technology, with an<br />
additional treatment step.<br />
Royal Caribbean Cruises<br />
Ltd. | A chemicals changeover<br />
was recently completed<br />
by Wilhelmsen Ships<br />
Service on the 33 vessel<br />
of Royal Caribbean Cruises<br />
Ltd (RCCL) fleet, which<br />
includes the Royal Caribbean,<br />
Celebrity and Azamara<br />
brands. The changeover<br />
was carried out in accordance<br />
with a tight three<br />
month schedule. Conversions<br />
were done at no<br />
additional cost to Wilhelmsen<br />
Ships Service’s annual<br />
fixed fee package for RCCL.<br />
IRIDIUM | JouBeh Technologies<br />
Inc., combining<br />
Iridium’s 9601 short-burst<br />
data (SBD) transceiver and<br />
GPS, have met requirements<br />
for the Department<br />
of Fisheries and Oceans<br />
Canada’s (DFO) Vessel<br />
Monitoring Systems (VMS)<br />
following successful sea<br />
trials of DFO’s Hardware<br />
Approval Process.<br />
Nadiro/Fassmer | Danish<br />
Nadiro A/S and German Fr.<br />
Fassmer GmbH & Co KG<br />
have signed a cooperation<br />
agreement enabling customers<br />
to order Fassmer<br />
lifeboats with Nadiro’s<br />
Drop-In-Ball.<br />
Ship & Offshore | <strong>2010</strong> | N o 2 7
INDUSTRY | NEWS & FACTS<br />
Bangladesh bans toxic ships<br />
Höegh Caribia, deployed in a new Caribbean short sea service<br />
Newbuildings taken into service<br />
Höegh Autoliners | Two new<br />
PCTC (Pure Car and Truck Carrier)<br />
have recently gone into service<br />
for the Norwegian shipping<br />
company Höegh Autoliners.<br />
Höegh Caribia is the second<br />
PCTC in a series of four<br />
20,209 gt sister vessels built<br />
at the Japanese yard Kyokuyo<br />
Shipyard for Gram Car Carriers<br />
AS. She has a loading capacity<br />
of 1,800 CEU (Car Equivalent<br />
Unit). Two Caterpillar engines<br />
of type MaK 6M43C are installed<br />
as main engines. Höegh<br />
Autoliners has started a new<br />
short sea service in Caribbean<br />
waters with Höegh Caribia.<br />
In a series of 17 car carriers<br />
Höegh Copenhagen was delivered<br />
as 11th unit to Höegh Autoliners<br />
by the Korean yard Daewoo<br />
Shipbuilding and Marine<br />
Engineering (DSME), Okpo.<br />
After the maiden voyage Höegh<br />
opened a new service with<br />
Höegh Copenhagen sailing from<br />
Europe to Longoni, Mayotte.<br />
Shipbreaking | Bangladesh has<br />
implemented the High Court<br />
Order banning toxic ships from<br />
entering the country‘s maritime<br />
territory. At present, all ships destined<br />
for breaking in Bangladesh<br />
must have a certificate from the<br />
exporting country proving that<br />
they are toxic-free. This measure<br />
aims at improving the current<br />
disastrous environmental and<br />
safety standards of the shipbreaking<br />
yards in Chittagong and is<br />
the result of a long legal battle<br />
fought by BELA, a member organisation<br />
of the NGO Platform<br />
on Shipbreaking in Bangladesh.<br />
The NGOs now call on the European<br />
Union to urgently take effective<br />
steps to stop the export of<br />
European toxic ships to developing<br />
countries. The Ministry of<br />
Commerce ordered the Bangladeshi<br />
customs to stop the import<br />
of any obsolete vessel that<br />
has not been pre-cleaned of toxic<br />
materials such as asbestos, heavy<br />
metals and PCBs. By putting this<br />
new measure into effect, Bangladesh<br />
is finally being compliant<br />
with international law and its<br />
own national regulations on<br />
waste imports.<br />
The shipbreaking industry in<br />
South Asia is the most toxic and<br />
dangerous in the world. Currently<br />
over 80% of the global<br />
fleet of end-of-life ships are run<br />
ashore and broken by hand on<br />
the bea ches of Bangladesh, India<br />
and Pakistan, where labour<br />
is cheap and laws weak, lacking<br />
or not-enforced. The Platform<br />
now urges India and Pakistan<br />
to take similar action.<br />
Shipbreaking in Bangladesh is<br />
to become toxic-free<br />
Global Cruise<br />
Centre<br />
DNV | Long active in the cruise<br />
industry in North America,<br />
DNV plans to open a new facility<br />
in Miami, Florida. The Global<br />
Cruise Centre will enable<br />
DNV to respond more quickly<br />
to local customer demand and<br />
serve as a hub for a network of<br />
DNV cruise ship service centres<br />
around the world. DNV’s new<br />
Global Cruise Centre is supposed<br />
to establish a stronger presence<br />
in Miami Florida, home<br />
to some of the largest cruise<br />
companies in the world.<br />
DNV’s Global Cruise Centre<br />
will provide a broad range of<br />
services, including coordination<br />
of surveys for all cruise<br />
clients on a global basis, newbuilding<br />
project coordination,<br />
compliance management, competence<br />
training and advisory<br />
services designed to improve<br />
client business performance,<br />
among other services.<br />
L27/38 engines for tug boats<br />
The VB Bravo pictured during sea trials<br />
MAN Diesel | MAN Diesel Spain<br />
has been very active within the<br />
tug segment recently, having<br />
played a key role in three orders<br />
that contract the company<br />
to supply 18 of MAN Diesel<br />
L27/38 engines to Boluda<br />
Corporación Marítima, Spain.<br />
The three orders encompass<br />
two engines for the VB Bravo,<br />
owned by Boluda Corporación<br />
Marítima through its subsidiary<br />
AUXMASA; twelve engines for<br />
six tug boats owned outright by<br />
Boluda Corporación Marítima;<br />
and four engines for two tug<br />
boats owned by the Shetland<br />
Island Council. Boluda Towage<br />
and Salvage.<br />
Of the seven tugs bound for<br />
the Boluda Towage and Salvage<br />
fleet, the first, the VB Bravo,<br />
has already entered service. Two<br />
others – VB Titán and VB Trón –<br />
were launched at Boluda-UNV<br />
shipyard in October 2009 and<br />
will shortly enter service. Delivery<br />
of the remaining six vessels<br />
is scheduled for <strong>2010</strong> and 2011.<br />
The two tugs for the Shetland<br />
Islands (UK), featuring four<br />
MAN 9L27/38 engines (3,285<br />
kW at 800 rpm), Solan and<br />
Bonxie, will be based at the<br />
Sullom Voe oil terminal in the<br />
northern North Sea. The Solan<br />
was launched on 17 December<br />
2009 and the Bonxie on 18 February<br />
<strong>2010</strong>. The tugs will be<br />
delivered this spring and will<br />
be operated by the Shetland Islands<br />
Council and their design<br />
makes them well-equipped for<br />
towage, and the general assistance<br />
and escorting of tankers<br />
and other ships.<br />
As per MAN Diesel, the 27/38<br />
engine is amongst others characterised<br />
by low fuel-oil consumption,<br />
long time between<br />
overhauls, low maintenance<br />
requirement and reduced noise<br />
levels through targeted insulation.<br />
8 Ship & Offshore | <strong>2010</strong> | N o 2
IN BRIEF<br />
The next 14,000 TEU carrier will be MSC Alexandra, to be delivered in April<br />
14,000 TEU series from Korea<br />
CPO Savona | South Korean<br />
ship yard Daewoo Shipbuilding<br />
& Marine Engineering recently<br />
delivered its biggest container<br />
vessel ever to the German shipowner<br />
Claus-Peter Offen, based<br />
in Hamburg.<br />
The stowing capacity of the<br />
365m long and 51.20m wide<br />
14,000 TEU type vessel CPO<br />
Savona amounts to 6428 TEU<br />
in hold and 7572 TEU on<br />
Liferaft Rental<br />
Initiative<br />
Exchange program | Wilhelmsen<br />
Ships Service extends its<br />
Liferaft Exchange Programme<br />
and makes a new addition to<br />
its range of Unitor liferafts. The<br />
company has just launched a<br />
35 person self righting davit<br />
launch model which meets the<br />
demands of the cruise industry.<br />
The company’s Liferaft Exchange<br />
Programme now covers<br />
743 ports in 74 countries<br />
worldwide. Wilhelmsen Ships<br />
Service continues to expand its<br />
own network of liferaft service<br />
stations. The concept, which<br />
swops service-due liferafts and<br />
life-saving appliances for operational<br />
ones, is to take better<br />
control of costs and to reduce<br />
the chance of getting caught<br />
out by unforeseen service<br />
dates. The solution was developed<br />
as a result of a customer<br />
request and is supposed to be<br />
a step forward in increasing the<br />
customer’s operational efficiency<br />
and reducing logistics costs.<br />
deck in stacks up to nine boxes<br />
high. On deck there is also<br />
the possibility to stow 1,000<br />
FEU reefer containers. The new<br />
building, classed by Germanischer<br />
Lloyd, is powered by<br />
a MAN B&W main engine of<br />
the type 12K98MC-C7 rated at<br />
72,240 kW to reach a service<br />
speed of appr. 24 kts.<br />
CPO Savona is the first vessel in<br />
a series of 13 built by Daewoo<br />
Plastic fender piles<br />
Port of Seattle | At the Maritime<br />
Industrial Center’s (MIC) east<br />
pier at the Port of Seattle the<br />
aging creosote treated wood<br />
fender pilings are replaced<br />
with plastic pilings. As a part<br />
of a pilot program, the new pilings<br />
are made of recycled materials<br />
that are impervious to<br />
marine borers and resistant to<br />
corrosion, as the port operator<br />
states.<br />
The plastic and fibreglass fender<br />
piles are to act as a buffer<br />
for Offen. The vessel following<br />
in April will be MSC Alexandra.<br />
Claus-Peter Offen will also<br />
receive five 12,552 TEU new<br />
built container carriers from<br />
Samsung Heavy Industries until<br />
2011.<br />
CPO Savona is chartered by Mediterranean<br />
Shipping Company<br />
(MSC) for 15 years and will sail<br />
under the name of MSC Savona<br />
between Europe and Asia.<br />
The new pilings are driven into the ship canal<br />
Photo: Don Wilson/Port of Seattle)<br />
between a ship or barge and<br />
the wooden docks, protecting<br />
and lengthening the life of the<br />
dock.<br />
Since these composite pilings<br />
are of a relatively new technology,<br />
the Port of Seattle is said<br />
to be leading the way in the Puget<br />
Sound to test what could to<br />
be a clean, green product that<br />
will help protect the ship canal<br />
and the fish that either live<br />
there or pass through en route<br />
to their spawning habitat.<br />
Trojan/Wärtsilä | Wärtsilä<br />
Corporation and Trojan<br />
Technologies have signed<br />
an agreement to jointly<br />
develop, market, and distribute<br />
a ballast water treatment<br />
product. The ballast<br />
water treatment product<br />
is presently in pre-production,<br />
with third-party<br />
validation to take place in<br />
late <strong>2010</strong>. It is expected<br />
to enter the market at the<br />
end of the year.<br />
100th delivery | Mitsui<br />
Engineering & Shipbuilding<br />
Co., Ltd. (MES) completed<br />
and delivered M.V. Ikan<br />
Seligi (MES Hull No. 1770)<br />
at its Tamano Works, which<br />
is the 100th delivery of<br />
56,000 dwt type bulk carrier<br />
built by MES. Over 50<br />
units of “Mitsui’s 56” are<br />
still on order backlog and<br />
built at Mitsui Tamano and<br />
Chiba works.<br />
BV | Classification society<br />
Bureau Veritas (BV) has set<br />
up a system to audit and<br />
certify manning agencies<br />
for seafarers. The Standard<br />
for Quality Management<br />
System of Seafarer Manning<br />
Offices is available in<br />
BV Guidance Note N° 6001.<br />
Transas | The Ministry of<br />
Transport of the People‘s<br />
Republic of China and<br />
Transas China have signed<br />
a contract for the supply,<br />
installation and commissioning<br />
of a Navi-Monitor<br />
system. This is the first<br />
VTS Transas sold in mainland<br />
China. The operator<br />
centre is run by Design<br />
Institute from Ministry of<br />
Transportation and is located<br />
in Daxing County, near<br />
Beijing.<br />
ARRV | Fincantieri Cantieri<br />
Navali Italiani S.p.A.,<br />
Trieste, has gained a new<br />
order. Marinette Marine<br />
Corporation, Fincantieri’s<br />
American subsidiary, will<br />
build an oceanographic<br />
research vessel capable of<br />
working in icy arctic waters<br />
(Alaska Region Research<br />
Vessel – ARRV) for the University<br />
of Fairbanks, Alaska,<br />
for delivery in 2013.<br />
Ship & Offshore | <strong>2010</strong> | N o 2 9
OFFSHORE & MARINE TECHNOLOGY | PROPULSION & MANOEUVRING TECHNOLOGY<br />
Optimising propulsion<br />
systems for AHTS vessels<br />
HOLISTIC DESIGN The bollard pull of an AHTS depends not only on the power transmitted to<br />
the propellers but also on the propeller diameter, nozzle design and their interaction with each<br />
other and the hull. A 13% increase in bollard pull has been shown, which has been verified by<br />
the full scale results.<br />
Jens Ring Nielsen, Henrik Marinussen<br />
The design of a propulsion<br />
system for an AHTS is a<br />
challenging task involving<br />
not only the physically products<br />
like engine, gearbox, propellers<br />
and control system but also the<br />
interfaces between these components<br />
as well as their influence<br />
on the vessel’s performance. One<br />
significant example in this respect<br />
is the interaction of the propeller<br />
and nozzle with the hull.<br />
Most AHTSs are highly powered<br />
and designed as twin screw vessels<br />
with ducted CP (controllable<br />
pitch) propellers in order to<br />
achieve the required BP (bollard<br />
pull) and a high manoeuvrability.<br />
The other operating conditions<br />
seldom play a role in specifying<br />
the main engine power.<br />
However, the BP is not solely determined<br />
by the installed power<br />
but also by an optimised propulsion<br />
system and hull lines. An<br />
optimum solution is characterised<br />
by a design where all three<br />
items have been addressed.<br />
Pre-order stage<br />
Hydrodynamic aspects One of<br />
the first questions raised, when<br />
starting the design of an AHTS,<br />
is how much power is needed<br />
to reach a certain specified bollard<br />
pull. For years it has been a<br />
common practise to use simple<br />
rules that would link the bollard<br />
pull to the installed power.<br />
One rule simply states that<br />
each HP will yield 13.6 kg [1].<br />
MAN Diesel developed a more<br />
refined method where the bollard<br />
pull is determined from<br />
the power density i.e. based on<br />
both power and propeller diameter<br />
[2]. That power cannot<br />
be used as a sole parameter to<br />
determine the achievable bollard<br />
pull. This can be demonstrated<br />
by comparing three different<br />
MAN Diesel propulsion<br />
configurations which will all<br />
lead to a 90 ton bollard pull.<br />
Had the simplified ruled<br />
(13.6 kg/HP) been applied an<br />
underestimation of 10% and<br />
21% would have occurred in<br />
the case of the 8 and 9L27/38<br />
propulsion systems.<br />
A further refinement has since<br />
been added to account for the<br />
nozzle type, length/diameter<br />
ratio, support type and the influence<br />
of cavitation on performance.<br />
A more precise determination<br />
of the bollard pull<br />
is thus possible in the project<br />
stage.<br />
An accurate determination of<br />
the bollard pull is important as<br />
a possible bollard pull guarantee<br />
will have to be based on the<br />
available figures at this stage.<br />
Structural aspects The optimum<br />
design of the propeller/<br />
nozzle arrangements is primarily<br />
determined by the requirement<br />
of having an optimum hydrodynamic<br />
efficient solution<br />
and sound structural construction.<br />
The latter requirement<br />
secures that harmful vibrations<br />
and possible structural failures<br />
are eliminated.<br />
Being a part of the very early<br />
design stage where all the important<br />
decisions related to the<br />
nozzle design are being made<br />
[2] will make it easier to reach<br />
the optimum solution for the<br />
propeller and nozzle arrangement<br />
in the post-order phase.<br />
A basis for a sound design is<br />
that lines plan and hull structure<br />
drawings are forwarded for<br />
evaluation. In order to reach an<br />
optimum solution MAN Diesel<br />
has introduced a set of guide<br />
rules (Data Request for Nozzle<br />
Design) that can assist the<br />
hull designer in the structural<br />
design of the aft ship.<br />
To optimize the flow to and<br />
around the propeller the guide<br />
lines specify design parameters<br />
which make the nozzle design<br />
more efficient and less costly.<br />
The following design parameters<br />
should be observed at this<br />
stage of the project:<br />
Vessel type and operation<br />
mode: The vessel type and how<br />
the vessel is intended to be operated<br />
is essential for the propeller<br />
blade and the nozzle design<br />
including the interaction<br />
in-between the two.<br />
Nozzle type and support:<br />
The profile type and the connection<br />
to the hull are decided<br />
from the operating profile of<br />
the vessel, bollard pull requirement,<br />
structural possibilities<br />
inside the hull and hydrodynamic<br />
aspects.<br />
To avoid vibration problems<br />
MAN Diesel recommends that<br />
the natural frequency of the<br />
nozzles should be minimum<br />
Engine Propeller Power Specific<br />
Type Power Speed Diameter Density Bollard Pull<br />
- - rpm mm kWm 2 kg/HP<br />
7L27/38 2380 150 3300 278 13,9<br />
8L27/38 2720 206 2750 458 12,2<br />
9L27/38 3060 276 2400 676 10,8<br />
Fig. 1: Specific bollard pull versus power density<br />
Table 1: Different propulsion configuration giving 90 ton bollard<br />
pull for a twin screw AHTS<br />
10 Ship & Offshore | <strong>2010</strong> | N o 2
Fig. 2: Strut and headbox support<br />
20% above or below the first<br />
order natural frequency of the<br />
propeller blades. The stiffness<br />
of the nozzle profile itself, the<br />
connection type to the hull<br />
and the aft ship stiffness forms<br />
the basis for this evaluation.<br />
A sound design is characterised<br />
by having a well distribution<br />
of forces and by avoiding<br />
stress raisers. The design of the<br />
top strut and headbox is a special<br />
challenge in this respect.<br />
However, the structural aspects<br />
must always be balanced by<br />
the hydrodynamic requirements.<br />
Post-order stage<br />
The detailed design usually<br />
takes place after signing the<br />
contract when more information<br />
is available on the hull<br />
lines, engine, gearbox and shaft<br />
arrangement.<br />
The items that are usually addressed<br />
are:<br />
Aft ship hull form design.<br />
The achievable bollard pull depends<br />
on the aft ship lines and<br />
the propeller and shaft arrangement.<br />
In general the water flow<br />
around the hull will follow the<br />
buttock lines. This means the<br />
slope of the buttock lines is<br />
of great importance as it will<br />
influence the thrust deduction<br />
factor.<br />
t = 1 -<br />
T BP<br />
T P,B<br />
+ T N,B<br />
From the formula it can be seen<br />
that the propeller and nozzle<br />
thrust in behind condition T P,B<br />
and T N,B<br />
is reduced by the thrust<br />
deduction factor t – leading to<br />
a corresponding reduction in<br />
the bollard pull. This reduction<br />
is mainly caused by the suction<br />
of the propeller and nozzle on<br />
the adjacent hull surfaces. For<br />
that reason the distance from<br />
where the shaft protrudes from<br />
the hull to the centre of the<br />
propeller should be as long as<br />
possible. It is MAN Diesel’s recommendation<br />
to design slowly<br />
raising buttock hull lines of<br />
approximately 17-19 degrees.<br />
The overall aim is to keep the<br />
thrust deduction factor to a<br />
minimum. Furthermore, it<br />
must be secured that sufficient<br />
water will be present above the<br />
propeller/nozzle in order to<br />
prevent air suction.<br />
Propeller blade design. The<br />
detailed design of the propeller<br />
blades will be based on the<br />
different operating conditions<br />
and the results from the model<br />
tests (resistance, self propulsion<br />
with stock propeller, wake<br />
measurements). The blades will<br />
be optimised for the bollard<br />
pull condition and checked<br />
for different other operating<br />
modes (free sailing, towing etc)<br />
to ensure that an overall optimum<br />
design has been reached.<br />
The final design will be based<br />
on a balance between the two<br />
major design objectives – efficiency<br />
and cavitation/vibration.<br />
The detailed design of the<br />
Fig 3: Definition of tilt and azimuth angles<br />
propeller and nozzle is made<br />
in close cooperation between<br />
the hydrodynamic and structural<br />
engineer. For AHTS the<br />
shape of the blades will exhibit<br />
wide chords at the tip (Kaplan<br />
shape) to maximise the bollard<br />
pull.<br />
Nozzle design. The type of<br />
nozzle has already been selected<br />
in the pre-order phase<br />
and the detailed design of the<br />
nozzle will focus on the support<br />
and hull attachments to<br />
minimise the thrust deduction<br />
caused by the interaction effects<br />
with the hull. Compared<br />
to the conventional nozzle<br />
types the AHT nozzle will deliver<br />
more thrust thus making<br />
the design details of the support<br />
more important in order<br />
to minimise the thrust deduction<br />
factor.<br />
Consequently, only a plant<br />
specific designed propeller and<br />
nozzle including well faired<br />
and structurally sound supports<br />
will result in an optimum<br />
solution. This means that the<br />
propeller and nozzle supplier<br />
needs to be a part of the very<br />
early design stage as already<br />
underlined in reference [2]. <br />
Ship & Offshore | <strong>2010</strong> | N o 2 11
OFFSHORE & MARINE TECHNOLOGY | PROPULSION & MANOEUVRING TECHNOLOGY<br />
Fig. 4: CFD pressure calculation of nozzle and propeller<br />
Fig. 5: Comparison of astern bollard pull, AHT versus 19A both<br />
with L/D=0.5<br />
To verify the potential of the different design<br />
alternatives MAN Diesel recommends to<br />
make model test of the final designed propeller<br />
and nozzle, including test of tilt and<br />
azimuth angles of nozzle as well as propeller<br />
direction of rotation.<br />
The possible improvement that can be<br />
achieved by following this systematic approach<br />
will be exemplified by the following<br />
case study. However, it is important to note<br />
that the more aligning requirements that are<br />
proposed for the nozzle, the more cumbersome<br />
the installation will be. In each case, the<br />
gain obtained in bollard pull by introducing<br />
an additional nozzle alignment requirement<br />
should be carefully judged against the risk of<br />
possible misalignment during installation.<br />
In any case MAN Diesel recommends choosing<br />
the same supplier for the propeller and<br />
the nozzle to optimise the overall performance.<br />
Latest nozzle development<br />
Since the introduction of the AHT nozzle<br />
its range has been extended to include:<br />
longer and shorter nozzles than the<br />
original L/D=0.5 making it possible to select<br />
the most optimum size depending on<br />
cavitation number and propeller load<br />
a simplified and more production version<br />
with a strait inner area at the propeller<br />
zone.<br />
The nozzle family was developed using<br />
CFD calculations on a large number of systematically<br />
varied nozzle shapes and with<br />
the bollard pull conditions as the prime<br />
optimisation objective.<br />
A major research program was recently undertaken<br />
by MAN Diesel to investigate the<br />
performance of ducted propellers including<br />
the influence of cavitation. Different<br />
types of AHT nozzles and the well known<br />
19A nozzles were tested at SVA Potsdam as<br />
well as in the Free Surface cavitation tunnel<br />
at the University of Berlin.<br />
Most propellers – being open or ducted – are<br />
designed with a certain amount of cavitation<br />
and if kept within limits the cavitation<br />
will only affect the performance marginally.<br />
However, this is not true for highly loaded<br />
ducted propellers where the present of cavitation<br />
reduces especially the nozzle thrust.<br />
One aspect that became clear was the importance<br />
of minimising the tip clearance<br />
because the tip vortex would disturb the<br />
flow at the exit of the nozzle. However, for<br />
practical reason a certain clearance is necessary<br />
to facilitate the dismantling of the<br />
blades inside the nozzle.<br />
An extensive test series was carried out in<br />
both non- and cavitating conditions for the<br />
AHT series of nozzle as well as the 19A version.<br />
The results can be summarised as:<br />
The AHT nozzles showed superior performance<br />
compared to the 19A.<br />
The shorter nozzles are more affected<br />
by cavitation than the longer versions.<br />
Air suction from the water surface into<br />
the propeller/nozzle reduces the bollard<br />
pull significantly. The risk increases with<br />
diminishing water height above the propeller<br />
and increasing L/D ratios<br />
The backing performance of the different<br />
nozzles also formed a part of the investigation<br />
and clearly showed the superiority of<br />
Fig. 6: An AHT Ø4030 nozzle ready for dispatch. Leading edge<br />
of the nozzle is on the floor.<br />
Fig. 7: Finite Element vibration analysis of nozzle including<br />
supports<br />
12 Ship & Offshore | <strong>2010</strong> | N o 2
Torquemotors<br />
Direct Drives from<br />
100 to 150000 Nm<br />
Fig 8: Stepwise improvement in bollard pull for a 120 ton AHTS<br />
the new AHT nozzle family. A 20-25% improvement<br />
of the astern thrust was measured<br />
compared to the 19A type.<br />
Case study<br />
The case study concerns a series of AHTS<br />
vessels designed to deliver a bollard pull<br />
of 120 tons with a MAN Diesel propulsion<br />
system.<br />
The initial hull lines developed by the naval<br />
architect displayed steep buttock lines<br />
of approx. 25° exceeding the recommended<br />
17- 19°. The buttock lines were later reduced<br />
to 23° by lowering the gearbox followed by<br />
a redesign of the aft ship. In addition the<br />
distance between the propeller and where<br />
the shaft protrudes from the hull is short.<br />
Because of these unfavourable conditions<br />
the thrust deduction factor ended up being<br />
9.6%.<br />
A comprehensive model testing program<br />
was set up to investigate the possible improvements<br />
from not only using the new<br />
AHT nozzle type but also including other<br />
relevant installation aspects. Apart from<br />
the normal testing with stock propeller the<br />
following were added:<br />
Nozzle supports comprising both a<br />
headbox and a strut solution<br />
Propeller direction of rotation<br />
Nozzle types – AHT and 19A<br />
Tilting and azimuthing of nozzles.<br />
The model testing program was planned in<br />
the sequence as described above and lead<br />
to an increasing improvement of the bollard<br />
pull as the testing proceeded.<br />
Especially the testing with the AHTS nozzle<br />
showed a pronounced improvement in<br />
bollard pull.<br />
Varying the azimuth angle of the nozzle<br />
only resulted in a marginally improvement<br />
and was for this reason not applied.<br />
Compared to a standard solution a 13%<br />
improvement in bollard was achieved by<br />
following this systematic approach.<br />
The full scale testing was conducted as<br />
the vessels were commissioned and at<br />
the time being 5 vessels had their bollard<br />
pull measured. The full scale figures are<br />
as measured and not corrected for the<br />
unfavourable conditions at the test site<br />
(limited water depth and current across<br />
tow line) as required in [5]. This type of<br />
vessel falls into the standard 120 ton category<br />
of AHTS’s which up to now have<br />
been characterised by having two 8 cylinder<br />
32cm bore main engines with a<br />
rated power of 4,000 kW. Compared to<br />
this industry standard the MAN Diesel<br />
optimised propulsion solution can suffice<br />
with only 2x3,285 kW to reach the<br />
required bollard pull.<br />
References:<br />
[1] Oosterveld, M.W.C. (1970). Wake<br />
Adapted Ducted Propellers, Publication<br />
No. 345 NSMB, Wageningen, Netherlands<br />
[2] Nielsen, J. R., Jeppesen R. M. and Lundgren,<br />
E., (2005) Propulsion of Offshore<br />
Support Vessels, OSV Conference, Singapore<br />
[3] Jeppesen, R. M., Marinussen, H., (2006)<br />
Latest trends in Offshore Propulsion,<br />
SNAMES Technical talk, Singapore<br />
[4] Minchev, A., Nielsen, J.R., Lundgren, E.,<br />
(2009) Ducted propeller Design and Verification<br />
for Contempoary Offshore Support<br />
Vessels, First international Symposium on<br />
Marine Propulsors, Torndheim, Norway<br />
[5] Boesen, K. (2005). Bollard Pull trials,<br />
Internal MAN Diesel document<br />
The authors:<br />
Jens Ring Nielsen (Senior Manager),<br />
Henrik Marinussen,<br />
(Research Engineer, Propulsion R&D),<br />
MAN Diesel SE, Frederikshavn,<br />
Denmark<br />
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OFFSHORE & MARINE TECHNOLOGY | PROPULSION & MANOEUVRING TECHNOLOGY<br />
Hybrid propulsion concept<br />
for large AHTS<br />
ULSTEIN A122 The ever-increasing focus on environment and pollution issues, combined<br />
with falling power electronics prices, is already turning many shipowners’ interests towards<br />
hybrid and diesel- electric propulsion systems for anchor handling vessels. This is especially<br />
the case on advanced, high-end vessels.<br />
Yard number 284 Olympic<br />
Hera has recently been<br />
delivered from Ulstein<br />
Verft to Olympic Shipping. Olympic<br />
Hera is the sister vessel to<br />
Olympic Zeus, which was delivered<br />
six months earlier.<br />
From first experiences with<br />
O lympic Zeus in the North Sea,<br />
Olympic Shipping sees that the<br />
vessel runs diesel-electric 80% of<br />
the time. Figures show that fuel<br />
consumption in this mode is<br />
about 50% lower than for most<br />
competing vessels due to the hybrid<br />
solution onboard. Olympic<br />
Shipping claims that this makes<br />
it easy to acquire contracts.<br />
The Olympic Hera measures<br />
93.8m long, 23m wide and<br />
10m from main deck to keel,<br />
and performs anchor handling,<br />
supply, subsea and construction<br />
operations. The bollard pull is<br />
approximately 260 tonnes. The<br />
Olympic Zeus and Olympic Hera<br />
can also be equipped with a<br />
250-tonne heave-compensated<br />
offshore crane and two A-<br />
Crane operation on Olympic Zeus<br />
frames of different types. The<br />
large dimensions of the Olympic<br />
Zeus and Olympic Hera add<br />
stability, and together with the<br />
extra power installed onboard,<br />
make the vessels especially well<br />
suited to carry out deepwater<br />
operations.<br />
According to Olympic Shipping,<br />
the trend has shifted<br />
from operations at depths of<br />
1,000–1,500m to advanced subsea<br />
operations down to 2,000–<br />
4,000m. In order to provide the<br />
requested services for the market<br />
at present, even larger ships with<br />
advanced capacities are needed.<br />
With one large 500-tonne<br />
and two 450-tonne drums, the<br />
winches aboard the vessels have<br />
an impressive capacity.<br />
Green operations<br />
The propulsion concept is called<br />
“Green Operations”, which is a<br />
joint venture by Olympic Shipping<br />
and Ulstein Group. The<br />
fuel-efficient vessels have low<br />
NOx emissions and meet DNV’s<br />
Photo: Olympic Shipping<br />
Clean Design criteria. Given that<br />
the vessels only require low or<br />
medium power the majority of<br />
the time they are in operation,<br />
the engines are said to run with<br />
optimum fuel efficiency.<br />
Under ideal conditions, the<br />
traditional diesel-mechanical<br />
propulsion system is still very<br />
efficient. It may have as little<br />
as 2.5–3% mechanical loss<br />
between the diesel engine and<br />
main propeller, mainly in the<br />
reduction gear. Maximum<br />
bollard pull performance utilises<br />
maximum prime mover<br />
power in the water. An anchor<br />
hand ling vessel with a dieselmechanical<br />
propulsion system<br />
also performs very well at the<br />
higher end of its power range. In<br />
comparison, diesel-electric propulsion<br />
systems typically have<br />
10–11% loss between the diesel<br />
engine and the shaft of the electrical<br />
propulsion motor.<br />
The Olympic Zeus and Olympic<br />
Hera are the first anchor handling/construction<br />
vessels with<br />
a diesel-mechanical/diesel-electric<br />
hybrid propulsion solution.<br />
The propeller on the system can<br />
either be driven directly by the<br />
diesel engine or by an electric<br />
motor powered by generator<br />
sets. The two modes can also be<br />
combined.<br />
Operation profile<br />
The nature of an anchor handling<br />
job may vary a great deal.<br />
Jobs may often include quite<br />
a lot of waiting and idle time.<br />
These large and powerful anchor<br />
handling vessels then<br />
have to reduce engine power to<br />
a fraction until the next work<br />
sequence is started. The potentially<br />
large amount of waiting<br />
time introduces a number of<br />
challenges for anchor handling<br />
vessels. During waiting time,<br />
there are several factors that<br />
contribute to increased fuel<br />
consumption, more pollution<br />
and more wear and tear than<br />
desired.<br />
Main propellers running<br />
at maxi mum rpm even at<br />
idle, cause considerable zero<br />
pitch loss – up to as much as<br />
1,000kW per main propeller on<br />
a large anchor handling vessel.<br />
Large engines that run very inefficiently<br />
while idling cause so<br />
called carbon buildup and emit<br />
relatively large amounts of polluting<br />
particles and gases.<br />
Ship designers are always eager<br />
to know how the ship is going<br />
to be used. They study the operation<br />
profile to identify the<br />
various operating conditions<br />
and their duration. This study<br />
is also a help in calculation<br />
of the fuel consumption of a<br />
ship throughout the course of<br />
a year. As the operation profiles<br />
may vary a great deal, it is also<br />
important to identify the nature<br />
of each mode – including<br />
the variation of power requirements<br />
and duration of subactivities<br />
within the mode.<br />
Most diesel engines seem to be<br />
most fuel efficient at approximately<br />
85% of full load. After<br />
collecting fuel consumption<br />
data from engine maker data<br />
sheets, similarities among a selection<br />
of makers and models<br />
are revealed:<br />
Fuel economy is at its best<br />
between 65–90% engine load<br />
At loads of 50% and below,<br />
the specific fuel oil consumption<br />
increases rapidly<br />
At low engine loads, combustion<br />
is weak and produces<br />
more particles and pollution<br />
14 Ship & Offshore | <strong>2010</strong> | N o 2
Olympic Hera, sister vessel of Olympic Zeus<br />
At lower engine loads catalysers<br />
are radically less efficient<br />
Low engine loads over long<br />
periods of time cause carbon<br />
build-up<br />
Anchor handling vessels are<br />
quite extraordinary specimens<br />
regarding operation profile.<br />
They are among the most powerful<br />
and massively propelled<br />
offshore vessels, and yet they<br />
run at idle and at low propeller<br />
load almost all of the time. They<br />
are a definitive case for something<br />
completely different than<br />
standard diesel-mechanical propulsion.<br />
While the hybrid is equal to<br />
the diesel-electric system at<br />
low loads, the hybrid system’s<br />
diesel-mechanical part provides<br />
the advantage of efficiency at<br />
high load. For medium- to highspeed<br />
transit, the hybrid system<br />
may utilise its diesel-mechanical<br />
attributes. The efficiency at high<br />
loads in this mode is unbeatable,<br />
with lower fuel consumption<br />
and emissions than a diesel-electric<br />
propulsion system.<br />
Large electric motors<br />
When setting out to design an<br />
optimal hybrid propulsion system<br />
for anchor handling vessels,<br />
it is essential to pay enough<br />
attention to the operation profile<br />
and ship operator feedback.<br />
One crucial fact becomes apparent:<br />
the size of the electric<br />
motors needs to be much larger<br />
than perhaps first anticipated.<br />
It was found that merely running<br />
in diesel-electric when<br />
idling and in low power modes<br />
was not sufficient. In order to<br />
r eally make any significant reductions<br />
in fuel consumption<br />
and emissions, the vessel had to<br />
be dimensioned to run in dieselelectric<br />
mode most of its time.<br />
The reason for this was very simple<br />
and obvious. In an anchor<br />
handling situation, dependent<br />
on factors such as water depth,<br />
the anchor handling vessel has<br />
to pull up to 130–140 tons in a<br />
few minutes before going down<br />
to low load again. When utilising<br />
small electrical motors a<br />
mode shift has to be performed<br />
in the middle of an operation.<br />
Even worse was the fact that<br />
mode shifts had to be performed<br />
at zero pitch or very low<br />
load. The consequence would<br />
have been that the safe or natural<br />
choice for the ship operator<br />
would be to enter the whole operation<br />
in diesel-mechanical or<br />
hybrid mode, losing all of the<br />
benefits of running in dieselelectric<br />
mode.<br />
Ulstein therefore decided to<br />
increase the size of the electric<br />
motors to 4,000kW, resulting<br />
in a bollard pull of around<br />
150 tons. This keeps the vessels<br />
free of mode shifts during most<br />
normal operations.<br />
However, the electric motors<br />
are not standard 750 rpm units.<br />
They are designed to deliver<br />
massive torque and power from<br />
0–660 rpm, which is the dieselelectric<br />
speed range. The electric<br />
motors have their 4,000kW<br />
power at the top of this range.<br />
This disposition gives the diesel-electric<br />
mode more effective<br />
propulsion, lower rpms<br />
and higher pitch throughout<br />
the diesel-electric speed range,<br />
along with a very responsive<br />
and commanding grip on the<br />
propulsion system.<br />
At 750 rpm, the electric motor<br />
still has the power of 4,000kW,<br />
but the torque has been reduced<br />
to match the normal torque for<br />
a typical 750 rpm, 4,000kW<br />
electric motor.<br />
Mode change and automation<br />
The mode change philosophy<br />
is kept simple – it really boils<br />
down to clutching in and out<br />
the electric and diesel motors.<br />
Therefore, it’s not really<br />
a mode shift as such, rather<br />
merely starting and stopping<br />
equipment. The feedback from<br />
the operators is unanimous –<br />
the hybrid system is very easy<br />
to use, and its actions are said<br />
to be visible, obvious and selfexplanatory.<br />
Even though mode changes are<br />
reduced to simply clutching in<br />
and out equipment, the automation<br />
behind the seemingly<br />
straight-ahead clutching is<br />
highly advanced. Much of the<br />
realization: www.make-ad.de – design: www.jrs-viskom.de<br />
Deck Machinery<br />
Compressors<br />
Steering Gears<br />
Offshore Power<br />
competence and technology is<br />
integrated right here.<br />
One of the important features<br />
of the Ulstein hybrid propulsion<br />
concept is the ability to<br />
carry out mode shifts at very<br />
high loads. If the anchor handling<br />
vessel is running in dieselelectric<br />
mode and the operation<br />
requires more power than<br />
available, one does not need to<br />
pull down to zero pitch or to<br />
low load to change to hybrid<br />
mode. The mode change may<br />
be performed at high loads<br />
without terminating the operation.<br />
If this had not been possible<br />
at high loads, most would<br />
have chosen hybrid mode from<br />
the beginning and spent more<br />
fuel and had increased emissions.<br />
All modes are combinatory<br />
modes, except fixed shaft<br />
generator mode. The large<br />
main engines run from idle at<br />
525 rpm, and move stepless up<br />
to 750 rpm, sharing loads with<br />
the electric motors all the way<br />
up. This also makes the hybrid<br />
mode much more fuel efficient<br />
and dynamic.<br />
MARINE EQUIPMENT<br />
world-wide service<br />
Uetersener Maschinenfabrik GmbH & Co. KG<br />
info@hatlapa.de<br />
www.hatlapa.de<br />
Ship & Offshore | <strong>2010</strong> | N o 2 15
OFFSHORE & MARINE TECHNOLOGY | NEW BUILDING<br />
Two offshore support<br />
vessels for E.R. <strong>Schiff</strong>ahrt<br />
ROLLS-ROYCE UT 776 CD |<br />
E.R. Athina and E.R. Georgina<br />
are the two latest offshore vessels<br />
to the Rolls-Royce UT 776<br />
CD design, built by STX Europe<br />
in Brevik, Norway, and tailored<br />
to suit the requirements of their<br />
owner E.R. <strong>Schiff</strong>ahrt.<br />
The UT 776 CD belongs to<br />
the UT 77X Rolls-Royce family<br />
of platform supply vessels,<br />
the first of which to be built<br />
was the UT 776 E Island Champion,<br />
delivered in 2006 from<br />
the Norwegian shipyard Aker<br />
Yards-Brevik. The ‘E’ suffix denotes<br />
diesel-electric propulsion.<br />
At the time the design<br />
was characterised by the chief<br />
designer as the next generation<br />
of platform supply vessels<br />
from Rolls-Royce. It is designed<br />
and equipped by Roll-Royce to<br />
provide its owner and charterers<br />
with a vessel that is economical<br />
to operate, extremely<br />
effective at carrying out its<br />
tasks and which provides a safe<br />
environment for its crew. A<br />
clear requirement has been to<br />
make working and living conditions<br />
on board as safe and<br />
comfortable as possible. The<br />
design has been tailored so<br />
that cargo is carried as near the<br />
point of minimum motion as<br />
is feasible, on a working deck<br />
with high and protective bulwarks.<br />
Stabilising tanks above<br />
the main deck provide optimal<br />
roll reduction and also form<br />
a safety buffer between the<br />
working deck and the superstructure,<br />
reducing the risk of<br />
injury or damage from swinging<br />
crane loads. The hullform<br />
is optimised for low resistance<br />
in the required 10-16<br />
knot speed range in all normal<br />
North Sea weather conditions.<br />
The E.R. Athina owned by<br />
E.R <strong>Schiff</strong>ahrt<br />
E.R. Athina is the first UT 776<br />
CD to implement the Rolls-<br />
Royce Icon DPII dynamic<br />
positioning system<br />
A bulb bow is combined with<br />
well vee’d sections aft to provide<br />
hull lines that are not only<br />
easily propelled in any sea condition<br />
but have low motions.<br />
Reduced hull resistance is reflected<br />
in less use of power and<br />
consequently a lower total fuel<br />
burn which, in turn, cuts the<br />
amount of CO 2<br />
emissions.<br />
Since then the generic design<br />
has been progressively developed,<br />
and the later vessels have<br />
the type number UT776 CD,<br />
indicating that they meet Clean<br />
Design class rules for minimum<br />
emissions to water or air.<br />
The first CD variant was delivered<br />
in 2008. To date five UT<br />
776 supply vessels have been<br />
delivered, with a further three<br />
currently on order. In the case<br />
of E.R. <strong>Schiff</strong>ahrt Rolls-Royce<br />
says it came up with a version<br />
of the UT 776 CD that, among<br />
other things, can stay in port<br />
without running generators<br />
for electrical supply, reducing<br />
noise and emissions. Various<br />
technical solutions were adopted<br />
to provide additional redundancy.<br />
Last but not least, E.R.<br />
Athina is the first UT 776 CD to<br />
implement the latest advance<br />
in navigation techno logy, the<br />
Rolls-Royce Icon DPII dynamic<br />
positioning system.<br />
E.R. Athina, like its sister ship, is<br />
93m long with a beam of 20m<br />
and a cargo deck area of about<br />
1,030m 2 . The deadweight is approximately<br />
4,000 tonnes, of<br />
which about 3,000 tonnes can<br />
be carried on deck. It can carry<br />
pipes, liquid cargo, and dry<br />
bulk. Tanks are provided for<br />
fuel, water ballast, fresh water,<br />
drill water, mud, brine, methanol,<br />
base oil and special products.<br />
The bulk handling system<br />
has a capacity of 300m 3 . Accommodation<br />
is provided for a<br />
total of 25 people, and the ship<br />
has Comfort V(3) class notation,<br />
showing that very low levels<br />
of noise and vibration levels<br />
have been achieved, providing<br />
good living conditions for the<br />
crew. E.R. Athina is equipped<br />
with fire pumps and monitors<br />
to FiFi1 standard and has oil<br />
spill recovery capability according<br />
to DNV OILREC class.<br />
Rolls-Royce AZP-series thrusters<br />
with their streamlined shape<br />
and pulling propellers have<br />
shown themselves to be well<br />
suited for supply vessel propulsion,<br />
and E.R.Athina is fitted<br />
with two AZP 120 units each<br />
handling 2,500kW in a diesel<br />
electric system. They have CP<br />
propellers and variable frequency<br />
drive motors, and for<br />
manoeuvring and station-keeping<br />
are assisted by two 883kW<br />
tunnel thrusters and a swing-up<br />
azimuth thruster of the same<br />
power at the bow. Four Bergen<br />
C25:33L6A generator sets provide<br />
a total of 6,960kW at 690V.<br />
One merit of the diesel electric<br />
system is that only the actual<br />
number of engines required to<br />
supply the load need to be running,<br />
and they can be operated<br />
at the most efficient part of their<br />
load range, saving wear and tear<br />
and reducing emissions.<br />
The second vessel, E.R.<br />
Georgina, is scheduled for delivery<br />
in April <strong>2010</strong>.<br />
16 Ship & Offshore | <strong>2010</strong> | N o 2
OFFSHORE & MARINE TECHNOLOGY | NEW BUILDING<br />
Two offshore support<br />
vessels for E.R. <strong>Schiff</strong>ahrt<br />
ROLLS-ROYCE UT 776 CD |<br />
E.R. Athina and E.R. Georgina<br />
are the two latest offshore vessels<br />
to the Rolls-Royce UT 776<br />
CD design, built by STX Europe<br />
in Brevik, Norway, and tailored<br />
to suit the requirements of their<br />
owner E.R. <strong>Schiff</strong>ahrt.<br />
The UT 776 CD belongs to<br />
the UT 77X Rolls-Royce family<br />
of platform supply vessels,<br />
the first of which to be built<br />
was the UT 776 E Island Champion,<br />
delivered in 2006 from<br />
the Norwegian shipyard Aker<br />
Yards-Brevik. The ‘E’ suffix denotes<br />
diesel-electric propulsion.<br />
At the time the design<br />
was characterised by the chief<br />
designer as the next generation<br />
of platform supply vessels<br />
from Rolls-Royce. It is designed<br />
and equipped by Roll-Royce to<br />
provide its owner and charterers<br />
with a vessel that is economical<br />
to operate, extremely<br />
effective at carrying out its<br />
tasks and which provides a safe<br />
environment for its crew. A<br />
clear requirement has been to<br />
make working and living conditions<br />
on board as safe and<br />
comfortable as possible. The<br />
design has been tailored so<br />
that cargo is carried as near the<br />
point of minimum motion as<br />
is feasible, on a working deck<br />
with high and protective bulwarks.<br />
Stabilising tanks above<br />
the main deck provide optimal<br />
roll reduction and also form<br />
a safety buffer between the<br />
working deck and the superstructure,<br />
reducing the risk of<br />
injury or damage from swinging<br />
crane loads. The hullform<br />
is optimised for low resistance<br />
in the required 10-16<br />
knot speed range in all normal<br />
North Sea weather conditions.<br />
The E.R. Athina owned by<br />
E.R <strong>Schiff</strong>ahrt<br />
E.R. Athina is the first UT 776<br />
CD to implement the Rolls-<br />
Royce Icon DPII dynamic<br />
positioning system<br />
A bulb bow is combined with<br />
well vee’d sections aft to provide<br />
hull lines that are not only<br />
easily propelled in any sea condition<br />
but have low motions.<br />
Reduced hull resistance is reflected<br />
in less use of power and<br />
consequently a lower total fuel<br />
burn which, in turn, cuts the<br />
amount of CO 2<br />
emissions.<br />
Since then the generic design<br />
has been progressively developed,<br />
and the later vessels have<br />
the type number UT776 CD,<br />
indicating that they meet Clean<br />
Design class rules for minimum<br />
emissions to water or air.<br />
The first CD variant was delivered<br />
in 2008. To date five UT<br />
776 supply vessels have been<br />
delivered, with a further three<br />
currently on order. In the case<br />
of E.R. <strong>Schiff</strong>ahrt Rolls-Royce<br />
says it came up with a version<br />
of the UT 776 CD that, among<br />
other things, can stay in port<br />
without running generators<br />
for electrical supply, reducing<br />
noise and emissions. Various<br />
technical solutions were adopted<br />
to provide additional redundancy.<br />
Last but not least, E.R.<br />
Athina is the first UT 776 CD to<br />
implement the latest advance<br />
in navigation techno logy, the<br />
Rolls-Royce Icon DPII dynamic<br />
positioning system.<br />
E.R. Athina, like its sister ship, is<br />
93m long with a beam of 20m<br />
and a cargo deck area of about<br />
1,030m 2 . The deadweight is approximately<br />
4,000 tonnes, of<br />
which about 3,000 tonnes can<br />
be carried on deck. It can carry<br />
pipes, liquid cargo, and dry<br />
bulk. Tanks are provided for<br />
fuel, water ballast, fresh water,<br />
drill water, mud, brine, methanol,<br />
base oil and special products.<br />
The bulk handling system<br />
has a capacity of 300m 3 . Accommodation<br />
is provided for a<br />
total of 25 people, and the ship<br />
has Comfort V(3) class notation,<br />
showing that very low levels<br />
of noise and vibration levels<br />
have been achieved, providing<br />
good living conditions for the<br />
crew. E.R. Athina is equipped<br />
with fire pumps and monitors<br />
to FiFi1 standard and has oil<br />
spill recovery capability according<br />
to DNV OILREC class.<br />
Rolls-Royce AZP-series thrusters<br />
with their streamlined shape<br />
and pulling propellers have<br />
shown themselves to be well<br />
suited for supply vessel propulsion,<br />
and E.R.Athina is fitted<br />
with two AZP 120 units each<br />
handling 2,500kW in a diesel<br />
electric system. They have CP<br />
propellers and variable frequency<br />
drive motors, and for<br />
manoeuvring and station-keeping<br />
are assisted by two 883kW<br />
tunnel thrusters and a swing-up<br />
azimuth thruster of the same<br />
power at the bow. Four Bergen<br />
C25:33L6A generator sets provide<br />
a total of 6,960kW at 690V.<br />
One merit of the diesel electric<br />
system is that only the actual<br />
number of engines required to<br />
supply the load need to be running,<br />
and they can be operated<br />
at the most efficient part of their<br />
load range, saving wear and tear<br />
and reducing emissions.<br />
The second vessel, E.R.<br />
Georgina, is scheduled for delivery<br />
in April <strong>2010</strong>.<br />
16 Ship & Offshore | <strong>2010</strong> | N o 2
OFFSHORE & MARINE TECHNOLOGY | INDUSTRY NEWS<br />
41 st OTC in Houston<br />
OFFSHORE TECHNOLOGY<br />
CONFERENCE | The OTC,<br />
founded in 1969, is the world’s<br />
foremost event for the development<br />
of offshore resources in<br />
the areas of drilling, exploration,<br />
production and environmental<br />
protection. It is held<br />
annually at Reliant Center in<br />
Houston, Texas and attracts<br />
more than 65,000 visitors and<br />
2,000 exhibiting companies<br />
from over 120 countries.<br />
The exhibition is accompanied<br />
by a highly sophisticated<br />
conference. At this year’s OTC,<br />
which is taking place between<br />
the 3 rd and the 6 th of May, <strong>2010</strong>,<br />
the technical program includes<br />
about 150 papers presented in<br />
more than 25 sessions, comprising<br />
industry and topical<br />
breakfasts.<br />
The German pavilion<br />
Germany’s attendance<br />
Amongst the participating<br />
countries, Germany has traditionally<br />
been one of the largest<br />
national groups attending<br />
OTC in Houston presenting<br />
their offshore solutions which<br />
are among the world’s top technologies<br />
in many specialised<br />
sectors. This year, more than 60<br />
German companies will be attending<br />
this leading exhibition<br />
and conference for offshore<br />
technologies. Most of the firms<br />
will present themselves at the<br />
official German pavilion, supported<br />
by the Federal Ministry<br />
of Economics and Technology<br />
and the German Engineering<br />
Federation VDMA – Marine and<br />
Offshore Equipment Industries.<br />
Germany as major global exporter<br />
of high-tech marine equipment<br />
is suffering from the current<br />
slump in world merchant<br />
shipbuilding and the offshore<br />
sector is becoming increasingly<br />
important as a future-oriented<br />
area of activity. At OTC <strong>2010</strong>,<br />
German companies will present<br />
a new comprehensive directory<br />
“German Offshore Equipment”<br />
which covers the full range of<br />
German companies offering<br />
equipment and services for the<br />
global offshore market.<br />
Perspectives For the coming<br />
years, Houston-based Offshore<br />
Technology Conference will be<br />
adding two new conferences to<br />
its portfolio of events.<br />
OTC’s new Arctic Technology<br />
Conference (ATC) will address<br />
the technologies and innovative<br />
practices needed for exploration<br />
and production in<br />
the Arctic. The first ATC will<br />
be held in February 2011 in<br />
Houston.<br />
The OTC Brazil will focus on<br />
technical advances, challenges<br />
and opportunities for the deepand<br />
ultra deepwater offshore<br />
activities. The inaugural event<br />
for this biennially exhibition<br />
will take place in Rio de Janeiro<br />
in October 2011.<br />
Contract for Mobile Offshore Application Barge<br />
OFFSHORE WIND | Keppel<br />
Verolme BV and consortium<br />
partner AREVA Energietechnik<br />
GmbH, a German<br />
subsidiary of French energy<br />
company AREVA, have secured<br />
a EUR 62 million contract<br />
from Wetfeet Offshore<br />
Windenergy GmbH to build<br />
a Mobile Offshore Application<br />
Barge (MOAB) for a new<br />
offshore wind farm in the<br />
North Sea. This self-erecting<br />
floating platform will be deployed<br />
at the Global Tech I<br />
Wind Farm that is being built<br />
and operated by Wetfeet Offshore.<br />
MOAB will host the<br />
transformers and high voltage<br />
switchgears to collect and<br />
convert electricity generated<br />
by the wind turbines for delivery<br />
to Germany’s national<br />
power grid. It is also equipped<br />
with critical control systems<br />
to serve as a backup power<br />
supply for the wind farm in<br />
case of emergencies.<br />
The Global Tech I wind farm<br />
will be located about 110km<br />
northwest of Cuxhaven in the<br />
German Exclusive Economic<br />
Zone in the North Sea consisting<br />
of 80 5-MW-class wind<br />
turbines. When fully operational<br />
in 2013, this wind farm<br />
will be capable of generating<br />
some 1.4 billion kWh of electrical<br />
energy annually, supplying<br />
approximately one million<br />
people with clean energy. It is<br />
also expected to help cut some<br />
1.2 million tons of carbon dioxide<br />
emissions each year.<br />
This Mobile Offshore Application<br />
Barge will be built for a<br />
new offshore wind farm in<br />
the German Exclusive Economic<br />
Zone in the North Sea<br />
MOAB will provide permanent<br />
accommodation for up<br />
to 32 personnel operating the<br />
wind farm. By serving both<br />
energy transmission and<br />
wind farm maintenance functions,<br />
MOAB aims to help to<br />
enhance the operational reliability<br />
and efficiency of Global<br />
Tech I.<br />
Keppel Verolme will carry<br />
out the detailed engineering<br />
and construction work on<br />
this new platform designed<br />
by Hamburg based company<br />
Overdick GmbH & Co, while<br />
AREVA designs, fabricates<br />
and installs the transformers<br />
and other high voltage equipment.<br />
The vessel is targeted<br />
for completion in the fourth<br />
quarter of 2011.<br />
18 Ship & Offshore | <strong>2010</strong> | N o 2
ESCO ANTRIEBSTECHNIK GMBH<br />
+49.2241.48070<br />
eucaro@eucaro.de<br />
13355 Berlin, Germany<br />
www.evologics.de<br />
info@evologics.de<br />
45128 Essen, Germany<br />
www.ferrostaal-piping.com<br />
piping.gmbh@ferrostaal.com<br />
+49.201.8181798<br />
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www.shipandoffshore.net<br />
www.dvvmedia.com<br />
GERMAN OFFSHORE EQUIPMENT DIRECTORY<br />
<strong>2010</strong><br />
German<br />
Offshore Equipment<br />
E<br />
EAGLE BURGMANN GERMANY<br />
GMBH & CO. KG<br />
82515 Wolfratshausen, Germany<br />
EDUR-PUMPENFABRIK<br />
EDUARD REDLIEN GMBH & CO. KG<br />
24113 Kiel, Germany<br />
EHA SPEZIALMASCHINENBAU GMBH<br />
35239 Steffenberg, Germany<br />
Exploration<br />
ration<br />
Dri Dri ling ling<br />
EquipmentEququipment<br />
We We l Equipment<br />
Process / Production Equipment<br />
Power Supply<br />
Propulsion Systems<br />
Auxiliary Systems<br />
Operation Systems<br />
■<br />
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Instruments / Control<br />
Environmental Protection<br />
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Safety Equipment / Systems<br />
Materials / Components<br />
Corrosion / Abrasion Control<br />
Accommodation Outfit<br />
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Tools<br />
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79689 Maulberg, Germany<br />
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www.esco-antriebstechnik.de<br />
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If your copy is missing, please<br />
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FHF FUNKE + HUSTER FERNSIG GMBH<br />
45478 Muelheim/Ruhr, Germany<br />
FIVE OCEANS SERVICES GMBH<br />
26789 Leer, Germany<br />
www.fiveoceansservices.com<br />
info@fiveoceansservices.com<br />
+49.491.912430<br />
FLOTTWEG AG<br />
84137 Vilsbiburg, Germany<br />
FRAUNHOFER IBMT<br />
66386 St. Ingbert, Germany<br />
FREUDENBERG FILTRATION<br />
TECHNOLOGIES KG<br />
69465 Weinheim, Germany<br />
G<br />
GABLER MASCHINENBAU GMBH<br />
23568 Luebeck, Germany<br />
www.gabler-maschinenbau.de<br />
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+49.451.31090<br />
GEA WESTFALIA SEPARATOR GMBH<br />
59302 Oelde, Germany<br />
C. OTTO GEHRCKENS GMBH & CO. KG<br />
25421 Pinneberg, Germany<br />
www.cog.de<br />
info@cog.de<br />
+49.4101.50020<br />
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OFFSHORE & MARINE TECHNOLOGY | OIL & GAS<br />
Subsea boosting for oil<br />
and gas projects<br />
MULTIPHASE PUMPS Multiphase boosting is not only pumping liquid and gas, it is a complex<br />
and sometimes sensitive process. Production improvement and process control are the main<br />
advantages of this technology. Vertical twin-screw multiphase pumps with improved dry run<br />
capability can be installed in series and provide more than 200 bar boost pressure.<br />
Axel Jäschke<br />
Multiphase, according<br />
to the general understanding<br />
in the<br />
oil and gas community, is the<br />
oil-water-gas mixture coming<br />
with the natural untreated<br />
well production. Uncertainties<br />
in the production data,<br />
slugflow in pipelines and fast<br />
variations in pressure and<br />
fluid composition are part<br />
hereof.<br />
As soon as a significant<br />
amount of gas is involved,<br />
separation effects in the flowlines<br />
have to be considered.<br />
Consequently the Multiphase<br />
Pump (MPP) has to be<br />
designed for slugflow conditions.<br />
In general multiphase<br />
pumps can be divided into<br />
three groups with its own<br />
technical requirements:<br />
gas tolerant liquid booster<br />
– 0% to 30% gas – typically<br />
only applicable direct<br />
downstream of separators or<br />
Pressure at<br />
MPP inlet<br />
p out<br />
p in<br />
Gas + Oil<br />
Flow<br />
Oil Production<br />
GOR = constant<br />
Fig. 2: Process diagram<br />
inside long crude-oil transfer<br />
pipelines,<br />
multiphase pump – up to<br />
100% gas temporary – downstream<br />
well and upstream separator,<br />
wet gas compressor – 99%<br />
to 100% gas continuously but<br />
with the risk of slugflow (water<br />
or condensate) – typically<br />
downstream gas wells.<br />
In all cases the MPP shall be<br />
able to transport the liquidgas<br />
mixture against the full<br />
pipeline backpressure without<br />
interruption of the flow.<br />
Bornemann provides the patented<br />
solution of internal<br />
liquid (product liquid phase)<br />
separation and recirculation<br />
of a small percentage of liquid<br />
back to MPP inlet, preventing<br />
MPP rotors running<br />
completely dry.<br />
Separation and liquid storage<br />
inside the MPP discharge<br />
casing is vital for the Multi-<br />
natural production<br />
Pipeline<br />
Performance<br />
potential<br />
production<br />
Fig. 1: Vertical high pressure<br />
subsea pump<br />
Actual Volume Flow (Oil+Gas)<br />
at MPP inlet<br />
Phase Mixture (MP) boosting<br />
process.<br />
Improvement of oil<br />
production<br />
Each reservoir has its own<br />
optimal production characteristic<br />
in regard to oil production,<br />
gas production and<br />
water-cut minimization.<br />
The graphic (fig. 2) explains<br />
the production task of multiphase<br />
pumps. The oil production<br />
(orange curve) of<br />
wells typically follows a<br />
certain known production<br />
profile, depending on the<br />
wellhead back-pressure. At<br />
a certain wellhead pressure<br />
the flow velocity in the well<br />
is too low to transport the<br />
liquid to surface. The well<br />
might be “dead” or only gas<br />
is coming.<br />
If the well is closed, after<br />
some time the wellhead shutin<br />
pressure will build up.<br />
The shut-in pressure can be<br />
very high compared to the<br />
production pressure. There<br />
is an optimal oil production<br />
at a certain pressure which<br />
is fluctuating with the time.<br />
Too low pressure draw down<br />
might lead to non-optimal<br />
production rates and damages<br />
in the reservoir.<br />
Together with the oil the associated<br />
gas is produced –<br />
the relation between oil and<br />
gas typically is given in GOR<br />
(gas-oil ratio at standard conditions).<br />
Because the gas is expanding<br />
with the pressure going<br />
down, the total production<br />
curve is expanding to higher<br />
flow rates (brown curve) at<br />
20 Ship & Offshore | <strong>2010</strong> | N o 2
lower system and pump inlet<br />
pressures.<br />
The well is producing into a<br />
pipeline system. The pipeline<br />
backpressure (blue curve) on<br />
the production is defined by<br />
any static backpressure on<br />
the pipeline (geodetic height,<br />
separator pressure, etc.) plus<br />
pressure losses depending on<br />
the medium flowing through<br />
the pipeline.<br />
The equilibrium between<br />
well and pipeline performance<br />
(crossing of blue and<br />
brown curve) defines the natural<br />
production (depending<br />
on choke setting, etc.).<br />
During the first years chokes<br />
might control the perfect balancing<br />
between production<br />
and backpressure. By and by<br />
the reservoir is depleting and<br />
the producing well pressure<br />
is declining. Additional wells<br />
might be connected to the<br />
pipeline system, which can<br />
lead to higher pipeline backpressure<br />
on the well.<br />
At this moment the installation<br />
of multiphase boosting<br />
pumps (red arrow) helps to<br />
control the well pressure for<br />
best production. The pump<br />
now unloads well performance<br />
characteristics from<br />
pipeline behaviour.<br />
Twin screw pumping<br />
technology<br />
The Bornemann MPPs are<br />
twin-screw pumps. Within<br />
these pumps two synchronized<br />
rotors are intermeshing<br />
and forming closed chambers<br />
between the rotor-screwflanks<br />
and the surrounding<br />
casing insert (liner). Whatever<br />
enters into the chamber<br />
at screw inlet will be moved<br />
to the outlet.<br />
Pump capacity depends on<br />
rotor diameter, pitch of the<br />
rotor screws and finally the<br />
pump speed.<br />
There is no contact between<br />
screws and liner. Consequently<br />
there will be a gap<br />
between the pumping elements<br />
and therefore a certain<br />
internal backflow (slippage)<br />
from pump discharge back to<br />
pump suction.<br />
At any time the Bornemann<br />
internal separation and recirculation<br />
ensures enough<br />
liquid at the rotors to keep<br />
the gaps sealed with liquid<br />
and therefore the pump performance<br />
is independent on<br />
gas content.<br />
The rotors are “engineered<br />
rotors”. Shaft and screws can<br />
be made from materials,<br />
best suitable for the task and<br />
the pumping process. Heat<br />
treatments and coatings can<br />
be done separately without<br />
influencing the shaft properties.<br />
DPC – Double Pressure<br />
Compensated Pump<br />
The Bornemann Subsea<br />
Boost er (SMPC) is the consequent<br />
further development<br />
of the subsea MPP and the<br />
heavy duty topside Multiphase<br />
Pump type MPC.<br />
The new Double-Pressure-<br />
Compensated (DPC) pump<br />
design provides the basis for<br />
the new subsea MPPs – the<br />
SMPC series 4.1. It ba- <br />
for all weather conditions<br />
Fig. 3: Sectional drawing of twin-screw pump<br />
www.stxeurope.com
OFFSHORE & MARINE TECHNOLOGY | OIL & GAS<br />
sically consists of two main<br />
components:<br />
the pressure casing, rated<br />
for water depths and process<br />
pressure,<br />
the pump-motor-module,<br />
including all rotating equipment.<br />
The pump-motor-module is<br />
built up from the approved<br />
SMPC pump cartridge and<br />
a simplified electrical motor<br />
cartridge. Power transmission<br />
from motor to pump can be<br />
achieved by a conventional<br />
mechanical coupling. Optionally<br />
a hydraulic torque and<br />
speed converter can be used.<br />
The total cartridge – except<br />
the pumping chambers – is<br />
filled with pressurized lube<br />
oil – the barrier fluid. The<br />
pressure of the lube oil is permanently<br />
controlled and adjusted<br />
to provide to the mechanical<br />
seals best operating<br />
conditions (constant pressure<br />
over the seal).<br />
Consequently the casing of<br />
the pump-motor-module is<br />
fully pressure compensated<br />
against the pump discharge<br />
pressure which is inside the<br />
pressure casing.<br />
The pump-motor-module<br />
will be inserted into the pressure<br />
casing by avoiding all<br />
sensitive interfaces between<br />
pressure casing and pumpmotor-module.<br />
Deflections,<br />
deformations, mechanical<br />
stress etc. from the casing will<br />
not been transmitted to the<br />
pump-motor-module.<br />
The casing is designed according<br />
to the actual requirements.<br />
Different materials<br />
water depth<br />
process pressure<br />
coupling<br />
pump discharge<br />
discharge pressure + 10 bar<br />
electrical liquid filled motor<br />
pump inlet<br />
Fig. 4: Principal drawing of double pressure compensated pump design<br />
can be used, coating from inside<br />
could be done, composite<br />
material might be applied.<br />
The pressure casing is a geometrical<br />
simple “separator<br />
style” pressure vessel. Therefore<br />
it provides good separation<br />
and liquid hold up capabilities<br />
– required for reliable<br />
multiphase operation.<br />
The DPC design also allows<br />
the vertical installation of<br />
the MPP. The diameter of the<br />
pump can be minimized –<br />
still providing sufficient separation<br />
and liquid hold up volume<br />
for multiphase-service.<br />
Fig: 5: Subsea boosting system<br />
pump inlet pressure<br />
pump discharge pressure<br />
barrier fluid pressure<br />
Pump performance<br />
The pump capacity at a certain<br />
speed is not much influenced<br />
by the differential pressure<br />
over the pump. There is a<br />
certain backflow from pump<br />
discharge to pump suction<br />
through the gaps between rotors<br />
and casing. The backflow<br />
depends mainly on viscosity<br />
and differential pressure.<br />
By speed variation a wide capacity<br />
range at full pres sure<br />
head (differential pres sure)<br />
can be provided, 10% to<br />
120% of the nominal capacity<br />
is typical.<br />
The achievable differential<br />
pressure is limited by the mechanical<br />
load on the rotor.<br />
Differential pressure of up<br />
to 100 bar in high viscous liquid<br />
service with up to 20%<br />
gas and good efficiency is<br />
standard today on twin-screw<br />
pipeline transfer pumps.<br />
Special designed high pressure<br />
multiphase rotors also<br />
allow for pressure build up of<br />
100 bar without influence on<br />
the rotor integrity in full gas<br />
service – but at high gas the<br />
efficiency will be limited.<br />
Rotors, designed for higher<br />
capacity are limited in pressure<br />
head due to the fact that<br />
the maximal allowable shaft<br />
power within one frame size<br />
remains constant over all<br />
available rotor designs.<br />
High differential pressure<br />
booster systems<br />
For subsea applications more<br />
often very high boost pressures<br />
will be required to overcome<br />
the water depth while<br />
the wellhead pressures shall<br />
be reduced to its limits.<br />
Practically this will require<br />
multiphase pumps or gas tolerant<br />
liquid boosters being<br />
able to increase the production<br />
pressure from almost<br />
0 bar up to 200 to 300 bar.<br />
The Bornemann solution<br />
is the installation of two or<br />
more multiphase pumps in<br />
series. The first is controlling<br />
the system inlet pressure<br />
and providing a certain precompression.<br />
The second<br />
pump is controlling the outlet<br />
pressure of the first pump<br />
by speed variation – picking<br />
up the compressed volume<br />
flow at the outlet of the first<br />
stage MPP at the required<br />
pressure – and overcomes the<br />
remaining pipeline backpressure.<br />
Each single pump is operating<br />
with a better efficiency and<br />
the total power consumption<br />
will be significant reduced.<br />
On the Abu Dhabi project<br />
the total power requirement<br />
could be reduced from 1 MW<br />
for the single pump concept<br />
to 500 kW (2 x 250 kW) for<br />
the finally selected serial installation.<br />
The author:<br />
Axel Jäschke, Head of<br />
Research Department,<br />
Joh. Heinr. Bornemann<br />
GmbH, Obernkirchen,<br />
Germany<br />
22 Ship & Offshore | <strong>2010</strong> | N o 2
Regasification<br />
HAMWORTHY | New technology<br />
based on an intermediate<br />
closed propane loop that uses<br />
seawater as the heating medium<br />
for vaporising LNG has<br />
been delivered to Golar LNG’s<br />
138,000m 3 LNG floating storage<br />
and regasification unit<br />
(FSRU) Golar Winter.<br />
Two skids to be operated in<br />
parallel at full regasification<br />
capacity of 14 million Sm 3 /day<br />
at 120 bar, equivalent to 460<br />
tonnes/hr, have been tested.<br />
The intermediate propane circuit<br />
between seawater and LNG<br />
is applied to avoid freezing. As<br />
it is based on seawater, heating<br />
the equipment has a high<br />
level of efficiency and therefore<br />
requires less fuel and operating<br />
cost to regasify the LNG than<br />
steam-based systems. For Hamworthy,<br />
this is a milestone in<br />
the introduction of new technology<br />
to the offshore market.<br />
The capacity per skid is 7 million<br />
Sm 3 /day; outlet pressure is<br />
103 bar and outlet temperature<br />
up to 6°C. Two skids will be<br />
used during nominal send-out,<br />
with a third on standby. Each<br />
70-tonne skid is 10.5m long,<br />
6.1m wide, 8m high, and contains<br />
the required pumps, motors,<br />
heat exchangers, instrumentation<br />
and control systems<br />
to provide the required capacity.<br />
The equipment is designed<br />
for marine installations and<br />
cryogenic working conditions<br />
and can handle large variations<br />
in send-out capacity.<br />
Chartered by Petrobas, Golar<br />
Winter is part of an LNG import<br />
project in Guanabara Bay,<br />
Brazil. LNG carriers will tranship<br />
their cargoes to the FSRU,<br />
which will then send gas to an<br />
onshore gas grid through a subsea<br />
pipeline.<br />
Golar Winter was built as an<br />
LNG carrier in 2004, and converted<br />
into an FSRU by Keppel<br />
Shipyard in Singapore. After<br />
leaving the Keppel yard , Golar<br />
Winter collected a cargo of LNG<br />
in Trinidad en-route to Petrobras’s<br />
Pecem Terminal, Brazil.<br />
Initial commissioning and testing<br />
began in Pecem before the<br />
vessel departed for Petrobras’s<br />
Rio terminal for a further period<br />
of testing.<br />
Hamworthy’s next onboard vaporiser<br />
system commissioned is<br />
on the 145,000m 3 LNG shuttle<br />
regasification vessel (SRV) Suez<br />
Neptune, delivered in December<br />
2009 by Samsung Heavy Industries.<br />
The vessel went on to pick<br />
up an LNG cargo in Trinidad<br />
and is undergoing regasification<br />
tests off Boston, Massachusetts.<br />
Suez Neptune is to be followed<br />
by a second Neptune SRV, Suez<br />
Cape Ann, to be delivered in the<br />
second quarter of <strong>2010</strong>. Both<br />
SRVs are for Höegh LNG.<br />
SRVs are designed to transport<br />
and store LNG, then vaporise<br />
it into natural gas that can be<br />
sent ashore by subsea pipeline.<br />
Hamworthy is supplying<br />
three regasification skids per<br />
ship. Each ship set will have<br />
a regasification capacity of<br />
210 tonnes/ hr of LNG with<br />
send-out pressure of 115 bar.<br />
supply industry | offshore wind energy<br />
maritime logistics | marine technology<br />
04-06 May <strong>2010</strong><br />
10:00 to 18:00<br />
www.baltic-future.com<br />
Partner Region <strong>2010</strong><br />
West Pommerania – Poland<br />
Rostock<br />
The international Trade Fair BalticFuture is the perfect<br />
platform for the innovative maritime industries<br />
to generate Business Contacts and to expand your<br />
networks.<br />
The Fair: More than 100 Exhi bitors from Industry,<br />
Science, Research and Public Institutions present<br />
their products to the professional visitors.<br />
Contact-Event: B2B@BalticFuture means High-End-<br />
Networking. Meet interesting business partners in<br />
pre-arranged appointments.<br />
Supporting Program: During the fair you can<br />
engross your professional interests in seminars<br />
and workshops.<br />
Foreign Trade Forum of the German Association for Small and Medium-sized<br />
Businesses | Economic Presentation of the Wojewodschaft Westpommerania |<br />
2nd Conference of the Logistic Industry | Wind-Energy-Day | Product Presentations<br />
at the Fair Stage | Innovative visions for the Maritime Navigation and<br />
Logistics | Workshop on Intelligent Marine Technology of the 21st century<br />
further information at www.baltic-future.com<br />
The regasification plant onboard Golar Winter<br />
Organized by: Rostocker Messeund<br />
Stadthallengesellschaft mbH<br />
Ship & Offshore | <strong>2010</strong> | N o 2 23<br />
RMSG_09_1644_BaFu_Anz_89x251_hel1 1<br />
12.03.<strong>2010</strong> 13:48:58 Uhr
OFFSHORE & MARINE TECHNOLOGY | MINING<br />
Sub-sea diamond mining<br />
AIR LIFT DRILLING Since the middle of the past century an increasing demand on known and<br />
estimated resources has triggered a search for raw materials in the depths of the oceans.<br />
Especially diamonds discovered on the seabed of the Atlantic Ocean on the western coast of<br />
South Africa and Namibia makes mining feasible due to their high value.<br />
Raw material can be found<br />
in many ocean regions.<br />
Manganese nodules and<br />
cobalt-rich crusts were discovered<br />
in the Pacific and hot orebearing<br />
slurries were found in<br />
the valleys of the Red Sea.<br />
In the Southern Pacific, goldbearing<br />
massive sulphides were<br />
discovered adjacent to defunct<br />
cooled down black smokers.<br />
About 35 years ago large-scale<br />
industrial production was developed<br />
for manganese nodules<br />
and to a minor extent tested<br />
in practice. A complete breakdown<br />
in raw material prices in<br />
the early eighties stopped all activities<br />
for economic reasons.<br />
However, diamonds discovered<br />
on the seabed of the Atlantic<br />
Ocean on the western coast<br />
of South Africa and Namibia<br />
made mining feasible due to<br />
their high value.<br />
Millions of years ago, these<br />
diamonds were formed<br />
through volcanic activities<br />
in the kimberlitic pipes and<br />
dikes of Lesotho, Botswana<br />
and the present area of Kimberly,<br />
South Africa.<br />
Due to long-term erosion over<br />
several hundred thousand<br />
years, diamonds were uncovered<br />
from the kimberlite carrier<br />
bed and washed along with<br />
huge amounts of sediments<br />
via the Gariep (Oranje), Vaal<br />
and Buffels rivers into the<br />
ocean. Initially, the diamonds<br />
were deposited close to the<br />
river mouth, but later distributed<br />
over large surface areas in<br />
the Atlantic by the Benguela<br />
current flowing along the west<br />
to north coast.<br />
This arduous transportation<br />
method was survived only by<br />
the hardest and purest diamonds<br />
and is why the percentile<br />
of high-value jewellery diamonds<br />
found in the present<br />
off-shore mining operations is<br />
high – almost 90 percent.<br />
Offshore diamond mining was<br />
originally carried out by divers<br />
operating small fishing boats<br />
at depths of up to 35 metres in<br />
coastal areas. By using 4” suction<br />
hoses, the divers sucked<br />
the loose sediment from the<br />
seabed and conveyed them<br />
upwards. Subsequently, all<br />
the material was transported<br />
to a stationary separation unit<br />
onshore where the diamonds<br />
were further away and graded.<br />
As larger diamond deposits<br />
were found farther from<br />
the coast, in water depths of<br />
up to 200 metres, it became<br />
necessary to develop special<br />
production systems for sustainable<br />
large-scale industrial<br />
diamond mining.<br />
One of the five De Beers Marine diamond mining ships. They are all equipped with Aker Wirth airlift drilling systems<br />
24 Ship & Offshore | <strong>2010</strong> | N o 2
Special vertical drilling<br />
system by Aker Wirth<br />
Diverse systems were tested<br />
by various international mining<br />
and drilling suppliers.<br />
Finally, Aker Wirth’s special<br />
air-lift vertical drilling system,<br />
mounted on a marine vessel<br />
prevailed as an economic and<br />
productive system.<br />
In areas where crawlers,<br />
dredging or comparable<br />
drilling systems had already<br />
operated, the application of<br />
this system increased the diamond<br />
production by up to 70<br />
percent in the second mining<br />
campaign.<br />
Another advantage of the vertical<br />
mining systems is the<br />
universal applicability even<br />
on the roughest seabed surface<br />
where horizontal mining<br />
systems such as crawlers are<br />
unable to operate.<br />
The mining vessel is positioned<br />
utilising four anchor<br />
lines in conjunction with a<br />
satellite positioning system.<br />
The drill bit is lowered using<br />
flanged pipes through a moon<br />
pool down to the seabed.<br />
The drill-bit has a diameter<br />
of approximately seven metres<br />
and the flanged pipe has<br />
an inner diameter of 600 mm<br />
and is supplied in lengths of<br />
nine metres per section. The<br />
complete hydraulic drive unit<br />
for the drill pipe is installed<br />
in the drilling mast (approximately<br />
35 m high) on the vessel<br />
and is suspended by two<br />
hydraulic cylinders with a<br />
stroke length of 12 metres.<br />
Two universal joints in the<br />
above-surface drill string<br />
protect the drill string from<br />
becoming damaged and deformed,<br />
through bending,<br />
caused by vessel movements<br />
of up to 10° (roll and pitch).<br />
The heave compensator beam<br />
which carries the complete<br />
hanging drill equipment load<br />
while compensating for wave<br />
motion to a maximum vertical<br />
vessel movement of up<br />
to six metres within a 13 second<br />
period is fitted above the<br />
stabiliser beam which is arranged<br />
between the two universal<br />
joints.<br />
The suspended drilling equipment,<br />
without the complete<br />
drill string, has a total weight<br />
of 125 tons. A discharge bend<br />
(called the spout) which can<br />
accommodate the full flushing<br />
volume, is installed on<br />
the heave compensator beam.<br />
The air-lift material along<br />
with the flushing water is then<br />
discharged into a spiral-type<br />
de-aeration bin from where<br />
it is transported into the diamond<br />
processing plant.<br />
The drilling system is<br />
equipped with a combined,<br />
vertical pipe storage and pipe<br />
handling system for storage<br />
and installation of the drill<br />
pipe.<br />
Aker Wirth airlift drilling<br />
system<br />
Heavy duty drive system for the 6.8m drill bit with heave<br />
motion compensating system which allows operations in<br />
sea-conditions with waves up to 6m high<br />
Principles of air-lift vertical<br />
drilling<br />
The drill bit is rotated by the<br />
power swivel via the drill<br />
pipe; this action loosens the<br />
material on the sea-bed. Simultaneously,<br />
compressed<br />
air is injected closely above<br />
the drill bit into the drill pipe.<br />
This air is supplied through<br />
the pressure line mounted<br />
outside along the drill pipe,<br />
via the drive unit designated<br />
air swivel.<br />
Once inside the drill pipe,<br />
the compressed air expands<br />
as it rises. The specific weight<br />
inside the drill pipe is reduced<br />
just above the air injection<br />
opening. Due to the<br />
higher outside pressure, water<br />
now flows in under pressure<br />
through the bit channel<br />
opening on the sea-bed, and<br />
rises together with the compressed<br />
air. A very high conveying<br />
speed is achieved in<br />
the water that sucks the material<br />
loosened by the drill bit,<br />
ensuring its transport up to<br />
the separation system on the<br />
vessel deck.<br />
Consequently, the utilisation<br />
of a pump, sensitive to wear<br />
and clogging, is not necessary.<br />
The air-lift procedure is a safe<br />
and powerful conveying system<br />
transporting up to 3500 m3<br />
solids per day when operat ing<br />
for a 24 hour period.<br />
Nine compressors with<br />
1,700 kW drive power in total<br />
ensure sufficient compressed<br />
air supply for the highly efficient<br />
mining operation. The<br />
sea-bed material discharged<br />
through the drill string and<br />
the drill equipment via the<br />
spout into the bin wall is then<br />
transported into the separation<br />
system where it is sorted in several<br />
processing steps according<br />
to its specific weight. Finally,<br />
diamond separation onboard<br />
is completed by applying x-ray<br />
sorting methods.<br />
After the diamond-bearing<br />
overburden layer has been<br />
drilled down to the bed rock,<br />
the drill bit is lifted just clear<br />
of the seabed and the mining<br />
vessel is re-positioned utilising<br />
the anchor winches. The drillbit<br />
is then lowered again, with<br />
rotation and heave compensation<br />
in operation, the sea bed<br />
surface area directly adjacent<br />
is mined. The drilled surfaces<br />
overlap partially to achieve<br />
complete material recovery.<br />
After three years of continuous<br />
operation, the system undergoes<br />
a general overhauling<br />
in-port. Up to 7,400 mining<br />
hours are achieved per vessel<br />
per year. Besides down-time<br />
due to weather conditions,<br />
re-fuelling, re-positioning the<br />
vessel or down-time caused<br />
by the vessel systems and the<br />
processing plant, the vertical<br />
mining system has an availability<br />
rate of 98 percent.<br />
Ship & Offshore | <strong>2010</strong> | N o 2 25
OFFSHORE & MARINE TECHNOLOGY | INDUSTRY NEWS<br />
FSRU for LNG project<br />
The Gavia AUV was tested to a subsea depth of 1,000m<br />
Subsea mapping in<br />
Western Australia<br />
OLT | One of the first offshore<br />
Floating Storage and Regasification<br />
Units (FSRU) will be placed<br />
within the OLT Offshore LNG<br />
Toscana project.<br />
The OLT development will see<br />
the 138,000m 3 Moss-type Golar<br />
Frost converted into a 3.75 billion<br />
cubic metres (bcm) per year<br />
FSRU, moored in 120m of water<br />
depth off Italy’s west coast port<br />
of Livorno. It will act as a receiving<br />
terminal for importing LNG,<br />
regasifying the LNG and pumping<br />
it into Italy’s gas grid.<br />
The OLT FSRU is currently under<br />
conversion in Dubai Drydocks<br />
and will be towed to Livorno at<br />
the end of <strong>2010</strong>, with the aim of<br />
coming on stream in 2011. An external<br />
turret is being fitted, along<br />
with over 2,400 tones of regasification<br />
equipment. The main<br />
contractor is Saipem, working for<br />
the terminal owners - a joint venture<br />
between E.ON Ruhrgas, Iride,<br />
Golar LNG and OLT Energy.<br />
Genoa-based classification society<br />
RINA will class the vessel and<br />
provide statutory certification<br />
on behalf of the government.<br />
Through its dedicated oil and gas<br />
team it is also providing authority<br />
and owner engineering, ship<br />
handling simulation and assistance<br />
with local and international<br />
regulatory compliance.<br />
RINA was also closely involved<br />
in the development of the 8 bcm<br />
Adriatic LNG terminal, providing<br />
a wide range of analytical<br />
and supervision services, plus<br />
assistance with regulatory compliance.<br />
AUV | Fugro Survey Pty Ltd in<br />
Perth and Hafmynd Ehf, in a<br />
joint initiative with Woodside<br />
Energy Ltd, have successfully<br />
trialled a Gavia Autonomous<br />
Underwater Vehicle (AUV)<br />
down to a subsea depth of<br />
1,000m. This significantly<br />
surpasses the previous maximum<br />
recorded depth of 220m<br />
achieved by a Gavia vehicle.<br />
The Gavia AUV is a relatively<br />
small and portable AUV,<br />
manufactured in Iceland by<br />
Hafmynd. Its modular configuration<br />
enables the inclusion of<br />
various payloads in addition to<br />
the base vehicle configuration,<br />
such as an Inertial Navigation<br />
System, GeoSwath bathymetric<br />
sonar and additional battery<br />
modules for increased endurance.<br />
This particular model purchased<br />
by Woodside has been<br />
optimised specifically for use<br />
in the offshore survey industry.<br />
It’s been fitted with an underwater<br />
camera, sidescan sonar,<br />
multibeam echosounder, highly<br />
accurate INS, and navigation<br />
software, which enables the<br />
AUV to automatically track a<br />
pipeline on the seabed.<br />
Fugro Survey Pty Ltd will manage<br />
all aspects of the Woodside<br />
Gavia AUV, including supervision<br />
of the factory and customer<br />
acceptance trials, personnel<br />
training, field operations, and<br />
maintenance and storage of<br />
the vehicle.<br />
The Gavia AUV was set to run<br />
a grid of survey lines at an altitude<br />
of 12m above the seabed<br />
recording both side scan sonar<br />
and swath bathymetric data.<br />
This was followed by a survey<br />
line run at only 2m above the<br />
seabed, to collect seabed habitat<br />
photographs. Dive time<br />
from the surface to 1,000m<br />
was approximately 30 minutes,<br />
which indicates that the expected<br />
survey duration at this<br />
depth could exceed 6 hours.<br />
Woodside anticipates using<br />
the AUV primarily for pipeline<br />
inspection surveys, as well as<br />
for nearshore environmental<br />
surveys, debris surveys in restricted<br />
areas, and deepwater<br />
inspections of flowlines and<br />
other seabed infrastructure.<br />
The vehicle will be utilised<br />
from vessels of opportunity<br />
and is available for surveys for<br />
third party projects.<br />
Animated picture of the FRSU<br />
Short courses at OMAE<br />
SHANGHAI | Preceding the 29 th<br />
International Conference on<br />
Ocean, Offshore and Arctic Engineering<br />
(OMAE) in Shanghai,<br />
China, the ASME-IPTI offers four<br />
short courses focusing on arctic,<br />
deepwater, energy and engineering<br />
subjects. On Saturday, 5 th<br />
of June <strong>2010</strong>, participants can<br />
choose between the courses “Ice<br />
Engineering” held by Walter L.<br />
Kuehnlein, chair of sea2ice and<br />
“Fundamentals of Deepwater<br />
Riser Engineering” by Kieran Kavanaugh,<br />
Group Technology Director<br />
of MCS.<br />
Frank Lim, Principal Director of<br />
2H Offshore and Chris Barton,<br />
Director of Business Acquisition<br />
for FloaTEC, deal with the “Fundamentals<br />
of Deepwater Project<br />
Development” the following<br />
day. Antonio Falcao from the<br />
Technical University of Lisbon,<br />
Portugal will be covering the<br />
area of “Wave Energy” also on<br />
the 6th of June.<br />
OMAE <strong>2010</strong> will be held at<br />
Grand Hyatt Shanghai from the<br />
6 th to the 11 th of June, <strong>2010</strong>. It is<br />
organized by the Shanghai Jiao<br />
Tong University and the Ocean,<br />
Offshore and Arctic Engineering<br />
(OOAE) Division of the International<br />
Petroleum Technology<br />
Institute (IPTI), an institute of<br />
ASME. www.omae<strong>2010</strong>.com/<br />
ShortCourses.html<br />
26 Ship & Offshore | <strong>2010</strong> | N o 2
Advanced sub-sea services<br />
MERMAID ENDURER | KD<br />
Marine and Mermaid Offshore<br />
Services (MOS) have jointly<br />
entered into an Alliance Agreement,<br />
which will enable KD Marine<br />
to provide fully integrated<br />
saturation, air diving, daughter<br />
craft and ROV services from the<br />
advanced Diving Support Vessel<br />
(DSV) Mermaid Endurer in the<br />
European market.<br />
KD Marine will act as the contractor<br />
in the alliance, providing<br />
the diving and project management<br />
services whilst MOS will<br />
provide the DSV, marine and<br />
ROV services.<br />
The Mermaid Endurer is a 95m<br />
dynamically positioned DSV<br />
which is being built in the Bergen<br />
Group BMV shipyard in Bergen,<br />
Norway and which features<br />
an integrated 300m saturation<br />
diving system, integrated air dive<br />
and ROV systems, 100 ton crane<br />
and 1,000m 2 work deck space. It<br />
is scheduled to be delivered to<br />
MOS in the first half of the <strong>2010</strong><br />
calendar year and, in addition, it<br />
is intended that KD Marine will<br />
install their purpose built daughter<br />
craft and launching system<br />
on the vessel. This system has<br />
been designed by KD Marine to<br />
enable simultaneous air diving<br />
and/or inspection ROV support<br />
activities to be carried out whilst<br />
similar operations are also being<br />
carried out from the principal<br />
support vessel, and the combination<br />
should provide meaningful<br />
productivity gains, especially<br />
on restricted work sites.<br />
KD Marine commissioned the<br />
build of two such daughter<br />
craft units for delivery in 2009,<br />
Mermaid Offshore Service’s new built DSV Mermaid Endurer<br />
complete with dedicated heavy<br />
weather launch & recovery systems.<br />
These daughter craft units,<br />
unlike conversions, have been<br />
specifically designed to provide a<br />
stable ancillary work platform to<br />
a DSV and they feature onboard<br />
gas storage, fully enclosed dive<br />
control, data recording areas,<br />
and inspection ROV handling.<br />
Growing Europeanwind<br />
power market<br />
EWEA | In 2009, a total of eight<br />
new wind farms consisting of<br />
199 offshore wind turbines,<br />
with a combined power generating<br />
capacity of 577 MW, were<br />
connected to the grid in Europe.<br />
This represents a growth rate of<br />
54% compared to the 373 MW<br />
installed during 2008. For <strong>2010</strong>,<br />
the European Wind Energy Association<br />
(EWEA) expects the<br />
completion of 10 additional<br />
European offshore wind farms.<br />
Currently, 17 offshore wind<br />
farms are under construction<br />
in Europe, totalling more than<br />
3,500 MW, with just under<br />
half being constructed in UK<br />
waters. In addition, a further<br />
52 offshore wind farms have<br />
won full consent in European<br />
waters, totalling more than<br />
16,000 MW, with just over half<br />
of this capa city planned in Germany.<br />
In 2009, the turnover of<br />
the offshore wind industry was<br />
approximately 1.5 billion Euro,<br />
and EWEA expects this to double<br />
in <strong>2010</strong> to approximately 3<br />
billion Euro. The push given by<br />
the decision to inject 255 million<br />
Euro under the European<br />
Union’s European Economic<br />
Recovery Plan into the offshore<br />
wind sector is said to show that<br />
decision makers understand that<br />
offshore wind is key to Europe’s<br />
future energy supplies. The European<br />
Investment Bank’s (EIB)<br />
increased involvement is also<br />
said to be instrumental for the<br />
future success of offshore wind’s<br />
contribution to European recovery,<br />
job creation and technology<br />
leadership.More than 100 GW<br />
of projects are at various stages<br />
of planning. Europe is the world<br />
leader in offshore wind with 828<br />
wind turbines and a cumulative<br />
capa city of 2,056 MW spread<br />
across 38 offshore wind farms<br />
in nine European countries. The<br />
UK and Denmark are the current<br />
leaders, with a 44% and<br />
30% share respectively. In 2009,<br />
five countries built new offshore<br />
wind farms: UK (284 MW),<br />
Denmark (230 MW), Sweden<br />
(30 MW), Germany (30 MW),<br />
Norway (2.3 MW).<br />
Ship & Offshore | <strong>2010</strong> | N o 2 27
SHIPBUILDING & EQUIPMENT | PROPULSION & MANOEUVRING TECHNOLOGY<br />
Controlling corrosive wear<br />
with TBN stabilisation<br />
LUBRICANTS TECHNOLOGY Princess Cruises uses a programme in conjunction with onboard<br />
testing and lab analysis of used oil, which emphasises Total Base Number (TBN) stabilisation. To<br />
date, Princess has implemented the programme on seven ships powered by Wärtsilä 46<br />
engines. Savings are said to have exceeded $115,000 during the first year.<br />
to estimate depletion, taking into consideration<br />
engine operating conditions and the<br />
sulphur content of the fuel in use. Lubrisoft<br />
generates a depletion curve based on various<br />
engine parameters determined by the engine<br />
builders as well as curves predicting subsequent<br />
make-up rates required to stabilise<br />
TBN levels. These make-up, or top-off, rates<br />
(also referred to as controlled artificial oil<br />
consumption, or lube oil replenishment) are<br />
the basis for the oil supplier’s programme.<br />
Coral Princess in Ketchikan, Alaska<br />
Optimising TBN<br />
Engineering graphs provided for each engine<br />
plot an original TBN curve over hours in operation,<br />
an optimised TBN curve with artificial<br />
consumption, and a High Reserve TBN<br />
curve. The projected-use data that generates<br />
these graphs enables engineers to calculate<br />
an optimised TBN to be achieved with artificial<br />
consumption. The predictive system<br />
can correct for changes associated with high-<br />
Under the programme, ExxonMobil<br />
recommends a regimen of controlled<br />
artificial oil consumption, or refreshment,<br />
of the engine sump, as a way to extend<br />
oil drain intervals and thus reduce overall<br />
consumption. Economies are also realised<br />
in reduced waste oil disposal and handling,<br />
and in fewer deliveries.<br />
In marine diesel engines burning moderate<br />
or high sulphur-content fuel, corrosion is a<br />
serious concern. By monitoring and managing<br />
the lubricant’s TBN, the risk of corrosive<br />
wear can be controlled and potentially a<br />
company’s bottom line can be improved by<br />
reducing the amount of used oil.<br />
TBN is a measure of alkalinity reserve. Combustion<br />
produces acid products that damage<br />
an engine. To offset extensive corrosive wear<br />
in cylinder liners or piston rings that would<br />
result, the acid must be neutralised. This is<br />
accomplished using specific oil additives. To<br />
ascertain that oil in service has a sufficient alkalinity<br />
reserve to perform, ships’ engineers<br />
measure its TBN periodically.<br />
ExxonMobil’s programme incorporates a<br />
proprietary system, which it calls Lubrisoft,<br />
To stabilise Mobilgard M50’s TBN, ExxonMobil recommended an increase in artificial<br />
oil consumption of 76 liters a day above current natural consumption<br />
28 Ship & Offshore | <strong>2010</strong> | N o 2
environment-friendly<br />
sulphur fuel deliveries or changes in operating<br />
conditions.Lubrisoft is suitable for evaluation<br />
of 4-stroke engines, including those<br />
with a separate cylinder lubricating system.<br />
That includes Sulzer Z40, Storm TM 410 and<br />
some Akasaka engines fitted with lubricators.<br />
The savings it generates are based on costs associated<br />
with normal consumption – which<br />
requires more frequent sump changes – as<br />
compared to artificial consumption. With artificial<br />
consumption, oil is added on a regular<br />
basis, but oil drain intervals are prolonged,<br />
resulting in a substantial savings in oil used<br />
while protecting the engine from wear.<br />
According to ExxonMobil, the programme is<br />
especially effective because customers such<br />
as Princess Cruises use Mobilgard M50 engine<br />
oil. Mobilgard M50 was formulated to<br />
provide what ExxonMobil calls outstanding<br />
residual fuel compatibility characteristics.<br />
It is especially effective in promoting engine<br />
cleanliness, particularly in crankcase,<br />
camshaft areas, ring belt and piston undercrowns,<br />
the oil supplier maintains.<br />
ExxonMobil especially recommends Mobilgard<br />
M50 for the latest medium-speed<br />
engines designed with “flame-ring” cylinder<br />
liners operating on high-sulphur fuels. When<br />
operating with conventional oils, these engines<br />
are susceptible to significantly reduced<br />
oil life and drain intervals, due to severe TBN<br />
depletion associated with low oil consumption.<br />
Signum Oil Analysis Programme<br />
Princess Cruises’ proactive approach to ship<br />
maintenance includes the use of ExxonMobil’s<br />
Signum Oil Analysis programme. Signum<br />
is an online-enabled programme designed<br />
to help maintenance managers monitor the<br />
condition of their vessel’s engines, onboard<br />
equipment and lubricants by testing and analysing<br />
samples of used oil. The ExxonMobil<br />
owned and operated programme reports<br />
TBN levels and provides data on wear metals,<br />
viscosity and water, among other measurements,<br />
using samples tested onboard vessels<br />
and at its land-based Signum Oil Analysis<br />
laboratory.<br />
The Signum programme includes a new Detecting<br />
Asphaltene Contamination (DAC) test<br />
to monitor a vessel’s medium-speed engine<br />
lubricants for residual fuel contamination.<br />
This is important, because such contamination<br />
can alter an engine lubricant’s chemical<br />
composition, accelerate the formation of piston<br />
undercrown deposits and lead to piston<br />
crown burning. DAC uses ultraviolet-visible<br />
spectroscopy and a sophisticated mathematical<br />
model to quickly and cost effectively<br />
measure the asphaltene content of partially<br />
burned and unburned residual fuel in used<br />
Mobilgard M Series medium-speed engine<br />
lubricants. The test is highly automated and<br />
provides analysis of an oil sample in less than<br />
two minutes. To do onboard testing, Princess<br />
engineers use portable onboard equipment<br />
developed by Kittiwake to test for TBN levels,<br />
viscosity and water. Analyses of the oil’s<br />
TBN and viscosity are used to help determine<br />
when artificial oil consumption is required.<br />
Stabilising TBN levels<br />
The TBN limits for Mobilgard M50 are 25<br />
for borderline and 20 for alerts. ExxonMobil<br />
and the equipment builders set these levels<br />
to help ensure the safest, most reliable and<br />
most economical operation possible.<br />
To stabilise the oil’s TBN in the Princess<br />
vessels, ExxonMobil recommended an increase<br />
in artificial oil consumption of 76<br />
liters a day above current natural consumption.<br />
Without these additions, the oil’s TBN<br />
would have reached the alarm level of between<br />
20 and 25 at approximately 4,000<br />
hours, requiring a full sump change. With<br />
added, or artificial, consumption to stabilise<br />
Mobilgard M50’s TBN, the oil change<br />
interval could be extended based on the<br />
oil’s condition.<br />
The overall savings in volume between full<br />
sump change-outs and artificial consumption<br />
on the seven ships was approximately<br />
2,042 HL.<br />
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Ship & Offshore | <strong>2010</strong> | N o 2 29
SHIPBUILDING & EQUIPMENT | PROPULSION & MANOEUVRING TECHNOLOGY<br />
Validation of aft sterntube<br />
bearing calculations<br />
BEARING LOADS The correlation between the measurement data and the theoretical results<br />
coming from the model presented in Ship&Offshore No 4/2009 proves that the model is suitable<br />
to make a hydrodynamic analysis of sterntube bearing. As such, it is justified to state that<br />
the model describes accurately the actual pressure distribution and oil film thickness within a<br />
journal bearing as applied in a sterntube of a propulsion plant.<br />
Yanyang Xi, R. Roemen<br />
The results of the calculations<br />
described<br />
in Ship&Offshore No<br />
4/2009 are verified by making<br />
a comparison with a set<br />
of measurement data. For the<br />
experimental data a paper<br />
published by G.C.Volcy was<br />
used [1]. The paper presents<br />
a set of pressure measurements<br />
within a white metal<br />
bearing. The measurements<br />
were actually taken of a real<br />
propulsion shaftline. The entire<br />
shaftline including the<br />
propeller was installed in a<br />
laboratory. In succession the<br />
propeller and shafts were rotated<br />
at different speeds. The<br />
slope mismatch between the<br />
aft sterntube bearing and the<br />
propeller shaft was also varied.<br />
The pressures within the<br />
bearings were then measured<br />
Pressure [Pa]<br />
1000000<br />
900000<br />
800000<br />
700000<br />
600000<br />
500000<br />
400000<br />
300000<br />
200000<br />
100000<br />
0<br />
Fig. 1: Experimental and simulation results<br />
in several points distributed<br />
radially and axially in the<br />
bearing. The paper presents<br />
values of the radial and axial<br />
pressure distribution within<br />
the bearing. Adjusting the input<br />
of the model to be coherent<br />
with that in G.C.Volcy’s<br />
paper, values of the oil film<br />
pressure at locations coinciding<br />
with the used measurements<br />
points were obtained.<br />
The correlation between the<br />
measured and calculated values<br />
reached 95%. This value<br />
substantiates a strong relationship.<br />
Another example<br />
of the correlation between<br />
the experimental and theoretical<br />
results is displayed in<br />
fig. 1. Shown is the pressure<br />
distribution as calculated<br />
in a specific condition. The<br />
continuous line represents<br />
Pressure at bearing centre line<br />
0 0,1 0,2 0,3 0,4 0,5 0,6 0,7<br />
Longitudinal position [m]<br />
Simulation results<br />
Measurement data<br />
the simulation data. The dots<br />
are the actual measurement<br />
results. The measured are of<br />
the pressures over the centre<br />
line of the bearing. The experimental<br />
data show a good<br />
agreement towards the calculated<br />
ones.<br />
Practical application<br />
To demonstrate the advantages<br />
of a an evaluation based<br />
on the oil film of a bearing,<br />
or a hydrodynamic bearing<br />
analysis, a practical example<br />
is presented. A few years ago<br />
Wärtsilä Netherlands delivered<br />
a propulsion for a sophisticated<br />
cruise ferry. The<br />
scope of supply included a<br />
controllable pitch propeller,<br />
the shafting, the sterntube<br />
and all the bearings including<br />
the aft sterntube bearing. The<br />
design phase of the project<br />
included the determination<br />
of the required number of<br />
bearings and their positions.<br />
A major piece of this design<br />
part is to calculate the loads<br />
on the bearings in the operating<br />
conditions. The analysis<br />
of the bearing loads and the<br />
associated bending stresses in<br />
the shafts for the relevant operating<br />
conditions are commonly<br />
known as the alignment<br />
calculations.<br />
Typically two conditions are<br />
considered. One is the situation<br />
without propeller forces<br />
acting on the installation. The<br />
gravity is the only load on the<br />
shafts and the propeller. All<br />
parts of the propulsion plant<br />
are in a static and non-rotating<br />
situation. The condition<br />
can be thought of as a start<br />
up situation. Normally the<br />
propeller will show some sag<br />
in this situation. The other<br />
condition is more or less the<br />
opposite of the previous one.<br />
The installation is loaded by<br />
the maximum force. Typically<br />
the thrust acting on the<br />
propeller is situated above<br />
the geometrical centre of the<br />
propeller. As a result the propeller<br />
is lifted with respect to<br />
the aft sterntube bearing. The<br />
condition is thought of as<br />
representing the free sailing<br />
condition. Consistent with<br />
that the shafts are rotating<br />
and an oil film is present in<br />
the bearings. For most operating<br />
conditions the load on the<br />
combination of the propeller<br />
and the shafts is between the<br />
two specified situations.<br />
The load for the two conditions<br />
is significantly different.<br />
The slope mismatch between<br />
the bearing and the shaft in<br />
the unloaded condition is notably<br />
different or even in the<br />
opposite direction compared<br />
to the maximum loaded condition.<br />
As a consequence the<br />
loading of the bearing with<br />
respect to pressure and slope<br />
mismatch needs to be evaluated<br />
for both situations. Since<br />
both situations represent the<br />
extremes of the normal loads<br />
it is a reasonable assumption<br />
to state that if the results are<br />
satisfactory for the extremes<br />
so will it be for the operating<br />
points between them. Depending<br />
on the operational<br />
profile of the vessel it can be<br />
beneficial to look at more<br />
conditions. In Fig. 1 some<br />
data of the practical case are<br />
30 Ship & Offshore | <strong>2010</strong> | N o 2
Static<br />
condition<br />
Free sailing<br />
condition<br />
Shaft diameter [mm] 640<br />
Bearing length [mm] 1280<br />
Bearing load [kN] 383 232<br />
Average bearing pressure [N/mm2] 0,47 0,28<br />
Slope mismatch [mRad] -0,35 -0,84<br />
Tab. 1: Aft sterntube bearing static and free sailing condition<br />
presented. The information<br />
is of the initial alignment calculations<br />
for the static condition.<br />
Also data for the condition<br />
with maximum forces<br />
acting on the propeller are incorporated.<br />
The calculations<br />
are based on a static situation<br />
with a single support point<br />
representing the aft sterntube<br />
bearing. Based on experience<br />
the support point is placed at<br />
1/3 forward of the aft side of<br />
the bearing in the static condition<br />
and at the middle of<br />
the bearing for the free sailing<br />
condition.<br />
As can be seen the bearing<br />
load is limited for both conditions.<br />
Normally a load corresponding<br />
to 0,8 N/ mm 2 is<br />
considered as the maximum<br />
average load for a white metal<br />
oil lubricated bearing. Also<br />
the slope between the bearing<br />
and the shaft in the static<br />
condition is not excessive. As<br />
such the situation seems acceptable.<br />
A look at the other<br />
condition, the one with maximum<br />
load shows another picture.<br />
The slope mismatch between<br />
the propellershaft and<br />
the bearing is considerable.<br />
In fact the slope will result in<br />
mechanical contact between<br />
shaft and the bearing at the<br />
aft top side and the forward<br />
bottom side.<br />
The above data are based on a<br />
representation of the bearing<br />
by one support point. Another<br />
approach is to represent the<br />
bearing by two points, one at<br />
each end of the bearing. The<br />
drawbacks of the methods is<br />
the direct link between the<br />
assumption and the result.<br />
The chosen supports more or<br />
less determine the final slope<br />
of the shaft. The same is the<br />
case for the moment as generated<br />
by the bearing. As such a<br />
support based on a continuous<br />
oil film approached by<br />
the finite difference method<br />
is a scientifically more correct<br />
method. A continuation with<br />
the practical case will provide<br />
an insight into the advantages<br />
of the application of the finite<br />
difference method to the hydrodynamic<br />
bearing analysis.<br />
Following the results presented<br />
in the table above it<br />
becomes clear that the simplified<br />
calculations indicate<br />
that the current arrangement<br />
will not do. Various alternatives<br />
are possible for the next<br />
step to come to an acceptable<br />
design. However, the method<br />
with a single or a dual support<br />
point can only provide results<br />
with an unknown accuracy.<br />
The need for an accurate calculation<br />
method for the bearing<br />
slope and the oil film in<br />
the bearing becomes clear.<br />
The described method of<br />
modelling the oil film in the<br />
bearing with the finite difference<br />
approach is not based<br />
on one or two points. According<br />
to the physical reality a<br />
continuous support over the<br />
length of the bearing is used.<br />
Based on the physical correct<br />
approach and also of course<br />
on the results of the vali- <br />
Static<br />
condition<br />
Free sailing<br />
condition<br />
Bearing load [kN] 383 238<br />
Average bearing pressure [N/mm2] 0,47 0,28<br />
Slope mismatch [mRad] -0,35 -0,69<br />
Tab. 2: Detailed aft sterntube bearing hydrodynamic analysis<br />
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SHIPBUILDING & EQUIPMENT | PROPULSION & MANOEUVRING TECHNOLOGY<br />
were used to evaluate the application of<br />
a sloped bearing. Based on the values in<br />
the table above an initial slope bore of<br />
the aft sterntube bearing of -0,49 mRad<br />
was applied. The minus sign in this case<br />
means upwards towards the propeller.<br />
Given the initial slope, the resulting<br />
mismatch in the static condition is still<br />
limited: 0,14 mRad only. The figures below<br />
provide the pressure distribution of<br />
the aft sterntube bearing and the oil film<br />
thickness in the free sailing condition.<br />
The presented results provide very detailed<br />
information on the loading of the bearing.<br />
As such it is possible to make a well<br />
founded assessment of the acceptability<br />
of it. Since the pressure is limited and the<br />
smallest oil film thickness is 57% of the<br />
radial clearance only. Given the limited<br />
pressure and the thickness of the oil film<br />
the current situation can be considered as<br />
being acceptable.<br />
Fig. 2: Pressure distribution and oil film thickness<br />
dation, the results can be considered as<br />
reliable.<br />
In comparison the same conditions are<br />
evaluated using the combined hydrodynamic<br />
bearing analyses with the alignment<br />
calculations. The results are presented<br />
in table 2.<br />
The results for the static condition remain<br />
the same since this is a non rotating<br />
condition. As can be seen the results<br />
with respect to the angle in free sailing<br />
condition are quite different compared<br />
to the original case. For the actual case<br />
with the cruise ferry the presented data<br />
Conclusion<br />
The validation and practical application<br />
show that the method described in<br />
Ship&Offshore No 4/2009 leads to a physically<br />
correct modeling of the oil film in the<br />
bearing. Since the model can result in detailed<br />
information on the performance of<br />
the bearing it can be used as a valuable tool<br />
to asses the loading of a bearing in varying<br />
conditions. An important aspect in this is<br />
that it can prevent the unjustified acceptance<br />
of alignments using standard simplified<br />
methods. Last but not least it provides<br />
some refined acceptance criteria, such as<br />
the pressures within the oil film and the<br />
actual thickness of the film. As a consequence,<br />
it can serve as a valuable tool to<br />
design a shaftline and the associated bearing<br />
arrangement<br />
References<br />
[1] G.C.Volcy, J.P.Pressicaud, R.Ville.<br />
Behaviour of White Metal Bushes for<br />
Different L/D Ratios and Misalignment<br />
Conditions, LIPS,1983<br />
The authors:<br />
Yanyang Xi, Department of Mathematics,<br />
Fudan University, Shanghai,<br />
(China),<br />
R. Roemen, Wärtsilä Propulsion<br />
Netherlands B.V.<br />
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32 Ship & Offshore | <strong>2010</strong> | N o 2
MAN Diesel and DSME to jointly<br />
develop gas technology<br />
ALTERNATIVE FUELS | MAN<br />
Diesel has recently signed a<br />
development agreement with<br />
Daewoo Shipbuilding & Marine<br />
Engineering Co., Ltd. (DSME).<br />
The two companies have agreed<br />
to jointly develop and exploit<br />
the adaptation of DSME’s highpressure<br />
cryogenic gas-supply<br />
system for installation with<br />
MAN B&W ME-GI engines.<br />
The ME-GI engine is a gasinjection,<br />
dual-fuel, low-speed<br />
diesel engine that, when acting<br />
as main propulsion in LNG<br />
carriers or any other type of<br />
merchant marine vessel, can<br />
burn any ratio of fuel-oil and<br />
gas, depending on the energy<br />
source available on board and<br />
dictated by relative cost and<br />
owner preference.<br />
While LNG carriers carry a gas<br />
cargo, the potential for carrying<br />
gas aboard other vessel types is<br />
currently subject to a parallel<br />
development, for which a cryogenic<br />
gas fuel-supply system can<br />
be used.<br />
MAN Diesel has decided to<br />
make a full-scale demonstration<br />
and performance verification<br />
test of the GI principle<br />
for all kinds of marine applications<br />
on its 4T50ME-X<br />
R+D test engine, which will<br />
be rebuilt as a 4T50ME-GI<br />
engine ready to operate on<br />
natural gas by end <strong>2010</strong>. The<br />
agreement covers the terms<br />
for jointly deciding a time<br />
schedule for developing and<br />
installing DSME’s cryogenic,<br />
high-pressure gas-supply<br />
system on the test engine at<br />
MAN Diesel’s test facility in<br />
Copenhagen. The gas-supply<br />
system will subsequently be<br />
developed for general use<br />
on MAN B&W ME-GI engines,<br />
and will ultimately<br />
be adopted as an integral<br />
part of the engine’s<br />
gas fuel-supply system for<br />
such applications where a<br />
cryogenic gas-supply system is<br />
applicable.<br />
For MAN, this is said to be<br />
a significant step in the development<br />
of the ME-GI engine<br />
and pertaining systems.<br />
MAN believes there is already<br />
huge industry interest in this<br />
kind of technology as operators<br />
look to control costs and<br />
emissions.<br />
DSME claims that by applying<br />
the ME-GI engine<br />
and the DSME system to a<br />
14,000-TEU containership<br />
this could potentially reduce<br />
annual operation costs by<br />
Graphical rendering of the<br />
ME-GI engine<br />
USD 12 million or greater,<br />
based on current gas and oil<br />
prices. Moreover, SO x<br />
, NO x<br />
(with EGR or DeNox) and<br />
CO 2<br />
emissions would also be<br />
reduced at the same time.<br />
Engine management service<br />
promoting efficiency<br />
FOBAS | Lloyd’s Register’s marine<br />
fuel and engine performance<br />
consultancy, FOBAS, has<br />
launched a new service, FO-<br />
BAS Engine. FOBAS Engine<br />
is a performance monitoring<br />
service, delivering fuel and<br />
lubricant telemetry regarding<br />
engine performance to ships’<br />
crews and operators. The<br />
FOBAS Engine service aims to<br />
give ships in its programme a<br />
detailed indication of what is<br />
happening within large marine<br />
diesel two-stroke engines and,<br />
importantly, FOBAS will then<br />
provide practical guidance<br />
when any deteriorating engine<br />
conditions are encountered<br />
enabling action to be taken<br />
before damage is caused.<br />
FOBAS Engine is formed by the<br />
fusion of expertise from FO-<br />
BAS technologies and the data<br />
analysis engine from Flame<br />
Engine room fitted with LR’s FOBAS Engine technology<br />
Marine. This creates a significant<br />
extension of capability,<br />
adding value and offering true<br />
independence and support in<br />
engine management.<br />
The benefits of FOBAS Engine<br />
are said to include reduced<br />
maintenance costs,<br />
diminished potential engine<br />
downtime and reductions in<br />
cylinder oil feed rate. As the<br />
shipping industry continues<br />
to seek improved engine performance,<br />
this new service<br />
is said to help enhance operators’<br />
ability to operate efficiently<br />
– reducing both costs<br />
and emissions.<br />
The FOBAS Engine service is<br />
delivered using eight points<br />
of performance analysis via<br />
an assessment of the key condition<br />
variables that affect<br />
the efficient operation of engines.<br />
The crew are empowered<br />
and enabled to make<br />
any necessary adjustments<br />
to achieve optimised engine<br />
operation. Reports generated<br />
by FOBAS Engine are<br />
claimed to be concise, clear<br />
and provide ship’s engineers<br />
with relevant, easily assessed<br />
information supporting their<br />
decision making.<br />
Ship & Offshore | <strong>2010</strong> | N o 2 33
SHIPBUILDING & EQUIPMENT | INDUSTRY NEWS<br />
New data protocol<br />
declared ready<br />
SHIP DATA EXCHANGE | The<br />
4 th Shipdex Conference took<br />
place in Augsburg, Germany,<br />
on 16 th of February, where the<br />
Shipdex protocol was declared<br />
ready and available for use.<br />
Shipdex (Ship Data Exchange)<br />
is international business<br />
rules (protocol) based<br />
and fully compliant with<br />
S1000D, developed to standardise<br />
the exchange of electronic<br />
technical data within<br />
the shipping community. It is<br />
an independent standard and<br />
is open to all members of the<br />
maritime industry.<br />
The Shipdex protocol aims to<br />
ensure a high quality of technical<br />
and logistical data and simplify<br />
the exchange of data within<br />
the industry. For application<br />
service providers, Shipdex is a<br />
basic specification for implementing<br />
data interfaces from<br />
technical manual solutions to<br />
maintenance and purchase or<br />
any fully fledged ERP systems.<br />
The purpose of the conference<br />
was to bring together the different<br />
sub-groups of the European<br />
maritime industry and<br />
show the milestones reached<br />
during the development of a<br />
solution to the long-standing<br />
industry challenge regarding<br />
paper manuals, namely the<br />
on-board availability of correct<br />
maintenance data.<br />
More than 100 people attented<br />
the Shipdex Conference,<br />
including owners,<br />
classification societies, shipyards,<br />
equipment makers and<br />
software providers of maintenance<br />
systems. Speakers<br />
included Shipdex founding<br />
members Grimaldi Group,<br />
Intership Navigation, Mac-<br />
Gregor (as part of the Cargotec<br />
Group), Alfa Laval, SpecTec<br />
and MAN Diesel, as well as<br />
Rolls Royce Marine, Germanischer<br />
Lloyd, United Arab<br />
Shipping Company, Corena<br />
and the S1000D Council.<br />
Shipdex Conference at the MAN Diesel PrimeServ Academy<br />
Promising, concrete signs of<br />
the new protocol’s acceptance<br />
were also revealed in a series<br />
of announcements that:<br />
MAN Diesel is ready to<br />
deliver manuals in Shipdex<br />
format<br />
MacGregor Cranes will<br />
shortly be ready to deliver<br />
manuals in Shipdex format,<br />
MacGregor RoRo and Mac-<br />
Gregor Hatch Cover will follow<br />
SpecTec is offering their<br />
Shipdex-compliant CMMS,<br />
the AMOS Business Suite<br />
Shipowners will order<br />
Shipdex data for their new<br />
building projects<br />
United Arab Shipping<br />
Company has announced<br />
that it has requested Shipdex<br />
datasets for nine coming<br />
newbuildings<br />
Germanischer Lloyd is<br />
exploring the possibilities of<br />
using Shipdex in its customer<br />
communication and approval<br />
processes<br />
Rolls-Royce Marine has<br />
become a registered member<br />
of the Shipdex community.<br />
Environmentally sound gas-fuelled ships<br />
COOPERATION | A cooperation<br />
agreement to develop<br />
gas-fuelled merchant vessels<br />
with efficient and competitive<br />
propulsion machinery concepts<br />
that meet or exceed the<br />
demands of future environmental<br />
regulations has been<br />
signed by Wärtsilä and Samsung<br />
Heavy Industries (SHI).<br />
The focus of the Wärtsilä/SHI<br />
joint study will be on utilizing<br />
liquefied natural gas (LNG) as<br />
fuel for operating vessels. This<br />
is especially relevant in Emission<br />
Control Areas (ECAs).<br />
Wärtsilä’s input will be related<br />
to the propulsion machinery,<br />
with particular reference to<br />
large bore, dual-fuel engines<br />
combined with mechanical<br />
propulsion solutions. SHI will<br />
concentrate on the design of<br />
highly efficient vessels incorporating<br />
fuel storage facilities<br />
and gas-powered propulsion<br />
machinery. Merchant vessels<br />
to be evaluated include crude<br />
oil tankers, for which both optimum<br />
propulsion concepts<br />
and the performance benefits<br />
achieved using LNG as fuel,<br />
will be assessed. According<br />
to Jaakko Eskola, Group Vice<br />
President of Wärtsilä Ship<br />
Power, the dual-fuel engine<br />
technology offers 20-25%<br />
lower CO 2<br />
emissions, 90%<br />
lower NOx emissions and almost<br />
negligible SOx and particulate<br />
emissions compared<br />
to conventional engines running<br />
on heavy fuel oil (HFO).<br />
In gas mode, all Wärtsilä’s dual-fuel<br />
engines already comply<br />
with the IMO’s Tier III<br />
regulations which come into<br />
force in 2016, Eskola adds.<br />
Engines running on HFO have<br />
been the market standard for<br />
propulsion and electric power<br />
generation in merchant vessels<br />
for many decades. While<br />
HFO represents the cheapest<br />
available source of primary<br />
energy, future environmental<br />
regulations will require technologies<br />
with lower levels<br />
of emissions. ECAs, wherein<br />
emissions of NOx, SOx and<br />
particulates by marine engines<br />
will be regulated, have<br />
been announced under IMO<br />
Tier III, and the number of<br />
ECAs in different regions of<br />
the world is expected to rise.<br />
Increasingly tough environmental<br />
regulations will open<br />
up opportunities for new solutions<br />
incorporating costefficient<br />
technology, and this<br />
could trigger a substantial<br />
shift towards gas-powered dual-fuel<br />
vessels. The need to invest<br />
in emissions-abatement<br />
technology will make the use<br />
of liquid fuels increasingly<br />
expensive in the future. From<br />
a price perspective, LNG is already<br />
competitive with liquid<br />
fuels, but further investment<br />
in the supply chain is necessary<br />
to encourage widespread<br />
use in the shipping industry.<br />
SHI will be developing a<br />
highly efficient and environmentally<br />
friendly gas-fuelled<br />
ship with a new hull form<br />
and propulsion systems. It<br />
will include a fuel gas storage<br />
and supply system, known as<br />
Samsung FuGaS. As well as<br />
identifying the major vessel<br />
parameters, SHI will provide<br />
input for the specifications<br />
regarding the propulsion<br />
system and fuel storage and<br />
handling systems, in addition<br />
to assisting with economic<br />
evaluations.<br />
34 Ship & Offshore | <strong>2010</strong> | N o 2
Analysis of alternative design<br />
and arrangements<br />
SAFETY GUIDELINES | Alternative<br />
design and arrangements<br />
are solutions which<br />
deviate from the prescriptive<br />
requirements of SOLAS regulations,<br />
but which are suitable<br />
to satisfy the intent of the<br />
respective regulations.<br />
Such designs and arrangements<br />
include a wide range of measures,<br />
e.g. alternative shipboard<br />
structures and systems based<br />
on novel designs or traditional<br />
shipboard structures and systems<br />
that are installed in alternative<br />
arrangements or configurations.<br />
Alternative design and arrangements<br />
as specified in SOLAS<br />
can be focused on particular<br />
systems, subsystems or individual<br />
components, or can extend<br />
to the whole concept of<br />
the ship.<br />
The application of alternative<br />
design and arrangements has<br />
been open with respect to fire<br />
safety (SOLAS Chapter II-2)<br />
since 2002.<br />
From July <strong>2010</strong> the application<br />
will also be open to machinery<br />
and periodically unattended<br />
machinery spaces<br />
(SOLAS Chapter II-1, Parts<br />
C and E), electrical installations<br />
(SOLAS Chapter II-1,<br />
Part D), as well as life-saving<br />
appliances (LSA) and arrangements<br />
(SOLAS Chapter<br />
III).<br />
The process for analysing<br />
safety equivalency for alternative<br />
designs and arrangements<br />
is outlined in the IMO<br />
circulars MSC/Circ. 1002<br />
and MSC.1/Circ. 1212. This<br />
process typically is based on<br />
a holistic risk assessment,<br />
which to date has not been<br />
widely used in the maritime<br />
in dustry.<br />
Classification society Germanischer<br />
Lloyd (GL) has now<br />
decided to share its experiences<br />
from consultancies in<br />
various alternative design<br />
projects by providing new<br />
guidelines to owners, yards<br />
and designers.<br />
To facilitate usability, the<br />
new GL Guidelines for the<br />
Analysis of Alternative Design<br />
and Arrangements contain<br />
the full text of IMO<br />
circulars, which is enriched<br />
by comprehensive recommendations<br />
for the practical<br />
implementation of the individual<br />
steps of the alternative<br />
design process; hence providing<br />
a direct link between<br />
IMO recommendations and<br />
GL experience.<br />
Objectives of these guidelines<br />
are:<br />
to provide an overview of<br />
the aims and working tasks of<br />
the alternative design process,<br />
to support GL customers<br />
applying the alternative design<br />
process efficiently<br />
to make it possible for customers<br />
to apply the alternative<br />
design process efficiently<br />
in order to take advantage of<br />
the new design opportunities<br />
that are offered.<br />
Ship & Offshore | <strong>2010</strong> | N o 2 35
SHIPBUILDING & EQUIPMENT | PROPULSION & MANOEVRING TECHNOLOGY<br />
New engine room and ice<br />
navigation simulators<br />
TRAINING | The Kalmar Maritime<br />
Academy in Sweden<br />
recently took delivery of its<br />
latest engine room simulator<br />
(ERS) from Kongsberg Maritime.<br />
This follows the development<br />
of simulators for the<br />
recently opened Transatlantic<br />
Ice Academy in Kalmar, as<br />
part of a joint venture between<br />
Kalmar and ship owner<br />
Transatlantic.<br />
The Kalmar Maritime Academy’s<br />
expansion of its ERS<br />
portfolio includes the installation<br />
of a new DNV approved<br />
full-mission simulator<br />
based on Kongsberg<br />
Maritime’s K-Chief 500 and<br />
AutoChief C20 automation<br />
solutions for real vessels.<br />
Both simulators installed at<br />
Kalmar are identical to the<br />
automation and control systems<br />
installed on hundreds<br />
Tier-II compliant engine<br />
ready for delivery<br />
MAN | Production of the first<br />
Tier-II compliant MAN B&W<br />
engine has been finished at<br />
HHI-EMD (Hyundai Heavy<br />
Industries Engine & Machinery<br />
Division) in Korea and it<br />
is ready for delivery.<br />
The MAN B&W 6S50ME-C7<br />
engine on the testbed at<br />
HHI-EMD<br />
of vessels around the world<br />
and run Kongsberg Maritime’s<br />
Neptune ERS software<br />
to ensure like-for-like operation<br />
to the real-life systems.<br />
This provides students with<br />
a high level of realism in engine<br />
room simulation.<br />
The Academy’s expansion<br />
of its ERS portfolio also included<br />
a new DNV Class A<br />
Neptune operational engine<br />
room simulator, comprising<br />
instructor station, engine<br />
control room console, main<br />
switchboard, and BigView<br />
software based interactive<br />
mimic panels.<br />
All units are configured with<br />
the recently introduced Neptune<br />
MultiTouch touch screen<br />
technology, which provides<br />
Kalmar Maritime Academy<br />
with a more flexible solution,<br />
as more simulation models<br />
The low-speed, two-stroke<br />
MAN B&W 6S50ME-C7 type<br />
engine will power a shuttle<br />
tanker (hull number 1749),<br />
currently under construction<br />
at Samsung Heavy Industries<br />
Co., Ltd., and ordered<br />
by Teekay, global provider of<br />
marine services to the oil and<br />
gas industry. Ship delivery is<br />
planned for July this year.<br />
Under the terms of the contract,<br />
the 6S50ME-C7 engine<br />
is intended for Teekay’s<br />
Amundsen class of ships,<br />
the most sophisticated and<br />
eco-friendly shuttle tankers.<br />
Teekay actively sought<br />
for production to meet DNV<br />
(Det Norske Veritas) Clean-<br />
Design Notation requirements<br />
that comply with the<br />
strict, IMO Tier-Il emission<br />
limits, setting in train the<br />
production of the first Tier-II<br />
can be loaded utilising the<br />
same hardware.Additionally,<br />
the recently opened Ice<br />
Academy offers training and<br />
education to Transatlantic<br />
employees and external customers<br />
(including ice breaker<br />
officers for the Baltic Sea Ice<br />
breaking service on behalf of<br />
the Swedish Marine administration),<br />
with courses that<br />
cover theoretical and simulator<br />
exercises together with<br />
onboard practice.<br />
With support from Kongsberg<br />
Maritime’s Polaris navigation<br />
simulator running specially<br />
developed Ice Navigation scenarios,<br />
Kalmar is able to offer<br />
training on cold climate ship<br />
handling, Arctic education<br />
for AHTS officers and crew,<br />
Arctic education for Icebreaker<br />
officer and crew, and DP<br />
operation in Arctic waters.<br />
compliant MAN Diesel engine.<br />
This milestone is related to<br />
MAN Diesel’s decision in<br />
2008 to relaunch its product<br />
portfolio, making all its<br />
engines compatible with the<br />
limits established by the International<br />
Maritime Organisation<br />
(IMO) in its Tier-II<br />
regulations. The relaunch was<br />
designed to pre-empt the January<br />
2011 implementation of<br />
the new IMO NO x<br />
emission<br />
limits and flags the company’s<br />
environmental credentials.<br />
The majority of adjustments<br />
required to make the engines<br />
compliant with Tier II<br />
are minor, internal changes<br />
influencing such characteristics<br />
as scavenging pressure,<br />
injection spray pattern and<br />
smaller combustion-room<br />
volumes.<br />
Report on<br />
EEDI<br />
EMISSIONS | A report on<br />
Energy Efficiency Design<br />
Index (EEDI) was recently<br />
commissioned by the European<br />
Maritime Safety Agency<br />
(EMSA). It provides information<br />
on tests and trials<br />
for several ship types for the<br />
evaluation of the applicability<br />
of the EEDI, showing the<br />
complexity of a vessel’s CO 2<br />
efficiency.<br />
The report, which was prepared<br />
by Deltamarin, demonstrates<br />
through examples<br />
that EEDI would mainly lead<br />
to power limitations for new<br />
ships. This, in turn, would<br />
lead to standardizing design<br />
speeds at a certain level depending<br />
on ship type and<br />
size.<br />
Regarding the applicability<br />
of the EEDI, it is concluded<br />
that the current approach<br />
could be feasible with certain<br />
reservations for large oceangoing<br />
cargo ships which have<br />
uniform design criteria, i.e.<br />
large tankers, bulk carriers,<br />
containerships, LNG carriers,<br />
LPG carriers, RoRo vehicle<br />
carriers and the largest general<br />
cargo ships. These ship<br />
types account for the majority<br />
of CO 2<br />
emissions from<br />
shipping.<br />
However, the current EEDI<br />
approach is claimed not to<br />
be feasible for small vessels,<br />
passenger, RoPax and RoRo<br />
ships and short sea shipping<br />
in general or ships designed<br />
for a certain route or with a<br />
specific transportation task<br />
in mind. For these ship types<br />
the basic calculation methodology<br />
still requires further<br />
refinement.<br />
The report has been distributed<br />
to all EU flag authorities<br />
and the relevant industry organisations,<br />
such as shipyard<br />
and ship owner associations<br />
within the EU.<br />
The entire ‘EEDI test and trials<br />
for EMSA’ report can be<br />
downloaded at<br />
http://www.emsa.europa.eu/<br />
end185d012d003.html<br />
36 Ship & Offshore | <strong>2010</strong> | N o 2
Liquids to Value<br />
A high voltage shore connection system by ABB<br />
High voltage<br />
shore connection<br />
systems<br />
ENVIRONMENT | ABB and<br />
Fincantieri have signed an<br />
agreement to collaborate on<br />
the construction, marketing<br />
and supply of high-voltage<br />
shore connection (HVSC) systems<br />
to provide electricity to<br />
vessels in port.<br />
Harbour facilities around the<br />
world are taking a close look<br />
at shore-to-ship connections<br />
as a way of reducing emissions<br />
from ships in port and improving<br />
air quality for surrounding<br />
communities.<br />
HVSC systems enable ships to<br />
draw electricity from onshore<br />
power grids while in port to<br />
operate onboard equipment<br />
as refrigeration units, lighting,<br />
cooling and heating systems,<br />
instead of burning fuel oil to<br />
run electrical generators.<br />
ABB delivered the world’s first<br />
shore connection to the port of<br />
Gothenburg in 2000. By combining<br />
their know-how with the<br />
shipbuilder, Fincantieri, they<br />
claim to be able to develop solutions<br />
that will lower the environmental<br />
impact of shipping.<br />
The new shore connection systems<br />
to be developed by ABB<br />
and Fincantieri will meet all<br />
current international standards,<br />
and will be able to be installed<br />
on ships while under construction,<br />
docked for maintenance<br />
or even out at sea.<br />
For a large cruise ship on a<br />
10-hour stay in port, a shore<br />
connection is said to be able<br />
to cut fuel consumption by up<br />
to 20 metric tons and reduce<br />
carbon dioxide emissions by<br />
60 metric tons: equivalent to<br />
the total annual emissions of<br />
25 European cars. In Sweden,<br />
shore connections have reduced<br />
annual CO 2<br />
emissions<br />
in the ports of Gothenburg,<br />
Stockholm, Helsingborg and<br />
Pitea by 6,000 metric tons annually,<br />
according to the Swedish<br />
Environmental Research<br />
Institute IVL.<br />
Today, shore connections are<br />
available at ports in the United<br />
States, including Los Angeles,<br />
Long Beach, San Francisco, San<br />
Diego, Seattle and Juneau, in<br />
Canada at Vancouver, and, in<br />
Europe, at ports in Germany,<br />
Sweden, Finland and Holland.<br />
The Oil Guardian<br />
The new high-performance separators of the Westfalia<br />
Separator ® eagleclass have their sights firmly set on the<br />
quality of your fuel and lube oils. Thanks to Westfalia<br />
Separator ® unitrolplus, you can now monitor and control<br />
the treatment of oil, automatically.<br />
Depending on the water content, the new sensor<br />
technology automatically adjusts the separator to<br />
purifier or clarifier mode. The result: higher specific<br />
separation capacities combined with optimum<br />
separation efficiency. Your drive systems always give<br />
maximum performance. Manual errors are avoided.<br />
It’s a self-thinking system perfect for the unmanned<br />
engine room.<br />
Increased reliability, reduced labor costs: pure inspiration<br />
from the Westfalia Separator ® eagleclass.<br />
Your direct route to 24 / 7 service:<br />
www.westfalia-separator.com / service<br />
GEA Mechanical Equipment<br />
GEA Westfalia Separator GmbH<br />
Werner-Habig-Straße 1 · 59302 Oelde (Germany)<br />
Phone +49 2522 77-0 · Fax +49 2522 77-1778<br />
ws.eagleclass@geagroup.com · www.westfalia-separator.com<br />
WSST-4-10-031
SHIPBUILDING & EQUIPMENT | PIPING SYSTEMS<br />
Plastic piping used for<br />
drinking water production<br />
REVERSE OSMOSIS | Having<br />
clean water in drinking<br />
water quality from the point<br />
of production to the point<br />
of use is of paramount importance<br />
on seafaring ships<br />
and contributes to the health<br />
and well-being of passengers<br />
and crew. Plastic piping systems<br />
are increasingly becoming<br />
the system of choice due<br />
to their corrosion resistance,<br />
chemical resistance and low<br />
weight.<br />
For a drinking water supply<br />
that is self-contained,<br />
maritime ships are equipped<br />
with reverse osmosis installations<br />
or seawater evaporators<br />
that remove the salt from<br />
seawater, thereby making<br />
it potable. Normally, these<br />
ships take water beyond the<br />
15 mile zone. Before the seawater<br />
is conducted to the reverse<br />
osmosis installation it<br />
is disinfected with chlorine<br />
and stored in tanks. Immediately<br />
prior to desalination,<br />
the chlorine contained in this<br />
water must be removed again<br />
so that the sensitive membranes<br />
of the reverse osmosis<br />
equipment are not damaged.<br />
Once the seawater has been<br />
desalinated, it must again be<br />
chlorinated before pumping<br />
it back into storage tanks.<br />
Desalination process<br />
With the help of modern desalination<br />
installations, the<br />
drinking water requirements<br />
on board ships can be satisfied.<br />
Among the many various<br />
desalination processes,<br />
the environmentally friendly<br />
techniques, such as reverse<br />
osmosis, which is a natural<br />
method of desalinating seawater,<br />
have the best perspectives.<br />
In reverse osmosis,<br />
pressurized water is pressed<br />
through a membrane, a type<br />
of filter, from the side with<br />
high ion concentration to the<br />
pure water side with lower<br />
concentrations. The unwanted<br />
solutes cannot pass<br />
through the superfine pores<br />
of the membrane because of<br />
their molecular size. Not even<br />
bacteria and viruses can pass.<br />
To obtain drinking water, the<br />
pH value must be modified<br />
in the neutralization process.<br />
The membrane is continually<br />
rinsed to prevent it from<br />
clogging up with the removed<br />
substances. A reverse osmosis<br />
installation therefore produces<br />
not only clean water but<br />
Installation for regulation of pH value after reverse osmosis<br />
Photo: GF Piping Systems<br />
On-board installation of a reverse osmosis system with components<br />
from GF Piping Systems<br />
Photo: GF Piping Systems<br />
also waste water, which contains<br />
undesired substances in<br />
concentrated form and therefore<br />
must also be treated.<br />
Plastic solutions preferred<br />
Thanks to new membrane<br />
technology, drinking water<br />
can be produced at lower pressures,<br />
which enables plastic<br />
piping solutions. Corrosionfree,<br />
all-plastic pipelines feature<br />
major benefits in regard<br />
to desalination installations.<br />
While salt water corrodes<br />
metal pipes over time, plastic<br />
piping systems are resistant.<br />
Moreover, the homogenous<br />
piping connections guarantee<br />
safe operation for a service<br />
life of at least 25 years.<br />
Advances in membrane technology<br />
have led to dynamic<br />
trends in the demand for<br />
reverse osmosis desalination<br />
systems. For example, it<br />
is now possible to use new<br />
membrane technologies<br />
with less than 16 bar. Georg<br />
Fischer Piping Systems offers<br />
the materials PVC-U and PE<br />
100 for these applications,<br />
whereas for lower pressures<br />
and applications with high<br />
purity requirements the Progef<br />
Plus system is particularly<br />
suited. Membrane technology<br />
is available at competitive<br />
prices thanks to the strong<br />
demand.<br />
Selecting the right materials<br />
and products during<br />
the design phase is crucial<br />
for desalination systems;<br />
manufacturing all the piping<br />
components out of the<br />
same plastic material brings a<br />
safety-relevant benefit in the<br />
form of homogenous joints.<br />
Regarding total cost of ownership,<br />
plastic piping systems<br />
offer significant advantages<br />
compared to metal products.<br />
Mark Bulmer, Global<br />
Market Segment Manager<br />
Ship Building, Georg<br />
Fischer Piping Systems,<br />
Schaffhausen, Switzerland<br />
38 Ship & Offshore | <strong>2010</strong> | N o 2
On course with<br />
Geberit piping systems<br />
Know-how that pays for itself<br />
Geberit is your clear-cut brand for<br />
pressed piping systems that have<br />
proven successful for years in the<br />
shipbuilding industry. In the engine<br />
room, the HVAC system, drinkingwater<br />
pipes or the sprinkler and<br />
fi re-extinguishing systems – there’s<br />
no compromise with Geberit piping<br />
systems.<br />
International approvals<br />
Signifi cant weight savings<br />
No risk of fi re<br />
One system for a variety of<br />
applications<br />
Simple, quick installation<br />
Global availability<br />
Further information<br />
Tel: +49 (0)2173 285-310<br />
Fax: +49 (0)2173 285-309<br />
industrie.de@geberit.com
SHIPBUILDING & EQUIPMENT | PIPING SYSTEMS<br />
Tungum-tube pipework for<br />
offshore construction<br />
ANTI-CORROSIVE TECHNO-<br />
LOGY | Tungum is an Aluminium-Nickel-Silicon-Brass<br />
alloy<br />
which was first discovered by<br />
metallurgist Sidney Tungay in<br />
the 1920’s trying to find a decorative<br />
alloy resembling of 22<br />
carat gold when polished. This<br />
copper based alloy has, in fact,<br />
excellent qualities to be used<br />
for pipework, especially for offshore<br />
applications.<br />
Tungum alloy is a cryogenic<br />
material, suitable for chemical<br />
engineering and low temperature<br />
processes. Its corrosion<br />
resistance often enables its use<br />
in conveying fluids and gasses<br />
containing corrosive elements.<br />
Highly resistant to sea water<br />
and its atmosphere, Tungum<br />
resists both stress and crevice<br />
corrosion to offer outstanding<br />
serviceability, even at intermittent<br />
duty in the highly corrosive<br />
‘splash’ zone. Non-magnetic<br />
and non-sparking properties<br />
make Tungum invaluable in<br />
piping high pressure gases, particularly<br />
oxygen where its thermal<br />
conductivity/ defusivity<br />
characteristics virtually eliminate<br />
the potential dangers present<br />
when lesser materials are<br />
employed.<br />
In salt-laden marine atmospheres,<br />
‘316’ stainless steel is<br />
highly susceptible to crevice<br />
corrosion and chloride pitting.<br />
After just a few years of salt<br />
Tungum pipes are installed on Toisa Paladin<br />
spray exposure, it may still look<br />
bright from a distance, but closer<br />
inspection reveals telltale<br />
signs of imminent failure to<br />
hold pressure.<br />
Tungum alloy, however, possesses<br />
a natural protection mechanism<br />
whereby, on exposure<br />
to salt spray, a very thin oxide<br />
coating is generated over the<br />
exposed surface, no more than<br />
two thousandths of an inch<br />
thick, when complete. The tube<br />
becomes discoloured, it may<br />
even have a verdigris coating,<br />
but under the oxide layer the<br />
tube material is perfect and will<br />
remain so for a very long time.<br />
Tungum Alloy tube remains<br />
unscathed despite more than 10<br />
years of marine exposure on a<br />
semi-submersible support vessel.<br />
In comparison, the stainless<br />
steel section from a southern<br />
North Sea gas platform, shows<br />
both crevice corrosion and<br />
chloride pitting after barely five<br />
years in the same environment,<br />
in lines under pipe clamps.<br />
The special corrosion resisting<br />
characteristics of Tungum alloy<br />
tubing, carefully developed for<br />
use in the hydraulics systems<br />
of marine aircraft remains just<br />
as valid in today’s polluted sea<br />
waters. An examination of the<br />
development of the oxide coating<br />
shows time plotted against<br />
a minute weight loss during its<br />
formation. After 1000 hours<br />
the weight has virtually stabilised<br />
indicating that the protective<br />
coating is already almost<br />
complete.<br />
The strength to weight ratio<br />
of Tungum alloy compares favourably<br />
with other materials.<br />
In tubes, this often affords the<br />
opportunity to employ smaller,<br />
lighter sections, hence reducing<br />
the size and cost of fittings and<br />
supports. As would be expected<br />
of a material originally developed<br />
for use in the hydraulic<br />
Photo: Sealion Shipping Ltd.<br />
control systems of aircraft, Tungum<br />
alloy has excellent fatigue<br />
resisting properties.<br />
In practice, tubing is often used<br />
after bending. In this operation<br />
the outer wall of the tube<br />
becomes thinner and the inner<br />
wall thicker. The severity of this<br />
depends on the radius of curvature<br />
and the angle encompassed<br />
by the bend. The tube<br />
also becomes oval due to the<br />
forming operations. The radius<br />
of the bend, the angle of the<br />
bend, the ovality of the tube<br />
and obviously properties of the<br />
tubing material, all influence<br />
its fatigue life. The relationship<br />
between the maximum stress,<br />
calculated for straight and circular<br />
Tungum alloy tubing,<br />
and the number of stress repetitions<br />
to cause failure is shown<br />
below.<br />
Although initially more expensive<br />
than stainless steel, the<br />
proven life expectancy of Tungum<br />
make the long-term operating<br />
costs far more attractive,<br />
not to mention the costs involved<br />
in rig shut down and ‘old’<br />
tube disposal.<br />
Jens Olberts,<br />
Sales Manager<br />
MGI-Imhäuser GmbH,<br />
Olpe, Germany<br />
40 Ship & Offshore | <strong>2010</strong> | N o 2
All-electric tube bending<br />
UNISON | A new class of tube<br />
bending applications is made<br />
possible by the launch of allelectric<br />
benders for handling<br />
tubing diameters of up to 175<br />
mm (7 inches), from the machine<br />
innovator Unison. The<br />
company‘s newly-extended<br />
all-electric tube bending machinery<br />
range brings the process<br />
flexibility of software-controlled<br />
set-up and bending to<br />
a large range of heavy-duty applications.<br />
Machines from the<br />
Unison Breeze family can now<br />
generate bending torques as<br />
high as 165,000 Nm/121,698<br />
pound feet.<br />
Breeze 170 machines open up<br />
new application possibilities<br />
for shipbuilding companies.<br />
The ability to accommodate<br />
175 mm (7 inches) diameter<br />
tubing makes it particularly<br />
suitable for handling lightweight<br />
high-strength ducting<br />
manufactured from specialist<br />
materials. Fast, softwarecontrolled<br />
set-up enables the<br />
Breeze 170 to handle batch<br />
sizes as small as one in a very<br />
efficient manner. The new large<br />
diameter capability is already<br />
being proven in the field, with<br />
one of the latest Unison machines<br />
recently entering service<br />
in an aerospace manufacturing<br />
facility, and a second machine<br />
currently being built to support<br />
naval shipbuilding.<br />
All-electric machines are said<br />
to have become preferred over<br />
hydraulic actuation in tube<br />
bending applications involving<br />
precision shaping, exotic<br />
alloy materials, or small batch<br />
sizes.<br />
In addition to launching larger<br />
machines, Unison is releasing a<br />
new generation of its Unibend<br />
Unison Breeze, generating a bending torques of 165,000 Nm<br />
Control Software, which the<br />
company believes delivers the<br />
most versatile tube-bending capability<br />
available. Among new<br />
software features are an intuitive<br />
graphical user interface and<br />
a simple bending simulation<br />
facility to help users develop<br />
collision-free programs for the<br />
most complex part shapes.<br />
<br />
<br />
<br />
<br />
<br />
www.quint.ag<br />
The new STRAUB-FIRE-FENCE shields from fire with its<br />
innovative and patented design and at the same time keeps<br />
all advantages of a STRAUB coupling. In the event of a fire,<br />
the intumeszente fire protection coating expands, protectively<br />
enclosing the coupling – without any limitations in functionality.<br />
Approved, space-saving, crush resistant and light.<br />
<br />
<br />
More information from: Straub Werke AG, CH-7323 Wangs, Switzerland<br />
Tel. +41 (0) 81 725 41 00, www.straub.ch, straub@straub.ch
SHIPBUILDING & EQUIPMENT | INDUSTRY NEWS<br />
Drop for LPG tankers<br />
expected<br />
SHIPBUILDING FORE-<br />
CAST | A report just published<br />
by Fairplay shows new orders<br />
for liquid petroleum gas (LPG)<br />
fleet tankers currently stand at<br />
191 to the end of 2013, which<br />
is 50% less than the previous<br />
five years or 40% if measured<br />
in cubic metres (m 3 )<br />
The LPG market will by this<br />
slower fleet growth be better<br />
positioned than most other<br />
shipping markets when the<br />
GDP growth resumes to previous<br />
levels, particularly in Asia,<br />
according to Fairplay. China<br />
and South Korean dominate<br />
the order book for tankers over<br />
the next five years, holding 30%<br />
of the orders between them. Europe<br />
accounts for only 15%.<br />
This is expected as China will<br />
continue to increase its share of<br />
world exports with the Chinese<br />
state buying raw materials for<br />
stockpiling. The Chinese State<br />
Reserve Bureau, which manages<br />
the government stockpile,<br />
has bought copper, aluminium,<br />
zinc, indium and titanium in recent<br />
months.<br />
The monthly Shipbuilding Market<br />
Forecast for February <strong>2010</strong><br />
examines the oil, chemical, LPG<br />
and LNG tanker markets. It provides<br />
a review of the global business<br />
environment demand for<br />
seagoing transport, market conditions<br />
and capacity utilization<br />
for these classes of vessels, and<br />
gives a detailed five-year shipbuilding<br />
forecast, including new<br />
orders, deliveries and demolitions.<br />
The report by Fairplay forecasts<br />
that the LPG tanker fleet will<br />
increase by a meager 7% over<br />
the next four years. In 2008, the<br />
fleet reached historic highs, but<br />
the Shipping Market Forecast by<br />
Fairplay forecasts that deliveries<br />
for 2009 through 2013 will<br />
stand at 5.2M m 3 which is a<br />
16% drop from 2008 deliveries.<br />
The forecast for removals from<br />
the worldwide tanker fleet in<br />
the period 2009 through 2013<br />
is 152 ships, an increase of 70%<br />
compared to the previous fiveyear<br />
period, but as these are<br />
mostly relatively small ships it<br />
is only 40% of the capacity if<br />
measured in m 3 .<br />
At the beginning of January <strong>2010</strong><br />
the worldwide LPG fleet stood at<br />
340 carriers, which is a capacity<br />
of 47.7M m 3 . At this time 52 vessels<br />
were on order, which is 40<br />
less than the same time last year.<br />
Network of<br />
workshops<br />
WENCON | Danish company<br />
Wencon, primarily known<br />
for providing epoxy-based repair<br />
kits for emergency repairs<br />
onboard, has recently built,<br />
trained and certified a new network<br />
of marine-oriented workshops<br />
in some of the world’s<br />
major ports around the world.<br />
These are to perform durable<br />
repairs with epoxy. To date, 12<br />
workshops have been certified<br />
with an additional eight workshops<br />
planned for <strong>2010</strong>.<br />
When done correctly, refurbishing<br />
a seawater filter with<br />
Wencon is claimed to retrieve<br />
both its initial durability and<br />
functionality, and is, at the<br />
same time, typically done at a<br />
fraction of the cost compared<br />
to a new spare part. Often the<br />
refurbished part is claimed to<br />
be even better than new, prtected<br />
by epoxy.<br />
Extender frame to double ducting capacity<br />
BEELE ENGINEERING | The<br />
new RISE extender frame by<br />
Beele Engineering BV can be<br />
retrofitted onto cable and<br />
pipe transits on ships and<br />
offshore installations. The extender<br />
frames were designed<br />
for the purpose of upgrading<br />
existing conventional conduit<br />
systems to the RISE system.<br />
The frames are said not only<br />
to make it easier to remove or<br />
add cables and thus reduce<br />
maintenance costs, but also<br />
to double the usable space<br />
inside any block system transit<br />
frame. The installation of<br />
the frames can be performed<br />
without the need to remove<br />
any of the existing cables.<br />
The RISE extender frame consists<br />
of two metal plate sections,<br />
the flanges of which<br />
are inserted into the existing<br />
conduit. The length of the<br />
flanges corresponds to the<br />
length of conventional conduit<br />
frames. The two sections<br />
are then joined together into<br />
a single unit by means of nuts<br />
and bolts.<br />
For optimized stability, the<br />
extension frame can be spotwelded<br />
to the existing conduit.<br />
Once the conduit has<br />
been upgraded, the fire safe<br />
sealing system RISE can be<br />
installed.<br />
The RISE extender frame can<br />
be used for all A0 - A60 multi-cable<br />
transits. Application<br />
of the extension frame yields<br />
not only the convenience of<br />
the RISE system but it also<br />
makes extra insulation at the<br />
front of the penetration and/<br />
or in between the cables unnecessary.<br />
Rise extender frame of Beele Engineering<br />
42 Ship & Offshore | <strong>2010</strong> | N o 2
CAD/CAM release targets large-scale projects<br />
SHIPCONSTRUCTOR | The<br />
latest release of ShipConstructor<br />
2009, which is compatible<br />
with AutoCAD 2009,<br />
will allow 64-bit capability<br />
on the Microsoft Windows<br />
Vista and Windows 7 platforms.<br />
This added capability<br />
will allow modelers to load<br />
larger portions of the 3D<br />
model into a single working<br />
session at a greater level<br />
of detail with increased program<br />
stability. Another enhancement<br />
is improvements<br />
involving the creation of 3D<br />
Virtual Reality (VR) models.<br />
Numerous visualization options<br />
are available.<br />
ShipConstructor has also improved<br />
its automated nesting<br />
capabilities with the introduction<br />
of an enhanced nest<br />
optimization engine. Test results<br />
have shown clients can<br />
expect up to a 6% improvement<br />
in overall plate utilization.<br />
ShipConstructor 2009 includes<br />
a new intelligent Distributed<br />
Systems Supports<br />
module, which is a rule-based<br />
program for the creation of<br />
distributed system supports<br />
such as pipe and HVAC. In<br />
line with the company’s other<br />
efforts to enhance Design for<br />
Production (DFP), the software<br />
allows an experienced<br />
designer to inject knowledgebased<br />
rules into the library<br />
of supports, which are available<br />
during the 3D modeling<br />
process.<br />
This enhanced module offers<br />
parametric design based<br />
on a broad range of industry<br />
standard supports. Each support<br />
is associated with a set<br />
of pipes and pipe hangers as<br />
well as foundational structure,<br />
allowing the support to<br />
be constrained and automatically<br />
adapt to design changes<br />
as the project progresses. This<br />
provides a smooth transition<br />
from engineering to production.<br />
Another DFP-based enhancement<br />
allows for the standardization<br />
of commonly used<br />
assemblies, including items<br />
such as simple panels, ladders,<br />
pipe manifolds, handrails<br />
and equipment complete<br />
with standard foundations.<br />
In addition to allowing common<br />
items to be modeled<br />
once and used many times,<br />
these Standard Assemblies<br />
include the production documentation<br />
required for fabrication.<br />
The production documents<br />
include 3D assembly<br />
drawings for each stage in<br />
fabrication. When changes<br />
are made to the Standard<br />
Assembly definition or the<br />
related construction documents,<br />
all instances where it<br />
has been used are automatically<br />
changed as well. This reduces<br />
the time needed in the<br />
design process, especially on<br />
large-scale projects.This latest<br />
version of ShipConstructor<br />
provides an intuitive set of<br />
tools that allows modelers to<br />
allocate space for the various<br />
systems (pipe, HVAC, electrical<br />
etc.) well before they are<br />
modeled.<br />
The allocated space is parametrically<br />
associated with<br />
the wireways in the upcoming<br />
ShipConstructor Electrical<br />
module. Changes to the<br />
allocated space will be automatically<br />
propagated to<br />
the detailed electrical system<br />
model, providing a bridge<br />
between the earlier stages of<br />
the design process and the final<br />
production design.<br />
Portable gauge for<br />
ballast tanks<br />
Main body of the<br />
liquid-level gauge<br />
MOL | Mitsui O.S.K. Lines, Ltd.<br />
(MOL) and Musashino Co., Ltd.<br />
have jointly developed one of the<br />
word’s first portable liquid-level<br />
gauges for vessel ballast tanks.<br />
The gauge measures the level of<br />
ballast water (seawater) in a tank<br />
by dropping a portable measuring<br />
tube into the sounding tube<br />
of the ballast tank. A sensor detects<br />
air pressure changes in the<br />
tube and quickly measures the<br />
ballast water level. Conventional<br />
measurement using a sounding<br />
tape is complex and timeconsuming,<br />
requiring several<br />
crew members. Use of this new<br />
liquid-level gauge is claimed to<br />
make it quick and easy to check<br />
the levels of many ballast tanks,<br />
improving efficiency and enhancing<br />
the safety of loading/<br />
discharging operations.<br />
The gauge’s compact main unit<br />
measures 35cm (w) x 33cm (h) x<br />
23cm (d) and weights about 5kg.<br />
It is said to take only 10 to 15 seconds<br />
to measure the liquid level<br />
in each ballast tank. The system<br />
is compatible with most vessels<br />
because the gauge uses the vessel’s<br />
air compressor system and<br />
the gauge’s main unit can be<br />
connected with the air hose with<br />
a one-touch system. Further, the<br />
pressure sensor automatically<br />
adjusts for changes in temperature<br />
and atmospheric pressure.<br />
Ship & Offshore | <strong>2010</strong> | N o 2 43
NEW SHIPS<br />
M/V “CMA CGM CHRISTOPHE COLOMB“<br />
Builders: Daewoo Shipbuilding & Marine<br />
Engineering, Geo Je/Korea<br />
Yard no: 4156<br />
IMO no: 9453559<br />
Call sign: FNUY<br />
Flag: France<br />
Port of registry: Marseille<br />
Vessel type: Container vessel<br />
Delivery: November 10, 2009<br />
Owner: SNC Nieuhof<br />
Managing owner: CMA CGM The French<br />
Line, Marseille<br />
Classification: Bureau Veritas I Hull<br />
MACH Container ship Unrestricted navigation<br />
VeriSTAR-HULL AUT-UMS AUT-<br />
PORT MON-SHAFT CLEANSHIP ALP INWA-<br />
TERSURVEY LASHING SDS<br />
Main data<br />
Tonnage GT/NT: 153,022/81,900<br />
Deadweight:<br />
157,092 t<br />
Length o.a:<br />
365.5 m<br />
Length b.p:<br />
349.5 m<br />
Breadth:<br />
51.2 m<br />
Depth:<br />
29.9 m<br />
Draught:<br />
15.5 m<br />
Speed:<br />
24.1 kn<br />
Propulsion<br />
One two-stroke diesel engine Wärtsilä<br />
14RT-Flex 96C, 80,080 kW at 102 1/min,<br />
acting on one solid propeller<br />
Equipment<br />
Twisted leading edge rudder, Pre-Swirl Stator,<br />
Fast Oil Recovery System JLMD<br />
Capacities<br />
13,344 TEU, 800 reefer plugs.<br />
M/V “PASSIO PER FORMENTERA“<br />
Builders: Hijos de J. Barreras, Vigo<br />
Yard no: 1663<br />
IMO no: 9465239<br />
Call sign: 9HA2143<br />
Flag: Malta<br />
Port of registry: Valletta<br />
Vessel type: Passenger and car ferry<br />
Delivery: September 11, 2009<br />
Owner: Lico Leasing, Madrid<br />
Balearia (Eurolineas Maritimas), Dénia<br />
Managing owner: Biscay Ship Management,<br />
Bilbao<br />
Classification: Bureau Veritas I Hull<br />
MACH Ro-ro passenger ship Unrestricted<br />
navigation AUT-UMS INWATERSURVEY<br />
Main data<br />
Tonnage GT: 6,146<br />
Deadweight:<br />
Length o.a:<br />
Length b.p:<br />
Breadth:<br />
Depth:<br />
Draught:<br />
Speed:<br />
850 t<br />
100.0 m<br />
86.6 m<br />
17.0 m<br />
6.0 m<br />
4.0 m<br />
20 kn<br />
Propulsion<br />
Two four-stroke diesel engines Rolls Royce<br />
Bergen B32:40L9P, 2x4,500 kW at 750 1/<br />
min, acting through two reduction gears<br />
on two controllable pitch propellers 244 1/<br />
min<br />
Auxiliary engines:<br />
Three diesel generator sets 3x560 kW at<br />
1,500 1/min, one emergency generator<br />
280 kW at 1,500 1/min<br />
Equipment<br />
Two electrically driven transversal thrusters<br />
forward with variable pitch propellers<br />
2x450 kW, one stern ramp/door of 13x10<br />
m, one movable car deck between deck<br />
2 and 4, one bow ramp/door for cars, fin<br />
stabilizers Rolls Royce<br />
Capacities<br />
Max. 800 persons (crew and passengers),<br />
one vehicle deck, one car deck, 540 lane<br />
metres of 2.2 m width for cars, 300 lane<br />
metres for trailers of 2.9 m width, range<br />
2,200 nm, fresh water capacity 30 m³, distilled<br />
water capacity 20 m³.<br />
Crew: 26.<br />
44 Ship & Offshore | <strong>2010</strong> | N o 2
SHIPPING & SHIP OPERATION | TRENDS / CLASSIFICATION<br />
Shipping in the Arctic regions is to increase the coming years<br />
Increasing demand on<br />
Arctic seafarers<br />
DNV/ARCTIC TRENDS Climate, political and economic changes are facilitating unprecedented<br />
access to the Arctic, increasing the demands on seafarers. Steven Sawhill, who contributed to<br />
DNV’s development of the Ice Navigation Standard and participated in several Arctic research<br />
projects, sums up the essential trends for Arctic seafaring.<br />
Steven Sawhill<br />
Navigating safely in ice-infested<br />
waters requires not only icestrengthened<br />
and winterized<br />
ships, but also people skilled in operating<br />
in this challenging environment. Demands<br />
on seafarers are increasing due to<br />
the changing profile of Arctic shipping.<br />
Four key trends are driving today’s focus<br />
on the human element of safe and efficient<br />
Arctic operations.<br />
Trend 1:<br />
Growing Arctic shipping Cruise ship<br />
activity in the region has doubled over<br />
the past six years, at the same time that<br />
oil shipments from the Russian Arctic<br />
have jumped from insignificance to 12<br />
million tonnes per year. This growth<br />
has continued: an estimated 20 million<br />
tons of oil and gas will be transported<br />
through the Barents Sea in 2009, and<br />
terminal capacity in the region is expected<br />
to reach 100 million tons in 2015.<br />
Rapid expansion in Russia’s oil exports<br />
has led to a demand for tankers that can<br />
operate in ice-infested waters, especially<br />
tankers with higher levels of ice strengthening.<br />
In the early 1990s, only three per<br />
cent of the world tanker fleet had some<br />
form of ice classification; today, this figure<br />
tops ten per cent.<br />
Growth in the Arctic shipping market<br />
means the maritime industry needs<br />
more seafarers fit for operating in this<br />
demanding region. More bridge officers<br />
with ice navigation skills are required,<br />
as are engineers skilled in keeping their<br />
ships running in a sub-zero environment<br />
with limited external support.<br />
Trend 2:<br />
New year-round regions Today, Arctic<br />
operations are expanding in both time<br />
and place. As the Arctic heats up, the ice<br />
edge is retreating northwards, the ice is<br />
becoming thinner and weaker, and the<br />
54 Ship & Offshore | <strong>2010</strong> | N o 2
occurrence of perennial ice along Russian<br />
coastal areas is diminishing.<br />
These changes have opened up new possibilities<br />
for tourism, resource exploration,<br />
development and marine transport.<br />
Ships are able to reach previously inaccessible<br />
regions. They are also operating<br />
for longer and longer periods, beginning<br />
earlier in the spring and ending later in<br />
the autumn than the traditional Arctic<br />
navigation season has allowed. Icebreaking<br />
bulk carriers are already servicing<br />
base mineral mines in the Russian<br />
and Canadian Arctic on a year-round<br />
basis. This trend will only continue, as<br />
offshore oil and gas development will<br />
demand year-round operational capability.<br />
Winter shipping operations in the<br />
Arctic considerably increase the physical,<br />
psychological, responsibility and knowledge<br />
demands placed on people. The<br />
darkness of the polar winter substantially<br />
complicates the task of navigating<br />
through an ice field. Ice surveillance is<br />
poorer in winter. Darkness and extreme<br />
cold hasten fatigue and can lead to the<br />
impairment of complex mental tasks,<br />
cognition and decision making. To successfully<br />
cope with the challenges posed<br />
by the polar environment, seafarers not<br />
only must be adapt at using advanced<br />
technological tools, they also need to<br />
follow appropriate routines and procedures<br />
to keep themselves physically and<br />
mentally fit.<br />
Trend 3:<br />
Independent operations The third<br />
major trend in the Arctic is the move<br />
towards independent operations. At the<br />
same time as Arctic shipping is growing,<br />
the icebreaker support offered to commercial<br />
shipping by national administrations<br />
is declining. The Canadian and<br />
US national administrations do not have<br />
plans to increase their icebreaker support<br />
for commercial Arctic operations, and<br />
Russia’s icebreaker modernisation plans<br />
will likely only maintain current levels<br />
of service. In response, commercial operators<br />
are taking matters into their own<br />
hands, developing their own icebreakers<br />
and ice-breaking cargo ships. Lukoil has<br />
two icebreakers to support its Varandey<br />
oil terminal in the Pechora Sea. Norilsk<br />
Nickel has built a fleet of six double-acting<br />
ice-breaking bulkers that allow it to<br />
carry out year-round operations between<br />
Dudinka and Murmansk, independent<br />
of icebreaker support.<br />
To operate independently, seafarers<br />
need advanced navigation skills that are<br />
typical of icebreaker officers. They cannot<br />
rely on the availability of outside<br />
expertise or assistance. Rather than following<br />
dutifully in an icebreaker’s track,<br />
they must make it themselves. To do<br />
this safely and efficiently, today’s Arctic<br />
seafarers must be able to recognise ice<br />
types and judge ice conditions, interpret<br />
information from satellites and other<br />
sources, plan a safe route, and manoeuvre<br />
their ship safely in all types of ice<br />
conditions.<br />
Trend 4:<br />
Norway and Russia have proposed that<br />
the STCW Convention introduces mandatory<br />
minimum requirements for Arctic<br />
shipping<br />
New regulations Alarmed by several recent<br />
incidents in the Antarctic, including<br />
the sinking of the cruise ship Explorer in<br />
2008, IMO member countries have recently<br />
proposed a variety of mandatory<br />
requirements for application in the Polar<br />
Regions.<br />
Seafarers are particularly in the regulatory<br />
spotlight. At present, there are no<br />
requirements for the training and certification<br />
of crews serving in the Arctic<br />
or Antarctic. This could soon change,<br />
as Norway and Russia have proposed<br />
that the STCW Convention introduces<br />
mandatory minimum requirements for<br />
the training and qualification of navigators<br />
serving on ships operating in<br />
ice-covered waters. These proposals are<br />
currently under consideration as part of<br />
the comprehensive review of the STCW<br />
Convention and Code.<br />
Ice navigation standard DNV recently<br />
published the Ice Navigation Standard<br />
in order to improve navigational safety<br />
and prevent pollution from ship operations<br />
in ice-covered waters. This ice navigation<br />
standard specifies the competence<br />
requirements for officers responsible for<br />
navigating a vessel in different ice conditions<br />
throughout the world, whether<br />
operating independently or with icebreaker<br />
assistance. The standard will<br />
assist the maritime industry in recruiting,<br />
training and assessing officers to<br />
safely pilot ships through ice. Maritime<br />
training centres can use it as a guide for<br />
developing courses in ice navigation,<br />
which DNV can in turn certify as being<br />
in compliance with the standard.<br />
As part of its involvement in the Barents<br />
2020 Project, DNV is leading a review of<br />
international standards to ensure they<br />
are up to the challenge of securing the<br />
safety and efficiency of people working<br />
in the polar environment. Barents 2020<br />
is a bilateral initiative that teams Russian<br />
and Norwegian industry experts in<br />
seven working groups in an effort to harmonise<br />
standards for oil and gas operations<br />
in the Barents Sea.<br />
The group on Working Environment and<br />
Human Factors is reviewing standards to<br />
ensure the optimal safety, performance<br />
and decision making of people working<br />
on vessels and installations in Arctic-environment<br />
conditions. The focus of this<br />
group is on minimising risks to health,<br />
the risk of accidents and elements which<br />
affect human work capacity, including:<br />
fatigue<br />
the impairment of physical tasks and<br />
work efficiency<br />
the impairment of complex mental<br />
tasks, cognition and decision making<br />
To this end, the expert working group<br />
will draw on Russian and Norwegian<br />
experience with cold climate operations<br />
to assess whether existing maritime and<br />
offshore standards are capable of maintaining<br />
the same high safety levels when<br />
pitted against Barents Sea conditions.<br />
The group will develop a list of recommended<br />
changes in which it identifies<br />
shortcomings in the existing standards.<br />
These proposals will be submitted to national<br />
and international standardisation<br />
organisations and authorities for their<br />
consideration.<br />
The Barents 2020 expert group includes<br />
industry experts from Gazprom, Statoil-<br />
Hydro, Eni Norge, Transocean, Giprospetsgaz,<br />
University Hospital of Northern<br />
Norway and the Central Marine Design<br />
and Research Institute, and and is led by<br />
DNV.<br />
The author:<br />
Steven Sawhill, DNV SeaSkill Project<br />
Manager, Oslo, Norway<br />
Ship & Offshore | <strong>2010</strong> | N o 2 55
SHIP & PORT OPERATION | TRENDS / CLASSIFICATION<br />
Revised<br />
STCW Convention<br />
“Shipping confidence<br />
levels hold up”<br />
IMO | Draft amendments to the<br />
International Convention on<br />
Standards of Training, Certification<br />
and Watchkeeping for Seafarers<br />
(the STCW Convention),<br />
and its associated Code, have<br />
been approved by the Sub-Committee<br />
on Standards of Training<br />
and Watchkeeping (STW) and<br />
are ready for submission to a<br />
Diplomatic Conference that will<br />
meet in Manila, Philippines,<br />
from 21 to 25 June <strong>2010</strong>, for<br />
adoption.The proposed amendments<br />
mark the first major revision<br />
of the two instruments<br />
since those, completely revising<br />
the original 1978 Convention,<br />
adopted in 1995. IMO’s vision<br />
of the revised Convention and<br />
Code has been that the instruments<br />
would provide, at any<br />
given time, the necessary global<br />
standards for the training and<br />
certification of seafarers to operate<br />
technologically advanced<br />
ships today and in the foreseeable<br />
future.<br />
The Sub-Committee also completed<br />
its review of the principles<br />
for establishing the safe manning<br />
levels of ships and agreed a draft<br />
Assembly resolution on Principles<br />
of Minimum Safe Manning,<br />
which would replace the Principles<br />
of Safe Manning (resolution<br />
A.890(21), as amended).<br />
The draft resolution will be submitted<br />
to the Maritime Safety<br />
Committee for approval at its<br />
88 th session in December <strong>2010</strong>,<br />
subject to comments by the Sub-<br />
Committee on Safety of Navigation<br />
(NAV) at its 56 th session in<br />
July <strong>2010</strong>.<br />
The Sub-Committee also endorsed<br />
proposed draft amendments<br />
to SOLAS regulation<br />
V/14 Ships’ manning, to require<br />
Administrations to take into<br />
account the guidance on minimum<br />
safe manning adopted<br />
by IMO (with a footnote referring<br />
to the Assembly resolution<br />
on Principles of Minimum Safe<br />
Manning), with a view to approval<br />
by MSC 88, subject to<br />
comments made by NAV 56.<br />
Confidence in Europe continued its recent upward trend<br />
MARKET SITUATION | On<br />
a scale of 1 to 10, the average<br />
confidence level expressed<br />
by respondents in November<br />
2009 in the markets in which<br />
they operate was 5.7, the same<br />
as in the previous survey in<br />
August 2009, which itself was<br />
the highest level recorded for<br />
twelve months. But this is still<br />
significantly down on the 6.8<br />
recorded in the first Moore<br />
Stephens survey, in May 2008.<br />
Charterers showed the most significant<br />
drop in confidence over<br />
the latest three-month period,<br />
down from 5.8 to 5.6, while<br />
confidence among brokers increased<br />
slightly, from 5.6 to 5.7.<br />
Confidence among owners remained<br />
unchanged at 5.7, while<br />
managers dropped from 5.9 to<br />
5.8. Geographically speaking,<br />
the most significant changes<br />
were evident in North America<br />
(down from 5.8 to 5.2) and<br />
Asia (5.9 to 5.7). Confidence in<br />
Europe continued its recent upward<br />
trend, from 5.4 to 5.6.<br />
Once again, the survey revealed a<br />
continuing level of concern over<br />
the newbuilding orderbook.<br />
There are said to be too many<br />
ships already in operation, and<br />
even more to come, so there<br />
is very little scope to increase<br />
freight rates. Other comments<br />
included, “There is only enough<br />
cash to fund half the orderbook,<br />
so something has to give”, and,<br />
“The massive orderbook is a<br />
great cause for concern”. One<br />
respondent said that the key to<br />
the massive orderbook crisis was<br />
for “the banks not to finance any<br />
more projects and for shipyards<br />
to agree to delays in delivery<br />
dates”. For the fourth successive<br />
survey, respondents identified<br />
demand trends as the most<br />
important factor likely to affect<br />
their business performance<br />
over the coming year, followed<br />
by competition and the cost<br />
and availability of finance.<br />
Respondents’ expectations of<br />
making a major investment or<br />
significant development over<br />
the next twelve months remained<br />
unchanged at 5.1 overall<br />
out of a possible maximum<br />
of 10.0. Owners were the most<br />
confident in this regard, scoring<br />
5.4, although this represented a<br />
marginal drop on the figure recorded<br />
in the last survey. Confidence<br />
was down in Asia, from<br />
5.4 to 5.0, and marginally up<br />
in Europe and Latin America.<br />
Owners, charterers, managers<br />
and brokers all expected<br />
finance costs to rise over the<br />
next twelve months, the overall<br />
percentage for all respondents<br />
in this regard rising three percentage<br />
points from 45 to 48%,<br />
having fallen one percentage<br />
point at the time of the previous<br />
survey. The biggest percentage<br />
rise was recorded by ship<br />
managers, from 46% to 51%.<br />
A geographical divide was also<br />
evident, with Asia and Europe<br />
anticipating increases (11 percentage<br />
points more on the part<br />
of Asia) and the Americas expecting<br />
costs to fall, in the case<br />
of Latin America by no less than<br />
14 percentage points.<br />
So far as the freight markets are<br />
concerned, there was a general<br />
consensus among respondents<br />
that there was very little scope<br />
for increasing rates at the moment.<br />
Indeed, there was a fall in<br />
expectation overall in each of the<br />
three tonnage categories covered<br />
by the survey that rates would<br />
increase over the coming twelve<br />
months.<br />
In the tanker market, the number<br />
of respondents overall who expected<br />
rates to go up fell from<br />
45% to 42% this time, with the<br />
most significant shift in opinion<br />
being expressed by charterers,<br />
where there was a 13 percentage<br />
point drop (to 22%) in the<br />
number of respondents who<br />
thought rates would go up. For<br />
owners, expectation levels of an<br />
increase were down from 46 to<br />
39% on last time. In the dry bulk<br />
market, meanwhile, the overall<br />
expectation of higher rates was<br />
down from 41% to 38%, with<br />
ship managers alone in increasing,<br />
from 41 to 49%, their level<br />
of expectation of increases.<br />
Finally, in the container ship sector,<br />
26% of respondents overall,<br />
compared to 35% last time, expected<br />
rates to rise over the coming<br />
twelve months. It seems significant<br />
that the survey revealed that<br />
respondents in Asia anticipated<br />
a downturn in new investment<br />
over the coming twelve months,<br />
and that Asia also led the way in<br />
terms of expecting a big increase<br />
in finance costs. Given what has<br />
already been invested in the region,<br />
in shipyards and elsewhere,<br />
this is hardly a surprise. It was<br />
notable, too, that operating costs<br />
featured more prominently in respondents’<br />
answers this time as a<br />
significant factor likely to influence<br />
performance over the coming<br />
year, given the findings of the<br />
recent Moore Stephens future operating<br />
costs survey.<br />
56 Ship & Offshore | <strong>2010</strong> | N o 2
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SHIP & PORT OPERATION | INDUSTRY NEWS<br />
AIS SART<br />
MES for special purpose ships<br />
MCMURDO | A new AIS SART<br />
(Automatic Identification System<br />
Search And Rescue Transmitter)<br />
has been launched by McMurdo.<br />
The Smartfind S5 AIS SART is<br />
aimed at the commercial maritime<br />
market and is designed to<br />
assist in survivor craft location<br />
during search and rescue operations.<br />
After January 1 st <strong>2010</strong> the AIS-<br />
SART is adopted into IMO<br />
GMDSS carriage requirements<br />
as an alternative survivor Search<br />
and Rescue Locating Device to<br />
existing 9GHz Radar SARTs. A<br />
major benefit of the AIS SART is<br />
that target survivor information<br />
becomes viewable using standard<br />
ships AIS equipment, both<br />
the range and course to locate the<br />
survivors will be clearly presented<br />
on the ships AIS user display.<br />
Smartfind S5 transmits a series<br />
of updating structured alert messages<br />
including its geographic<br />
position and serialised identity<br />
number. Once activated, the<br />
Smartfind S5 AIS SART transmits<br />
emergency alerts for a minimum<br />
of 96 hours. An in-built high<br />
precision GPS provides exact<br />
position information to assist<br />
in quick recovery of survivors.<br />
Buoyant, waterproof and rugged,<br />
the Smartfind S5 has a long life<br />
non-hazardous battery for easy<br />
transportation making an economical<br />
alternative to the traditional<br />
9GHz SART.<br />
Whether wall mounted in the<br />
ships bridge or packed inside a<br />
survival craft, the highly visible<br />
and buoyant carry case affords<br />
good protection while the Smartfind<br />
S5 is not in use. Once activated<br />
the AIS SART<br />
may be suspended<br />
inside the<br />
survival craft<br />
or mounted in<br />
an elevated<br />
position<br />
using the<br />
integrated<br />
extending<br />
pole.<br />
EVACUATION | A Marine<br />
Evacuation System (MES), consisting<br />
of an inflatable slide or<br />
chute where passengers can<br />
evacuate straight into waiting<br />
life rafts, can often be found on<br />
modern high speed crafts and<br />
passenger ships, where weight,<br />
space and evacuation times<br />
must be kept to a minimum.<br />
For the first time, a similar system<br />
has now also been developed<br />
for Special Purpose Ships<br />
(SPS).<br />
A close relationship between<br />
Norwegian-based Brude Safety<br />
AS and Ulstein Design has lead<br />
to this new type of space saving<br />
MES, designed to fit Special<br />
Purpose Ships, such as Offshore<br />
Support Vessels (OSVs).<br />
The new BRUDE MES Chute<br />
SPS is designed for safe and efficient<br />
evacuation from a ship<br />
in international waters with<br />
an evacuation height from 3 to<br />
20m. The system consists of the<br />
evacuation chute and mooring<br />
system, life rafts for 65 and 150<br />
persons as well as optional additional<br />
life rafts for 10, 30, 50<br />
and 150 persons.<br />
The new space saving BRUDE<br />
MES Chute is said to improve<br />
safe evacuation compared to<br />
davit solutions and to be easy<br />
and cost effective to install.<br />
The chute of the MES is made<br />
of separate cells with sloping<br />
slides<br />
All the system’s operations are<br />
manual and they can all be carried<br />
out by 2 persons, meaning<br />
there is no need for electrical or<br />
hydraulic supply, while service<br />
costs can be kept to a minimum.<br />
The new design has instantly<br />
lead to a major order to supply<br />
all six new vessels for Polarcus<br />
currently being built at Drydocks<br />
World Dubai, with the<br />
first in the series, the Polarcus<br />
Nadia, having been delivered<br />
recently. The second vessel, the<br />
Polarcus Naila, is to be delivered<br />
early <strong>2010</strong>. The vessels will<br />
have one deployment frame<br />
and chute combined with two<br />
65 persons life rafts and one 10<br />
persons life raft on each side.<br />
The main reason for the order<br />
is said to be the space saving<br />
and Brude Safety’s experience<br />
with supplying similar larger<br />
systems to the passenger shipping<br />
industry.<br />
All components are made of<br />
marine aluminium. The system<br />
container is bolted to the deck<br />
of the vessel and designed to<br />
hold the launching ramp and<br />
chute in a deployed position.<br />
The container door is opened<br />
by means of two gas cylinders.<br />
When the container door is in<br />
the open position, the launching<br />
ramp and chute are ejected<br />
and lowered into the deployed<br />
position in a controlled manner.<br />
AIS Search and<br />
Rescue Transmitter S5<br />
Brude MES system on offshore vessel Polarcus Nadia<br />
58 Ship & Offshore | <strong>2010</strong> | N o 2
Hot water to protect ships<br />
ANTI-PIRACY | Secure-<br />
Globe Pty Ltd has launched<br />
a new patent pending antipiracy<br />
system called Secure-<br />
Waters, creating a curtain of<br />
water around the ship using<br />
special, non corrosive pipes,<br />
that are installed along the<br />
ship’s railing.<br />
The new Secure-Water system<br />
is offered in two versions:<br />
the Hot Water System, working<br />
on low pressure and high<br />
temperature, as well as the<br />
Cold Water System, working<br />
with high pressure and high<br />
volume of water.<br />
The Hot Water System uses<br />
the engine’s exhaust to heat<br />
up the seawater to about<br />
85° C. A heat exchanger is<br />
installed to transfer the heat<br />
from the steam or thermal<br />
oil source to seawater. The required<br />
heat capacity is quiet<br />
large, as approximately 500<br />
ltr / min need to be heated<br />
up instantly without the use<br />
of storage tanks. This hot<br />
water is then pushed at low<br />
pressure to the piping system<br />
surrounding the ship and is<br />
sprayed out via special nozzles.<br />
The result is that anyone<br />
trying to enter the ship will<br />
start feeling the heat at sea<br />
level, and will encounter hotter<br />
water the higher he gets.<br />
The system is turned on when<br />
entering danger waters, so a<br />
ship can sail with the system<br />
turned on for several days.<br />
Since the main engine’s exhaust<br />
heat is being used, the<br />
costs for running the system<br />
are minimal.<br />
The Cold Water System works<br />
on the principle of creating<br />
both a high pressure spray<br />
as well as a large water fall,<br />
which is intended to flood<br />
the attacking boats. The combined<br />
cold water means are<br />
said to effectively prevent<br />
boarding at sea. The technical<br />
requirements in this case<br />
are quiet high, as enough water<br />
flow and pressure needs<br />
to be generated to protect the<br />
ship.<br />
In most cases it is recommend<br />
to protect the full ship<br />
(excluding the fore castle) but<br />
for ships that want to minimize<br />
costs, it is also possible<br />
to go half way and still get<br />
good protection, as it is not<br />
easy to climb on a manoeuvring<br />
ship past half its length.<br />
The main point of boarding<br />
is identified as the aft ship.<br />
The different pipes used in<br />
both systems are GRE pipes<br />
that will not corrode, and are<br />
made especially for the shipping<br />
and oil and gas industry.<br />
Secure-Globe reports it has<br />
done firing tests on them with<br />
AK47 rifles and because the<br />
pipes are made from enforced<br />
fiber glass, the resulting holes<br />
were said to be minimal since<br />
the fibers splinter and close<br />
back on the hole. The only<br />
result is an extra small nozzle<br />
on the pipe, which has no<br />
effect on the pressure or the<br />
water capacity.<br />
When the vessel is under attack,<br />
there is an option of<br />
adding a special chemical to<br />
the water. This chemical is<br />
eco friendly and not dangerous.<br />
The main issue here is<br />
creating a severe temporary<br />
disabling factor to make sure<br />
getting on board is impossible,<br />
but also getting near the<br />
ship becomes unbearable.<br />
Further, a die can be added<br />
to the chemical, to enable the<br />
navies to identify the pirates<br />
if caught near the attacked<br />
vessel.<br />
Sub-metre accuracy<br />
with Global SBAS<br />
Solutions for<br />
Shipbuilding<br />
and industry<br />
KONGSBERG SEATEX | Two<br />
new products, DPS 110 and<br />
DPS 112, have been developed<br />
by Kongsberg Seatex to utilise<br />
the new Global Satellite Based<br />
Augmentation System (Global<br />
SBAS) introduced by Fugro<br />
SeaSTAR AS.<br />
This new high performance<br />
navigation service offers corrections<br />
to both GPS and GLO-<br />
NASS that enables sub-metre<br />
accuracy with worldwide reach.<br />
Unlike regional SBAS services<br />
such as WAAS, EGNOS and<br />
MSAS, and local DGPS services<br />
such as IALA DGPS, SeaSTAR<br />
SGG utilises Fugro’s own network<br />
of dual system reference<br />
stations to calculate ‘orbit and<br />
clock’ corrections. The service<br />
provides consistent sub-metre<br />
level accuracy positioning with<br />
global validity. The DPS 110<br />
and DPS 112 are even capable<br />
of supplementing SeaSTAR<br />
SGG corrections with regional<br />
SBAS and local DGPS corrections.<br />
By complementing the Kongsberg<br />
Seatex DPS product line<br />
and introducing the SeaSTAR<br />
SGG service, Kongsberg Seatex<br />
and Fugro SeaSTAR extend the<br />
user segment to new vessel categories.<br />
The new SeaSTAR SGG<br />
service is a competitively priced<br />
variant of the premium G2<br />
service. Whereas G2 provides<br />
decimetre level accuracy, SGG<br />
gives sub-metre level accuracy.<br />
SGG does, however, offer the<br />
same benefits of a composite<br />
GPS/GLONASS satellite solution.<br />
DPS 112 is extending the GPS<br />
capability by utilising dual frequency<br />
GLONASS signals. The<br />
addition of GLONASS signals<br />
increases positioning availability,<br />
which is essential when operating<br />
close to rigs, platforms<br />
or other satellite signal obstructions.<br />
Compressors<br />
- starting air<br />
- control air<br />
- working air<br />
Compressed-Air-Receivers<br />
TDI-Engine Air Starters<br />
Gastight Bulkhead<br />
Penetrations<br />
We exhibit:<br />
OTC Houston <strong>2010</strong><br />
Stand 4835-3<br />
Neuenhauser Kompressorenbau GmbH<br />
Hans-Voshaar-Str. 5 • D-49828 Neuenhaus<br />
Tel. +49(0)5941 604-0 • Fax +49(0)5941 604-202<br />
e-mail: nk@neuenhauser.de • www.neuenhauser.de • www.nk-air.com<br />
Ship & Offshore | <strong>2010</strong> | N o 2 59
SHIP & PORT OPERATION | INDUSTRY NEWS<br />
Piracy and armed robbery training package<br />
VIDEOTEL | As the Somali pirates once again<br />
escalate their activities, taking advantage of<br />
the calmer seas that mark the passing of the<br />
monsoon season, and with a number of nasty<br />
incidents occurring elsewhere such as off<br />
the coast of West Africa, Videotel’s launch of<br />
a revised version of its Piracy & Armed Robbery<br />
training package seems quite timely.<br />
A great deal has been learned in recent<br />
months about the tactics employed by pirates<br />
operating in high-speed RIBs and armed<br />
with high-powered automatic weapons and<br />
even rocket-propelled grenades (RPGs). In<br />
the light of experience gained in repelling<br />
these attacks, not always successfully, Videotel<br />
says it has been able to put together a<br />
package that shows what preventative measures<br />
should be deployed.<br />
Videotel has invited experts to comment<br />
on many other controversial subjects now<br />
being widely discussed such as whether to<br />
arm crews or carry trained guards, often<br />
former military personnel. Those who participated<br />
in the making of the film, which<br />
is available in both video (VHS) and DVD<br />
format or as an interactive CD-ROM, include<br />
leading maritime organisations, EU<br />
NAVFOR (Somalia), the US Navy and a<br />
number of major shipping companies.<br />
Among the owners are some with direct experience<br />
of actual or attempted hijackings.<br />
Examining the issues<br />
Piracy & Armed Robbery Edition 2 is centred<br />
around the key issues associated with<br />
piracy and the problems seafarers may encounter<br />
when confronting an attack, and<br />
the consequent issues if an attack is successful.<br />
The Somali pirates have brought<br />
with them new problems since many of<br />
their attacks involve the ship and crew being<br />
held for weeks or months while a ransom<br />
is agreed; previously the ‘hit-and-run’<br />
robbery, often accompanied by high levels<br />
of violence, was the greater risk.<br />
Videotel highlights the steps being taken<br />
by the maritime industry and ship owners<br />
alike, often with military assistance, to<br />
protect seafarers from these threats. Clear<br />
descriptions of the work undertaken by EU<br />
NAVFOR and the International Maritime<br />
Bureau (IMB) should reassure seafarers<br />
that substantial resources are being committed<br />
to keeping them safe when in the<br />
dangerous waters of the Gulf of Aden and<br />
the Indian Ocean.<br />
The programme emphasises the need for<br />
ships’ crews to be well trained and well prepared<br />
before entering high risk areas and<br />
stresses the need to contact the relevant reporting<br />
centres immediately if any suspicious<br />
activity is observed. The programme also<br />
explains the wider efforts of international<br />
organisations and governments to eradicate<br />
piracy from the seas.<br />
The programme examines different attacks<br />
and suggests ways in which ships can minimise<br />
the dangers when they are in known<br />
high risk areas. An Anti-Attack Plan, which<br />
makes access to the ship very difficult, will<br />
often mean that the pirates withdraw and<br />
search for an easier target.<br />
Whether an attack is an opportunity seized<br />
by petty criminals wanting cash/valuables or<br />
an assault by highly organised armed gangs<br />
intent on hijacking the ship and/or its cargo,<br />
the result is often traumatic for the ship’s<br />
crew. Consequently the programme also addresses<br />
medical issues such as Post Traumatic<br />
Stress Disorder that can result from a pirate<br />
encounter.<br />
Mandatory bridge alarm system<br />
Touch screen display of the bridge alarm<br />
system<br />
AMI MARINE | Following the IMO Committee’s<br />
decision adopting the mandatory<br />
fitting of a Bridge Navigation Watch<br />
Alarm System (BNWAS) on all vessels of<br />
150gt (keel lay base) or over, the designers<br />
at AMI UK have developed their new<br />
BNWAS with manual interface and motion<br />
sensor versions. This new product,<br />
in accordance with the IMO specification,<br />
has been fully tested and put into<br />
production, and is now undergoing type<br />
approval.<br />
The touch screen system consists of a<br />
main alert panel, a remote alert panel<br />
and a watch alert panel for second and<br />
third stage alerts. Other outputs from<br />
BNWAS include a third stage active<br />
watch alarm for the general ship alarm<br />
and a fourth stage to activate the Ship<br />
Security Alert Distress System (SSAS).<br />
Under the IMO specification two options<br />
are offered, either push button or<br />
motion sensor activation.<br />
With the first option, the system requires<br />
the officer on watch to push a button at<br />
regular intervals, which automatically<br />
triggers an alarm if they fail to do so. The<br />
second option using the BNWAS motion<br />
sensor, removes the need for the officer<br />
to manually press a button to stop the<br />
alarm; the sensor detects movement<br />
from the watch officer which, once detected<br />
will not allow the alarm to trigger.<br />
Should there be a power failure, BNWAS<br />
is fully operational running on battery<br />
power for six hours.<br />
Anti-piracy water cannon<br />
Anti-pirate<br />
cannon<br />
SECURITY | Scanjet Marine AB, manufacturer<br />
of fixed and portable tank cleaning<br />
equipment, introduces an anti-pirate water<br />
cannon, based on existing tank cleaning<br />
technology. By strategically placing the water<br />
cannons around the vessel, boarding at sea is<br />
made very difficult, if not impossible, according<br />
to Scanjet. Doing so, the entire vessel can<br />
be protected, saving the crew, the vessel and<br />
the cargo. The system is designed to be powered<br />
by existing pumps, and can be remotely<br />
operated from any look out post around the<br />
vessel. The patented anti-pirate water cannon<br />
is powered by an integrated turbine,<br />
driven by the water flow. The system will remain<br />
running until the vessel is safe and the<br />
pumps are switched off.<br />
60 Ship & Offshore | <strong>2010</strong> | N o 2
Whale<br />
reporting<br />
COLLISION AVOIDANCE | A real-time<br />
Plotting of Cetaceans (REPCET) program<br />
is being deployed in the Pelagos Sanctuary<br />
for Marine Mammals, a conservation area<br />
in the northwestern Mediterranean Sea.<br />
An estimated 3,000–5,000 sperm and fin<br />
whales live in this region, which has a very<br />
high density of shipping traffic, including<br />
high-speed ferries, which pose a danger to<br />
whales on or near the surface of the ocean.<br />
Whale collisions can injure or kill the animal<br />
and also cause significant damage to<br />
the ship and its passengers and crew.<br />
Chrisar Software Technologies chose Applied<br />
Satellite Engineering (ASE) to develop<br />
a satellite data solution for a whale<br />
reporting program that uses the global satellite<br />
network operated by Iridium Communications<br />
Inc.<br />
ASE is using the Iridium short-burst data<br />
(SBD) modem with specialized software<br />
customized for this application. Watchstanders<br />
on participating ships will use the<br />
system to record and transmit reports of<br />
whale sightings through the Iridium network<br />
to a central server, which will save<br />
it into a database and transmit warnings<br />
via Iridium to all subscribing ships whose<br />
tracks are likely to take them close to the<br />
animals.<br />
The pilot REPCET project is a collaborative<br />
effort managed by Chrisar and Souffleurs<br />
d’Ecume, a non-governmental organization<br />
specializing in applied environmental<br />
engineering with a principal focus on<br />
marine mammal conservation. Trials are<br />
underway on a small number of ships,<br />
and large-scale dissemination is planned<br />
for this year.<br />
Passenger transport companies are targeted<br />
as a first priority, since these vessels<br />
operate daily at significant speeds, which<br />
statistically increases the risk of collision.<br />
Souffleurs d’Ecume is, however, also in<br />
the process of expanding the program to<br />
encompass all types of vessels, such as<br />
merchant ships, private yachts, navy craft,<br />
fishing boats and racing sailboats, some<br />
of which have already expressed interest<br />
in subscribing.<br />
Special care is said to be taken to screen the<br />
applications for participation through an<br />
ethical commission, to ensure the system<br />
is not used for harmful purposes, such as<br />
unauthorized whaling.<br />
The centralized system server-client architecture<br />
and database, along with Iridium’s<br />
global coverage, is said to facilitate rapid<br />
deployment of this unique service in other<br />
regions of the world as well.<br />
Enhanced target detection<br />
RADAR TECHNOLOGY | Kelvin Hughes has<br />
recently launched “Enhanced Target Detection”<br />
(ETD) as an enhancement to its MantaDigital<br />
range of wide-screen radars. This<br />
new facility is said to significantly enhance<br />
the display of slow-moving or stationary<br />
targets without interfering with the normal<br />
radar appearance or operation. ETD treats<br />
stationary and moving returns differently,<br />
highlighting the moving ones by displaying<br />
them in a different colour.<br />
ETD combined with the dual PPI mode provided<br />
by MantaDigital enables the operator<br />
to continue using the radar in the normal<br />
way with the addition of a simultaneous<br />
advanced detection view available on the<br />
secondary PPI without cluttering the main<br />
display. Kelvin Hughes says they originally<br />
developed the mode for detecting ice but<br />
have found it is equally useful for detecting<br />
small targets, which might otherwise be seen<br />
only intermittently or not at all. Navigators<br />
are said to appreciate the clarity provided by<br />
removing unwanted clutter and by painting<br />
moving targets in a different colour. Controls<br />
are provided to enable the operator to<br />
change the weightings between fixed and<br />
moving targets to achieve the best possible<br />
picture in varying conditions.<br />
The ETD mode is available as a software<br />
upgrade and is an option on the complete<br />
range of MantaDigital radar.<br />
Ship & Offshore | <strong>2010</strong> | N o 2 61
SHIP & PORT OPERATION | NAVIGATION & COMMUNICATION<br />
New adaptive autopilot shows<br />
advanced functions<br />
The new NautoPilot 5000<br />
autopilot series features a<br />
large graphical display<br />
RAYTHEON ANSCHÜTZ |<br />
With the new NautoPilot<br />
5000 adaptive autopilot<br />
series, Raytheon Anschütz<br />
launches the successor of the<br />
NP 2000 autopilot series.<br />
The NP 5000 is based on the<br />
same Anschütz steering algorithms,<br />
but is enhanced to include<br />
advanced functions for<br />
economic and precise navigation<br />
even under harsh environmental<br />
conditions.<br />
The large graphical display<br />
offers six different day and<br />
night modes within an intuitive<br />
to operate touch screen.<br />
It features an integrated heading<br />
and rudder plotter, which<br />
provides a graphical indication<br />
of heading changes and<br />
all used rudder angles. This<br />
indication instantaneously<br />
indicates the steering performance<br />
of the autopilot<br />
due to the effects of changes<br />
to parameter settings such as<br />
rudder, counter rudder and<br />
yawing. The operator benefits<br />
from simple adjustments of<br />
the autopilot’s settings to gain<br />
optimized steering performance,<br />
which results in minimal<br />
rudder action and thus<br />
reduced fuel consumption.<br />
Another contribution to economic<br />
navigation and reduction<br />
in fuel consumption is<br />
achieved by the Eco-Mode<br />
of the autopilot, which provides<br />
the automatic adaptation<br />
to the current sea-state<br />
and weather. Periodical yawing<br />
movements which can be<br />
caused by roll and pitch will<br />
normally result in rudder actions<br />
with high amplitudes.<br />
As frequent rudder actions<br />
will not compensate the heading<br />
deviation due to environmental<br />
conditions, the autopilot<br />
reduces its sensitivity to<br />
such movements. As a result,<br />
the autopilot continuously<br />
adapts to current environmental<br />
conditions without a<br />
manual change of autopilot<br />
parameters. Subsequently<br />
less rudder action is required,<br />
which leads to lower levels of<br />
speed reduction and thus less<br />
fuel consumption.<br />
The NP 5000 autopilot series<br />
features up to three possible<br />
modes of operation. The new<br />
“Course Control” operation<br />
offers benefits especially for<br />
offshore operating vessels.<br />
When using this mode, the autopilot<br />
compensates for drift<br />
automatically and keeps the<br />
vessel on the defined course<br />
over ground line. Compared<br />
with the common “Heading<br />
Control” mode, this leads to<br />
a more precise course keeping<br />
capability and increased<br />
safety when steering the<br />
vessel even under harsh or<br />
changing weather conditions.<br />
As an example, this function<br />
will add accuracy to the automatic<br />
steering of Offshore<br />
vessels, when approaching to<br />
a platform or oil buoy.<br />
Besides heading control, the<br />
new autopilot also maintains<br />
the proven track control<br />
mode, allowing a vessel to<br />
steer automatically along a<br />
pre-planned route from the<br />
start to the end point of the<br />
route. Track control is executed<br />
with Category C accuracy<br />
which requires environmental<br />
conditions such as wind<br />
and drift to be compensated<br />
during track course changes.<br />
The graphical display of all<br />
NP 5000 autopilots includes<br />
an indication of track deviation<br />
and an integrated rudder<br />
angle indicator as a backup<br />
indication for the rudder<br />
angle indication system. The<br />
top of the range autopilot<br />
NP 5500 includes a high accuracy<br />
controller which has<br />
been designed for ships sailing<br />
in challenging sea areas<br />
such as archipelagos. To further<br />
increase safety of life,<br />
ship and goods at sea, the<br />
NP 5000 autopilot series is<br />
available with an integrated<br />
acceleration monitor, which<br />
provides a warning if a predefined<br />
cross acceleration<br />
limit is exceeded. This helps<br />
to avoid damage or accident<br />
due to high acceleration<br />
stresses that might occur for<br />
example during a heading<br />
change at high speed.<br />
The new NP 5000 will be introduced<br />
at this year’s OTC<br />
in Houston and is available<br />
for installations in the third<br />
quarter of <strong>2010</strong>.<br />
Graphical indication of steering performance (le.) - the integrated heading and rudder plotter provides effective assistance for<br />
optimizing the autopilot adjustments for economic steering - and an indication track deviation advice (ri.)<br />
62 Ship & Offshore | <strong>2010</strong> | N o 2
New routing software released<br />
SEAWARE | The Seaware Routing<br />
software is designed to facilitate<br />
on board weather presentation<br />
and ship route planning,<br />
and is delivered as part of weather<br />
routing solutions from Seaware<br />
partners.<br />
Seaware Routing version 5 has<br />
been developed with special attention<br />
to optimization of short<br />
sea passages. During this work,<br />
the code for route optimization<br />
and performance predictions<br />
has been refined, amongst other<br />
things by including a ‘virtual<br />
rpm regulator’ emulating the<br />
real-world engine control system.<br />
Seaware says that the new<br />
upgrade can find the optimum<br />
route that will save fuel and still<br />
take the vessel to its destination<br />
within minutes from the preferred<br />
arrival time. Especially in<br />
complex weather situations the<br />
cost savings potential is said to<br />
be remarkable. In some cases,<br />
more than 20% fuel could be<br />
saved by adopting the proposed<br />
route from the Seaware<br />
program instead of using the<br />
‘standard route’.<br />
Optimized routes<br />
Seaware Routing version 5 features<br />
cost-based route optimization,<br />
i.e. to minimize the total<br />
cost of a specific voyage. By including<br />
fuel cost, daily cost for<br />
ship and crew, and also costs<br />
related to not arriving to the<br />
destination in due time, the<br />
program can be used to find the<br />
optimum route based on the<br />
The Seaware Routing software displaying weather information and ship route planning<br />
user’s specific needs in different<br />
situations:<br />
Lowest cost route arriving at<br />
a fixed time<br />
Route with lowest fuel cost<br />
and emissions<br />
Fastest route<br />
Lowest overall cost with an<br />
offset from the desired arrival<br />
time being allowed<br />
To optimize the route, Seaware<br />
uses a physics-based model for<br />
the performance calculations<br />
rather than the commonly used<br />
‘speed down matrix’ concept. The<br />
concept relies on user observations<br />
of ship speed in different<br />
weather conditions, and the accuracy<br />
of the method itself will<br />
not be better than the accuracy<br />
of the user data with no established<br />
relation between speed,<br />
power and fuel consumption.<br />
This means that fuel consumption<br />
can only be treated approximately,<br />
based on running hours,<br />
leaving out the significant effects<br />
of increased power requirement<br />
and hence fuel consumption in<br />
bad weather.<br />
The Seaware performance model<br />
is developed in-house by Seaware<br />
naval architects, and describes<br />
the ship’s speed-power relation<br />
both in calm seas but also when<br />
the ship is exposed to wind and<br />
waves. It takes ship specific data<br />
into consideration, including<br />
loading condition.Finally, support<br />
for MAPI has been introduced<br />
with the new upgrade, allowing<br />
Seaware Routing to communicate<br />
through the standard (default) e-<br />
mail program installed on the local<br />
computer as an alternative.<br />
SIGNIFICANT SHIPS<br />
The Royal Institution of Naval Architects published the 20th edition of its annual<br />
Signifi cant Ships series in February <strong>2010</strong>. Produced in our usual technicallyorientated<br />
style, Signifi cant Ships of 2009 presents approximately 50 of the<br />
most innovative and important commercial designs delivered during the year<br />
by shipyards worldwide. Emphasis is placed on newbuildings over 100m in<br />
length, Each ship presentation comprises of a concise technical description,<br />
extensive tabular principal particulars including major equipment suppliers,<br />
detailed general arrangement plans and a colour ship photograph.<br />
Price: £46 (RINA member £40) including p+p<br />
available in printed or cd-rom format<br />
E-mail: publications@rina.org.uk www.rina.org.uk/sigships.html<br />
The Marketing Department, Royal Institution of Naval Architects,<br />
10 Upper Belgrave Street, London, SW1X 8BQ, UK.<br />
Tel:+44 (0)20 7235 4622 Fax +44 (0)20 7259 5912<br />
Ship & Offshore | <strong>2010</strong> | N o 2 63
keeping the course<br />
7 – 10 sept <strong>2010</strong><br />
hamburg<br />
www.smm-hamburg.com<br />
26 – 28 jan 2011<br />
istanbul<br />
www.smm-istanbul.com<br />
7 – 9 april 2011<br />
mumbai<br />
www.smm-india.com<br />
shipbuilding • machinery & marine technology<br />
international trade fair
SHIP & PORT OPERATION | NAVIGATION & COMMUNICATION<br />
Iridium PBX and SMS Tracker<br />
SATCOMS | Global Satellite<br />
announce the launch of two<br />
new Iridium products being the<br />
Iridium PBX (Private Branch Exchange)<br />
and the Iridium SMS<br />
Tracker.<br />
The MCG-101 PBX is a powerful<br />
Iridium communications<br />
system<br />
for offices, remote<br />
locations, military,<br />
aircraft,<br />
oil and gas,<br />
mining<br />
and marine<br />
applications.<br />
The system<br />
has an intelligent<br />
solution<br />
Iridium SMS<br />
Field<br />
Tracker<br />
for Iridium satellite phones to<br />
operate as a telephone, Internet<br />
gateway, GPS device, send/<br />
receive SMS and attach to other<br />
devices through RS232 or CAN<br />
bus. The MCG-101 is daisy chainable<br />
so that it can connect with<br />
multiple simultaneous communications.<br />
Installing the unit<br />
only requires power, a SIM card<br />
and an external antenna. To connect<br />
to the internet is as simple<br />
as connecting your computer to<br />
the Ethernet Port.<br />
The MCG-101 utilizes 100%<br />
digital technology and is said to<br />
provide a clear, true to life audio,<br />
eliminating internal echo problems.<br />
The MCG-101 includes a<br />
standard analogue telephone<br />
RJ11 interface with a hardware<br />
echo canceller.<br />
The MCG-101 is portable,<br />
weighing 2 kgs/4lbs and measures<br />
5 cm/2 inches high by 20<br />
cm/8 inches wide by 20 cm/8<br />
inches deep.<br />
The Global Satellite SMS Tracker<br />
is an interactive text messenger<br />
with automatic GPS tracking<br />
and 2-way communications anywhere<br />
on earth. The SMS Tracker<br />
operates over the Iridium satellite<br />
network, making it the only<br />
handheld device with on-screen<br />
interactive text messaging and<br />
GPS tracking with truly global<br />
coverage.<br />
The Global Satellite SMS Tracker<br />
provides automatic position reporting,<br />
bi-directional text messaging,<br />
GPS utility functions<br />
and an intuitive 2-way Emergency<br />
Alert notification system.<br />
It also incorporates an Iridium<br />
Short Burst Data (SBD) modem,<br />
making its reliable, 2-way,<br />
low-latency Iridium-based service<br />
available globally. Built-in<br />
power saving features allow users<br />
to simply turn it on and let it<br />
run automatically for days, even<br />
weeks, depending on the user’s<br />
configuration choices. The comprehensive<br />
2-way Emergency<br />
Alert notification system uniquely<br />
communicates the nature and<br />
severity of an emergency.<br />
The secure, online Web-based<br />
client interface for the Global<br />
Satellite SMS Tracker includes<br />
tracking of multiple units with<br />
online maps, reading and sending<br />
text messages to individual<br />
Global Satellite SMS Tracker<br />
units and the ability to broadcast<br />
to multiple units. Forwarding of<br />
text messages by email and automated<br />
telephone contact anywhere<br />
in the world are standard<br />
features of the Web-based client<br />
interface. Units can be remotely<br />
controlled, including changing<br />
the time interval between position<br />
message transmissions.<br />
Handheld Inmarsat<br />
satellite phone<br />
Access controller for<br />
communication<br />
ISAT PHONE PRO | Inmarsat’s<br />
first global handheld satellite<br />
phone, called IsatPhone Pro,<br />
has recently undergone initial<br />
tests including a first call. The<br />
telephone will be launched in<br />
June and offer satellite telephony<br />
- with Bluetooth for handsfree<br />
use - as well as voicemail,<br />
text and email messaging. Location<br />
data will also be available<br />
to the user to look up or<br />
send in a text message.<br />
IsatPhone Pro is claimed to<br />
have a robust handset that’s<br />
easy to use, a long battery life<br />
and to offer a reliable global<br />
network connection. Designed<br />
primarily for professional users<br />
in the marine, government,<br />
media, aid, oil and gas, mining<br />
and construction sectors,<br />
this is the first handset to be<br />
purpose-built for the Inmarsat<br />
network.<br />
The handheld satphone will be<br />
available on a global basis over<br />
the three Inmarsat-4 satellites,<br />
which have an operational<br />
lifetime into the 2020s. The<br />
upgrade of Inmarsat’s ground<br />
network has been completed<br />
by Lockheed Martin, and further<br />
testing on the integration<br />
between the handset and the<br />
ground network continues as<br />
planned.<br />
The handset itself has been<br />
developed by Sasken Communications<br />
Technologies, which<br />
has led similar programmes for<br />
most of the world’s top mobile<br />
phone operators. Production of<br />
IsatPhone Pro is being undertaken<br />
by Elcoteq, the world’s<br />
third largest manufacturer of<br />
mobile phones, at its facility in<br />
Tallinn, Estonia.<br />
Distribution will be handled<br />
by 11 distribution partners,<br />
covering all geographic markets<br />
around the world. They include<br />
AST, China Telecom, Evosat,<br />
MCN, MVS, Network Innovations,<br />
NSSL, Satcom Global,<br />
SingTel, Stratos and Vizada.<br />
MARLINK | A new cost-effective<br />
system, which enables<br />
the seamless management<br />
of a ship’s onboard satellite<br />
communications network,<br />
has been launched by Marlink.<br />
The compact and lightweight<br />
Access Controller can<br />
be installed on any vessel<br />
to make switching between<br />
VSAT, Iridium OpenPort or<br />
Inmarsat FleetBroadband systems<br />
quick and easy, helping<br />
users to efficiently manage<br />
the costs of satellite communications<br />
at sea.<br />
Bandwidth, coverage and<br />
costs vary between satellite<br />
communications solutions,<br />
which has led many ship operators<br />
to install more than<br />
one system onboard. The new<br />
Access Controller’s dynamic<br />
firewall capability enables<br />
the vessel operator to set up<br />
profiles, which allocate bandwidth<br />
and access to services<br />
depending on location and<br />
user priority, enabling a more<br />
efficient use of satellite communications<br />
services.<br />
The Access Controller’s user<br />
friendly interface displays<br />
which data services are being<br />
used, how much data has<br />
been sent and received, as<br />
well as how long the system<br />
has been online. Additionally,<br />
the ‘Remote User Control’<br />
and ‘Remote WAN to WAN’<br />
functions allow support technicians<br />
to access the system<br />
remotely if required. The system<br />
is available with four or<br />
eight ports to enable connection<br />
to the vessel’s network.<br />
The eight port model is available<br />
as a compact shelf, wall<br />
mounted unit or as a standard<br />
19 inch 1U rack.<br />
Marlink’s new Access Controller<br />
is manufactured by<br />
Livewire Connections, which<br />
has been a distributor of Marlink’s<br />
Wavecall(T) solution<br />
since 2005.<br />
Ship & Offshore | <strong>2010</strong> | N o 2 65
SHIP & PORT OPERATION | NAVIGATION & COMMUNICATION<br />
New compass<br />
features<br />
RAYTHON ANSCHÜTZ | The Standard<br />
22 gyro compass by Raytheon Anschütz<br />
has received some new features, such<br />
as independent transmitting magnetic<br />
compass and individual speed error<br />
correction functions. With increased<br />
failure safety and flexibility, further value<br />
is added to the gyro compass.<br />
Standard 22 will now be equipped with<br />
a modified distribution unit, which is<br />
enhanced by an independent transmitting<br />
magnetic compass (TMC) path.<br />
Thus, a failure in the distribution unit<br />
or even in the compass system will not<br />
affect the processing of the magnetic<br />
compass heading. This enhancement<br />
ensures that the steering repeater would<br />
be switched automatically to magnetic<br />
heading in a situation of lost gyro compass<br />
heading. With this function, various<br />
flag state authorities do not require<br />
an optical bypass for the magnetic compass<br />
on board of the vessel. Thanks to<br />
the new feature, no separate TMC unit<br />
is said to be required and the yard does<br />
not have to install an optical bypass for<br />
the magnetic compass.<br />
The new Standard 22 will also offer<br />
an individual speed error correction<br />
mode. In a double or triple gyro compass<br />
systems it will be possible to input<br />
speed and latitude information directly<br />
into the Standard 22. This means that<br />
speed and latitude from more than one<br />
speed log / GPS receiver are used for<br />
speed error correction at the same time.<br />
The benefit is that in case of a speed or<br />
latitude error the speed error correction<br />
of only one Standard 22 is affected.<br />
Subsequent systems such as Dynamic<br />
Positioning Systems are able to detect a<br />
heading error caused by incorrect speed<br />
and position data. Therefore, the additional<br />
construction of speed and position<br />
data processing is a major contribution<br />
to increased failure safety and<br />
detection.<br />
Standard 22 is available in various<br />
configurations, ranging from a double<br />
or triple system with possible integration<br />
of further heading sensors to an<br />
efficient solution especially for retrofit<br />
purposes. All Standard 22 gyro compasses<br />
are equipped with the patented<br />
data transmission technology that<br />
completely replaces the use of slip rings<br />
and offers increased operational safety.<br />
Standard 22 gyro compass solutions are<br />
type approved for high speed crafts.<br />
U.S. approval for<br />
Mini-VSAT<br />
KVH | The Federal Communications Commission<br />
(FCC) has granted permanent<br />
“Earth Station onboard – Vessel” or ESV<br />
license authority for KVH’s mini-VSAT<br />
Broadband satellite communications service.<br />
This authority officially approves the<br />
spread spectrum mini-VSAT Broadband<br />
service and 24-inch diameter TracPhone®<br />
V7 antenna as meeting the FCC’s new regulations<br />
for broadband maritime services.<br />
Prior to receiving this permanent license,<br />
the KVH mini-VSAT Broadband service has<br />
operated in U.S. waters under an FCC Special<br />
Temporary Authority (STA) since September<br />
2007, while also supporting mariners<br />
worldwide.<br />
Together, KVH and ViaSat are currently using<br />
seven secure earth stations around the<br />
globe, along with seven of the world’s communications<br />
satellites, to offer voice service<br />
and Internet access as fast as 512 Kbps<br />
(upload) and 2 Mbps (download) at fixed<br />
monthly rates to mariners, as well as network<br />
coverage for ViaSat’s Yonder aeronautical<br />
mobile broadband service.<br />
More than 500 mini-VSAT Broadband<br />
systems have been sold, representing almost<br />
10% of the installed maritime VSAT<br />
systems based on estimates in the “2008<br />
Maritime VSAT Markets Report” published<br />
by COMSYS.<br />
The mini-VSAT Broadband network takes a<br />
completely different approach to maritime<br />
satellite communications to maximize data<br />
and voice throughput while preventing interference<br />
to adjacent satellites. KVH’s network<br />
is based on ViaSat’s ArcLight Code<br />
Re-use Multiple Access (CRMA) spread<br />
The compact TracPhone V7<br />
DP simulator training<br />
NAVIGATION | The Polaris Dynamic Positioning<br />
simulator from Kongsberg Maritime<br />
is the first to achieve DNV approval<br />
to the Class A standard. The simulator developer<br />
has also achieved DNV approval to<br />
Class A standards for its bridge operation<br />
simulator including class notification of<br />
DP, ice navigation, high speed craft and tug<br />
simulation.The new DNV certification for<br />
the Kongsberg Maritime Polaris Dynamic<br />
Positioning simulator and Polaris Ships<br />
Bridge simulator is according to new standards<br />
laid out in DNV Class A - Standard for<br />
Certification of Maritime Simulators No.<br />
2.14 October 2007, which is based on the<br />
spectrum technology, which significantly<br />
reduces contention issues, transmission delays,<br />
and shared transmission bandwidth<br />
compared to traditional Time Division<br />
Multiple Access (TDMA) technology that<br />
are relied upon by older maritime VSAT<br />
networks.<br />
Traditional TDMA-based VSAT networks<br />
require large antennas of 1 meter<br />
or more in diameter to narrow their<br />
beamwidths and avoid interference into<br />
neighboring satellites, and in doing so,<br />
also limit transmissions to one antenna<br />
at a time. The new network spreads the<br />
signal over a wider bandwidth, thereby<br />
reducing interference issues, supporting<br />
multiple simultaneous users, offering an<br />
antenna 75% lighter and 85% smaller by<br />
volume, and reducing costs as the same<br />
transponder is used for inbound and outbound<br />
signals.<br />
requirements of STCW Convention, Regulation<br />
I/12. The purpose of the DNV Class<br />
A approval is to ensure that the simulations<br />
provided by the simulators include an appropriate<br />
level of physical and behavioural<br />
realism in accordance with recognised<br />
training and assessment objectives. The Polaris<br />
Dynamic Positioning Simulator is said<br />
to play an important role in the recognised<br />
and certified DP training programs used by<br />
training institutes and offshore companies<br />
around the world, whilst the Polaris Ship’s<br />
Bridge Simulator is used by many to train<br />
on navigation in extreme conditions such<br />
as the Artic waters.<br />
66 Ship & Offshore | <strong>2010</strong> | N o 2
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Coming up in the next issue …<br />
www.shipandoffshore.net<br />
Subjects June issue:<br />
- Official CIMAC Conference Supplement<br />
- Navigation & communications<br />
- Corrosion protection, ship´s paint & surface<br />
coating technology<br />
- Deck equipment & cargo security<br />
- Ocean, offshore & Arctic engineering<br />
- Shipbuilding & technology: RoRo & ferries<br />
Bonus circulation:<br />
- Posidonia, Athens, Greece (June 7 th -11 th <strong>2010</strong>)<br />
- CIMAC World Congress, Bergen, Norway<br />
(June 14 th -17 th <strong>2010</strong>)<br />
-OMAE Ocean, Offshore and Arctic Engineering,<br />
Shanghai, China (June 6 th -11 th <strong>2010</strong>)<br />
advertising<br />
deadline<br />
May 17th<br />
<strong>2010</strong><br />
DVV Media Group GmbH | Nordkanalstr. 36, D-20097 Hamburg | E-Mail: florian.visser@dvvmedia.com, Tel: +49 (0) 40 / 237 14 -117<br />
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