III|09 - Schiff & Hafen

International
III|09
www.shipandport.com
Shipyard technology:
Efficient vessel design 20
Renewable energy: Tidal
current power generation 36
Environmental ship recycling:
IMO convention adopted 64
INTERNATIONAL PUBLICATION
FOR SHIPPING, MARINE AND OFFSHORE TECHNOLOGY
From Initial Design to Through-Life Support...
Be in control of
your Digital Ship
–
www.aveva.com/avevanet
Lifecycle Information Management for Shipbuilding

www.imo.org

COMMENT
Dr.-Ing. Silke Sadowski
Editor in Chief
silke.sadowski@dvvmedia.com
Facing the challenge
All areas of the maritime sector worldwide
have been hard hit by the global financial and
economic crisis.
Every company is thus seeking suitable
ways of coping with this adverse situation,
minimising losses and finally if possible even
emerging stronger from the crisis than before
it broke.
We can identify two key areas here that have growth
and development potential: ship operating costs
and environmental protection measures relevant
for shipping.
Equipment suppliers and shipyards are
responding to shipping lines’ requirements
and developing solutions to help operators
cut their operating costs, which affects almost
all areas, from communications to fuel costs.
The fact that current charter rates frequently
do not even cover costs serves as a tremendous
motivation to make the most of every possibility
for trimming operating costs.
It is now essential to make the most of the opportunities
in this market situation.
The present environmental regulations and
above all those to be expected in the future
will promote further significant market opportunities,
with the focus continuing to be
on exhaust gas emissions.
Particularly here the areas of costs and environmental
protection overlap, as measures for
increasing efficiency reduce fuel consumption
and at the same time exhaust gas emissions,
thus achieving
a double effect.
This affects especially CO 2
emissions, which
are currently once again very much at the
focus of political debate and public attention.
The IMO is concentrating on formulating a
practicable, effective regulation for CO 2
emissions
for world shipping.
Significant progress was made in relation to
technical and operational measures at MEPC
59 in July. An in-depth discussion on marketoriented
measures also resulted in participants
showing their willingness to consider further
the issue of the instruments agreed on and
build on discussions and submissions from
MEPC 59.
It should be noted that the issue of CO 2
emissions
from shipping is an extremely complex
subject and the very different aspects involved
have to be analysed very carefully. We need
only consider the formula of the EEDI Index
(Energy Efficiency Design Index) for new
ships. Such an index stimulates innovation
and the technical development of all factors
that increase a vessel’s efficiency. The second
index, EEOI (Energy Efficiency Operational
Index/Indicator) for promoting effective
ship operation, also results in an impressive
agenda for industry.
3 Ship & Port | 2009 | N o 3

In Focus
10
Shipbuilding &
Equipment
Newbuildings
10 A new river cruiser for all
major European rivers
Shipyard technology
14 The composite superstructure
concept
16 Global collaboration
20 3D product modelling for an
efficient vessel concept design
Propulsion
22 Eliminating oil pollution from
stern tubes
26 Detecting asphaltene
contamination oil analysis test
Machinery
30 The holistic approach to protect
HVAC systems
Shipbuilding technology
The trend towards global cooperation is obvious, and
several design companies are taking the lead. Open
databases with community-driven data exchange and
model libraries are thus being provided. Another trend is
implementing 3D models much earlier in the design
process than before, using and updating the model
throughout the ship’s life cycle.
Environmental protection
The maritime industry prides itself on being at the forefront
when it comes to providing environment-friendly
transport. At the same time, the worldwide target of
halving emissions by 2050 leaves a lot of work still to be
done. Environmental protection is so much more than
cutting emissions and has become a philosophy covering
every detail of a ship throughout its life-span.
4 Ship & Port | 2009 | N o 3

CONTENT | SEPTEMBER 2009
EDITORIAL
Renewable energy
36 Simple and robust solutions for
tidal current power generation
39 Wave piercing technology
Offshore oil & gas
40 Increased safety for
turret-moored FPSOs
36
Offshore &
Marine Technology
Operating
43 Heavy lift offshore crane delivered
Training
44 Safe and competent performance
through simulation
Enclosed to this issue of Ship&Port
International you’ll find a loose
insert of: DVV Media Group GmbH
Navigation
56 Integrated Bridge System
according to DNV NAUT-OSV
58 Interview: Tore Morten Olsen
60 New broadband solutions help
contain costs
Classification
64 Environmentally sound
ship recycling
Regulars
56
Ship &
Port Operation
COMMENT ........................... 3
NEWS & FACTS ................... 6
BUYER‘S GUIDE ................ 47
IMPRINT ............................. 67
Dear Readers
Some key segments of the maritime sector
are achieving sound growth, despite the
financial crisis. These include the offshore
and cruise industries, suppliers of maritime
communications systems and companies
providing various ways of lowering costs
and improving efficiency as well as reducing
emissions.
One consequence of the financial crisis,
however, is that more and more vessels are
being laid up or scrapped. In this issue, we
therefore examine environment-friendly
scrapping and products that help shipowners
to lay up ships or operate vessels at
reduced speed.
New ships are to replace recycled ones,
which is done with ever more sophisticated
tools, such as CAD systems. We describe
some trends, including new weight-saving
composite superstructure from page 14.
We look at how to protect the HVAC system
in an environment-friendly way on page
30. An important aspect of environmental
protection is the total elimination of oil spill
risk through stern tubes by using waterlubricated
seals (page 22).
Focusing on the offshore sector, we continue
to examine the challenges of operating
in deep waters, in this case mooring an
FPSO for deep-water production (page 40).
The debate on the relative advantages of
MMS and V-SAT is continuing within the
communications industry, while actually
there is a use for both. To clarify the situation,
we spoke with the CEO of one of the
major players in the market, Tore Morten
Olsen of Marlink. The exclusive interview is
given on page 58. Another major communications
provider, Stratos, explains the
importance of cost control.
Here’s wishing you an
enjoyable read of this
issue of Ship&Port.
Leon Schulz
M.Sc.
Managing Editor
leon.schulz@dvvmedia.com
ABB Turbocharging
Setting a new standard.
www.abb.com/turbocharging
Ship & Port | 2009 | N o 3 5

INDUSTRY | NEWS & FACTS
Icebreaker St Petersburg delivered
Multipurpose icebreaker St Petersburg
Baltiysky Zavod | United Industrial
Corporation (OPK) shipyards
have delivered the diesel
electric icebreaker St. Petersburg
to Rosmorport (Russian Maritime
Port Authority). The take
over ceremony took place at
the Baltiysky Zavod plant, part
of OPK, at St Petersburg.
After having delivered icebreaker
Moskva end of 2008 the St.
Petersburg is the second dieselelectric
icebreaker built by
OPK for the Federal State port
enterprise. The two-deck vessel
(9,500 gt) is equipped with two
full-revolving electrical azimuth
thrusters with fixed pitch four
bladed propellers. A speed is
reached of up to 17 knots. The
114 m long and 27.5 m wide
icebreaker is planned for piloting
of large ships, particularly
tankers, towing of ships and
floating facilities in ice conditions
or clear water, fire-fighting
on ships and floating facilities,
SAR operations and deck cargo
delivery. For salvage operations
St Petersburg is fit out to search
sunken ships at the depth of
up to 300 m. The shape of the
vessel’s hull was especially designed
for decreasing the power
input in ice-breaking operations
and improving sea-worthiness.
The new icebreaker was built
according to Russian Maritime
Register of Shipping with ice
class category Icebreaker6.
Land test for
OPS finalized
OPS container-housed unit
Mahle | The first part of the
certification process for the
NFV ballast water treatment
system OPS was successfully
completed. Mahle Industriefiltration
GmbH passed the
official land tests at the Royal
Netherlands Institute for Sea
Research (NIOZ) with outstanding
results. The OPS container-housed
unit attained the
D-2 standard as required by the
IMO (International Maritime
Organization). As part of the
certificaiton process Mahle will
now take on the sea test.
Auto-mooring
Winch feature | ABB has added
auto-mooring capability for use
with industrial drives ranging
from 0.55 to 5600 kW. Automooring
provides new operating
functionality when a vessel
is moored, with the drive itself
taking charge of maintaining
stable tension in the ropes.
Auto-mooring is a speed control
application with torque limitation.
When the auto-mooring
control system detects tension
changes in the ropes (too slack
or too tight) the winch starts
automatically. Starting levels
are adjustable user parameters.
The auto-mooring control runs
until tension in the ropes approaches
the set-point. The
stop level (near the set-point)
is also an adjustable user parameter.
When combined with the winch
control program, ABB industrial
drives with its key features
motor control platform and direct
torque control can replace
the traditional hydraulic winch
controllers typically used in anchoring
and mooring.
New multipurpose tug
Multratug 18, currently in service for Geo@Sea
Multratug 18 | Multraship has
taken delivery of its new multipurpose
Azimuth Stern Drive
tug, Multratug 18, from the Vega
Shipyard in Bandirma, Turkey.
The vessel is a sistership to the
Multratug 17, delivered from
the same yard last year.
Multratug 18 is 35.7m loa, with
a moulded beam of 11.50m,
and has a multi-role capability
for harbour, escort and sea towage
as well as full firefighting
and salvage roles. It is powered
by two ABC diesel engines, delivering
70 tonnes bollard pull.
The Multratug 18 has a double
drum winch aft and a single
drum winch forward and a free
running speed of 13.5 knots. It
is classed by the Italian classification
society RINA and is registered
under the Dutch flag.
Multraship’s new tug has started
service straight away, on charter
to Geo@Sea for employment
in the Nordwind and Alpha
Ventus wind-energy projects off
Borkum and Eems haven in the
Netherlands.
Product update
Sigma Coatings | Building on
the SigmaGlide 890, PPG Protective
and Marine Coatings
launches its successor SigmaGlide
990.
The updated product is said
to have wider application parameters,
improved curing and
easy application characteristics.
SigmaGlide 990 has a high volume
of solids (80%), meaning
minimal solvent emissions and
a significant reduction in packaging
waste, whilst also comfortably
meeting the requirements
of the Solvent Emissions
Directive.
SigmaGlide 990, based on
pure silicone technology, is a
completely biocide free product
and is hence unaffected by
such legislation as the Biocidal
Products Directive (BPD).
It meets all current environmental
legislation, states PPG,
and is formulated to comply
with all future envisaged environmental
restrictions, in
order to accommodate all ship
operators’ compliance programmes.
6 Ship & Port | 2009 | N o 3

IN BRIEF
Seabourn Odyssey is cruising the Mediterranean on her first voyages
Luxury new-builds for Seabourn
New Prime-
Serv package
Retrofits | MAN Diesel Prime-
Serv SE introduces Prime-
Serv Trident, a package to
support customers to invest in
retrofit technology.
The first retrofit solutions include
the Alpha Lubricator,
which is claimed to reduce cylinder-oil
feed-rates by 20-30%,
the turbocharger cut-out, which
is said to improve main-engine
performance during low-load
operation, as well as the blending
on board, which blends additives
into system oil for use as
cylinder oil. The PrimeServ Trident
concept will as per MAN
statement eventually expand to
include more retrofit types
According to the MAN Diesel
PrimeServ offer, the investments
have a pay-back period
of no more than two years
and hence the new financing
scheme is linked to this period:
Payment is spread out over the
pay-back period and balanced
by the savings created by the
retrofit itself.
Genova | Italian shipyard
T.Mariotti S.p.A. delivered the
luxury flagship Seabourn Odyssey
to Yachts of Seabourn, part
of Carnival Corporation & PLC,
Miami. She is the first cruise
vessel in a series of four ordered
by Seabourn and the first newly
built ship for the cruise line in
more than 15 years.
The 198.15 m long and 26 m
wide ship with 11 decks is powered
by four Wärtsilä main engines
of type W12V32B3 with
rated at 5760 kW each. Service
speed amounts to 19 knots.
The new cruise vessel can accommodate
450 passengers in
225 luxury suites. Public spaces
with restaurants, entertainment
and Spa are spread over eight
decks.
While Seabourn Odyssey is already
cuising the Mediterranean
the hull of sister vessel
Seabourn Sojourn has just been
Panama Canal expansion
Panama City | The Panama Canal
Authority (ACP) has awarded
the contract for design and
build the waterway’s new set of
locks to the Consortium Grupo
Unidos por el Canal (GUPC). It
is the most anticipated project
of the Panama Canal Expansion
Program.
GUPC, composed of Sacyr
Vallehermoso S.A. (leading,
Spain), Impregilo S.p.A. (Italy),
Jan De Nul n.v. (Belgium)
and Constructora Urbana, S.A.
(Panama), was one of three consortia
vying for the largest and
most important contract under
the Canal‘s expansion. The base
towed to T. Mariotti’s Genova
yard for completion and outfitting.
In San Giorgio di Nogaro at
CI.MAR. Costruzioni Navali
S.p.A. (Cimolai-Mariotti) superstructures
had been joined
up to deck 9, with main engines,
generators and major
equipment already installed.
The delivery of Seabourn Sojourn
is scheduled for May
2010.
A new set of locks will be built by Grupo Unidos por el Canal
price of US $3,118,880,001.00
submitted by GUPC did not exceed
the ACP‘s owner‘s allocated
price of US $3,481,000,000.00,
as the Canal Authority states.
Subcontractors as designers are
Montgomery Watson Harza
(leader, USA), IV Groep (The
Netherlands), Tetra Tech (United
States) and as gate manufacturer
Heerema Fabrication
Group (The Netherlands).
Meanwhile ACP released its
Request for Proposals (RFP)
for the fourth dry excavation
contract, the second largest and
most complex project after the
locks contract.
Drydocks World Dubai |
The flagship ship repair,
conversion and new building
yard of Drydocks
World has renewed its
long-standing association
with BP Shipping with the
signing of a new Alliance
Agreement. The two companies
will work closely to
achieve optimum production
levels based on mutually
agreed terms, which
includes strict implementation
of accepted standards
in safety, quality and environmental
protection.
Merger | MAN Diesel SE
and MAN Turbo AG are going
to work more closely
together with the aim of
forming a merger under
corporate law. By combining
the complementary
product portfolios, the
merged company will
strive for further growth
and a stronger position in
its respective market segments.
As per own statement
this will allow the
MAN Group to combine
the expertise of the Diesel
Engines business area with
the Turbomachinery business
area to form a strong
Power Engineering unit.
Fincantieri | Keel Laying
of the cruise ship Queen
Elizabeth ordered by Carnival
Group for the British
owner Cunard Line took
place at the Monfalcone
shipyard of Fincantieri. The
vessel will be appr. 294 m
long and able to accommodate
over 2500 guests.
Delivery of the new passenger
ship is scheduled
for autumn 2010.
Heavy Lift Club | Some
shipping companies involved
in the transport
of project and heavy lift
cargoes have founded
the International Council
of Heavy Lift and Project
Cargo Carriers (Heavy Lift
Club). Issues of concern
are education, technological
innovation, the environment,
security etc.relating
to the transport of such
cargoes.
Ship & Port | 2009 | N o 3 7

INDUSTRY | NEWS & FACTS
IMO approval for CleanBallast
Ampelmann platform on heavy lift vessel Jumbo Javelin
Access platform installed
Jumbo Offshore | One of the
heavy lift & installation vessels,
the DP2-ship Jumbo Javelin of
Jumbo Offshore, Rotterdam,
is preparing to deliver installation
services for offshore wind
farms. It will be able to ship
and install transition pieces
(TPs) for wind turbines.
To give crew safe access from
Jumbo Javelin to the installed
TP as well as efficiently guiding
the grout hoses, a ship-based,
self stabilizing platform called
Ampelmann has been installed
on the vessel. The Ampelmann
platform built by Ampelmann
Operations B.V., Delft, is to
provide safe, easy and fast offshore
access by actively compensating
the motions of the
vessel.
Ballastwater treatment | The
International Maritime Organization
(IMO) has granted the
Final Approval of Active Substances
to RWO’s ballast water
treatment system CleanBallast
of RWO Marine Water Technology,
part of Veolia Water Solutions
& Technologies.
This final approval is one of four
major steps necessary for obtaining
the full type approval certificate
for ballast water treatment
systems. RWO received the basic
approval of active substances
from the IMO in 2006 and finalised
the land-based type approval
of CleanBallast in 2007. With
the newly granted Final Approval,
the ongoing shipboard type
approval will be the last step.
Two of the required tests have
already been successfully completed
and the third test necessary
to complete the six months
minimum shipboard testing
period is scheduled to be carried
out in late summer. RWO
expects the full Type Approval
Certificate for its CleanBallast
system by the German administration
in autumn 2009.
At the MEPC59 the IMO gave
a further important signal. After
reviewing the available and
approved ballast water technologies,
the IMO decided that
sufficient technologies were
available for ships constructed
in 2010 and therefore no changes
to the Assembly Resolution
A.1005(25) were needed. This
means the implementation of
the International Ballast Water
Management Convention will
not be further delayed.
Ballastwater treatment
system CleanBallast of RWO
Vessel lay-up
package
Ship service | A new package for
vessel lay-ups is offered by Wilhelmsen
Ships Service, Lysaker/
Norway, together with Unitor
to assist customers from identification
of lay-up locations to
full service and product supply.
Wilhelmsen Ships Service’ network
of offices claims to have a
complete overview of available
hot and cold lay-up locations
worldwide. Wilhelmsen Ships
Service’s ships agents say they
can evaluate suitable locations
and make a recommendation
based on the customer’s criteria
regarding cost, safety and trade
route considerations. Unitor
Marine Chemicals protect onboard
systems from deterioration
during the lay-up period
The chemical lay-up solutions
include products for each
key area including the engine
room, water systems, boilers,
cargo hold and void spaces,
black and grey water systems
and general maintenance.
New straddle carrier
Shuttle Carrier© ESH W
Cargotec | Kalmar Industries,
part of Cargotec Group, has developed
a new straddle carrier
with an environmental focus,
the Kalmar Electrical Shuttle
Carrier®, ESH W, which is
claimed to provide higher productivity
with lower emissions.
The new power package with
variable speed generator technology
features a stage 3a engine
with SCR (specific catalytic
reduction) technology and an
electrically controlled viscous
fan. The power package is thus
ready for hybrid use. The shuttle
carrier has an electrical
drive, an electrical winch hoist,
and, in the hybrid version,
also an electrical brake control
for optimised energy recovery
when braking. Additional options
for lowering emissions
include an energy storage system
and a stop-and-go feature,
which shuts down the engine
when not moving. In automated
mode, the Shuttle Carrier
navigates with the patented
magnetic measurement system,
Kalmar MMS, while the Kalmar
Terminal Logistic System (TLS)
controls its operations.
One of the key productivity
benefits of the shuttle carrier is
said to be its ability to set down
and pick up containers on the
ground, eliminating waiting
times.
Antifouling for
laid-up vessels
Jotun | To meet the current
demand to laid-up vessels
directly after dry-docking, a
new antifouling system, called
SeaQuantum Static, has been
developed by Norwegian Jotun.
It is described to achieve a better
antifouling protection during
lay-up by means of a higher
film erosion rate and a biocide
package. It is applied as a last
coat on top of the antifouling
system designed for trading.
SeaQuantum Static is to enable
laid-up vessels to re-enter operation
without dry-docking and
is also said to be a solution for
certain particularly demanding
conditions, for example high
fouling-intensive and warm
waters combined with idle periods.
As per Jotun, SeaQuantum Static,
based on Silyl Acrylate polymers,
prevents transmigration
of non-indigenous species in
areas such as the sea chest and
the bow and stern thrusters.
8 Ship & Port | 2009 | N o 3

Extension of
product range
HATLAPA | German producer of
marine equipment HATLAPA
Uetersener Maschinenfabrik
GmbH & Co. KG in Uetersenintensifies
its offshore business.
Its range of equipment for the
offshore industry is extended
vy a licence and co-operation
agreement with the Norwegian
company Flowsafe.
Flowsafe is located in the heart
of the Norwegian offshore industry
and has more than 30
years experience supplying
products to offshore vessels.
HATLAPA intends to further
develop, market and produce
products with Flowsafe. Initially,
the company will expand
its product range, which currently
consists of deck machinery,
steering gears, compressors,
towing winches and work
winches, with stern rol lers and
towing pins. There are already
some projects for these new
products.
Toyokuni is dedicated to transport ore between Brazil and Japan
Ore carrier Toyokuni
“K“ Line | A new 300,000 dwt
class ore carrier for Japanese
shipping company “K” Line
(Kawasaki Kisen Kaisha, Ltd.)
was delivered by Universal
Shipbuilding Corporation Ariake
Shipyard. Toyokuni is a very
large ore carrier to transport
cargoes dedicated for loading
at major ports in Brazil and
unloading in Japan for Nippon
Steel Corporation who has a
deep draft berth at the port of
Oita. The vessel is the second
of the so-called Unimax Ore
type for “K” Line. Last year the
first 300,000 dwt type bulker,
Grande Progresso, was delivered
by the same shipyard.
Toyokuni is 327 m long and
55 m wide. The draft amounts
to 21.4 m. The 150,834 gt vessel
is powered by a MAN B&W
main engine of type 6S80MC-
C which allows a speed of 14.3
knots. Class notation was effected
by ClassNK (Nippon
Kaiji Kyokai).
IN BRIEF
New hub | MAN Diesel
SAS has chosen Marseille
to open a new French hub.
The new MAN Diesel Prime-
Serve centre offers service
on the whole range of MAN
Diesel two-stroke and fourstroke
products, on board
and on site.
Membership association |
The International Dynamic
Positioning Operators Association
(IDPOA) is a new
body of DPO’s and related
companies worldwide.
Hyde Guardian | Hyde
Marine, Inc., a Lamor Group
company, has won a contract
for a Hyde Guardian
ballast water treatment
system from the CSC
Chongqing Dongfeng Shipbuilding
Corporation. The
system will be delivered to
the shipyard in early 2010
and installed on a container
ship for US owner
Tropical Shipping, with ship
delivery scheduled for early
2011.
JB-114 installing a turbine in German waters
Successful first for JB-114
Alpha Ventus | Jack-Up Barge
B.V., Sliedrecht, celebrated a
major milestone in the company’s
history as its newbuilt
monohull jack-up platform
JB-114 completed the installation
of the first ever German
offshore wind turbine on her
maiden voyage. After mobilization
in the Dutch port Eemshaven
the JB-114 was towed
to the offshore location in the
North Sea. Within 36 hours after
her arrival she installed the
tower, turbine and rotorblades
of the first wind turbine in the
Alpha Ventus wind farm
Photo: Flying Focus
JB-114 and her sister JB-115 were
both built at Drydocks World
Nanindah at Batam, Indonesia.
JB-114 is chartered by German
company Prokon Nord, who
is responsible for the installation
of six 5MW Multibrid wind
turbines on tripod foundations.
JB-115 is chartered by DOTI and
cares for installing the slots and
templates on the seabed in preparation
for the jacket foundations
of the six remaining 5MW
REpower turbines. The Alpha
Ventus wind farm is expected to
be completed before the end of
this year.
Class rules for
submarines
Bureau Veritas | Classification
society Bureau Veritas (BV) has
published its rules for the classification
of naval submarines.
So far as verification at the newbuilding
stage is concerned, the
BV rules cover design approval,
material and equipment certification,
and construction surveillance
at the yard. The rules
cover specific risks, which are
synonymous with submarines,
including the exposure of the
hull to seawater pressure, the
effects of enclosed atmosphere,
and the adaptation of systems
for undersea navigation, including
snorkelling.
Items covered by the rules include
surface and submerged
stability, resurfacing, weight
control, hull pressure, structure,
steering devices, propulsion,
power supply, automation,
communications and navigation
equipment, fire protection,
atmospheric control and emergency
and rescue installations.
Official distributor in Japan
| Kelvin Hughes has
been appointed an official
distributor for all Japanese
W Series paper charts, Sailing
Directions and special
publications issued by the
Japan Coast Guard. Kelvin
Hughes, designing and supplying
marine navigation
systems and chart data
services, has been chosen
by the Japan Hydrographic
Association (JHA) for its
extensive experience and
global presence in the
industry.
Marad | The U.S. Department
of Transportation’s
awards grants to 14 small
shipyards in ten US-states,
as the Maritime Administration
announced. The
grants are part of the Assistance
to Small Shipyards
program. The purpose is
to make capital and infrastructure
improvements
that facilitate efficiency,
competitive operations and
quality in ship construction
and repair.
Ship & Port | 2009 | N o 3 9

SHIPBUILDING & EQUIPMENT | NEWBUILDINGS
A new river cruiser for all
major European rivers
A-ROSA AQUA Built by Neptun Werft GmbH in Rostock, a subsidiary of Meyer Werft, a new
type of river cruiser, the A-Rosa Aqua, has been launched. This is the seventh ship for the
Rostock-based A-ROSA Flussschiff GmbH and the thirteenth river cruise ship that has been
built by Neptun Werft in Rostock-Warnemünde since 2002.
steering and control elements,
allow the ship to berth safely
and to pass low bridges safely.
The A-Rosa Aqua christened in Cologne on 24 July 2009
The new design presents a
continuation of the A-Rosa
cruise ship concept, incorporating
the experience gained
with the river cruise operator‘s
ships on the Danube and the
Rhône. Thanks to its dimensions,
the A-Rosa Aqua is able to
sail on all major European rivers,
including the Rhine-Main-
Danube Canal, while the shipowner
will use her on the Rhine
in first place.
Creating a high recognition effect
played an important role
also in the design of this ship.
The extraordinary design of the
public rooms permits these areas
to be used all day for most
different purposes. Moreover,
the gastronomy concept has
been increased by additional
live cooking areas.
Main engines
The propulsion system consists
of four Volvo-Penta diesel engines
type D 12-450 MH(KC),
having an output of 331 kW
at 1,800 rpm. The engines are
equipped with electronically
controlled injection pumps
and an electronic engine management
system. Due to the
special charging the propulsion
engines feature a high reserve
torque, hence making them
best suitable for the propulsion
of rudder propellers.
For propulsion of the ship
three-blade double propellers
type Schottel, STP 200 are provided.
Power generation
For generating power two elastically
mounted Volvo-Penta
three-phase power supply units
are installed, each having an
output of approx. 525 kVA at
1500 rpm. Fully automated
parallel operation of the units
is implemented by electrical
governors. The power supply
units delivered by Paap & Sohn
comprise diesel engines type
D16 MG(KC)/HCM 534 F as
well as Stanford generators.
Moreover a Volvo-Penta harbour
diesel engine/emergency power
supply unit type D 9 MG(KC)/
HCM 434 F is provided, having
an output of 280 kVA at
1500 rpm.
Bow thrusters
To ensure sufficient manoeuvrability
of the ship a Schottel
pumpjet SP J 82 RD with an
output of approx. 405 kW and
a thrust of more than 27 kn
is installed as bow thruster
and as a second, independent
propulsion system. Propulsion
is effected by means of a
Volvo-Penta motor type D 16-
550 MH(KC).
Bridge control stand
In the bridge control stand, the
height of which can be adjusted
hydraulically, the one-man
control console, the two river
radars, the radio systems and
all relevant steering and control
elements are provided. Two
bridge wing control stations arranged
on either side and likewise
adjustable in height which
contain the most important
Sound insulation
During operation at maximum
engine speed (manoeuvring
operation excluded) the following
sound limit values are
obtained:
Passenger cabins (max):
50 dB (A)
Public rooms (max.):
56 dB (A)
Crew cabins: 60 dB (A)
Crew mess and wheelhouse:
60 dB (A)
Thanks to the elastic mounting
of rudder propellers, main
and auxiliary diesel engines,
pumps and condensers, as well
as to an appropriate sound insulation
of the engine room
and other technical rooms
these sound values can be adhered
to. Moreover a floating
floor was provided in the cabin
areas.
Fire extinguishing equipment
All areas of the ship are connected
to the water fire extinguishing
system. The atrium is
additionally equipped with a
sprinkler system. In the engine
and machinery rooms NOVEC
FIRE protection systems are
firmly installed.
Bilge and ballast system
Two automatically operating
bilge and ballast pumps, each
having a capacity of 90 cbm/h,
are provided for deballasting
the watertight compartments.
The pumps are also used for
stabilising the trim for the consumption
of drinking water
and fuel. Moreover they serve
for emptying/filling the ballast
10 Ship & Port | 2009 | N o 3

tanks, e.g. for reaching the airdraught.
Sanitary system
Disposal storage tanks having
a volume of approx. 185 cbm
are installed on board. An automatic
chlorination system
installed between the filling
station and the storage tanks
is provided for sterilising the
drinking water. A UV system is
provided in front of the freshwater
distribution system.
Warm water is generated by two
boilers in the engine room and
the cooling water of the power
supply units (heat recovery
equipment). Two hot-water accumulators
are installed in the
engine room.
The grey water and black water
is processed in a biological
purification plant, which has a
processing capacity suitable for
260 persons. The purification
plant is permanently fed from
an aerated storage tank having
a size of approx. 15 cbm. The
black water is conveyed in a
storage tank via a vacuum plant.
The grey water is collected in
various tanks (gravity tanks) located
in different places on the
ship from where it is conveyed
to the aerated storage tanks by
automatically operated pumps.
The kitchen waste is conveyed
into the aft grey water tank via
a grease separator. The separated
grease/oil is collected in
a tank. A macerator shreds the
kitchen waste and waste food,
the shredded material is stored
in a dedicated tank.
Air-conditioning system
During operation in the summer
the air conditioning system
is designed for inside temperatures
of +24°C (40–60%
relative humidity) given an
outside temperature of +35 °C
(70% relative humidity), and
during operation in winter for
inside temperatures of +20 °C
given an outside temperature
of -15 °C. The system is dimensioned
for a raw water temperature
of max. 32 °C. The fresh air
rate per person is 30 cbm/h.
All cabins are fitted with fan
coils by means of which the
air pre-treated in the central
stations can individually be
reheated or recooled. Hence in
each cabin the air conditioning/
fresh air supply can be adjusted
by dedicated thermostats.
The public areas are air-conditioned
by individually adjustable
fan coils. Air conditioning
in the wheelhouse is effected by
a split unit. The air conditioning
system in the public rooms
is centrally controlled. Various
programmes are installed
which are operated according
to the time of day and the intensity
of use.
Public rooms
In the aft part of the ship on
the upper deck the entertainment
area and the restaurant
are located. The spacious spa
area is found in the forward
part of the upper deck and
comprises the sauna, two massage
rooms, the gym and resting
areas, various showers and
a large balcony stretching over
the complete width of the ship,
as well as an outdoor pool with
sun loungers.
From the atrium, which stretches
over three decks, a passage
on the starboard side connects
the lounge, the bar, restaurant
and wine bar with each other.
A high transparency is created
by partitions between the passage
and the separate areas,
without the passengers feeling
disturbed by other persons
passing by.
The forward part of the public
rooms holds the lounge, with
a stage and a dance floor. The
following areas are the bar and
the café-restaurant, the buffet
and the Markt-Restaurant. The
wine bar, located in the aft part
of the ship, has a terrace and
an indoor/outdoor bar.
Above curved staircases the
spacious atrium establishes a
connection among all decks.
In the atrium the reception, the
excursions counter, a shop and
public toilets are located. Also
a bike store is provided for the
A-Rosa bicycles on board.
The complete open deck of
the ship is designed as a sun
deck. In the lawn carpet areas
are found for playing shuffleboard,
checkers, chess etc. In
the aft area shade is provided
by parasols, while in the forward,
slightly lowered area a
hydraulically operated awning
system is installed. The deck
equipment is completed by
wind screens and showers. At
dawn sophisticated light effects
make the pleasant openair
atmosphere perfect.
Cabins
The river cruise ship can accommodate
202 passengers in
99 outside cabins, each having
an average size of 14.5 sqm.
70 cabins have French balconies.
Also one cabin is provided
for handicapped persons.
All cabins have king-size
beds, spacious bathrooms
with shower, hair-driers, safes,
chairs and mobile sideboards.
Individually adjustable airconditioning
is also provided.
The cabins on the main and
upper deck feature French balconies,
whereas the cabins on
the lower deck have two portholes
each. The co lours in the
passenger cabins are light and
friendly. Canopies provided
above the beds and high-quality
furniture featuring decorative
surfaces create a comfortable
atmosphere.
MAIN DIMENSIONS A-ROSA AQUA
Length 135.00m
Breadth (max.) 11.40m
Draught (approx.) 1.60m
Draught (max.) 2.00m
Height above water line (approx.) 6.10m
Carrying capacity given draught =1,50m (approx. ) 185 ts
Passenger cabins 99
Number of passengers (max.) 202
Crew cabins 32
Crew complement 59
Propulsion
4 x 331 kW
Speed
more than 12 knots
Ship & Port | 2009 | N o 3 11

SHIPBUILDING & EQUIPMENT | CRUISE & FERRY MARKET
“Modest-but-steady growth”
Ordered by Vessel name gt Passenger
capacity
Current orderbook cruise vessels
2009
Shipyard
AIDA Cruises AIDAluna 68,500 2,030 D-Meyer Werft
American Cruise
Lines
Independence 3,000 104 USA-
Chesapeake
Carnival Cruise Lines Carnival Dream 130,000 3,652 I-Fincantieri
Celebrity Cruises Celebrity 122,000 2,850 D-Meyer Werft
Equinox
Costa Cruises Costa Luminosa 92,700 2,260 I-Fincantieri
Costa Cruises Costa Pacifica 114,500 3,004 I-Fincantieri
MSC Cruises MSC Splendida 133,500 3,887 FIN-STX
Pearl Seas Cruises Pearl 8,700 214 CAN-Irving
Shipbuilding
Royal Caribbean
International
Seabourn Cruise
Line
Oasis of the
Seas
Seabourn
Odyssey
225,000 5,400 F-STX
32,000 550 I-Mariotti
Silversea Cruises Silver Spirit 36,000 540 I-Fincantieri
2010
AIDA Cruises AIDAblu 71,000 2,174 D-Meyer Werft
CIP Ponant Cruises L’Austral 10,700 254 I-Fincantieri
CIP Ponant Cruises Le Boreal 10,700 254 I-Fincantieri
Celebrity Cruises Celebrity
Eclipse
122,000 2,850 D-Meyer Werft
Costa Cruises Costa Deliziosa 92,700 2,260 I-Fincantieri
Cunard Line Queen Elizabeth 92,000 2,092 I-Fincantieri
Holland
America Line
n.n. 86,000 2,100 I-Fincantieri
MSC Cruises MSC Magnifica 93,000 2,568 FIN-STX
Norwegian Cruise Norwegian Epic 150,000 4,700 FIN-STX
Line
Oceania Cruises n.n. 66,000 1,260 I-Fincantieri
P&O Cruises n.n. 116,000 3,110 I-Fincantieri
Royal Caribbean
International
Seabourn Cruise
Line
Sea Cloud Cruises
Allure of the
Seas
Seabourn
Sojourn
Sea Cloud
Hussar
220,500 5,400 FIN-STX
32,000 550 I-Mariotti
4,200 138 ES-Naval
Marin
Star Clippers n.n. 7,400 296 n.n.
2011
AIDA Cruises n.n. 71,000 2,174 D-Meyer Werft
Carnival Cruise Line Carnival Magic 130,000 3,652 I-Fincantieri
Celebrity Cruises n.n. 122,000 2,850 D-Meyer Werft
Costa Cruises n.n. 114,500 3,012 I-Fincantieri
Disney Cruise Line n.n. 124,000 2,500 D-Meyer Werft
Oceania Cruises n.n. 66,000 1,260 I-Fincantieri
Seabourn Cruise
Line
n.n. 32,000 550 I-Mariotti
2012
Aida Cruises n.n. 71,000 2,174 D-Meyer Werft
Celebrity Cruises n.n. 122,000 2,850 D-Meyer Werft
Costa Cruises n.n. 114,500 3,012 I-Fincantieri
Disney Cruise Line n.n. 124,000 2,500 D-Meyer Werft
Oceania Cruises n.n. 65,000 1,260 I-Fincantieri
PASSENGER VESSELS | The
latest Shipbuilding Market
Forecast, published end of
July by Lloyd’s Register – Fairplay
Research, predicts continued
modest-but-steady
growth for the passenger
ship sector over the next five
years.
The research report provides
detailed analysis and forecasts
covering all sectors of
the passenger ship market,
including passenger and cargo
ferries, cruise ships and
large private yachts.
The projected falloff in newbuildings
for passenger ships
is predicted to be relatively
small compared to other sectors
of the shipping industry.
This is explained by the fact
that the passenger ship sector
largely escaped the ordering
frenzy of the last few years.
The supply-and-demand
environment for passenger
vessels is said to be different
than for other sectors, which
are now suffering from overcapacity.
The largest sector in this
group is ferries, with a total
fleet size of 6316 ships as of
May 2009. They are roughly
divided 50-50 between
passenger-only vessels, and
those carrying passengers as
well as rolling cargo (RoPax).
The annual growth rate of
0.5 percent over the past five
years will slow very slightly
to 0.4 percent during the next
five years, according to the report.
That translates into a total
of 518 new ships being delivered
by shipyards through
2013, down from 637 in the
previous five years.
The cruise ship fleet, which
currently stands at 507 ships
worldwide, will grow at an
annual rate of 2 percent during
the next five years, virtually
the same as the previous
five years. The relatively flat
growth curve is a reflection
of the cautious approach of
the larger cruise ship operators
when it comes to capital
investments, according to the
report.
The report also predicts that
the annual growth rates in
new, large private yachts
will slow from an average of
10.9 percent during the past
decade to 4.4 percent in the
next five years. The current
fleet of 1230 yachts will increase
by 226 newbuilds
through 2013.
Norwegian Gem, delivered by Meyer Werft 2007, is powered by
five MAN Diesel engines of type 12V48/60B of 14,400 kW each
12 Ship & Port | 2009 | N o 3

MAN Diesel – Powering the World

SHIPBUILDING & EQUIPMENT | SHIPYARD TECHNOLOGY
The composite superstructure
concept
NEW DESIGN SOLUTIONS Reducing the superstructure weight of displacement ships can
result in major improvements in operational efficiency. Increased cargo/passenger loadings,
higher speeds, reduced fuel costs, better stability and a lower environmental impact are just
some of the many potential benefits.
It is well known that composites offer
much higher strength to weight ratios
than both steel and aluminium and
therefore could potentially have widespread
application in commercial shipping. However,
until relatively recently, the prescriptive
nature of the SOLAS regulations made
it very difficult, if not impossible, to use
composites for displacement ferries and
cruise ships. Things somewhat changed in
2002 when the SOLAS II-2 regulation 17
(part F) was adopted. This allowed a functionally
based safety design to be used providing
that the same level of safety could be
demonstrated, as would be the case if the
prescriptive rules had been used.
The LÄSS Project
In response to this rule change the LÄSS
Project was established with the aim of developing
technical solutions for the use of
lightweight materials in commercial ships
(both displacement and high speed craft).
The consortium behind the project is made
up of representatives from the Swedish shipping
industry, European materials manufacturers,
Swedish universities and research
establishments and classification societies
– more than 25 organizations in total.
To date a total of five composite design solutions
have been the subject of exhaustive
investigation including an extensive fire
testing programme. These are as follows:
Conversion of 24 metre aluminium amphibious
transport boat into a composite
passenger vessel. Rule code: HSC.
Replacement of an aluminium superstructure
with one made from composites
on a 88 metre high speed ferry. Rule code:
HSC.
Replacement of the steel deckhouse on a
199 metre RoRo ferry with one constructed
from composites. Rule code: SOLAS.
The CS Concept undergoing fire tests
A 188 metre RoPax vessel where the steel
superstructure will be replaced by composites.
Rule code: SOLAS.
Replacement with composites of steel
superstructure, hatches and moveable decks
on a 89 metre inland freighter. Rule code:
SOLAS.
As fire safety is probably the most critical
element in achieving approval of composites
for use in commercial ships, large-scale
furnace trials have been carried out at the
Swedish facility of SP Fire Technology as
part of the LÄSS Project. Actual tests have
included 60-minute deck, 60-minute bulkhead,
room corner test, tests of door and
window sections and a large-scale test on
a FRP sandwich structure including cabins
and corridor. These tests demonstrated that
an FRP structure that featured a lightweight
fire insulation layer could be used for both
decks and bulkheads and would meet the
aims of the SOLAS regulations. Further tests
also showed that the fire regulations could
be met even when penetrations were made
through the bulkheads and decks.
A detailed quantative fire risk analysis was
also performed on a variety of different fire
scenarios to demonstrate that the systems
met safety requirements.
Two of the lightweight solutions (the RoPax
ferry and the freighter) involve the replacement
of the steel superstructure with one
made from lightweight sandwich composite
materials.
The RoPax ferry study was based on the 188
metres Stena Hollandica. The following design
philosophy was adopted:
The original spacing between stiffeners
was kept but all plates, longitudinals,
transversals and girders would be replaced
by equivalent GRP (glass reinforced plastic)
components.
The foam sandwich superstructure panels
were designed in order that they could
be produced by a vacuum resin infusion
process.
The weight-optimised superstructure
would be subordinated in favour of yield
ability.
The translation of global loads in the superstructure
would be restricted.
The existing hull structure would be used
for load translation.
Monolithic
Laminate
or Panel
Stiffness
Sandwich x 1t
N.B. All laminates are of equal strength
Weight
Sandwich x 2t
Compared to monolithic composite
laminates, aluminium or steel, sandwich
composites allow a significant weight
reductions
The superstructure would not carry any
global loads.
Fire protection would be provided for
the whole superstructure (A60 equivalent)
with there being no contribution from the
combustible elements of the composite
structure during the first 60 minutes of a
fully developed fire.
It would be designed according to DNV
(Det Norske Veritas) regulations.
The results of this study were as follows:
The sandwich composite alternative
(including the fire protection layer) was
more than 60% lighter than the original
superstructure.
An LCC analysis revealed that the additional
initial cost of the composite approach
could be recovered in less than two
years and the revenue increases (assuming
a 25 year service life) could amount
to more than 65 million US dollars at
current prices. This figure could be further
augmented by fact that maintenance
costs (for the superstructure) would be
substantially reduced as result of the virtually
‘maintenance-free’ nature of sandwich
composites.
Detailed LCA studies showed a better
outcome than steel or aluminium with
an environmental impact of 10% per tonnekm.
The LÄSS Project is set to continue with a
new study that involves the replacement
of three decks on a 300 metre cruise ship
with a sandwich composite solution. DNV
will be involved in this study.
14 Ship & Port | 2009 | N o 3

Detailed lifecycle analysis studies
As a result of this and other LÄSS studies it
is hoped that a set of standard procedures
and regulations for lightweight solutions
will be in place by the end of 2009.
Composite Superstructure Concept
The Composite Superstructure Concept
(CSC) is a joint venture between the shipyard
Kockums AB (a member of ThyssenKrupp
Marine Systems), structural core
manufacturer DIAB AB and the fire protection
and insulation company Thermal Ceramics
(a division of Morgan Crucible).
The CS Concept is one of the first tangible
commercial developments that results
directly from the LÄSS Project. It is a high
strength, lightweight sandwich composite
construction system that comprises a structural
core to which glass or carbon fibre
skins are securely bonded using an industrialized
resin infusion process. The final stage
of the manufacturing process is the application
of insulation to the laminate surface to
provide the required level of fire protection.
By varying the core and skin thicknesses and
properties, a fully integrated superstructure
(decks and internal/external bulkheads)
can be designed and engineered that meets
both the global and local loading conditions.
Compound curves can be readily accommodated
thereby achieving a smoother
surface finish.
The foam sandwich composite approach
was taken because it offers much higher
strength to weight and stiffness characteristics
than single skin laminates. A composite
sandwich panel operates in much the same
way as an I-Beam, the core material absorbs
the shear forces generated by loads, distributing
them over a larger area. The result
is a strong structure with no specific weak
points. Compared to single skin laminates,
foam sandwich composites offer substantial
improvements in both flexural rigidity and
flexural strength. By increasing the thickness
of the core, the improvements are even
greater yet the weight increase is negligible.
In depth research shows that the Concept is
a very viable alternative to existing structures
built from steel or aluminium. It allows
higher cargo volumes and/or fuel savings
as a result of the reduction in deadweight
– more than 50% when compared to a steel
superstructure. Furthermore, the specific reduction
in superstructure weight improves
vessel stability. In addition, the finished
structure is not subject to rust or corrosion.
Although developed for superstructures,
the concept can be readily employed for
a wide variety of other shipboard applications
where a lightweight, corrosion-free
solution is required. These include: Deck
houses (full or part), balconies, funnels,
cargo hatches, masts and swimming pools.
It is expected that a fully approved system
will be available by the end of 2009 and in
service the following year.
The operational advantages of using
lightweight composite materials
The authors:
Johan Edvardsson, Kockums AB,
Karlskrona, Sweden
Lars-Magnus Efraimsson, DIAB AB,
Laholm, Sweden
Allan Beeston, Thermal Ceramics
Ltd., Merseyside, United Kingdom
Ship & Port | 2009 | N o 3 15

SHIPBUILDING & EQUIPMENT | SHIPYARD TECHNOLOGY
Global collaboration
ENGINEERING IT Creating and managing highly efficient collaborative, yet flexible, projects,
forming a ‘global shipyard’, is no longer a theoretical concept. Workload is shared seamlessly
across any number of project participants, anywhere around the world. This may even be a
way for shipbuilding to weather the economic storm.
Traditionally, every shipyard
evolved its own
particular combination
of working methods and tools
to support these. As CAD/
CAM systems replaced drawing
boards, productivity increased,
but the combination of different
working methods and the
variety of different CAD systems
and file formats created formidable
barriers to collaborative
working. Where shipyards partnered
to collaborate on complex,
multi-discipline projects
such as FPSOs or naval vessels,
data exchange invariably involved
burdensome workarounds,
imperfect file translation and
significant management overheads.
Individual participants
would be working largely independently,
relying on painstaking
manual control of the
physical and organisational
interfaces with their partners’
areas of responsibility.
It is this major barrier to collaboration
that led AVEVA to
develop two key technologies
to overcome it, AVEVA Global
and AVEVA NET. AVEVA Global
is a recent introduction into the
marine industry. It is already
an established product in the
plant industries, where it has
built up a track record over ten
years for setting up and managing
multi-site projects.
This enabling technology has
become available to shipbuilding
with the creation of AVEVA
Marine by the fusion of two
systems, Tribon M3 and AVEVA
PDMS, onto a common technology
platform.
Dividing work
Modern naval and cruise ships
are probably the most complex
manufactured products
ever created. This inevitably
requires division of work, both
between different disciplines –
hull design, electrical, propulsion,
HVAC and so on – and
between multiple resources.
Hull design, for example, may
be distributed by block to several
design offices working
in parallel. Achieving this by
conventional means requires
a lot of coordination. With an
AVEVA Global project however,
a consortium of resources may
be set up in which all participants
may have visibility of all,
or a specified part of, the vessel
design, while having design
control only over the parts for
which they have contractual responsibility.
Using AVEVA Global, an outfitting designer can be working interactively
with a hull designer located anywhere around the world
AVEVA Global enables flexibility
of project structure to divide
work in the most effective way.
For example, hull design might
be split by blocks, while outfitting
design is split either by
functional disciplines or different
working zones. Where hull
design is split blockwise, the individual
blocks remain parts of
the overall design and the interfaces
between them are visible
to all involved, eliminating the
need to arbitrarily freeze design
interfaces. These divisions of
responsibility may be changed
at any time during the project,
typically to enable resources to
be reassigned between work areas
as the project progresses.
As the design evolves, changes
are visible to all. A piping designer,
for example, can see the
hull structure and cable installations
created by colleagues who
may be in any location around
the world. He may be working
with P&IDs created in any, or
several, popular schematic applications,
all integrated with
the overall Project Information
Model. He can negotiate penetrations
for his piping layout
with the hull designer and coordinate
his design with the electrical
layout designer to make
best use of available space. Similarly,
clash management can
also be carried out continuously
across the entire project, ensuring
maximum design quality
and eliminating one of the most
common causes of rework and
delay during construction.
Flexibility
The project hub can be in any
suitable location, while satellite
resources may be added,
removed, or have their access
permissions updated at any
time. Early-stage resources such
as hull structural designers may
be disconnected once their
work on the project is complete,
while construction sites may be
given access later when their involvement
commences. Equally
valuable, system administration
rights can be assigned flexibly
across the project team; major
subcontractors may carry out
their own administration while
smaller resources may rely on
the shipyard’s own administration.
This level of flexibility is possible
because the entire vessel
design exists as a single database
with shared access, not a
proliferation of multiple copies
of the same data. Each participant
works with a local replication
directory and AVEVA
Global transmits only design
changes to the Project Information
Model. This not only
ensures that there is one definition
of the entire design, it also
requires only low-bandwidth
internet communication and is
fault tolerant. Satellite locations
can continue working offline if
necessary, with AVEVA Global
taking care of transmitting and
reconciling the design changes
when connection is resumed.
This highly robust way of working
brings further benefits. A
complete design history is maintained
automatically, so the design
can be ‘wound back’ to any
previous state, while disaster
recovery from, for example, a
system crash at a subcontractor,
can be carried out quickly with
minimal effect on the project.
Spreading the NET
The information assets embodied
in a vessel – the ‘digital ship’
– include much more than just
the engineering design definition.
For the shipyard, there are
two important categories of information
still to be managed:
non-designed information such
as equipment suppliers’ specifications,
procedures, parts lists
and so on, and project workflow
information. The first category
can be almost unlimited in
16 Ship & Port | 2009 | N o 3

scope; considering the wide variety
of equipment and materials
used in a modern vessel and
the different forms in which
information is provided, from
2D CAD drawings and spreadsheets
to paper documents.
AVEVA NET can handle any
type of data, regardless of the
applications used to create it,
and without needing those applications
to be installed (or
users to have to learn how to
use them). It achieves this by
using an ISO15926-compliant,
open format for information
management and exchange.
Equally important, AVEVA NET
automatically cross-references
information, so it is possible
to quickly collate all information
associated with a particular
item. Paper documents can
be quickly published into AVE-
VA NET by a process of scanning
and ‘document scraping’,
which automatically identifies
and cross-references key data
such as equipment tag references.
Access to all this information is
provided by AVEVA NET Portal,
which resembles a web browser
and allows a user to navigate
around the ‘digital ship’ and
collate the desired information.
Because AVEVA NET is web-enabled,
this information is accessible
across an entire collaborative
project. The biggest gains,
however, arise from the drastic
reduction possible in time spent
looking for, and verifying, information.
When preparing an engine
installation, for example, a
work pack may be quickly compiled
of validated procedures,
drawings, schematics, parts locations,
equipment lists and so
on. AVEVA NET not only takes
you straight to the proverbial
‘needle in the haystack’, it ensures
that it’s the correct needle
and tells you where to find the
right thread and the right colour
button!
Its use of Internet communication
enables AVEVA NET’s workflow
management functions
to serve a multi-site project,
A pipework designer working with a P&ID schematic created
by a specialist subcontractor. AVEVA Global and AVEVA Outfitting
together ensure that an approved change to the P&ID is
automatically and immediately highlighted in the piping design,
even though the designers are in separate locations.
wherever the various participants
may be located. So with a
combination of AVEVA Global
and AVEVA NET, even the most
widely distributed project team
can work as a single entity on a
project, with complete and controlled
access to all the project
information, and with workflow
management ensuring that only
validated information is sent to
only those people who need it,
when they need it.
It is easy to visualise the competitive
advantage these technologies
can provide. Not only
can shipyards select resources
flexibly for capacity, availability
and cost, but also complex
projects become easier to execute
because most of the technical
barriers between different
disciplines can be removed.
Global information sharing is
an enabling technology, which
is transforming the way shipbuilding
operates.
The author:
Stéphane Neuvéglise,
Marine Principal Consultant,
AVEVA
KEEP COOL AT
SEA WITH AN
ENERGY-SAVING
SOLUTION
If you are looking to reduce energy consumption at sea, the PACO VLS pump is
the obvious solution. Equipped with an external frequency converter, the
pump automatically adjusts its speed according to the temperature of the sea.
This means that you do not waste energy cooling the engine at maximum
speed when there is no need for it. Instead you can rely entirely on Grundfos’
advanced technology to save you both energy and money at sea.
Please visit www.grundfos.com for more information on our E-solutions.
CUE
– frequency converter.
PACO VLS
– handles all water services
aboard marine vessels.

scope; considering the wide variety
of equipment and materials
used in a modern vessel and
the different forms in which
information is provided, from
2D CAD drawings and spreadsheets
to paper documents.
AVEVA NET can handle any
type of data, regardless of the
applications used to create it,
and without needing those applications
to be installed (or
users to have to learn how to
use them). It achieves this by
using an ISO15926-compliant,
open format for information
management and exchange.
Equally important, AVEVA NET
automatically cross-references
information, so it is possible
to quickly collate all information
associated with a particular
item. Paper documents can
be quickly published into AVE-
VA NET by a process of scanning
and ‘document scraping’,
which automatically identifies
and cross-references key data
such as equipment tag references.
Access to all this information is
provided by AVEVA NET Portal,
which resembles a web browser
and allows a user to navigate
around the ‘digital ship’ and
collate the desired information.
Because AVEVA NET is web-enabled,
this information is accessible
across an entire collaborative
project. The biggest gains,
however, arise from the drastic
reduction possible in time spent
looking for, and verifying, information.
When preparing an engine
installation, for example, a
work pack may be quickly compiled
of validated procedures,
drawings, schematics, parts locations,
equipment lists and so
on. AVEVA NET not only takes
you straight to the proverbial
‘needle in the haystack’, it ensures
that it’s the correct needle
and tells you where to find the
right thread and the right colour
button!
Its use of Internet communication
enables AVEVA NET’s workflow
management functions
to serve a multi-site project,
A pipework designer working with a P&ID schematic created
by a specialist subcontractor. AVEVA Global and AVEVA Outfitting
together ensure that an approved change to the P&ID is
automatically and immediately highlighted in the piping design,
even though the designers are in separate locations.
wherever the various participants
may be located. So with a
combination of AVEVA Global
and AVEVA NET, even the most
widely distributed project team
can work as a single entity on a
project, with complete and controlled
access to all the project
information, and with workflow
management ensuring that only
validated information is sent to
only those people who need it,
when they need it.
It is easy to visualise the competitive
advantage these technologies
can provide. Not only
can shipyards select resources
flexibly for capacity, availability
and cost, but also complex
projects become easier to execute
because most of the technical
barriers between different
disciplines can be removed.
Global information sharing is
an enabling technology, which
is transforming the way shipbuilding
operates.
The author:
Stéphane Neuvéglise,
Marine Principal Consultant,
AVEVA
KEEP COOL AT
SEA WITH AN
ENERGY-SAVING
SOLUTION
If you are looking to reduce energy consumption at sea, the PACO VLS pump is
the obvious solution. Equipped with an external frequency converter, the
pump automatically adjusts its speed according to the temperature of the sea.
This means that you do not waste energy cooling the engine at maximum
speed when there is no need for it. Instead you can rely entirely on Grundfos’
advanced technology to save you both energy and money at sea.
Please visit www.grundfos.com for more information on our E-solutions.
CUE
– frequency converter.
PACO VLS
– handles all water services
aboard marine vessels.

“4D” CAD model library
ONLINE SHARING | ShipConstructor Software
Inc. (SSI), the National Shipbuilding
Research Program (NSRP), and several
US shipyards including Northrop Grumman
Shipbuilding (NGSB), have created
an online site called SC4D, sharing “4D”
outfitting CAD models via the Internet.
4D, the fourth dimension, is the attribute
data and PDF documentation added to the
3D CAD model.The use of the site will be
free and open to all shipbuilders, designers
and equipment manufacturers worldwide
to share the effort of building the reusable
online outfitting library, thus cutting
cost and time for everyone. Thousands of
ready-to-use 4D CAD models such as engines,
pumps, strainers, galley, and navigation
equipment are planned to be found
in the SC4D database, aiming at building
an online community to minimize the
cost and time for everyone by putting in
place the tools for building, maintaining
and sharing these libraries.
Generating a complete CAD model of a
ship or offshore structure that includes
all outfit items in intelligent form generates
considerable savings in production.
In addition, the end customers of a vessel
have become accustomed to visualizing
and checking a complete 4D model before
building begins. Last but not least, it is
SSI’s belief that it should become common
practice in the future to use the complete
model as the basis for a more efficient life
cycle model.
While aimed specifically at ShipConstructor
customers, users of other software systems
will also find this site useful. To foster
an open community, users can upload and
download outfit items in any CAD format,
such as DWG, Inventor, ProE, Solidworks
or STEP.
The most effective option is claimed to
be the intelligent ShipConstructor XML
format. The XML format enhances the
plain 3D CAD model by adding attribute
and documentation data, thus effectively
creating a 4D model. The CAD data inside
the XML container currently supports
DWG, but will be extended to Inventor
file format later this year. Attribute data is
grouped into general data, such as manufacturer,
weight, performance ratings,
description, and complex data, such as
logical connections for Pipe and HVAC.
For example, piping connections not only
Increasing efficiency when working with “4D” CAD-models
include the connection location, but also
direction, connection type, size, pressure
class, and more. Electrical connection attributes
will be added later this year when
the ShipConstructor Electrical module is
released. The predefined ShipConstructor
data can be easily extended by user defined
data to meet user’s needs. A future version
of ShipConstructor will integrate browsing,
up- and downloading, thus further
streamlining this process.
The SC4D website is community driven,
allowing users to rate models that have
been uploaded by others. This built in
quality control mechanism helps users by
guiding them towards better models.
AutoCAD 2009 support added
UPDATE | ShipConstructor Software
Inc. (SSI) has released their R4 version
of ShipConstructor 2008. In addition to
production-focused improvements, the
new version includes an enhanced user
environment thanks to AutoCAD 2009
compatibility.
This includes a move to the new Ribbon
interface, which is used extensively
throughout AutoCAD 2009. The Ribbon
replaces the toolbars and makes common
AutoCAD and ShipConstructor
tools more accessible during the design
pro cess.
ShipConstructor Pipe Spool drawings
have further been treated to a host of advanced
features, including the addition
of advanced spool location and bending
output tables. As part of a ShipConstructor
production drawing, these tables are
fully customizable and are linked to the
3D product model. This is said to allow design
changes to be automatically updated
in previously generated production output
without the loss of detailed user customization.
In addition, new display options
for pipe model, spool and arrangement
drawings have been added, allowing customization
of these types of deliverables
for shipyards.
A new tool has been developed to export
piping bending data directly from the
ShipConstructor product model data. The
piping data is exported in a generic XML
format, and the user can provide a transformation
file (XSLT) to apply during export.
This XSLT file, which is a standard web
format, can be used to format the data in
any way required. This makes the output
suitable for pipe bending machines, pipe
stress analysis tools and more without any
further translation.
Ship & Port | 2009 | N o 3 19

SHIPBUILDING & EQUIPMENT | SHIPYARD TECHNOLOGY
3D product modelling for an
efficient vessel concept design
SHIPDESIGN Integrated 3D product modelling in the development of new ship concepts
offers exciting possibilities and clear benefits for naval architects, owners and operators. This
philosophy provides a complete life cycle model for individual ships and can make considerable
contributions towards risk and cost reductions.
During the last few
years, Deltamarin Ltd,
Raisio, has been developing
methods and tools
for product model based
ship design. The main focus
has been in the ship conceptual
design, but the target is
to maintain and utilise the
product model over the entire
lifetime of a ship. Dassault
Systemes software solutions
are utilised in the
development, CATIA V5
gives the form for the product
model and ENOVIA takes
care of the 3D model data
management. Project documentation
is managed by
DeltaDoris, which is a webbased
system.
The principles are an efficient
design work and the coordination
of separate design
disciplines, such as the general
arrangement, hull form,
structures, machinery and
ship systems. At the same
time, the main design objectives
like efficiencies, capacities,
functionality, safety and
cost are the elementary parts
of the concept development.
Present rules, such as probabilistic
damage stability, Safe
Return to Port and especially
alternative or novel design
approaches, require a good
interaction between different
analysis tools and the ship
product model.
Once the model has been developed
during the concept
phase, it will be utilised to
generate the basic design, the
classification documentation,
as well as the coordination of
production documentation
and during the commissioning
phase. Following the ship
delivery, the model will form
the backbone for decision
support, crew training models
and document management.
Ship conversions will
be planned and rule compliance
verified with the aid of
this up-to-date ship product
model.
Structural configuration and
structural principles need to
be defined in the very early
phase of a design process.
Thus, a significant effort
should be made on investigations.
The 3D product model
enables a finite element structural
model to be generated
directly and already at a very
early concept phase. Qualitative
structural analysis can
be carried out and optimum
Typical concept phase redundancy model utilized for material estimations and layout
optimization as well as for build procedure planning
structural configurations can
be found.
The initial purpose of the vessel
may normally be defined
with a very limited amount
of design targets, i.e. capacity,
speed, consumption, loading/unloading
time etc. Once
these main targets are known
and kept as guidelines during
the design process, the competence
of the current design
version may always be compared
and adjusted accordingly.
With the aid of a 3D
model and necessary analysis
and simulation tools, the
estimations and verifications
can be carried out with automatic
reporting of the model
parameters.
All elements are parameterized
and the model is built
out of these parameterized
elements. The first element is
the hull, which is based on a
parametric presentation from
the library of hull forms. Next
element is to define bulkheads
and decks linked to
the hull form and each other.
The layout is defined as the
following element and each
space receives its purpose definition.
The final step is to define
equipment and systems
from the parametric library
called DeltaGen. By selecting
a particular engine model,
for example, full details and
dimensions are immediately
available together with all the
related systems. These can be
inserted into the model to
provide exact positioning and
space reservation.
To include parameterization
in the product model means
that highly accurate details
are present already very early
in a project; thus, alternative
20 Ship & Port | 2009 | N o 3

Utilisation of 3D product model gives an accurate
understanding of ship’s geometry and efficiency of volumes
Early system concept design with the aid of 3D product model
variations can easily be tested
and carried out, and key decisions
can be made much earlier
than in the past.
The conceptual design of
ships has traditionally been
coordinated with 2D General
Arrangement and separate
models have normally
been utilised for naval architectural
calculations and all
other design features. At best,
twelve different models together
with the 2D arrangement
were produced and had
to be coordinated. By doing
the conceptual design work
directly in a 3D environment
instead, several benefits are
reached by having all product
data stored in one single
coordinated 3D model. Parameterization
further allows
for efficient and quick changes
during the concept development
phase.
When developing the vessel
configuration, the coordination
of several disciplines and
geometrical items makes it
difficult to manage all items
in 2D environment. Especially
the space reservations and
main routings are important.
A 3D design is not only doing
the layout, but also utilises
the given space inside the vessel
in the most effective way.
The better you understand
the real geometry of the vessel
with its structures, equipment
and routings, the better
you can optimise the arrangement
and the less you need to
leave as unutilized volumes.
3D modelling is also playing
a major role in designing machinery
and system spaces e.g.
to meet the new Safe Return
to Port requirements, which
call for passenger ships to retain
an ability to return safely
to port in the event of an accident,
flooding damage or fire,
following the loss of one watertight
compartment or the
loss of one space bounded by
A-class bulkheads.
Loosing individual spaces
can be analysed in 3D, one
by one, and the residual availability
of relevant systems can
be des cribed.
These availabilities are then
compared with the stated
criteria. Detailed graphics
of available and lost services
are displayed, identifying
those sections, which are not
working. The same approach
can be used for any kind of
vessel, in which redundancy
is required, e.g. redundant
propulsion, steering or dynamic
positioning requirements.
Of course, should the ship
be modified or converted at
a later date, the model could
easily be redeployed, just as
it can assist owners to ensure
that their ship complies with
any Port State Control requirements.
Ship & Port | 2009 | N o 3 21

SHIPBUILDING & EQUIPMENT | PROPULSION
Eliminating oil pollution
from stern tubes
SEAWATER LUBRICATED BEARINGS Environmental laws are becoming more stringent and oil
pollution once considered normal is not the norm anymore. To eliminate potential pollution
from the stern tube, seawater lubricated bearings are becoming increasingly interesting.
Thordon’s Thor-Coat shaft coating
The majority of commercial
ships operating today use
a propulsion system consisting
of a propeller shaft supported
by oil lubricated metal
bearings, with oil contained in
the stern tube by forward and
aft shaft seals. According to seal
manufacturers, the seal must
leak at least some minimal
amount of oil at the shaft/seal
interface in order to lubricate
the seal lip and for the seal to
function properly. During the
last few decades, pollution of
the world’s oceans has become
a matter of increasing international
concern. Zero tolerance
for any kind of ship source pollution,
including stern tube oil
pollution, is now becoming the
norm.
Seal manufacturers have therefore
developed more sophisticated
multi lip air seals, which
reduce the amount of oil that
escapes, but shaft seals can still
be damaged, and oil can still escape
into the sea.
Biodegradable oils are also available,
but they are still “oil”, still
toxic to marine life and leave a
sheen, which is considered pollution.
A third option is to use seawater
lubricated propeller shaft bearings.
These use seawater as the
lubricant with only one (forward)
seal and zero risk of oil
pollution.
Early systems
Seawater lubricated bearings
are not new per se, but recent
designs have very little in common
with the type used during
the first half of last century. Over
fifty years ago, propeller shafts
were supported by a dense wood
bearing called lignum vitae and
lubricated by seawater, in what
is called an “open system”. A
constant flow of seawater passed
through the stern tube, lubricating
the stern tube bearings
and flowed back into the sea.
There was only one shaft seal
in the “open system” and this
prevented seawater from coming
into the ship. In that era,
seawater lubricated bearings
did not have reliable wear life
limits much beyond five years
which meant withdrawing the
shaft and replacing the bearings;
an expensive task. In addition,
most shaft seals of the day were
packed stuffing boxes and these
tended to score the bronze shaft
liner in way of the packing. That
meant skimming or replacing of
the liner at the same time, which
was an additional cost. Corrosion
was often an issue as seawater
would corrode the metal
components of the shaft unless
bronze liners were used.
Present design
Improvements in sealing technology
in the 1950’s encouraged
the move to oil lubricated
propeller shaft bearings. White
metal bearings, oil and seals offered
a new technology, called a
“sealed system,” providing predictable
and controlled wear
life and reduced maintenance
of stern tube bearings. The oil
system allowed for the shaft to
stay in place for 10 to 15 years
without withdrawal which was
a significant advantage over the
early seawater lubricated system.
However, there are issues with
the sealed system. Although
major stern tube bearing maintenance
was reduced, the two
shaft seals require frequent
maintenance to control oil
leakage into the sea or ship.
Additional requirements of
the oil system are frequent oil
sampl ing to monitor ingress of
seawater, maintaining oil operating
levels, storage and disposal
of oil.
In a sealed oil system, the bearings
supporting the shaft are
mounted inside a hollow tube
that is sealed with a lip type seal
at each end and filled with mineral
oil (typically 1500L). Some
COMPAC BEARING
CONVENTIONAL BEARING
PRESSURE
PROFILE
Hydrodynamic profile of fully grooved bearing and COMPAC
groove design
Crossover friction curve - water vs. oil
22 Ship & Port | 2009 | N o 3

stern tube oil leakage into the
sea is by many considered “normal
operational consumption”
and an acceptable practice.
Stern tube propeller shaft seals
are the only barrier between the
oil and the sea, and over time,
the seals can become damaged
or worn often resulting in excess
leakage of oil into the sea
or into the engine room bilge.
Oil in larger quantities can also
be spilled into the sea if the seal
is accidentally damaged due to
a rope or fishing line caught on
the ships rotating shaft or with
a propeller impact. Major seal
damage can potentially cause
all the stern tube oil to spill
out and/or ingress of seawater
which can corrode the shaft and
bearings. This can cause catastrophic
bearing failure to occur,
meaning the vessel can become
stranded requiring expensive
emergency dry docking.
Seawater lubrication
With the Thordon system, seawater
is taken from the sea,
pumped through the non-metallic
bearings and returned to
the sea.
COMPAC split bearing with
single tapered key design
COMPAC installed in the stern
tube in dry dock
A design consideration with an
open system is that the mild
steel propeller shaft requires
corrosion protection from the
seawater. Luckily, shaft coating
technologies have significantly
improved since the early use of
water lubricated bearings. For
example, Thordon’s Thor-Coat
epoxy coating is designed to
keep the shaft corrosion free
for over ten years without reapplication.
Corrosion protection may
mean higher up-front cost to
the seawater lubricated bearing
system. However, with the
elimination of the aft seal and
its maintenance, and without
the need of storage, sampling
and disposal of oil, the up-front
costs are recouped with lower
in-service costs along with no
aft seal damage worries or oil
pollution risk.
Modern water lubricated stern
tube bearings, such as the
Thordon COMPAC, have been
designed to reduce running
friction and improve low speed
hydrodynamic film development.
The lower (loaded) portion
of the COMPAC bearing
is smooth and the upper half
is designed with water grooves
for lubrication and cooling.
Although start-up friction is
initially higher than an oil system,
at rated shaft speeds, drag
on the rotating shaft resulting
from the viscosity of the lubricating
fluid is lower with water
than with oil which may result
in fuel savings.
The quality of the seawater supplied
to the bearings is critical
in ensuring long predictable
wear life. To ensure that abrasives
are removed from the seawater
supply, a Thordon Water
Quality Package uses centrifugal
forces to remove particulate
from the water stream, then
collects it and discharges it
through a blow down line.
Using modern inspection techniques,
seawater lubricated
bearings of today can quickly
and easily be inspected without
withdrawing the shaft.
Thordon’s COMPAC bearings,
for example, are split and use
a tapered key set. The key can
be removed with the shaft in
place allowing for the bearings
to be removed, inspected and
COMPAC seawater lubricated bearing wear after ten years
reinstalled without shaft withdrawal.
Another inspection technique
is the poker gauge wear inspection,
which uses a small measurement
probe that threads
into the small port at the bearing
top and uses before and
after measurements of the distance
between the shaft and the
bearing to calculate clearances
and any bearing wear.
Furthermore, borescope inspections
use a very small camera
probe inserted through the
water lubrication grooves to
visually inspect the liner and
bearing surface.
A visual port is a removable
window inside the stern tube;
Solutions for
Shipbuilding
and industry
once removed the shaft condition
can be visually inspected
and physically examined.
A return to seawater lubricated
bearings with new products,
designs and technology completely
eliminates pollution
from the stern tube. Wear life
predictability of today is in line
with a sealed oil system thanks
to modern elastomeric polymer
alloy materials, modern
shaft coating, a Water Quality
Package and modern inspection
techniques.
The author:
Craig Carter, Thordon
Bearings Inc., Burlington,
Canada
Compressors
- starting air
- control air
- working air
Compressed-Air-Receivers
TDI-Engine Air Starters
Gastight Bulkhead
Penetrations
Neuenhauser Kompressorenbau GmbH
Hans-Voshaar-Str. 5 • D-49828 Neuenhaus
Tel. +49(0)5941 604-0 • Fax +49(0)5941 604-202
e-mail: nk@neuenhauser.de • www.neuenhauser.de • www.nk-air.com
Ship & Port | 2009 | N o 3 23

SHIPBUILDING & EQUIPMENT | PROPULSION
New azimuth thruster evaluated
BERG PROPULSION |
The first working example
of the new Berg Azimuth
Thruster (BAT) of Berg Propulsion,
based in Gothenburg, went
into service on the Swedish survey
vessel IceBeam after a retrofit
at the Landskrona Stal shipyard,
Helsingborg.
A prototype of a 300 kW, 1.1m
propeller diameter version of
Berg Propulsion’s new generation
BAT was installed to evaluate
the design, manufacturing
and installation process for its
range of azimuthing thrusters.
In order to accommodate the
amount of survey equipment
extending from IceBeam’s aft,
and to avoid disturbing the
main propeller, the first BAT
will be installed in the vessel’s
bow.
IceBeam, a 40m former Icelandic
ferry, is now owned by
Marin Mätteknik AB (MMT)
and was substantially rebuilt
and converted into a survey
vessel at the Falkvarv yard in
Falkenberg, Sweden, earlier this
year.
Specified as Ice Class C, IceBeam
is initially destined for precision
operations in the Baltic
Sea, where she will survey the
gas pipe connecting between
Poland and Finland.
The BAT is a steerable thruster
which, in operation, can be
Berg Azimuth Thruster, back
view of the Z-Drive unit
used both to steer and propel
the vessel. It can be fitted with
either a controllable or fixed
pitch propeller and powered
by either an electric or a diesel
engine, where the turning unit
itself is available in electric or
hydraulic versions.
Six separate BAT models are
available, all either as L-drive
or Z-drive, with the 300 kW
model being joined by 900 kW,
1200 kW, 1550 kW, 2000 kW
and 2500 kW models. The
most powerful unit will feature
propeller diameters of 3m and
a bollard pull to 46 t.
Whether the BAT is bolted or
welded to the hull, its turning
unit features an adjustable stem
length to fit any hull form, plus
an adjustable seal to avoid the
need to replace the liner due to
wear. The shaft line can be delivered
in different options, as
a combination of solid shafts,
cardan shafts, bearings, sealing,
couplings, stub shafts and hollow
shafts (either steel or carbon
fibre).
The BAT incorporates Berg’s oil
circulating system with integrated
moisture monitoring, which
is claimed to be the first hub
system where moisture content
is constantly checked across the
entire propeller system.
Control is managed by a redundant
BRC800A microprocessor-based
system, deploying
field bus technology, consolidating
cabling requirements
and delivering a self-checking
protocol.
Other notable aspects of the
design include the BAT’s replaceable
propeller shaft seal,
where there is no need to dismount
the hub for seal replacement,
while the inlet for lubrication
oil is at the bottom of
the thruster, which yields the
possibility of draining oil from
inside the ship. Meanwhile, to
avoid leakages, the Azimuth
features a quadruple lip sealing
system, with a grease cartridge
on both the water and oil side,
and a void space between seals.
To minimise the damage to the
BAT in the event of grounding,
Berg has also developed a function
which releases the nozzle
and then the thruster unit from
the turning unit.
To enable a release of the
thruster unit, bolts with a defined
waist are used to attach
the lower gear house to the
turning unit and other components,
such as shafts and pipes,
using slide-on couplings.
Long-term experience on water
lubricated sterntubes
1 Open a bracket installation
2 Open sterntube system
with MK separator
3 Maprom closed system
OVERHAUL | The 1981 built
Push boat Veerhaven V has
logged over 204,000 running
hours on two of its three closed
water lubricated sterntube
system without ever having
changed its propeller shaft bearings,
shafts or shaft sleeves.
According to ThyssenKrupp
Veerhaven B.V., all Maprom demountable
rubber stave bearings
and the Maprom NCB
hard coated tail shaft liners
have never been replaced (except
for the port A bracket bearing
which was replaced due to
damage in 1992).
During the recent dry-docking,
the measured clearance between
bearings and shaft liners,
after 28 years of continuous
operation, has been recorded
to be max. 2.80 mm. Maprom
recommends a change out
clearance for this application
with a shaft liner dimension
of 240 mm to be maximised
at 4.90 mm. Based on this, the
technical department of ThyssenKrupp
Veerhaven decided
not to renovate the propeller
shaft installation, not even after
the 204,000 running hours.
All river push boats of Veerhaven
comply to classification
rules of Dutch Scheepvaart inspectie,
according to which no
shafts have to be withdrawn
for class inspection every
five years. As the over shaft
clearance is still within acceptable
limits it was decided not
to pull the shaft or to replace
the operating bearings and
shaft liners.
In fact, the shafts have only
been pulled once in the
28 years of existence in order
to change from conventional
installed stuffing boxes to
Maprom GS shaft seal.
During the dry-docking, engines
have been overhauled,
propellers balanced and all
three nozzles have been replaced
by new ones without
removing the propeller shafts.
24 Ship & Port | 2009 | N o 3

SHIPBUILDING & EQUIPMENT | PROPULSION
Detecting asphaltene
contamination oil analysis test
LUBRICANTS | ExxonMobil
has added a new test to its Signum
Oil Analysis program. The
new patented Detecting Asphaltene
Contamination (DAC)
test is aiming to respond
proactively to a problem that
is increasingly common and
potentially costly: the contamination
of medium-speed engine
lubricants with partially
burned and unburned residual
fuel. Residual fuel contamination
of medium-speed engine
lubricants has emerged as a
serious issue because so many
marine diesel engines now operate
with much lower lube oil
consumption rates. At the same
time, the growing availability
of questionable residual fuel,
combined with higher injection
pressures, has led to an increase
in fuel leaking from pumps and
injectors into the engine’s lubricant
sump.
Such contamination can alter
an engine lubricant’s chemical
composition, accelerate the formation
of piston undercrown
deposits and lead to piston
crown burning. As cleanliness
deteriorates, it can result in a
shorter engine lifespan, spiraling
maintenance costs and increased
vessel downtime.
Asphaltenes are a major component
of marine residual fuel.
Using conventional oil analysis
tests to monitor a vessel’s engine
lubricants for residual fuel
contamination is time consuming,
labour intensive and costly
because residual fuel and marine
engine lubricants are hydrocarbons
with similar boiling
ranges, viscosities and physical
properties.
DAC was tested on Mont St Michel of Brittany Ferries
DAC uses ultraviolet-visible
spectroscopy and a sophisticated
mathematical model to
measure the asphaltene content
of partially burned and
unburned residual fuel in used
Mobilgard M Series mediumspeed
engine lubricants. The
test is automated and provides
analysis of an oil sample in less
than two minutes.
After the DAC test is completed,
results are analyzed by Exxon-
Mobil, and then e-mailed to
the shipping company, allowing
vessel engineers to take a
responsible course of action.
Engineers on the Mont St Michel
accurately measured the asphaltene
levels of the ferry’s
engine lubricant, optimized
scheduled partial replenishments
and reduced the vessel’s
total lubricant consumption.
This, combined with a switch
to Mobilgard M430, is claimed
to have resulted in an estimated
$25,000 in annual savings for
the ferry operator.
Mont St Michel, built in 2003,
operates at an average load
of 80 percent at a continuous
500 rpm. The ferry’s four
5400 kW MaK 6M43 engines
perform under severe conditions
and continuous load
changes in combination with
low oil consumption, resulting
in high residual fuel contamination
of the engines’ lubricant.
To help ensure that the amount
of asphaltenes never exceeded
the engine manufacturer’s recommended
limit of one percent,
Brittany Ferries’ engineers
earlier relied on viscosity limit
data to schedule partial replenishments
of the engines’
lubricant. Now, they use DAC
test results to more accurately
measure asphaltene levels and
optimize the scheduled partial
replenishments. As a result,
M/V Mont St Michel’s total lubricant
consumption has been
reduced.
The piston crown area was
free of deposits after 30,000
running hours
The average lubricant consumption
per engine, including
partial drains, was calculated
at a steady 100 ltr/24 hours,
or at 0.71g/kWh at MCR. This
consumption is approximately
0.30 g/kWh on top of a normal
6M43 engine consumption
of 0.41 g/kWh and creating
a drain consumption of
42 ltr/24 hours per engine.
26 Ship & Port | 2009 | N o 3

Improved engine
performance
TURBOCHARGER CUT-OFF
SYSTEM | To meet the growing
demand for running large container
vessels on varying loads,
MAN Diesel has developed a turbocharger
cut-out system that improves
main-engine performance
during low-load operation.
The system is said to lower
main-engine fuel-oil consumption
and improve performance
during low-load operation. It
includes two, pneumatically operated
cut-out valves placed at
the turbine inlet and compressor
outlet.
Installation of the turbocharger
cut-out system is claimed to require
little time and installation
can even be carried out during
voyages by a MAN PrimeServ installation
team.
On engines with three turbochargers,
one turbocharger cutout
enables operation at loads
from 20% to 66% MCR, delivering:
an expected SFOC reduction
of 5g/kWh and a 0.25 bar
increase in scavenge air
pressure at 25% power
an expected SFOC reduction
of 3g/kWh and a
0.52 bar increase in scavenge
air pressure at 50%
power
turbine-out temperature
drops of up to 30 degrees
Engines with four turbochargers
and one turbocharger cutout
enables operation at loads
from 20% to 74% MCR, delivering:
an SFOC reduction of
6g/kWh per 0.15 bar increase
in scavenge-air pressure
at 25% power
an SFOC reduction of
5g/kWh per 0.41 bar increase
in scavenge-air pressure
at 50% power
turbine-out temperature
drop of up to 50 degrees
For engines with less than
three turbochargers, MAN Diesel
PrimeServ recommends a
solution with variable turbine
inlets.
Relative propulsion power needed
%
120
110
100
90
80
70
60
50
40
30
18 19 20 21 22 23 24 25 26 knot
Ship speed
Relative propulsion power versus ship speed: here, 25 knots
refers to 100% relative propulsion power. A reduction of
5 knots will result in a requirement of 41% propulsion power.
Ship & Port | 2009 | N o 3 27

Ship Operation and Ship Design
Future Fuels and Efficient Power
Conference Language:
Venue:
Special Hotel Rates:
Programme:
Conference Fees:
€ €
€ €
€
€
€ €
The German Society for Maritime Technology
Schiffbautechnische Gesellschaft e.V.

SHIPBUILDING & EQUIPMENT | PROPULSION
Torque and power monitoring
by IR Laser
ENGINE PERFORMANCE |
Kongsberg Maritime has
launched a torque and power
monitoring system called
MetaPower®. It measures torque
through patented IR laser technology.
Because it does not
require sensitive electronics
(strain gauges) glued to the
shaft it is said not to suffer mechanical
wear, no zero point
drifting over time and is not affected
by ambient temperature
changes or centrifugal forces.
This means that maintenance
of the system can be carried out
by the crew in just minutes. It
is also claimed to be easy to reinstall
after stern-tube inspections.
A key part of the system is the
MetaPower® Torsional Oscillation
Analysis Software (TOA).
TOA is a tool for recording,
measuring and analysing variations
in torque, which enables
cost and time saving preventive
maintenance planning and corrective
actions. TOA software
makes it easy to detect operational
disturbances in an engine
by showing differences in
rotation frequency on a sound
engine against that of an engine
misfiring on one of its cylinders.
MetaPower® is part of Kongsberg
Maritime’s Green Ship
product portfolio and is said
to improve fuel and emissions
performance. It also helps to
reduce maintenance and extend
engine life, by comparing
the power output and fuel
consumption, which provides
valuable information that can
be used to avoid over-stressing
the engine.
Kongsberg Maritime MetaPower® torque and power
monitoring system
Biodegradable
lubricants
Chemical free CSNOx
commercially viable
TOTAL LUBMARINE | A new
range of high-performance biodegradable
products has been
developed by Total Lubmarine.
It includes the high-gear performance
lubricant Carter Bio,
high-quality hydraulic lubricant
Biohydran TMP and extremepressure
multipurpose grease
Biomultis SEP 2.
This product range is claimed to
be equivalent in terms of performance
capabilities to a mineral-based
oil product while
at the same time significantly
reducing shipping companies’
environmental footprint.
The main raw material used to
produce such products, base
oil, has to be changed. All the
properties associated with mineral-based
oils, such as high oxidation
resistance and thermal
stability, are not present in the
chemical compounds found in
biodegradable oil. For a biodegradable
product to perform
as effectively as a mineral oilbased
product, its formulation
has to be completely redeveloped,
which Total Lubmarine
claims it has now succeeded in
doing.
Commercially, incentives include
the possibility of reduced
fees for “green” ships in certain
ports and the requirement on
the part of certain port authorities
for ships to operate within
the terms of a zero spill policy.
Total Lubmarine maintains that
the potential for lubricant leakage
on board vessels remains
high and that the only way to
limit the harmful and damaging
impact of oil spillages at sea
is to use non-toxic biodegradable
lubricants.
EMISSION CONTROL | The
Singapore-based Ecospec Global
Technology Pte Ltd has
received a type approval from
ABS for its CSNO x
emission
control system introduced
earlier this year, which means
that the certified system is
now ready for commercialization
and market roll-out.
The CSNO x
system reduces
the greenhouse gases and
exhaust pollutants CO 2
, SO 2
and NO x
in one process and
in a single system without undergoing
complex processes
or employing chemicals.
CSNO x
technology treats seawater
to increase the pH value
and alkalinity. The seawater is
first fed through an antifouling
treatment and then into
the Ultra-Low Frequency Electrolysis
System (ULFELS) to
make it alkaline and ready for
scrubbing. The alkaline water
is then pumped through the
exhaust stack to scrub the flue
gas. CSNO x
treated water is
highly reactive and effective
in removing CO 2
, SO 2
and
NO x
through absorption.
The pollutants removed are
converted into the harmless
substances found naturally
in the water. After scrubbing,
the scrubbed water may pass
through a solid-li quid separator
to remove solid particles.
The water recovered then undergoes
an integrated treatment
to comply with the discharged
water standard.
Ecospec claims that spraying
with CSNO x
treated seawater
reduces SO 2
by 92.2%,
NO x
by 82.2% and CO 2
by
74.4%.
Ship & Port | 2009 | N o 3 29

SHIPBUILDING & EQUIPMENT | MACHINERY
The holistic approach to
protect HVAC systems
WATER TREATMENT Protecting HVAC systems is a proactive step towards safeguarding the
environment. As an alternative to chemical dosing, continuous filtration and treatment can
prolong the system and component lifespan without risking the environment.
HVAC systems require major
capital investment,
have long term operating
costs and their energy consumption
impacts significantly
on the environment and profit.
To maximise the return on investment
and minimise the impact
for the wider environment
it is crucial to protect and maintain
structural integrity and design
efficiency.
The energy carrier within the
majority of HVAC systems is
Build up of corrosion by-products
within an inline strainer
Pseudomonas aeroginsa is a
hardy “slime” forming bacteria
that is notoriously difficult
to eradicate once established
Scaled and fractured cast
iron boiler section

Carbonate balance
Sediment zone:
Precipitation of
particulates
Aggressive corrosion
Alkalinity (mg/l)
Aggressive corrosion expressed as a function of alkalinity and pH
The EnwaMatic system
is added the saturation point
adjusts allowing the excess to
be dissolved. The process is self
regulating and continuously
adjusts to achieve the design
chemistry buffering against system
“top up”.
In soft water applications, hardness
is elevated to prevent corrosion.
Det Norske Veritas (DNV)
accredited the EnwaMatic® after
undertaking a trial within
their own property’s heating
system. During the six months
period, pH elevated from 5.71
and stabilises at 9.25 and the
level of ferrous ions decreased
significantly from 16mg/l to
0.01 mg/l and remained low.
Data extrapolated from weight
loss coupons immersed during
the trial documented corrosion
at 0mm/year. DNV also documented
after six months treatment
that the particle content
was within the limits set for potable
water.
In hard water applications, the
excess hardness is actively precipitated
within the filter bed
asa fine sludge that is backwashed
to waste.
Elevation of pH to ≥9 provides
a harsh environment for bacteria
as cell wall replication
is difficult at pH >8.5. Unlike
conventional chemical additives
the calcite/dolomite media
will not contribute a nutrient
source. In addition, the
high level of filtration actively
removes nutrient load and substrates
that promote colony
growth. In applications where
the EnwaMatic® has replaced
both the chemical inhibitors
and biocide there has been no
increase in total viable counts.
Crystal Cruises installed Enwa-
Matic® onboard Crystal Harmony
on a 50qM chilled system.
The results was 2–3000 kg mud
removed within six months
and 25% improvements in the
compressor efficiency (2MW
reduction in constant load;
from 8 to 6MW).
The author:
Bjørn Dorum,
Managing Director,
ENWA AS, Stavanger
Ship & Port | 2009 | N o 3 31

SHIPBUILDING & EQUIPMENT | MACHINERY
New centrifugal bilge water
treatment
The PureBilge separator of Alfa Laval
ALFA LAVAL | A new type of centrifugal
bilge water system has been presented by
Alfa Laval. The PureBilge is a fully automatic,
all-in-one system with a pumping
stage, a preheating stage, and a centrifugal
separation stage with full process control
and monitoring.
This dynamic bilge water treatment system
utilises a high speed, disc-type centrifugal
separation technology, which is claimed to
equal a conventional gravity system with
a settling area of 20,000 m². The gravitational
force of 1G utilised in static separation
systems is multiplied many thousands
of times in centrifugal systems. A
gravitational force of 6000G is generated
at 8000 rpm, whereby the gyroscopic effect
of the liquid circulating at high speed
inside the separator bowl offsets the pitching
and rolling motion. According to Alfa
Laval, this results in high separation efficiency
of the most difficult emulsions,
even at sea in rough weather conditions.
Furthermore, normal coalescence of oil
droplets and flocculation of particles takes
place in the separation channels in the disc
stack, which also enhances the efficiency.
The PureBildge, certified according to IMO
resolutions, MEPC.107 (49) and USCG,
comprises a BWPX 307 high-speed separator,
a control cabinet housing, an EPC 60
Bilge process controller, a valve and pipe
rack as well as a feed pump module. Alfa
Laval claims that its new system is easy to
install and saves space and costs thanks
to its compact, modular design. Fully automatic,
continuous operation is claimed
to reduce the need for large holding tank
volumes.
The patented Alfa Laval XLrator gently
accelerates bilge water into the separator
bowl with a minimum of shearing and
foaming. This is said to improve separation
efficiency by preventing the splitting
of oil drops and the formation of further
emulsions.
Alfa Laval points out that with PureBilge,
there is no reject to pump ashore, no need
to land wastes such as filter elements, coalescence
elements, active carbon, or flocculation
deposits, and no man-hours required
for operation or supervision.
Real life testing
A major ship operator subjected the Pure-
Bilge BWPX 307 separator to accelerated
testing on board a ship. This test is said to
be much more demanding than that stipulated
in the regulations to obtain a type
approval certificate. The aim was to achieve
a true picture of the system’s efficiency in
real life compared with conventional bilge
water treatment systems.
The process fluid, simulating bilge water,
comprised: 1 m³ sea water, 1 litre compressor
oil, 10 litres DO, 10 litres HFO, 1 litre
hydraulic oil, 1 litre corrosion inhibitor,
1 litre carbon remover, 1 litre solvent
based oil cleaner, 20 litres “mud”, 5 litres
rust, 50 litres main engine air cooler condensate
and 5 litres soot.
Instead of just 2,5 hours of testing on
emulsions the operating time here was
over a period of weeks. Also, rough seas
instead of onshore conditions was an important
parameter.
The process fluid was stirred by a diaphragm
pump for 4 hours. The effect was
to emulsify the mixture thoroughly, compounding
the separation problem. According
to the ship operator, the PureBilge at
this very extreme test proved its capability
to process bilge water down to less than
10 ppm and down to 0 ppm at normal real
life operating conditions.
PureBilge bowl incl. the patented XLrator
Biological seawage plant approved
The Bioreactor by G&O for black and
grey water treatment
GERTSEN & OLUFSEN | The biological
sewage treatment plant from Gertsen
& Olufsen (G&O) has been IMOapproved
by Det Norske Veritas (DNV).
It works with UV-light sterilization and
uses no chemicals in the process.
The Bioreactor, consisting of a rigid largesurface
matrix providing the growth environment
for the bacteria media, can
handle both black and grey water, the
latter including complete degradation of
organic matters including fat and grease.
A sewage treatment plant including a
Bioreactor is said to tolerate organic and
hydraulic shock and peak loadings.
The revised guidelines on treatment of
black water, IMO MECP 159(55) Resolution,
comes into effect on Jan. 1, 2010.
The guidelines apply to sewage treatment
plants on ships of 400 grt and above as
well as on smaller ships certified to carry
a crew of more than 15.
32 Ship & Port | 2009 | N o 3

ainwaves.de
Industrie
PROTECT YOUR PEARLS.
Your plant is your capital. REMA TIP TOP guards it against corrosion with
protection systems that exactly match your requirements.
For economic viability and success, it is enormously important that your plant operates safely, efficiently and without
problems over a long period. REMA TIP TOP offers you the best in industrial corrosion systems - as a complete
solution tailored to your needs and with service throughout the world. Whether the demands are chemical, thermal
or mechanical in nature – we will identify the ideal materials and processing techniques for any kind of usage. And
you get a protection system that does its job perfectly. So protect those pearls – with REMA TIP TOP.
TALK TO US – OUR SERVICE IS YOUR SUCCESS!
Phone: +49 3491 635-50
E-mail: info@tiptop-elbe.de
Web: www.rema-tiptop.com
www.tiptop-elbe.com

SHIPBUILDING & EQUIPMENT | SAFETY
Enhancing passenger ship safety and
emergency management
AUTRONICA | An upgrade to
the AutroMaster 5000 fire presentation
system from Autronica
Fire and Security AS includes
new software modules based
Screen-dump of the modular ISEMS AutroMaster 5000
on the concept of ISEMS – Integrated
Safety and Emergency
Management System.
The new AutroMaster ISEMS
modules support the forthcoming
SOLAS ‘Safe Return
to Port’ requirements and improve
real time emergency
and safety management. Their
development addresses part of
recent amendments to SOLAS
chapters II-1 and II-2, for passenger
vessels over 120m built
on or after July 1st 2010. These
amendments cover onboard
safety centres, fixed fire detection
and alarms, fire prevention,
and evacuation.
The modular nature of the
ISEMS upgrades is said to enable
vessels to choose from a
large selection of new functionality
suited to their specific application,
including a Decision
Support System (SOLAS 24-4),
an Electronic Plotting Table
(EPT), a virtual training module,
boundary cooling, monitor for
On Scene Commander (OSC),
real time CCTV images, zooming
on the GA plan, and others.
VARITAIN OneTouch ECO
Time-saving single-handed operation
Smallest reefer socket without exterior
mechanical components
Day Signalling Searchlight
12V and 24V DC
Lifetime of up to 4,000 hours
Suez Canal Searchlight
575W lamp with 85 lm/W
1-man-assembly with only approx. 20 kg
Digital CCTV and ISPS
Individual control of CCTV and
searchlight components
Analogue, digital or hybrid technology
WHEN
QUALITY
MATTERS
WISKA is your specialist for Maritime Lighting and
Electrical Equipment – from small sockets up to
High Performance Searchlights and CCTV. Each
and every product reflects our long standing
experience. Since 1919. www.wiska.de
Anti-pirate water
cannon system
UNIFIRE | The remote-control
UNIFIRE FORCE water cannon
can now also be fitted with
an Anti-Pirate Water Cannon
System with a range up to 90m
and a flow up to 5000 lit/min
(1400 GPM), which turns it
into a long-range, high-pressure,
powerful, yet non-lethal,
weapon for fighting intruders.
The installed water cannons
communicate via a Canbus
network and can be controlled
from one or several control
stations by means of a joystick
and a keyboard. It allows everyone
to get off the deck to
safety and still defend the ship
remotely from the bridge or
any other safe locations. The
joystick controls one or several
water cannons simultaneously,
which have been selected on
the keyboard. Each water cannon
can be pre-programmed
with its own unique spray pattern
to protect a specific area of
the ship.
Related auxiliaries provided
by Unifire are CCTV cameras
and floodlights, a radio remote
The UNFIRE FORCE water
cannon
control, electrically adjustable
jet/spray nozzles and chemical
additives such as foam or
dye. The system can also be
integrated with the Early Pirate
Detection & Tracking System
by Raytheon (MSTT).
The system works with the
ship’s existing firefighting water
pumps and are made of
marine-grade stainless steel
(type 316).
34 Ship & Port | 2009 | N o 3

A freefall lifeboat for
the offshore market
Compact personal
location beacon
Freefall boat FF1200
SCHAT-HARDING | The first
freefall drop with a new design
for the offshore sector, the
FF1200, has been completed by
Schat-Harding. The 70-person,
33m-drop FF1200 lifeboat,
with its streamlined design, is
claimed to be larger and stronger
than other freefall lifeboats
on the market, and its engine
power is said to be three times
greater than what has been the
norm in the Norwegian offshore
sector over the last ten
years.
The 30 t lifeboat was tested and
dropped from a height of 55 m,
which is claimed to be a world
record. The boat is said to have
surfaced with powerful positive
headway, went 11 metres under
the water and gave its momentum
to clear the rig. No internal
or external damage could be
seen, while the G-forces measured
in the boat were said to be
well below the requirements of
the authorities. Schat-Harding
says it has already received ten
orders for the FF1200 from BP
and Talisman Energy.
MCMURDO | A new Satellite
Personal Location Beacon
(PLB) called Fast Find 210 has
been launched by McMurdo.
It is said to be the most compact
waterproof 406MHz
emergency location beacon,
weighing 150g (5,3 oz)
and with the dimensions
of 34mm (1.34”) x 47mm
(1.85”) x 106mm (4.17”).
Meeting US and EU approvals,
it operates on the global
Cospas Sarsat 406MHz search
and rescue satellite communication
system as well as on the
121.5MHz homing frequency.
Once activated, Fast Find’s signals
will continue to transmit
for at least 24 hours, at a 5 watt
output. The Fast Find 210 model
has an integrated 50-channel
GPS and a manually activated
SOS LED flash light.
The Fast Find 210 by MacMurdo
Sealing system
approved
FIRE SAFETY | Beele Engineering,
the Netherlands, has introduced
a new generation sealing
system based on the latest development
of Nofirno rubber
technology that is designed to
meet all the requirements of
the offshore industry. The sealing
system is tested according to
IMO Resolution A.754(18) and
approved for heavy duty A0
and H0 single and multi-pipe
transits without any kind of insulation.
The system is also said
to be the first sealing system
Sealing system based on
Nofirno rubber technology
in the market place that is approved
for any combination of
cable, metallic or plastic pipes.
Rise/Nofirno is claimed to allow
substantial movement of
the ducted pipe within the conduit
and offers high pressure
ratings feasible for gas and/or
watertight penetrations. Fire
tests have shown that Nofirno
rubber is able to withstand
fire and thermal loads without
showing any dramatic colour
change or carbonization at the
unexposed side. At the exposed
side the sealant will form a
protective layer and char ensuring
that the sealing system will
remain stable and will not be
consumed by fire.
Rise/Nofirno is said to be resistant
to weathering, UV and
ozone as well as being capable
of absorbing temperature
changes. Further, the system is
shock and vibration resistant
and can be used in a wide range
of temperatures (-50 ºC up to
+180 ºC), meaning that it can
both be used for steam lines as
well as for arctic applications.
ROPE GRABS
MOTOR GRABS
HYDRAULIC GRABS
in all executions for each handling
The perfect grabs with unbeatable handling.
The most economic solution in grab contruction
alweg 15-17 . 74921 Helmstadt/German
Tel. +49-72 63-91 29-0 . Fax +49-72 63-91 29 12
email: info@mrs-greifer.de . www.mrs-greifer.de
Ship & Port | 2009 | N o 3 35

OFFSHORE & MARINE TECHNOLOGY | RENEWABLE ENERGY
Voith Hydro’s tidal current technology
Simple and robust solutions for
tidal current power generation
OCEAN ENERGY Ocean Energies have reached a status wind energy had in the 80’s with first
prototype concepts now entering the commercial state. The growing demand for renewable
energy triggers interest from utilities, which are willing to take a substantial part of the development
risk in order to gain first hand experience and secure their stakes in the industry.
Tidal current power generation uses
the potential energy stored in the
tidal range. The water is also periodically
driven through narrows, i.e. between
islands and eventually reaches velocities
of up to 4m/s and higher. The kinetic energy
of water with a density ρ which flows
per time unit (power P) with the velocity
v through a cross section A is (equivalent
to wind power):
P = 1/2 ρAv³
This kinetic energy can be extracted with
so called “free-flow” turbines, i.e. turbines,
which can convert a part of the kinetic energy
into electricity. A turbine with a power
coefficient of the rotor c ρ
and a machine
efficiency η arrives at a rated power P r
of
P r
= 1/2 c ρ
ηρAv³
Because water cannot be slowed down to
absolute standstill the power coefficient
c ρ
is limited by the so called Betz limit
16/25=59%.
So far the physics of tidal current and
wind turbines is identical. However, the
quantities and directions are largely different:
While the density of seawater is
approx. 840 times larger than the density
of air, the flow velocities in tidal streams
are much lower. Also, the directionality
of the streaming air for wind turbines is
widely distributed, while it might be quite
narrow in the case of tidal currents.
It is not surprising that the turbine technologies
currently developed for tidal current
power are largely similar to what has
been seen in wind power in the 1980’s:
There are horizontal axis turbines with
2, 3 or more rotor blades or vertical axis
turbines (i.e. H-rotors) which drive generators
– mainly by utilizing gearboxes.
Some of the concepts are fully submerged
and stand on the seabed either on a gravity
foundation or on a drilled or rammed
pile. Others are floating on the surface.
Connection
to tower
Bearing
(sea water
lubricated)
Rotor shaft
Schematic cross sectional
view of turbine
Encapsulated
generator
( electrical parts
statically sealed)
Rotor
36 Ship & Port | 2009 | N o 3

The industry has approximately reached
the same degree of maturity as the wave
power industry. Some prototypes with
rated powers of 300 kW and smaller
have been operated, partly grid connected.
No details on a technology operated
continuously and grid connected
over several years have been published
so far.
Many people in the industry compare
tidal current machines to “wind-mills”
under water. Apart from the differences
in size (a 1 MW tidal current turbine
will have a rotor diameter of approx.
20m while a 1 MW wind-mill has a
rotor diameter of approx. 50m), this
comparison might appear justified on
very first sight, but the challenges the
technology faces are different. For example,
as the turbine is placed in the
tidal current, the challenge of sealing a
rotating shaft has to be resolved. Hence,
if a comparison is required, we would
rather recommend to view a tidal current
turbine as a hybrid of a wind-mill
and a submarine.
It is obvious, which principal challenges
a tidal power machine has to face. The
most challenging ones are
adaption to the periodically changing
flow direction
corrosion protection
sealing of a rotating shaft under water
environmentally friendly, ideally oilfree
design
cable protection
minimized costs of installation and
retrieval operations and, in case of a fully
submerged concept: Finding the turbine
again, whilst placed under water
While the resource “tidal flow” is highly
predictable and therefore the machine
technology in principle more simple,
the main challenge is represented by
the environment in which the machine
is operated. To keep costs of operation
under control, it is obvious that reliability
and robustness are of utmost importance
in case of a machine, which operates
under the water.
Tidal current technology
A tidal current power plant has three
main functional groups. These are the
support structure, the power take-off,
and the installation and maintenance
equipment. Support structures or foundations,
respectively, are a field where
highly specialised companies are currently
developing to serve the need of
off-shore wind technologies. Foundations
concepts are highly site dependent
and driven by soil conditions and
water depth. Hence, a tidal current developer
should rather specify and standardize
the interface between the turbine
nacelle and the foundation than try to
develop an own foundation.
The Voith Hydro concept concentrates
on the turbine development and the
solution for the customer on how to install,
retrieve and maintain the nacelle
at reasonable cost – also in remote locations
with poor infrastructure.
There are different philosophies on
whether a tidal turbine should be fully
submerged, have a surface piercing pile
or be floating. All approaches have their
pros and cons. The jury is still out to
decide on the dominant concept. Voith
Hydro has decided to choose a fully
submerged concept. The advantages of
this approach are: invisibility from the
shore, high ability to standardize and
minimum material required to build
the foundation. The most obvious disadvantage
is, that the turbine has to be
found for retrieval and maintenance
purposes.
The power take-off
To maximize reliability and simplicity
turbine technology should avoid any
complexity. Its basic features are
Torque control (variable speed) instead
of a pitch mechanism involving
electronics
Energy production from both flow
directions is achieved with sym-
Ship & Port | 2009 | N o 3 37

OFFSHORE & MARINE TECHNOLOGY | RENEWABLE ENERGY
Guide chains facilitate positioning of NRM
Clamp at NRM closes hydraulically
metric profiles optimized for
high performance and broad
performance bandwidth. The
turbine profile resembles a
pump-turbine, which is optimized
to operate at same efficiency
in pump and turbine
mode. This approach avoids
the use of yaw systems or (almost)
180 degrees pitch-able
blades
Direct drive to avoid gearbox
failure and to avoid the
need of gearbox oils
Permanent magnet excitation
to avoid the complexity
of a static excitation and of
a slip ring transmission system
Direct cooling of the generator
stator by the ambient
water of the tidal flow
No rotating seals by letting
the water flow through
the turbine in a controlled
way
Seawater lubricated bearings
to avoid the need of
greasing operations
Oil-free design to minimize
environmental impact.
The above described system
has only one moving part:
the turbine shaft and the
brake required for safety reasons.
Everything else is either
static or passively operated.
Installation, retrieval and
maintenance
The driving requirements to
develop an installation, retrieval
and maintenance concept
are low cost of operation
and availability of specialized
vessels – if required. In
most cases such vessels will
need a minor modification
and it might be required that
the owner of a plant or park
also has to own the vessel or
at least a barge type platform
to retrieve the machines. For
parks of hundreds of units
this will only represent a
subordinated cost. The challenge
is to define the marine
equipment required such
that also first parks with only
one or a few units can be realized.
The Voith Hydro concept
requires a flat-top barge
with a lifting frame at the
outer end. The lifting frame
holds a cradle – the so-called
Nacelle Retrieval Module
(NRM) – which may be lifted
with deck mounted winches.
Before the maintenance operation,
two buoys, attached
to the foundation and sunk
on the seabed, are acoustically
released and float to
the surface either one carrying
a guide chain. The guide
chains are attached to the
NRM. Powered with a thruster
and supported by a camera,
the NRM finds its way to
the turbine along the guide
chains. As soon as the turbine
is found and the NRM
has been adjusted to the
nacelle a clamp is hydraulically
closed and the nacelle
is fixed. The winches are now
used to securely retrieve the
module from the seabed
while the cable is disconnected,
e.g. by unfastening a
wet mate connector.
Once the turbine is retrieved,
the barge is towed into the
harbour with easily accessible
tugs. In case of a poor
harbour infrastructure, there
might not be sufficient lifting
capabilities at the quayside.
For these cases the barge
Nacelle is lifted on the barge using an A-frame
Nacelle is disassembled into handy parts
can be equipped with an
A-frame, which enables the
barge to independently lift
the nacelle on a rail system
mounted on deck. With this
rail system the nacelle may
be easily disassembled into
suitably sized parts, which
may then be lifted by simple
mobile cranes. Even maintenance
fully based on the
barge might be possible with
this approach, thus reaching
full independency from any
workshop or handling infrastructure.
This simple turbine concept,
developed by Voith Hydro,
avoids technically complex
solutions, is designed to
reliability and through its
oil-free design, the turbine
maximizes environmental
friendliness. Apart from the
turbine technology, the retrieval
concept avoids the use
of expensive vessels.
The author:
Dr Jochen Weilepp, Head
of Ocean Energies, Voith
Hydro Power Generation
GmbH & Co KG , Heidenheim
38 Ship & Port | 2009 | N o 3

Wave piercing technology
The UT 790 CD design by Rolls-Royce
OFFSHORE MARKET |
Rolls-Royce is bringing wave
piercing technology, primarily
known from high-speed
catamarans and trimarans,
to the offshore market. The
first design is the new UT 790
CD. The hull pierces through
the water rather than riding
on top of the waves, allowing
the vessel to run continuously
at service speeds regardless of
the sea state reducing fuel consumption
and improving crew
comfort.
This technology is said to
eliminate slamming and to allow
for a smooth ride even in
extreme weather conditions. At
speeds of 14 knots and violent
storm conditions (9 metre significant
high waves), tank tests
have shown no water above
forecastle deck level.
In extreme wave heights, water
will be visible at the forecastle
long before the situation gets
critical, giving the captain an
early warning which allows
him to reduce power to maintain
generous safety margins.
The UT 790 CD vessel is a deepwater
anchor-handling vessel.
Anchor handling operations in
deep water rely heavily on the
vessel’s stability. Rolls-Royce
says a main aim in the design
process has been to design an
inherently stable vessel that
also feels instinctively stable.
The vessel meets all existing
regulations from the Norwegian
Maritime Directorate and
all latest international regulations
such as SOLAS2009 and
Special Purpose Vessel codes
and regulations.
The engine room on the
UT 790 CD has been moved
astern. The new design also includes
the Mecmar wet exhaust
system, where the exhaust is
cooled from above 300 °C
to approx. 60 °C, leaving the
saturated and cooled exhaust
at sea level. The distance from
the engines to the exhaust
outlet ducts is then left to a
minimum. With the engines
and exhaust outlet astern,
there are no casings limiting
the view from the bridge. The
360 degree view significantly
improves visibility and safety.
Locating the engine room to
the rear of the ship is said to
provide a number of benefits;
engine noise is reduced and
spare room for winches created
at the front of the vessel. The
UT 790 CD has the same fibre
and rope capacity operating
with four secondary winches
as a traditional anchor handler
has with six. The vessel has the
power and capacity to handle
cable, chain and rope down
to 2000 metres, and fibre rope
down to 3000 metres.
With the winches mounted
lower, the vessel has a low centre
of gravity. Together with its
23 metre width, this is claimed
to give excellent stability. Even
with the increased beam,
Rolls-Royce says that tests have
shown that there is less hull resistance
than on a traditional
AHTS of 20 metre, thanks to
the wave piercing hull shape.
Another feature on the
UT 790 CD is the extra buoyancy
in the cargo railings. This
provides extra stability and
safety in case of extreme heeling
levels.
Safer and cleaner operation
The UT 790 CD comes with a
full Rolls-Royce Safer Deck Operations
(SDO) system, including
anchor handling cranes,
chain wheel changer and torpedo
anchor handling system.
The purpose of SDO is to keep
the crew away from danger
zones to improve safety, while
maintaining operational flexibility
and efficiency.
One of many new features on
this vessel is the introduction
of a three-screw propulsion system,
combining a centre controllable
pitch propeller with
two azipull thrusters with nozzles.
As with all other generic
anchor handlers from Rolls-
Royce, the UT 790 CD comes
with a hybrid propulsion system.
The multi-drive power
electrical system gives high flexibility
in different modes; From
maximum power operating in
anchor handling mode with
both mechanical and electrical
power engaged, to electrical
only in dynamic positioning
(DP) or slow manoeuvring
mode and mechanical only in
transit mode.
With its redundant drive solution,
the forward azimuth
thruster can be powered by two
independent switchboards, and
the vessel is claimed to achieve
the same DP2 capability with
its three thrusters then conventional
solutions with four.
Ship & Port | 2009 | N o 3 39

OFFSHORE & MARINE TECHNOLOGY | OFFSHORE OIL & GAS
Increased safety for
turret-moored FPSOs
THRUSTER ASSISTED MOORING Floating, production, storage and offloading (FPSO) systems
are in high demand. With oil prices bound to rise in the long-term, these special vessels, that
have onboard facilities to handle crude oil are used wherever low-cost solutions are needed
because of small fields or – as is the case with deepwater reserves – traditional production
platforms have reached their technical and economic limits.
Disconnectable or permanently
moored, the
FPSO design depends
on the area of operation. In
benign waters the FPSO may
have a simple shape or it may
be a converted tanker. Often
an external turret is applied
for example in West-Africa.
For harsher environments
like the North Sea an internal
turret is the likely option
and the vessel should have
a refined shape. This allows
the FPSO to position itself
towards the wind and reduce
environmental forces on the
moorings.
A common challenge for designers
of turret moored FP-
SO’s is ensuring alignment
of the FPSO to the predominant
environmental loading
in extreme conditions. Use
of thrusters to assist turret
moorings under specific operating
conditions to secure
this alignment, improves
FPSO response, increases
safety and expands production
windows. It is then necessary
to carefully engineer
the interaction between the
thruster and mooring systems
so that should the thruster
system fail, its consequences
can be safely managed.
“FPSOs that have a turret
positioned relatively further
back from the bow can be
seriously affected by thruster
system failure”, says RV
Ahilan, Managing Director,
Assurance & Consulting
of Noble Denton, a global
offshore engineering and
marine services company.
In these circumstances, the
FPSO would be expected to
take a significant angle to
the environment and thus
attract large loads, which
could overstress the mooring
system. “Mooring system
design is strongly dependent
upon the robustness of the
thruster system”, he explains.
“A thruster system failure
that escalates to a mooring
system failure compromises
crew safety, threatens continuity
of production, and
jeopardizes vessel survivability.”
The degree of robustness required
in the design of both
the thruster system and the
mooring system is determined
by the magnitude of
the consequences of failure,
which in turn is dependent
upon the operating status.
North Sea environments
With a displacement in excess
of 200,000 tonnes, an
FPSO recently designed for
deployment in the northern
North Sea is one of the largest
in the world. Operating in
a) Single Buoy Mooring (SBM):
An SBM system consists of a
buoy anchored in a star pattern
and equipped with a swivelling
head that provides attachment
points for the hawser as well
as the floating hose coupling.
The ship can freely weathervane
around the buoy according
to the local weather
and current conditions. Both
connections can be released
quickly, an important feature in
adverse weather. In addition,
SBM systems can accommodate
a variety of buoy or
ship-based loading boom
designs.
b) Internal Turret Mooring
(ITM):
The ITM system essentially
integrates the buoy into the
ship. The hawsers are attached
to a revolving turret inside the
ship body, and their mooring
line ends are taken to the
anchoring points by tugs. The
ship is loaded using a riser that
attaches to the underside of
the turret.
c) Articulated Tower Mooring
(ATM):
The ATM system is a guided
single-point mooring system. It
is anchored to a piled foundation
on the ocean floor by way
of an articulated tower. Similar
to a star-patterned anchoring
system, ships can moor using
bow hawsers or a boom-type
structure. The articulated
tower doubles as a riser terminal
for loading and unloading.
40 Ship & Port | 2009 | N o 3

the Atlantic margin, its sheer scale makes
a robust station-keeping system key if the
field is to be successfully developed.
The FPSO’s station-keeping system is a
combination of thrusters and catenary
mooring lines, which allows the hull to
weathervane around the central axis of
the turret. “The purpose is to align the
hull with the predominant wave conditions,
which reduces the hull environmental
loads and impact on the mooring
system”, says RV Ahilan. In addition, this
minimizes vessel motions and the subsequent
impact on people, production
operations, and structures. As the FPSO
turret is located as far back as a third
of the length between perpendiculars,
weathervaning can only be achieved with
assistance from the thruster system.
In designing the system, it is necessary
to understand the operating status of the
FPSO. When environmental conditions
are reached that result in line tensions
meeting or exceeding a predetermined
limit, production will be stopped and the
topsides depressurized, while the risers
remain at operating pressure. These environmental
conditions are pre-calculated,
with the global positioning system (GPS)
based position/excursion of the FPSO being
the determining factor for shutting in
production.
In this state, the FPSO is expected to ride
out the extreme environmental conditions
defined by 100-year and 10,000-
year return periods while satisfying the
relevant safety factors. The design is such
that the risers do not have to be depressurized
under most circumstances. Under
the worst failure (a.k.a. “blackship”) conditions,
production is shut down. In exceptional
circumstances, risers may also
be depressurized.
In one-line-broken conditions, production
can continue in this “defective” station-keeping
state provided the same line
tension limits are in place as when all of
the lines were intact. In these conditions,
however, it is also necessary to establish
the environmental conditions at which
it is necessary to depressurize the risers
because a further line failure or thruster
system failure could result in unacceptable
consequences.
Ensuring the essential generators are
running and in standby mode means
the FPSO can regain power in considerably
less than two minutes, which minimizes
the chances of the FPSO getting
broadside onto the waves. This is the
time needed to close the breaker on the
essential generator and begin loading.
The generators have sufficient power to
regain and maintain heading in 100-year
conditions.
No single point of failure should lead to
blackout. The power management system
will primarily deliver power to the
www.make-ad.de
Deck Machinery
Compressors
Steering Gears
Offshore Power
AHC with due consideration given to the
other life support services.
Consequence classes - operating philosophy
A number of operating states have been
identified which result in increasingly
severe consequences as the FPSO moves
from survival to standby and then on to
operating states. These are captured for design
purposes in “consequence classes.”
The rules and regulations detailed in International
Organization for Standardiza-
Please visit us at
Official German Pavilion - Stand 1397e
Official German Pavilion - Stand Q18
Thruster system power
The thruster system is powered by the four
main generators. The generators are usually
powered by fuel gas, but in the event
of production being curtailed, power automatically
switches to “buy back” gas. If
this is not available, two of the gas turbines
automatically switch to liquid fuel,
and there is sufficient capa city to power
the other operations and the active heading
control (AHC) system.
Uetersener Maschinenfabrik GmbH & Co. KG
info@hatlapa.de
www.hatlapa.de
Ship & Port | 2009 | N o 3 41

Operating Status
Survival
Standby but with topsides
depressurized but risers remaining under operating pressure
Operating/Producing
Consequence Class and FPSO operating status
tion (ISO) 19901-7 Offshore
Norway Annex require that
the selection of the design cases
and safety factors take account
of the various operating
states of the FPSO because the
different operating states result
in different consequences
of station-keeping failure.
To assist FPSO operators, environmental
limits ought to
establish the limit at which
the FPSO should move from
its primary production service
to the position where its main
objective would be to safely
ride out potentially hazardous
weather or sea conditions.
The design philosophy
is to make certain that the
increased consequences are
managed through increasing
levels of safety factors in the
design.
This FPSO will never be in
consequence class 1 because
risers are expected to remain
connected at all times. Therefore,
extreme environmental
conditions should be tested
against safety factors appropriate
for CC2.
It is important to realize that
in CC2 conditions, the riser
will hold the operating pressure.
Furthermore, in standby
condition there will at least
be two barriers in place at the
wells and two in the turret directly
after riser hangoff.
These barriers significantly
reduce the consequences of
catastrophic station-keeping
failure and permit the consideration
of this situation as
CC2. There are no plans for
the FPSO to produce in the
100-year environmental conditions,
so the vessel does not
need to be designed to the
more conservative CC3 safety
factors.
Blackship scenario
This matrix of design cases
and line tension safety factor
requirements was determined
for the standby condition. A
similar matrix of cases was
also developed to establish
the operating limits.
Unfortunately, there are no
well-established design requirements
for the blackship
scenario as far as mooring systems
are concerned. However,
ISO 19901-7 does require that
the allowable thrust for the
Consequence Class
CC1
CC2
CC3
redundancy check thruster
condition shall be “equal to
the available effective thrust
after accounting for the worst
failure as determined by the
failure, modes and effects
analysis.”
A review of historical data established
that the blackship
scenario has a probability of
occurrence once every seven
years, which is similar to the
likelihood of a single line failure.
Recovery from blackout
conditions, however, takes
only minutes as opposed to
months in case of line failure,
and therefore it is appropriate
to consider the failure to be
equivalent to the 2-line failure
conditions as detailed by ISO
19901-7 Offshore Norway Annex.
Some operators require this
assessment to be made against
100-year return conditions,
but with safety factors that
would be lower than those required
by ISO for assessment
against 10-year return conditions.
While these safety factors were
taken in the main from ISO
19901-7, safety factors for the
10,000-year return case and
the blackout case were identified
by inspection and analogy
with 2-line failed conditions.
It is recommended that system
reliability studies be conducted
to confirm that this
package of measures results
in a thruster-assisted mooring
system that is robust enough
to manage the consequences
of system failure.
Preparing future FPSOs
While designs of station-keeping
systems for FPSOs have
progressed rapidly in recent
years, the specific issue associated
with designing a thruster
assisted mooring system,
where the thruster system is
critical to the weathervaning
capability of the FPSO, has
not hitherto been addressed
systematically.
The non-passively weathervaning
characteristic of this FPSO
case study instigated a systematic
and thorough review
of the station-keeping design
process. “The end result is the
development of a matrix of
design cases that can be used
to design station-keeping systems
for future FPSOs with
similar degrees of dependence
on the thruster system”,
summarizes RV Ahilan. “This
will ensure the operating advantages
gained from the use
of thrusters are maintained
while assuring the safety of
the FPSO in case of thruster
system failure.”
Offshore gas to liquids concept
FPSO | ABS (American Bureau
of Shipping) has issued an Approval
in Principle (AIP) for a
second floating Gas to Liquids
(GTL) concept and is currently
involved with the review of several
additional GTL concepts
from leading energy operators.
Since its first AIP for a GTL
concept (a floating production
barge facility) in 2006, ABS
says it sees a steady increase in
the number of requests from
designers for the review and
preliminary assessment of proprietary
technologies that have
been developed for floating
GTL facilities. The identity of
the operator behind the most
recent AIP remains confidential
given the commercial opportunities
this new technology
may open up.
Currently, there are no GTL
plants offshore and operators
are said to be looking to ABS
to provide technical guidance
for the “marinization” of this
technology, which is currently
used in shore-based projects
only.
According to ABS, the emerging
trend is the use of small
scale, compact GTL plants
offshore. By placing the GTL
plant on an existing FPSO, associated
gas that would have
previously been flared or reinjected,
can now be converted
to a clean, low sulfur petroleum
product or can be blended
into oil, transferred using
conventional FPSO handling
systems and shuttled ashore
using readily available product
tanker tonnage. Key to making
this happen is to test minimal
scale GTL plants onshore to
verify technology and identify
all potential risk. Furthermore,
the projects are said to be scalable,
allowing for design optimization
and tailoring for
stranded marginal or smaller
gas deposits opening ways to
commercialize those fields.
42 Ship & Port | 2009 | N o 3

OFFSHORE & MARINE TECHNOLOGY | OPERATING
Heavy lift offshore crane delivered
LIEBHERR | One of the biggest
offshore slewing cranes, called
MTC 78000, has been delivered
from its manufacturing plant in
Rostock. With a maximum dynamic
torque of 78,000 mT, the
MTC 78000 is the most powerful
machine offered by the Liebherr
group of companies. The dead
weight of the new heavy-lift
offshore crane is 1,420 t without
the base column, which
The Liebherr MTC78000 under
overload test
weighs approximately another
300 t – depending on its design.
The drive concept is based on
an electro-hydraulic drive with
8 x 500 kW or 4 MW power. The
two main winches offer a line
pull of 500 kN (50 t) with a rope
diameter of 48mm.
High safety standards are said
to be among the most important
criteria to be fulfilled during
the development of the new
offshore crane. The standard
equipment of the MTC 78000
features a Litronic control system
with integrated display of load
and radius as well as automatic
load moment limitation. This is
completed by special overload
protections, which are either
activated electronically (AOPS
“automatic overload protection
system”) or manually (MOPS
“manual overload protection
system”). The crane’s auxiliary
hoist is fitted with a constant
tension system exerting a tensile
force on the hoist rope in case of
significant wave height, thus ensuring
that the hook follows the
moving load.
Despite its size, the MTC 78000
has been designed as a slewing
crane and is supported by
traditional large-diameter antifriction
bearings. With a weight
of 70 tons, the swing ring has a
diameter of approximately 9m.
The manufacturing of such large
mechanical parts can only be
accomplished through complicated
custom processes as conventional
gear cutting machines
are only available for large-diameter
anti-friction bearings up
to a diameter of 5m. Therefore,
Liebherr has acquired correspondingly
sized machines and
equipment specifically for the
mechanical machining of these
flanges.
Onsite erection
The onsite erection and assembly
of the large size crane on the
heavy load vessel OSA Goliath
presented a special challenge.
For example, the individual
hoists had to be planned so that
the maximum permitted ground
pressure of the pier was not exceeded.
Two large LHM 600 mobile
harbour cranes were used in
tandem operation for the heavy
duty lifts. Both cranes with
their maximum load capacity
of 208 tons each enabled parts
weighing up to 400 tons to be
mounted in tandem operation.
The machines were equipped
with the recently patented Liebherr
“sycratronic” control system.
This Dynamic Anti Collision System
controls the simultaneous
operation of the mobile harbour
cranes, so ensuring best possible
performance and protection for
the cranes.
The assembly of the MTC 78000
required several spectacular
heavy duty lifts. First, the slewing
platform was mounted – at
370 t, the heaviest of the components.
Thereafter, the machinery
compartment with the drive
components (approximately
240 t), the mast lower section
(about 250 t) and the mast upper
section (around 160 t) of
which the lowest point needed
to be hoisted up to over 43m
above the pier level. This hoisting
height was made possible by
equipping the mobile harbour
cranes with two corresponding
tower extensions.
The last step in the assembly
process involved putting the
boom in place. In a tandem
hoist operation, the 87m boom
was positioned with millimetre
precision at the respective
connection points enabling the
boom to be pinned to the slewing
platform on both sides. The
sheer size of the pins required
a specially developed hydraulic
pinning machine.
The specially trained team of 50
mechanics was able to assemble
the MTC 78000 in 23 days.
Overload test offshore
The heavy lifting test of the
large crane was carried out in
the open sea with a 1,760 t test
weight – corresponding to 110%
of the nominal load capacity of
1,600 t at up to 35m radius. The
test loads consisted of two water
filled pontoons, which were lifted
out of the water and turned
around.
At a maximum radius of 74m for
the main hoist the crane achieves
a lifting capacity of almost 530t.
The boom length of the crane
currently delivered is 87m. In
addition to the main hoist, the
MTC 78000 offers two auxiliary
hoists with lifting capacities of
up to 500 t and 50 t respectively.
After the successful test, the client,
Handel Maritime S.A., could
deliver the heavy load vessel OSA
Goliath to its purchaser, the Mexican
company Oceanografia. The
OSA Goliath is one of the largest
heavy load vessels worldwide
and is being used for platform
reconditioning, pipe laying and
to set up offshore wind power
plants.
The OSA Goliath is scheduled
for working in the Gulf of Mexico
on behalf of the Mexican oil
company Pemex over the next
several years.
BALTIC DIVER GERMANY
above, below and down the
Baltic Taucherei- und
Bergungsbetrieb Rostock GmbH
Alter Hafen Süd 3 · 18069 Rostock
Tel.: +49 (0)381- 811 1000
Fax: +49 (0)381- 811 1001
Mobile: +49 (0)172 - 30 40 540
Mobile: +49 (0)174 - 19 15 403
Mobile: +49 (0)172 - 30 40 542
info@baltic-taucher.de
www.baltic-taucher.de
· International Diving Contractor
· IW-Survey for Classification
· Oil Recovery
· Average Service
· Leakage Sealing
· Hindrance and Wreck Removal
· Port Construction and Coastal Protection
· Anchor Search and - Recovery
· Diving Vessels, Offshore Container
· ROV- Survey, Thickness Measurement
· Magnetic Particle Inspection
· Propeller Repair
Ship & Port | 2009 | N o 3 43

OFFSHORE & MARINE TECHNOLOGY | TRAINING
Safe and competent performance
through simulation
OFFSHORE TRAINING Learning and competence development in the offshore community
faces a dual challenge. On one hand to provide new people with theoretical or overall understanding
of the subject-matter in focus, and on the other hand to promote the understanding
and development of relevant competence in practice at all levels. None of these tasks are
simple or straightforward.
Most of the learning
and development of
competence is assumed
to happen on board
while or in close relation to
doing the work required. Still,
the offshore community now
expresses both a need for and
an interest in increasing the
requirements for systematic
and planned competency development
through on-shore
training programs.
Those having worked their
way through a profession from
‘the bottom up’, often say that
they have learned “the hard
way”. Asking about what is actually
meant, one often finds
the term used to contrast the
way others have gained their
knowledge and particularly
their position on a ship or in a
company on account of some
formal education. The phrase
indicates a way of valuing the
practical, detailed insights rising
out of a particular work
experience or the contextual
complexities of the workplace
in general, which in many
ways support the notion of
situated learning.
However, the term also reflects
another aspect of learning in
practice, often overlooked –
how challenging, difficult and
often times lonely one’s work
may be in midst of a busy
workplace. People experience
that the situations on board
more often than not provide
insufficient and sporadic introduction
to a particular job
or to the company culture in
general. One can therefore easily
understand why learning in
practice often is termed ‘learning
the hard way’, despite the
fact that it takes place in the
Authentic surrounding in an offshore simulator
very context within which the
knowledge also is intended to
be used.
It is not uncommon for a newcomer
to be required to deal
with full job responsibilities
and all the intricacies of the
work after only a brief introduction.
‘It’s your turn now.
Just do as you have been told.’,
‘If you want to keep the job,
you better learn it.’ The initiative
of acquiring information
about work structure and procedure,
and the responsibility
for the ‘enculturization’,
often rest solely on the newly
employed, thus keeping him
and his colleagues focused on
what he does not know – his
incompetence – or at least,
lack of experience.
The collaborative, collective
apprenticeship that Brown,
Collins and Duguid (1989)
refer to as crucial for appropriate
learning is often rare
in practice, particularly as a
deliberate learning system.
Gott (1988) actually proposes
that it is to a large extent ‘lost’,
and being a growing problem
in industry and professional
work. She ‘blames’ the effects
of the increased complexity
and automation of the systems,
and one could add, and
focus on efficiency and keeping
cost under control in an
offshore community under
pressure. At a time when more
expertise is needed due to the
complexity of systems, fewer
on-the-job training opportunities
under the supervision
of experience coaches exist for
entry level crews. Gott (1988;
see also Wilson & Cole, 1991)
terms this dilemma the ‘lost
apprenticeship’; more complex
job requirements with
less time on the job to learn.
Specialization and reduced
staff also often lead to fewer
overlapping competencies,
and thereby little opportunity
to facilitate deliberate in-practice
‘enculturization’ in terms
of job requirements and skills
besides social relations.
Limited practice – limited
learning opportunities?
In the terms of Brown and Duguid
(1993), one might say
that there are really few or at
worst no-one to ‘steal knowledge’
from. For many demanding
operations the opportunity
to practice does not seem
to arise so often. Partly due to
operational patterns and type
of contract with the operator
a ship’s crew may, for example,
not get the opportunity to
practice anchor handling regularly.
And a ship owner’s or operator’s
work schedule for his
crew, for example four weeks
on and four weeks off, also reduces
the amount of practice
gained and maintained in one
time slice and the number and
types of situations that one encounters
per work period.
Designing appropriate learning
environments
We have seen that the chosen
method of training in order
to contextualize – or attempt
to situate – a subject matter
and increase proficiency, is
to enrich the description of a
particular task, challenge or
case; that is to embed it in a
rich context, and allow for
repeated practice under guidance
and evaluation.
From the above come several
messages to anyone aiming to
reach beyond the basics when
designing learning programs,
career plans and facilitating
competency development for
offshore crews.
44 Ship & Port | 2009 | N o 3

Renewal of perspectives on
on-board learning:
Practice offers unique
learning opportunities that
need to be revitalised and better
understood. In other words,
the practice arena needs to be
reclaimed for conscious and
systematic on the job training
for the whole crew.
The revitalisation of onboard
competency development
as a systematic approach
needs to be facilitated through
offering competency development
opportunities in coaching
and knowledge sharing
for the experienced as well
as stimulate the whole crew’s
understanding of and skills in
team performance.
Important perspectives when
establishing successful simulator-based
learning environments
on shore:
If, knowledge, skills acquisition
and the development of
appropriate attitudes need to
be context specific, reflecting
ordinary context-dependent
reference and usage, on shore
learning environments need to
afford authentic performance.
The argument from situated
learning is that the implicit
aspects are pivotal for successful
development of professional
competence, if so substantial
effort will need to be
put into the development and
continuous enhancement of
the simulator environments.
Authentic Simulation
It is argued that the implicit is
not in the telling and writing,
nor can it be deduced from telling
or writing; it is only in the
being and doing. It is in the being
in terms of the physical surroundings
in which the authentic
activities may take place. Like
when ship’s bridge simulators
are shaped and equipped as a
real ship’s bridge, crane operators
can climb into crane cockpit
simulator and deck crews
find a substantial resemblance
of an actual deck arrangement.
The being is, however, even
more in the materials of the
situation and its contextual reference
requiring that the participants
may perceive and perform
requested operations as if
they were at sea. The implicit is
also in the being in terms of the
mental frame of reference that
the tasks at hand instill in the
participants as well as the repertoire
of prior situations, the
knowledge base of relevant reference
situations, they trigger.
However, when it comes to
the doing, the implicit in this
respect is only partially in the
students’ own doing, and only
partially in fellow students’ doing.
The implicit in the doing,
that is the implicit that might
reveal the dynamics of competent
performance, must be
sought from competent practitioners
dealing with authentic
activities. As Tripp (1993)
argues, in situated learning
one is not told of a situation,
one is immersed in it, and often
exposed to a master who
performs his skills and the
learner acquire similar skills
not only by the verbal comments
from the master but by
‘stealing moves’.
If important knowledge
development happens in practice,
as well through conscious
and deliberate explanation as
through the implicit sharing
of knowledge and wisdom in
the heat of the doing, simulator
based learning environments
must afford development
of knowledge as well
as its sharing. In other words
it must also offer the experts
opportunities to display their
expertise as well as become
learners themselves by being
able to practice and train on
very demanding situations
under novel conditions.
Joining forces in designing
and establishing simulatorbased
learning environments
that bring training and successful
competence development
beyond the current basic
level and meet ever changing
conditions is not a trivial matter.
Still it is a worthy cause for
such an important industry
as the offshore community. A
few years from now simulator
based training environments
could well be the chosen environment
for the training of
the new generation of crews
as well for experienced people
to practice and prepare for demanding
operations, investigate
and improve inferior performance
and explore novel
approaches – and more.
References
Brown, J. S. (1988). Steps toward
a new epistemology of
situated learning. Proceedings
of the ITS-88. International
Conference on Intelligent Tutoring
Systems. University of
Montreal. Montreal, Canada,
June 1-3.
Brown, J. S., Collins, A., & Duguid,
P. (1989a). Situated cognition
and the culture of learning.
Educational Researcher, 1,
32-42.
Brown, J. S., Collins, A., & Duguid,
P. (1989b). Debating the
situation. A rejoinder to Palinscar
and Wineburg. Educational
Researcher, 3, 10-12.
Brown, J. S. & Duguid, P.
(1993). Stolen Knowledge.
Educational Technology,
(March), 10-15.
Lave, J. (1988). Cognition in
practice. Boston, MA: Cambridge
University Press.
Lave, J., & Wenger, E. (1991).
Situated Learning. Legitimate
Peripheral Participation. New
York: Cambridge University
Press.
Rogoff, B., & Lave, J. (1984).
(Eds.). Everyday cognition: Its
development in social context.
Cambridge, MA: Harvard University
Press.
Suchman, L. (1987). Plans
and situated actions: The
problem of human/machine
communication. New York:
Cambridge University Press.
Schön, D. A. (1983). The Reflective
Practitioner: How Professionals
Think in Action.
New York:Basic Books.
Schön, D.A. (1987). Educating
the Reflective Practitioner:
Toward a New Design
for Teaching and Learning
in the Professions. San
Francisco:Jossey-Bass.
The author:
Per Ekelund, PhD, Chairman
of the Board/CEO,
Offshore Simulator Centre
AS, Aalesund, Norway
Ship & Port | 2009 | N o 3 45

Anchor handling contract for Brazil
DEEP SEA EXPLORATION |
Rolls-Royce has secured a
£38 million contract to supply
a newly-developed anchor
handling system that will enable
floating oil platforms to
be secured to the seabed in the
extreme depths off the coast of
Brazil. The Rolls-Royce winches
are said to be capable of handling
anchors down to depths
of 3,000 metres.
The system will be fitted to
two vessels, currently under
construction by STX Brasil
Offshore, serving platforms
owned by Brazilian oil company
Petrobas.
The equipment package includes
winches specially designed
for the manoeuvre and
installation of torpedo anchors.
Weighing in at 130 tonnes
each, the torpedo anchors have
been developed by Petrobras.
By penetrating the seabed, they
are claimed to give a secure fixing
for the heavy-duty cables
used to keep oil platforms in
position.
The torpedo anchoring system by Rolls-Royce
Offshore Access System
in the North Sea
Circular ultra-deep
drilling rig from China
OFFSHORE SOLUTIONS B.V. |
Designed to operate in 2.5 metre
Hs (significant wave height)
sea states, the first Offshore
Access System (OAS) by Offshore
Solutions B.V. has been
installed in the central North
Sea. This heave compensated
telescopic gangway, enabling
the safe transfer of personnel
from a vessel to an offshore installation,
is mounted onboard
the platform supply vessel FD
Incredible to allow workers to
transfer safely between the vessel
and platform.
Erskine, situated approximately
150 miles east of Aberdeen
in blocks 23/26a and 23/26b
of the United Kingdom Continental
Shelf (UKCS), faced
manning constraints as the
platform only has accommodation
for 12 personnel. With
sixteen to twenty people required
to carry out current well
work and coiled tubing operations,
a variety of manning options
were studied. Equipped
with a class two dynamic positioning
system (guaranteeing
the ship’s stable position),
clear deck space, a contractor
health, environment and
safety management (CHESM)
“A” rating and bedding for
twenty-two working crew, the
FD Incredible is considered to
be well suited to support OAS
operations.
The Sevan Driller being named at the Qidong Shipyard, China
The OAS fitted onboard FD Incredible
COSCO | The first circular
drilling rig prepared for drilling
at a water depth of almost
4200 metres has been named
at COSCO Shipyard Group’s
Qidong Shipyard.
The successful construction of
the Sevan Driller is a believed
to be a milestone for China in
the offshore industry in general
and for the COSCO Shipyard
Group in particular.
The Sevan Driller is the world’s
first of its kind, with deep-water
drilling capabilities that allow
it to drill wells of up to almost
13,500 metres in water depths
of up to nearly 4,200 metres
and an internal storage capacity
of up to 150,000 barrels of
oil.
The owner is Sevan Marine and
class society is DNV. The construction
of this rig started at
COSCO Nantong Shipyard in
May 2007 and was relocated to
COSCO’s Qidong Shipyard in
April for derrick erection and
final commissioning activities.
The rig is being delivered in the
third quarter of this year and
will be deployed by Petrobras
in the Santos Basin, off the Brazilian
coastline.
46 Ship & Port | 2009 | N o 3

Ship&Port
Buyer´s Guide
Ship&Port Buyer´s Guide
The Buyers Guide serves as market review and source of supply listing.
Clearly arranged according to references, you find the offers of international
shipbuilding and supporting industry in the following 16 columns.
1 Shipyards 9 Navigation +
communication
2 Propulsion plants 10 Ship´s operation systems
3 Engine components 11 Deck equipment
4 Corrosion protection 12 Construction + consulting
5 Ships´equipment 13 Cargo handling technology
6 Hydraulic + pneumatic 14 Alarm + security equipment
7 On-board power supplies 15 Port construction
8
Measurement
+
control devices
16
Offshore + Ocean
Technology

Ship&Port Buyer´s Guide
1 Shipyards
1.06 Repairs + conversions
2.02 Gears
REINTJES GmbH
D-31785 Hameln
Tel. +49 (0)5151 104-0
Fax +49 (0)5151 104-300
Ships' propulsion systems from 250 to 30.000 kW
SCHIFFSDIESELTECHNIK KIEL GmbH
Kieler Str. 177
Tel. +49(0)4331 / 4471 0
Fax +49(0)4331 / 4471 199
www.sdt-kiel.de
2.05 Propellers
e-mail: pein@piening-propeller.de
Internet: www.piening-propeller.de
Fixed and Controlable Pitch Propellers,
Shaft Gears, Gearboxes
SCHOTTEL-Schiffsmaschinen GmbH
Kanalstraße 18
D 23970 Wismar
Tel. +49 (0) 3841 / 20 40
Fax +49 (0) 3841 / 20 43 33
www.schottel.de
Brückenstraße 25 D-27568 Bremerhaven
Tel. +49(0)471 478-0 Fax +49(0)471 478-280
E-mail: info@lloydwerft.com
www.lloydwerft.com
2
Propulsion
Repairs and Conversions
Next Buyer’s Guide
December 2009
plants
2.01 Engines
ZF - Gears
2.03 Couplings + brakes
KTR Kupplungstechnik GmbH
Tel. +49 (0) 59 71 798 0
Fax +49 (0) 59 71 798 698
e-mail: mail@ktr.com
Internet: www.ktr.com
Couplings
Voith Turbo GmbH & Co. KG
Postfach 15 55
D-74555 Crailsheim
Tel. +49 (0)7951 32 - 0
Fax +49 (0)7951 32 500
e-mail: industry@voith.com
Internet: www.voithturbo.com
Turbo couplings, Highly flexible couplings,
Universal joint shafts, Safety couplings
2.04 Shaft + shaft systems
Controllable-pitch propeller units,
Shaft lines
VA TECH
ESCHER WYSS GmbH
e-mail: cpp@vatew.de
Internet: www.escherwysspropellers.com
Controllable Pitch Propellers
Voith Turbo Schneider
Propulsion GmbH & Co. KG
Postfach 20 11
D-89510 Heidenheim/Germany
Tel.
E-Mail: vspmarine@voith.com
www.voithturbo.com/marine
Voith Schneider Propeller
www.shipandport.com
2.06 Rudders +
rudder systems
MAN Diesel SE
86224 Augsburg, Germany
Internet: www.mandiesel.com
4-stroke diesel engines
from 450 to 21.600 kW
SCHOTTEL-Schiffsmaschinen GmbH
Kanalstraße 18
D 23970 Wismar
Tel. +49 (0) 3841 / 20 40
Fax +49 (0) 3841 / 20 43 33
www.schottel.de
HATLAPA
Uetersener Maschinenfabrik GmbH & Co. KG
Tel.: +49 4122 711-0
Fax: +49 4122 711-104
info@hatlapa.de
www.hatlapa.de
SCHIFFSDIESELTECHNIK KIEL GmbH
Kieler Str. 177
Tel. +49(0)4331 / 4471 0
Fax +49(0)4331 / 4471 199
www.sdt-kiel.de
mtu, John Deere,Perkins and Sisu engines
Generating Sets
Controllable-pitch propeller units,
Shaft lines
e-mail: pein@piening-propeller.de
Internet: www.piening-propeller.de
Fixed and Controlable Pitch Propellers,
Shaft Gears, Gearboxes
Steering Gears, Shaft-Ø von 120 up to 1.000 mm
Rotary vane up to 2.000 kNm
e-mail: info@macor-marine.com
Internet: www.macor-marine.com
Zeppelin Power Systems GmbH & Co. KG
Sales- & Servicecenter Bremen:
MaK and CATERPILLAR diesel engines
from 90 to 16.000 kW
SKF Maintenance Services GmbH
Tel.
E-mail: srs.deutschland@skf.com
Internet: www.skf-maintenance-services.de
Laser Alignment and Machinery
Mounting Solutions
e-mail: oceangoing@vdvelden.com
www.vdvelden.com
BARKE ® Rudders and COMMANDER Steering Gears
- High-Tech Manoeuvring Equipment -
II

2.07 Manoeuvring aids
Jastram GmbH & CO. KG
e-mail:
Internet:
Transverse Thrusters,
Azimuth Grid Thrusters
2.12 Diesel service
+ spare parts
Chris-Marine AB
Box 9025
SE-200 39 Malmö, Sweden
Tel: +46 40 671 2600
Fax: +46 40 671 2699
www.chris-marine.com
FOR DIESEL ENGINE MAINTENANCE
TAIKO KIKAI INDUSTRIES CO.,LTD
see NIPPON Diesel Service
YANMAR DIESEL
see NIPPON Diesel Service
Ship&Port Buyer´s Guide
SCHOTTEL GmbH
Mainzer Str. 99
Tel. + 49 (0) 2628 / 6 10
Fax + 49 (0) 2628 / 6 13 00
www.schottel.de
e-mail: contact@gold-engine.com
Internet: www.gold-engine.com
Technical Service and Consulting
for marine and power industry
3
Engine
components
Rudderpropellers, Transverse Thrusters,
Pump-Jets
HHM
Hudong Heavy Machinery
see NIPPON Diesel Service
3.04 Stuffing boxes
for piston rods
2.09 Exhaust systems
H+H Umwelt- und Industrietechnik GmbH
Industriestr. 3-5
D-55595 Hargesheim
Tel. +49 (0)671 92064-10
Fax +49 (0)671 92064-20
Internet: www.HuHGmbH.com
Catalytic Exhaust Gas Cleaning for
Combustion Engines on Ships
Johnson Matthey Catalysts (Germany) GmbH
e-mail: sinox-systems@matthey.com
Complete SCR and Oxidation Catalyst-Systems
KOBE DIESEL
see NIPPON Diesel Service
MITSUBISHI DIESEL/TURBOCHARGER
see NIPPON Diesel Service
Mares Shipping GmbH
Bei dem Neuen Krahn 2
D-20457 Hamburg
Tel. +49 (0)40 / 37 47 84 0
Fax: +49 (0)40 / 37 47 84 46
www.mares.de
Ship Spare Parts for Diesel Engines,
Compressors, Pumps, Separators etc.
Next Buyer’s Guide
December 2009
POLYVERIX - H. & G. Meister AG
Tel. +41 - 44 - 431 56 46
Fax +41 - 44 - 431 15 20
e-mail: info@polyverix.ch
Internet: www.polyverix.ch
Gland- & Stuffing Boxes / Piston cooling
parts / various sealing items
3.05 Starters
DÜSTERLOH Fluidtechnik GmbH
Abteilung Pneumatik Starter
Im Vogelsang 105
D-45527 Hattingen
www.duesterloh.de
Air Starters for Diesel and
Gas Engines up to 9.000 kW
2.10 Special propulsion units
SCHOTTEL GmbH
Mainzer Str. 99
Tel. + 49 (0) 2628 / 6 10
Fax + 49 (0) 2628 / 6 13 00
www.schottel.de
Rudderpropellers, Twin-Propellers,
Navigators, Combi-Drives, Pump-Jets
2.11 Water jet propulsion units
MOTOR-SERVICE SWEDEN AB
Mölna Fabriksväg 8
SWEDEN
www.motor-service.se sales@motor-service.se
WORLDWIDE SPARE PART DELIVERIES
NIPPON Diesel Service
Hermann-Blohm-Strasse 1
D-20457 Hamburg
Tel. +49 (0)40 31 77 10-0
Fax +49 (0)40 31 15 98
www.nds-marine.com
After Sales Service - Spare Parts
Distribution - Technical Assistance
Austria and Switzerland
Friedemann Stehr
Tel. +49 6621 9682930
E-mail: fs@friedemann-stehr.de
3.06 Turbochargers
ABB Turbocharging
more than 100 service stations world-wide
ABB Turbo Systems Ltd (head office)
Bruggerstrasse 71a, CH-5400 Baden
www.abb.com/turbocharging
Service for ABB and BBC turbochargers
Original ABB spare parts
SCHOTTEL GmbH
Mainzer Str. 99
Tel. + 49 (0) 2628 / 6 10
Fax + 49 (0) 2628 / 6 13 00
www.schottel.de
Pump-Jets for main
and auxiliary propulsion
SCHIFFSDIESELTECHNIK KIEL GmbH
Kieler Str. 177
Tel. +49(0)4331 / 4471 0
Fax +49(0)4331 / 4471 199
www.sdt-kiel.de
Repairs - Maintenance
on-board service - after sales
KBB Kompressorenbau
Bannewitz GmbH
Windbergstrasse 45
D-01728 Bannewitz
www.kbb-turbo.de
turbo chargers for diesel and
gas engines from 500 to 8.000 kW
III

Ship&Port Buyer´s Guide
3.07 Filters
BOLL & KIRCH Filterbau GmbH
www.bollfilter.de
MAHLE Filtersysteme GmbH
Industriefiltration
Schleifbachweg 45
E-mail: industriefiltration@mahle.com
Internet: www.mahle-industriefiltration.com
Automatic, Single and Duplex Filters for lubricating
oil, fuel, hydraulic and waste water
AKO Simplex, Duplex and Back-flushing Filters +
special systems for lubricating oil, fuel and heavy oil
MARINE TECHNIK
Manfred Schmidt GmbH
Postfach 1763
D-27768 Ganderkesee
Tel.
e-mail: office@marine-technik-schmidt.de
Internet: www.marine-technik-schmidt.de
Fuel oil supply modules for diesel engines
„PAPS“ Pulsation Damper
3.10 Preheaters
ELWA GmbH
Postfach 0160
D-82213 Maisach
Tel. +49 (0)8141 22866-0
Fax +49 (0)8141 22866-10
e-mail: sales@elwa.com
Internet: www.elwa.com
Oil and Cooling Water Preheating
4
Corrosion
protection
4.01 Paintings
Hempel A/S
DK-2800 Kgs. Lyngby
www.hempel.com
INNOVATIVE MARINE COATING SYSTEMS FOR
CORROSION AND FOULING PROTECTION
Georg Schünemann GmbH
Buntentorsdeich 1
28201 Bremen / Germany
Tel. +49 (0)421 55 90 9-0
Fax +49 (0)421 55 90 9-40
e-mail: info@sab-bremen.de
Internet: www.sab-bremen.de
We filter, control and
secure liquids and gases
Your representative for Eastern Europe
Wladyslaw Jaszowski
Tel.: +48 58 6 64 98 47
Fax: +48 58 6 64 90 69
E-mail: promare@promare.com.pl
International Farbenwerke GmbH
AKZO NOBEL
®
e-mail: uwe.meier@uk.akzonobel.com
Internet: www.international-marine.com
Marine and Protective Coatings
3.08 Separators
3.12 Indicators
www.shipandport.com
GEA Westfalia Separator Systems GmbH
E-mail: ws.systems@geagroup.com
Internet: www.westfalia-separator.com
Treatment plants for fuel and lube oil
Next Buyer’s Guide
December 2009
3.09 Fuel treatment plants
ABB AB
Force Measurement
Tvärleden 2
SE-721 59 Västerås
Sweden
www.abb.com/pressductor
Cylmate ® Diesel Engine Performance
Monitoring Systems (MIP)
LEHMANN & MICHELS GmbH
Sales & Service Center
Tel. +49 (0)4101 5880-0
Fax +49 (0)4101 5880-129
e-mail: lemag@lemag.de
www.lemag.de
4.02 Coatings
Steelpaint GmbH · Am Dreistock 9
D-97318 Kitzingen · Tel.: +49 (0) 9321/3704-0
Fax: +49 (0) 9321/3704-40
mail@steelpaint.com · www.steelpaint.com
1-component polyurethane corrosion coating
systems for ports, sheet pilings, bridges,
shipbuilding, ballast tanks.
4.03 Surface treatment
ELWA GmbH
Postfach 0160
D-82213 Maisach
Tel. +49 (0)8141 22866-0
Fax +49 (0)8141 22866-10
e-mail: sales@elwa.com
Internet: www.elwa.com
Viscosity Control Systems EVM 3
Standard Booster Modules
E-mail: sales.maritime@leutert.com
Internet: www.leutert.com
WIWA Wilhelm Wagner GmbH & Co. KG
Gewerbestr. 1-3
D-35633 Lahnau
Tel. +49 6441 609-0
Fax +49 6441 609-50
www.wiwa.de
Digital Pressure Indicator Type DPI 2
Engine Indicators System Maihak
MAHLE Industriefiltration GmbH
Tel. +49 (0)40 53 00 40 - 0
Fax +49 (0)40 53 00 40 - 24 19 3
E-mail: mahle.nfv@mahle.com
Internet: www.mahle-industriefiltration.com
Tel.
www.maridis.de
4.05 Anodic protection
TILSE Industrie- und Schiffstechnik GmbH
www.tilse.com
Fuel Treatment Systems
Filter/ Water Separators
Maritime Diagnostic & Service
Anti marine growth and corrosion system
MARELCO ®
IV

5 Ships´
equipment
5.02 Insulating technology
G.THEODOR FREESE GMBH & CO.KG
Carl-Benz-Str. 29
D-28237 Bremen
e-mail: contact@gtf-freese.de
Internet: www.gtf-freese.de
insulating ship floors, A-60, A-30
5.03 Air conditioning +
ventilation systems
KLH Montage GmbH
Am Waldrand 10
D 18209 Bad Doberan
Tel. +49 (0)38203 502-0
Fax +49 (0)38203 502 22
e-mail: montage@klh.selckgroup.com
Internet: www.klh-montage.de
Marine Air - conditioning, Ventilation and
Refrigeration
Kurt Lautenschlager GmbH & Co. KG
Heinz-Kerneck-Str. 11
D 28307 Bremen
Tel.: +49(0)421 48548-0
Fax: +49(0)421 48548-59
www.kula.de
The KULA Maritime Division:
Your Partner for the Ship Interior
S&B Beschläge GmbH
Gießerei und Metallwarenfabrik
Illingheimer Str. 10
D-59846 Sundern
+49 (0)2393 1074
info@sub-beschlaege.de
www.sub-beschlaege.de
Ship, boat and yacht hardware
In brass and stainless steel material
G. Schwepper Beschlag GmbH & Co.
Velberter Straße 83
D 42579 Heiligenhaus
Tel. +49 2056 58-55-0
Fax +49 2056 58-55-41
e-mail: schwepper@schwepper.com
www.schwepper.com
Lock and Hardware Concepts
for Ship & Yachtbuilders
Thermopal GmbH
Wurzacher Str. 32
D-88299 Leutkirch
Tel.
e-mail: info@thermopal.com
Internet: www.thermopal.com
Decorative boards and High Pressure
Laminates for interior applications
5.09 Waste disposal systems
DVZ-SERVICES GmbH
Boschstrasse 9
D-28857 Syke
Tel. +49(0)4242 16938-0
Fax +49(0)4242 16938 99
e-mail: info@dvz-group.de
internet: www.dvz-group.de
Oily Water Seperators, Oil-in-Water - Monitors, Sewage Treatment
Plants, Ballast Water Treatment
5.10 Oil separation
DECKMA HAMBURG GmbH
Kieler Straße 316, D-22525 Hamburg
Tel: +49 (0)40 548876-0
Fax +49 (0)40 548876-10
eMail: post@deckma.com
Internet: www.deckma.com
15ppm Bilge Alarm, Service + Calibration
DVZ-SERVICES GmbH
Boschstrasse 9
D-28857 Syke
Tel. +49(0)4242 16938-0
Fax +49(0)4242 16938 99
e-mail: info@dvz-group.de
internet: www.dvz-group.de
Oily Water Seperators, Oil-in-Water - Monitors, Sewage Treatment
Plants, Ballast Water Treatment
Ship&Port Buyer´s Guide
5.04 Sanitary equipment
DEBA Systemtechnik GmbH
Gardelegener Str. 18
D 29410 Salzwedel
Tel. +49 (0)3901 83 13-0
Fax +49 (0)3901 83 13 68
www.deba.de
Ready-made bathroom modules – the perfect
solution for ship newbuildings or refittings
5.06 Furniture + interior
fittings
G.THEODOR FREESE GMBH & CO.KG
Carl-Benz-Str. 29
D-28237 Bremen
e-mail: contact@gtf-freese.de
Internet: www.gtf-freese.de
primary deck coverings, floor coverings
e-mail: info@gehr-moebel.de
Internet: www.gehr-moebel.de
Cabins + Turnkey Systems
Your representative for
Denmark, Finland, Norway and Sweden
ÖRN MARKETING AB
E-mail: marine.marketing@orn.NU
5.07 Ship’s doors + windows
Budak System
Inhaber: P. Budak
Schallbruch 69
D-42781 Haan
Tel. +49 (0)2129-343460
Fax +49 (0)2129-343465
Email: info@budak-system.de
Internet: www.budak-system.de
Design and Production of Ship's Doors
Steel Doors - Fire Doors - Ship Doors
Podszuck GmbH
Tel. +49 (0) 431 6 61 11-0
Fax +49 (0) 431 6 61 11-28
www.podszuck.eu
A 30/60 Class hinged and sliding doors
TILSE Industrie- und Schiffstechnik GmbH
www.tilse.com
FORMGLAS SPEZIAL ® Yacht glazing
bent and plane, with installation
MAHLE Industriefiltration GmbH
Tel. +49 (0)40 53 00 40 - 0
Fax +49 (0)40 53 00 40 - 24 19 3
E-mail: mahle.nfv@mahle.com
Internet: www.mahle-industriefiltration.com
Bilge Water Deoiling Systems acc. MEPC.107(49),
Deoiler 2000 < 5 ppm & Membrane Deoiling Systems
of 0 ppm,Oil Monitors, Oil Treatment Systems
5.11 Ballast water
management
DVZ-BALLAST-SYSTEMS GmbH
Boschstrasse 9
D-28857 Syke
Tel. +49(0)4242 16938-0
Fax +49(0)4242 16938 99
e-mail: info@dvz-group.de
internet: www.dvz-group.de
N.E.I. VOS Venturi Oxygen Stripping
Ballast Water Treatment
MAHLE Industriefiltration GmbH
Tel. +49 (0)40 53 00 40 - 0
Fax +49 (0)40 53 00 40 - 24 19 3
E-mail: mahle.nfv@mahle.com
Internet: www.mahle-industriefiltration.com
Ballast Water Treatment
(Ocean Protection System - OPS)
V

Ship&Port Buyer´s Guide
5.12 Yacht equipment
e-mail: info@macor-marine.com
Internet: www.macor-marine.com
NORTHERN SHIP TECHNOLOGY
GMBH
Uferstraße 100
D-24106 Kiel
Tel. +49 (0) 431 38549430
Fax +49 (0) 431 38549433
e-mail: info@nst-kiel.de
www.nst-kiel.de
ND
HATLAPA
Uetersener Maschinenfabrik GmbH & Co. KG
Tel.: +49 4122 711-0
Fax: +49 4122 711-104
info@hatlapa.de
www.hatlapa.de
Water- and air-cooled compressors
Neuenhauser Kompressorenbau GmbH
Hans-Voshaar-Str. 5
D-49828 Neuenhaus
e-mail: nk@neuenhauser.de
www.neuenhauser.de www.nk-air.com
Air- and water-cooled compressors, air receivers
with valve head, bulk head penetrations
Georg Schünemann GmbH
Buntentorsdeich 1
28201 Bremen / Germany
Tel. +49 (0)421 55 90 9-0
Fax +49 (0)421 55 90 9-40
e-mail: info@sab-bremen.de
Internet: www.sab-bremen.de
We filter, control and
secure liquids and gases
Austria and Switzerland
Friedemann Stehr
Tel. +49 6621 9682930
E-mail: fs@friedemann-stehr.de
6.05 Piping systems
Design, Construction and Production
www.shipandport.com
J.P.Sauer & Sohn
Maschinenbau GmbH
Tel. +49 (0)431 39 40-0
Fax +49 (0)431 39 40-24
e-mail: www.sauersohn.de
Water- and air-cooled compressors
aquatherm GmbH
Biggen 5
D-57439 Attendorn
e-mail: info@aquatherm.de
Internet: www.aquatherm.de
fusiotherm ® piping systems for shipbuilding
- Approval by GL, RINA + BV
6.04 Valves
6 Hydraulic
+ pneumatic
6.01 Pumps
Körting Hannover AG
Badenstedter Str. 56
D-30453 Hannover
Tel. +49 511 2129-247
Internet: www.koerting.de
Büro Schiffbau: Tel. +49 4173 8887 Fax: +49 4173 6403
e-mail: kulp@koerting.de
Industriestraße
D-25795 Weddingstedt
Tel. +49 (0)481 903 - 0
Fax +49 (0)481 903 - 90
info@goepfert-ag.com
www.goepfert-ag.com
Valves and fittings for shipbuilding
Ritterhuder Armaturen GmbH & Co.
Armaturenwerk KG
Industriestr. 7-9
www.ritag.com
Wafer Type Check Valves,
Wafer Type Duo Check Valves, Special Valves
EUCARO BUNTMETALL GMBH
Tel.
E-mail: eucaro@eucaro.de
Internet: www.eucaro.de
Pipes and Fittings
of CuNi10Fe1,6Mn
Straub Werke AG
Straubstrasse 13
CH 7323 Wangs
E-mail: straub@straub.ch
Internet: www.straub.ch
Pipe coupling with guaranteed quality
STRAUB – the original
KRAL AG
Bildgasse 40, 6890 Lustenau, Austria
www.kral.at, e-mail: info@kral.at
Screw Pumps for Marine Applications.
Special Offer: Pump Upgrade Project.
Wilhelm Schley (GmbH & Co.) KG
Valve manufacturer
www.wilhelm-schley.com
Reducing valves, Overflow valves, Ejectors,
Safety valves, Shut-off valves, etc.
7
On-board
power supplies
6.02 Compressors
e-mail: info@dhv-gmbh.eu
www.dhv-palmai.de
Schubert & Salzer
Control Systems GmbH
Postfach 10 09 07
D-85009 Ingolstadt
E-mail: info.cs@schubert-salzer.com
Internet: www.schubert-salzer.com
7.01 Generating sets
AIR PRODUCTS AS
Box 4103, Kongsgaard
Spare parts for water and air-cooled compressors
DRY INERT GAS GENERATOR
VI

SCHIFFSDIESELTECHNIK KIEL GmbH
Kieler Str. 177
Tel. +49 4331 / 4471 0
Fax +49 4331 / 4471 199
www.sdt-kiel.de
Individual generating sets with
mtu, MAN, Deutz, Volvo and other engines
7.06 Cable + pipe transits
AIK Flammadur Brandschutz GmbH
D-34123 Kassel
Phone : +49(0)561-5801-0
Fax : +49(0)561-5801-240
e-mail : info@aik-flammadur.de
GEAQUELLO® + FLAMMADUR®
Fire protection systems
9
Navigation
+
communication
9.04 Navigation systems
Am Lunedeich 131
D-27572 Bremerhaven
Tel.: +49 (0)471-483 999 0
Fax: +49 (0)471-483 999 10
e-mail: sales@cassens-plath.de
www.cassens-plath.de
Manufacturers of Nautical Equipment
11 Deck equipment
11.01 Cranes
Global Davit GmbH
D-27211 Bassum
Tel. +49 (0)4241 93 35 0
Fax +49 (0)4241 93 35 25
e-mail: info@global-davit.de
Internet: www.global-davit.de
Survival- and Deck Equipment
Ship&Port Buyer´s Guide
Next Buyer’s Guide
December 2009
11.02 Winches
8
Measurement
+
control devices
HATLAPA
Uetersener Maschinenfabrik GmbH & Co. KG
Tel.: +49 4122 711-0
Fax: +49 4122 711-104
info@hatlapa.de
www.hatlapa.de
Anchor, mooring, spezial and research winches
Anchor-handling and towing winches
8.04 Level measurement
systems
TILSE Industrie- und Schiffstechnik GmbH
www.tilse.com
pneumatic, electric und el.-pn. tank level
gauging with online transmission
10
Ship‘s operation
systems
10.01 Fleet management
systems
11.03 Lashing +
securing equipment
GERMAN LASHING
Robert Böck GmbH
Tel. +49 (0)421 17 361-5
Fax: +49 (0)421 17 361-99
E-Mail: info@germanlashing.de
Internet: www.germanlashing.de
8.05 Flow measurement
CODie software products e.K.
www.codie-isman.com
Integrated Ship Management System
Safety and Quality Management Maintenance
Ms Logistik Systeme GmbH
A GL Group Company
11.04 RoRo facilities
KRAL AG
Bildgasse 40, 6890 Lustenau, Austria
www.kral.at, e-mail: info@kral.at
Fuel Consumption Measurement for Diesel
Engines and Bunker Meters.
Tel.: +49 381 6731 130
www.msls.de
info@msls.de
Maritime Software Systems
GL ShipManager (Fleet Management Suite)
GL SeaScout (Optimized Routing)
e-mail: info@macor-marine.com
Internet: www.macor-marine.com
8.06 Automation equipment
10.03 Loading + stability
computer systems
11.05 Hatchcovers
Schaller Automation GmbH & Co. KG
www.schaller.de
VISATRON Oil Mist Detection Systems
against Engine Crankcase Explosions
Müller+Blanck Software GmbH
Gutenbergring 38
22848 Norderstedt / Germany
Phone : +49 (0) 40 500 171 0
Fax : +49 (0) 40 500 171 71
www.Capstan3.com
Capstan3 – the planners best friend
C3-Obi – the onboard system
Local Interface – Baplie/read and write
e-mail: info@macor-marine.com
Internet: www.macor-marine.com
VII

Ship&Port Buyer´s Guide
11.07 Anchors + mooring
equipment
Tel.
E-mail: service@barthels-lueders.com
www.barthels-lueders.com
Anchor Type SPEK (SR), HHP AC 14 (SR), HHP
SN (SR) ...chains up to dia.127mm, B+V Swivel
Cosalt GmbH
Winsbergring 8
D-22525 Hamburg
Tel. +49 (0)40 675096-0
Fax +49 (0)40 675096-11
www.cosalt.de
Wire ropes and mooring equipment
Uferstraße 100
D-24106 Kiel
Tel. +49 (0) 431 3856241
Fax +49 (0) 431 3856245
e-mail: info@northerndesign-kiel.de
www.northerndesign-kiel.de
Engineering office for
Interior Fittings and Equipment
Dipl.-Ing. Wolfgang Schindler GmbH
Ingenieurbüro für Schiffbau
Tel. (04608) 60 95-0
Fax (04608) 60 95-50
e-mail: ibs@ib-schindler.de
Germanischer Lloyd Aktiengesellschaft
Vorsetzen 35 · 20459 Hamburg, Germany
Phone +49 40 36149-0 · Fax +49 40 36149-200
headoffice@gl-group.com · www.gl-group.com
Germany GmbH
Schellerdamm 2 • D 21079 Hamburg
Tel +49 40 284 193 550 • Fax +49 40 284 193 551
E-mail: hamburg.office@rina.org • www.rina.org
Together for excellence
SEACAT-Schmeding
International GmbH
hamburg@seacat-schmeding.com
www.seacat-schmeding.com
Dr.-Ing. Walter L. Kuehnlein
www.sea2ice.com
Design and concepts for offshore structures
in ice and open waters, evacuation concepts
Ship&Port
11.08 Tank cleaning systems
Tel. +49 40 - 41 91 88 46
Fax +49 40 - 41 91 88 47
e-mail: consulting@mkecb.com
Internet: www.mkecb.com
Single + multi nozzle, programmable tank
cleaning machines, fix mounted or portable
S.M.I.L.E.
Techn. Büro GmbH
Tel. +49 (0)431 21080 0
Fax +49 (0)431 21080 29
e-mail: info@smile-consult.de
Internet: www.smile-consult.de
12.02 Ship model basins
Tel. +49 (0) 40 69 20 30
Fax +49 (0) 40 69 20 3-345
www.hsva.de
www.shipandport.com
offers a complete
listing of the
maritime industry.
In the section “Buyer‘s Guide“
a www-link to the
listed companies
gives full details
of their products
and services
THE HAMBURG SHIP MODEL BASIN
12 Construction
+ consulting
12.03 Classification societies
12.01 Consulting engineers
Detlefsen & Lau GmbH
Naval Architects
☎ +49 431 96287 e-mail: info@shipcad.de
Fax +49 431 96266 http: www.shipcad.de
BUREAU VERITAS DEUTSCHLAND
Tel. +49(0)40 23 62 5 - 0
Fax +49(0)40 23 62 5 - 422
e-mail: info@de.bureauveritas.com
Internet: www.bureauveritas.de
13
Cargo handling
technology
13.01 Material handling
equipment
KBN Konstruktionbüro GmbH
Theodor-Neutig-Str. 41
D-28757 Bremen
Tel. +49 421 66 09 6-0
Fax +49 421 66 09 6-21
e-mail: kbn.bremen@kbn-cad.de
Internet: www.kbn-cad.de
DNV Germany GmbH
Tel.:
:
MANAGING RISK
Kalmar Flurförderzeuge Vertriebs GmbH
D-22525 Hamburg
Tel.: +49 40 547305-0
Fax: +49 40 547305-19
Email: vertrieb@kalmarind.com
Internet: www.kalmarind.de
Classification and service beyond class
VIII

Scheuerle Fahrzeugfabrik GmbH
www.scheuerle.com
13.03 Grabs
14
Alarm + safety
equipment
14.01 Lifeboats + davits
14.02 Life jackets
CM Hammar AB
August Barks gata 15
SE-421 32 Västra Frölunda
www.cmhammar.com
BETTER SOLUTIONS FOR SAFETY AT SEA
Ship&Port Buyer´s Guide
MRS Greifer GmbH
Tel. +49 7263 91 29 0
Fax +49 7263 91 29 12
e-mail: info@mrs-greifer.de
Internet: www.mrs-greifer.de
Rope Grabs, Hydraulic Grabs,
Motor Grabs with Electro Hydraulic Drive
Global Davit GmbH
D-27211 Bassum
Tel. +49 (0)4241 93 35 0
Fax +49 (0)4241 93 35 25
e-mail: info@global-davit.de
Internet: www.global-davit.de
Survival- and Deck Equipment
14.05 Escape route systems
0140
Schiffs- und Sicherheitsbeschilderung
Low-Location-Lighting-Systeme
GmbH
Schiff&Hafen
Please visit us at
EUROPORT ROTTERDAM November 3-6 2009 Booth P.115
Specialisation
In this categories you can advertise:
1 Werften
Shipyards
Tersaneler
9
2 Antriebsanlagen
Propulsion systems
Tahrik tertibatları
10
3 Motorenkomponenten
Engine Motor bileşenleri
components
4 Korrosionsschutz
Corrosion protection
Korozyon koruması
5 Schiffsausrüstung
Ships´equipment
Gemi
ekipmanı
6
Hydraulik & Pneumatik
Hydraulic + pneumatic
Hidrolik & Pnömatik
14 Container
Containers
Konteyner
7 Bordnetze
On-board power supplies
Gemi şebekeleri
8
Mess- und Regeltechnik
Measurement + control devices
Ölçüm ve ayar tekniği
16
Navigation & Kommunikation
Navigation + communication
Navigasyon & Komünikasyon
Warn- und Sicherheitsausrüstung
Alarm + safety equipment
Uyarı ve güvenlik ekipmanı
11 Decksausrüstung
Deck equipment
Güverte ekipmanı
Konstruktion & Consulting
Construction + consulting
Konstrüksiyon & Danışmanlık
12
13 Umschlagtechnik
Cargo handling technology
Yükleme-Boşaltma tekniği
15 Hafenbau
Port construction
Liman inşaatı
Buyer´s Guide
Information
Alıcı kılavuzu
The Buyer’s Guide provides a market overview and an index of supply
sources. It is clearly organised according to key words. Every entry in the
Buyer’s Guide includes your company logo (4 colour), address and communications
data plus a concise description of product or services offered.
You can book
entries in the
Buyer’s Guide
for three target
regions:
Target
regions
Issues
Price per entry – formats:
Price per entry per issue *
Size I
H 30/W 58
mm
Size II
H 40/W 58
mm
1 Keyword: € 90.– € 120.–
2 Keywords: je € 85.– je € 115.–
3 Keywords: je € 80.– je € 110,.–
4 Keywords: je € 75.– je € 105.–
5 Keywords: je € 70.– je € 100.–
from 6 Keywords: je € 65.– je € 95.–
Europe International Select
Germany/
Türkey, Vietnam,
Worldwide
Central Europe
China
January – January
– February
– March –
April – –
– May –
June – –
– – July
September September –
November – November
– December –
Time span and discounts:
Minimum time span for your
booking is one year in one target
region! Each target region
can be booked individually. For
bookings in several regions we
offer the following rebate off the
total price:
Two target regions/year 10%
Three target regions/year 20%
Online: In addition to the printed issues, the Buyers‘ Guide also
appears online. The premium online entry, including an active link,
logo, email and is free of charge for all customers of the Buyer’s Guide
print issue.
IX

SHIP & PORT OPERATION | NAVIGATION
Integrated Bridge System
according to DNV NAUT-OSV
NAVIGATION Boa Thalassa and Boa Galatea are both equipped with Integrated Bridge Systems,
which offer highest standards of safety according to the rules of DNV NAUT-OSV. It is
expected that the demanding requirements of this notation will be further enhanced when
IMO’s Performance Standards for Integrated Navigation Systems come into force.
Fore workstation for navigation
When Bergen Group
Fosen shipyard
delivered its newbuilding
number 80 to BOA
Offshore AS, Boa Galatea is
one of the most modern vessels
entering the Norwegian
offshore industry. The Seismic
Research Vessel starts operation
for Electromagnetic
Geoservices (EMGS), who has
chartered the vessel in order
to carry out extensive seabed
logging operations for oil and
gas exploration companies.
Designed for operation under
harshest environmental conditions,
Boa Galatea and Boa
Thalassa are compliant to the
DNV NAUT-OSV notation.
This classification rule lists
specific requirements for Offshore
Supply Vessels (OSV)
and includes unique features
regarding bridge layout and
navigation system.
The most obvious feature of
the DNV NAUT-OSV classification
is the special bridge
layout. It is well known that
modern bridge systems are
already designed to follow
ergonomic considerations
regarding the arrangement of
working stations, the instrumentation
and the operability
of the equipment itself.
But the bridge system of an
Offshore Supply Vessel comes
with the special arrangement
of a fore bridge and, in addition,
a fully operational aft
bridge. While the fore bridge
is fitted with all required
functions for the ship’s navigation,
the aft bridge is used
for ship handling when close
to platforms or performing
special tasks like anchor handling,
diving operation or
deep sea construction work.
It is the most commonly
used control station during
offshore operation. Thus, the
aft bridge has to combine
all important controls, including
the DP-system, full
engine controls, crane and
winch controls as well as conning,
chart radar and navigation
sensor presentation. The
proper arrangement of navigation
instruments, including
bidirectional alarm handling,
has to be individually determined
in agreement with the
shipowner in order to ensure
the best operational design
for the officers. Furthermore,
the DNV NAUT-OSV notation
requires a central alarm
system to collect, display and
mute all navigation and communication
alarms at any
position on the integrated
bridge.
Regarding the ship’s navigation
equipment, a redundant
gyro compass system is
required by the class. In addition,
DNV NAUT-OSV requires
one radar to be a chart
radar. The Chart radar shall
receive ECDIS route information
and display the active
route. Thus, the chart radar
indicates where the ship is
located with respect to shore
lines, shallow water areas and
traffic separation zones. The
interpretation of the radar
image becomes easier and reduces
the stress level during
offshore operations.
On board Boa Galatea Raytheon
Anschütz has installed its
current generation of Integrated
Bridge Systems, which
fully complies with the DNV
NAUT-OSV notation. It offers
a standardised user interface,
standardised data management
and centralised navigation
alert handling.
These features are key aspects
for improvement of
safety and ease of operation
and will be required in the
Example of a typical bridge design with fore and aft workstation
according to DNV NAUT-OSV
56 Ship & Port | 2009 | N o 3

Turbo Ring
upcoming IMO Integrated
Navigation Systems (INS)
performance standards. Preferably,
core systems like
radar and ECDIS should be
part of an integrated solution
from a single manufacturer
for seamless integration of
these functions.
The new Performance Standards
for Integrated Navigation
Systems come into force
in January 2011. The type approval
of the INS will further
Chart radar increases operational safety by providing
additional sea chart information on the radar screen
enhance the standards of integration
quality and operational
safety at sea. Among
some other improvements
the upcoming standards address
two key aspects which
are particularly important for
the offshore industry.
The first is a mandatory Consistent
Common Reference
System (CCRS). This covers
centralized sensor selection
and sensor data collection,
error correction, integrity
monitoring and sensor data
output for further use. The
advanced data management
system ensures maximum accuracy
combined with highest
failure safety, which is a
prerequisite for work within
the offshore environment.
The second important feature
will be intelligent alert management.
A centralized alert
man-machine interface and a
future interface standard for
alert related communication
of INS with sensors contributes
to a centralized handling
and acknowledgement of relevant
alerts as well as to a reduction
of stress load on the
integrated bridge. Alert management
will become even
more intelligent as alerts are
assessed and classified with
respect to their relevance
into cautions, warnings and
alarms.
It is expected that the installation
of multifunctional systems,
which combine collision
avoidance functions and
route monitoring on a single
dedicated workstation, will
meet these requirements to
the highest degree. This will
be most relevant for safety
conscious shipowners and
in particular for the offshore
shipping industry.
Industrial Ethernet Serial Connectivity and Networking Industrial Wireless Embedded Computing
Two-in-one: 5 + 4 Port
Switch Device Server
For On-board Ship Monitoring and Control
Industrial 4-port serial device server
with integrated 5-port managed
Ethernet Switch
NPort® S8000
Fiber Optic Cable
Twisted Pair Cable
Coaxial Cable
Bridge Operator
Station
Bridge Operator
Station
Sonar System
Transceiver
Unit
Receive
Transducer
Array
Transmit
NPort S8000
Transducer
NPort S8000
Array
NPort S8000
Moxa Europe www.moxa.com
Tel: +49-89-3 70 03 99-0
Fax: +49-89-3 70 03 99-99
europe@moxa.com

INTERVIEW | TORE MORTEN OLSEN, CEO MARLINK
»New solutions,
improving
efficiency, offering
enhanced safety«
INTERVIEW Marlink, as one of the established
satellite communications integrators,
constantly analyses the trends and needs in
the market in order to meet customer requirements.
In the interview, CEO Tore
Morten Olsen stresses the growing importance
of cost control and Marlink’s focus on
helping shipowners to choose the most
suitable satellite system.
Shipowners are increasingly
looking at controlling their
costs in general. What should
they focus on when it comes to
controlling communications
costs?
It is imperative that shipowners
choose the right satellite
communications solution,
whether it is an MSS on-demand
service, such as Inmarsat
FleetBroadband or Iridium,
or a VSAT monthly fixed
cost solution.
MSS on-demand services
are sometimes perceived as
the less expensive option, as
hardware and installation
costs tend to be lower than
for VSAT systems. In addition,
customers pay for what
they use, so for users with
lower bandwidth requirements
MSS solutions can be
the most cost-effective choice.
On the other hand, because
it provides higher bandwidth
at a fixed monthly cost, VSAT
offers predictability and the
security of knowing exactly
how much your satellite
communications expenditure
is going to be. We are finding
that many maritime companies
are choosing to migrate
to a VSAT service, with
fewer restrictions on usage of
communications and better
control of budgeting, which
is essential in today’s tough
market.
Furthermore, with the increase
in coverage of Ku-band
services to include major
shipping regions around
the world, VSAT has become
more accessible to a broader
market. Ku-band antennas
are smaller and cheaper to
install than high-end C-band
systems and typically have
lower service costs, making
them ideally suitable for
vessels requiring coverage in
specific regions that may have
smaller communications
budgets.
How has flat rate changed the
way shipowners look at communications
and how important
is it for the market? Will
Fleet Broadband ever be able
to offer flat rate as well, do
you think?
Greater data capabilities and
flat rate predictable cost have
prompted many companies
requiring multi-voice and
heavy internet usage to invest
in VSAT, despite the fact that
the initial purchase and installation
can be costlier than
on-demand services. During
a global economic downturn,
it is even more essential for
shipowners to know exactly
how much their satellite
communications expenditure
will be.
With FleetBroadband, we
don’t ever anticipate seeing
a flat rate service, but we do
expect to see different packages
coming on line, which
will enable users to manage
their communications budgets
more effectively.
Today’s communications technology
is much more than
plain voice and text messages
or synchronizing databases.
What technical applications
do you see in the future and
how are these to be presented
to shipowners?
Collaboration is very important,
and with an affordable,
“always-on” link to shore efficiency
on board merchant
ships and offshore vessels and
on oil & gas platforms can be
improved. Energy companies
are perhaps leading the way
in the use of satellite communications
for collaborative
environments, with the advent
of integrated operations
rooms, which link platform
58 Ship & Port | 2009 | N o 3

engineers and management
with in-house experts on
shore, via video conferencing
and web meetings.
For merchant vessels, equipment
suppliers are starting
to build sophisticated remote
diagnostics and maintenance
systems, which have
the potential for avoiding
critical equipment failures,
as the crew on board can resolve
issues with direct support
from the manufacturer.
This provides savings across
the board, as better maintained
equipment ensures
more time on-hire and less
spent on replacement parts
or equipment.
Essentially though, with high
bandwidth, always-on IP data
connections now becoming
mainstream, we will start to
see a wealth of new applications
designed to improve efficiency,
save money and indeed
offer enhanced safety.
The current debate of VSAT visà-vis
MSS is becoming heated.
What is the background here
and what is your view on these
two systems?
There is some confusion in
the market because most
players offer either MSS or
VSAT and all say that they
have the only or best solution.
But there isn’t a single “best”
solution, there are many.
For some shipowners MSS
would be the best, for others
it would be VSAT. But we do
see that many MSS customers
are considering changing
to VSAT to increase possibilities
for remote applications,
machine monitoring or crew
retention, for example.
Fleet Broadband FB150 is just
entering the maritime market
and seems to be competing
head on with Iridium Open-
Port launched last year. Can
you distinguish market segments
for these two?
They do naturally share similar
market segments, mostly
for smaller vessels, such as
work boats and fishing boats.
Although if a professional
user finds that they have a
low requirement for data usage,
FB 150 could be relevant
for them, regardless of vessel
size. FB 150 is also a reliable
back-up for VSAT, as it can ensure
that any vessel has voice
and data on a practically global
basis, although, of course,
the lower bandwidth will
somewhat limit the possible
applications. Additionally,
the low initial cost of FB 150
hardware is enabling leisure
vessel operators to consider
installing broadband for the
first time as a realistic proposition.
The expression “global” seems
to have undergone some inflation
regarding its interpretation
and is now commonly
used to describe different
satellite systems with varying
coverage. How can shipowners
distinguish between different
“global” systems and how do
you define “global”?
Iridium may be described
as the only true global satellite
communications system,
as it also covers the poles,
although FleetBroadband
and C-band VSAT solutions
can be classed as global in
the sense that they cover the
requirements of the global
shipping industry, which is
how we would define the
term “global”. Ku-band is not
global in any way, but we will
soon have Ku-band coverage
that covers the majority of the
typical sailing routes.
When the automatic beam
switching of VSAT satellites
was introduced last year at
SMM, many considered this to
be a significant step forward
to providing a more global
coverage for Ku-Band VSAT.
What is your experience with
automatic beam switching?
Automatic beam switching is
undoubtedly progress, as it
enables a vessel to experience
seamless communications
between beams without having
to reconfigure the systems
manually. There are both
software and hardware solutions,
and our customer focus
ensures that we provide the
right one for the right vessel.
It is also very important that
automatic beam switching
solutions give the customer
a clear notification when it
switches from VSAT to ondemand
services.
Many firms, including airtime
providers, say they are “leading”
companies. You don’t.
Can you please explain why.
Everybody can call themselves
the leading company. What
matters is what you can do to
support existing and potential
customers with the satellite
communications solution
that they really need. It’s better
to be trustworthy, credible
and sound than simply claim
that you are the leader …
The sector has been characterized
by a large number of airtime
providers for maritime
applications, possibly thanks
to an ever-growing market.
Do you think this will continue
and how would you characterize
an airtime provider of
the future?
Electrical
heavy oil
pre-heater
I believe there will be consolidation
in the market. The
market has grown from five to
more than 80 players in five
years. The current economic
conditions will have an impact,
and we will probably see
a substantial reduction in the
number of airtime providers
in the next few years.
With the current financial
crisis impacting many areas
of the industry, what do you
think a shipowner should look
for when seeking a long-term
service partner for its maritime
communications needs?
Sound companies with experience
and financial stability.
Communications between
ship and shore are becoming
more and more important,
which means you need
a partner that can continue to
support you and provide a reliable
service regardless of the
global economic conditions.
Unabhängigkeit = Ressourcen x Innovation
seit 1829 unter Strom
ATEX 100a
CSN ® electrical heating technology
in maritime environment
CSN heavy oil pre-heater for different requirements
around the heavy oil- and lubricating oil
supply in the maritime industry.
Cooling water pre-heater
for diesel engines
Permissions of national and international
certification bodies / companies
Interpretation by international policies
Giso ® processes ensures the high standards
for the insulating strength of the
CSN ® heating elements ≥ 1GΩ per element
Schniewindt GmbH & Co. KG • Schöntaler Weg 46
Postfach/P.O.B. 13 60 • D-58805 Neuenrade
Telefon +49 (0)23 92/6 92-0
Telefax +49 (0)23 92/6 92-11
vertrieb-waerme@schniewindt.de
www.schniewindt.de
Ship & Port | 2009 | N o 3 59

SHIP & PORT OPERATION | NAVIGATION
New broadband solutions
help contain costs
SAT-COM The long-term value of efficient maritime communications is no longer a subject of
debate. Shipowners and managers are constantly looking for systems that can offer faster,
more reliable and more economical data and voice connectivity.
Integrating maritime operations on land and at sea
The sharp focus on cost
containment has recently
compelled satellite communications
service providers
to demonstrate how new systems
can actually help operators
save money and run their
businesses more efficiently.
IT officers at some of the world’s
largest shipping companies
have to cope with huge organizational
structures that require
sophisticated management
systems. They have found that
the only way to meet their daily
challenges is to use a standardized
solution seamlessly integrating
all maritime operations
on land and at sea.
Using new services efficiently
When evaluating new services
such as Inmarsat FleetBroadband,
Iridium OpenPort and
various VSAT systems, maritime
companies are chiefly
concerned with the efficient
use of available bandwidth,
monitoring costs and minimizing
unnecessary usage. Most innovative
service providers thus
offer value-added services enabling
ship managers to obtain
the highest possible performance
and support from their
communications networks, at
the lowest possible cost. These
value-added services provide
users with cost and traffic control,
firewall management, data
optimization, high security options,
easy VPN access, messaging
services and full IP range.
One example of these helpful
services is the online Stratos
Dashboard, which provides
real-time information on the
amount of FleetBroadband traffic
used for voice and data and
the associated costs. This fully
automated tool offers highusage
alerts to ensure budgets
are not exceeded and enables
customers to manage consumption
per vessel or groups
of vessels.
Another tool that helps customers
increase transmission
speed and reduce airtime
costs is StratosNet Accelerator,
a free internet optimization
application. Stratos’ tests on
FleetBroadband found that by
utilizing the latest data-compression
techniques the application
reduced the amount of
web and FTP data transmitted
between terrestrial and mobile
terminals by more than 80%.
FTP documents are compressed
for transfer between client and
server. Web page content is
compressed by reducing the file
size of images. Client-based users
can select from four different
levels of web page compression,
with the highest compression
level yielding the lowest image
quality. Transport optimization
techniques are also applied to
overcome the limitations of
TCP when used in high-latency
satellite networks.
Reducing crew churn
Recruitment and retention of
well-trained seafarers is a major
concern of chief executives at
ship management companies,
even during the current economic
downturn. Executives
know that by reducing crew
turnover they can cut expenditure
associated with crew training
and boost overall crew morale
and productivity.
One of the most effective ways
of improving shipboard life for
seafarers is to provide advanced
voice, private e-mail, SMS and
GSM services that are effective,
economical, easy to use
and available away from the
bridge. A vessel-independent
personal mailbox and access to
global and local news services
are well-received features. It is
also worth noting that “Chat-
Cards” for prepaid voice calling
and internet usage without cost
to the ship manager have been
widely used by seafarers and
welcomed by operators.
Cutting operation costs
Major shipping lines have already
found that higher-performance
communications
systems can reduce costs by improving
the efficiency of ship
management. New broadband
services are helping onshore experts
to perform more accurate
engine performance analysis
and emissions monitoring, resulting
in significant fuel cost
savings.
These experts are also using
their broadband connections
to reduce downtime and spoilage
via remote monitoring of
engines and cargo. Remote
monitoring also enables headquarters
office personnel to
perform IT maintenance on the
ship’s computers, thus eliminating
the need for costly vessel
visits.
Quick, online access to critical
weather data, port information,
classification societies and suppliers
also helps to ensure accurate
decisions, meeting the strict
cost containment objectives.
It is also notable that, during
its recent FleetBroadband field
trial, Albacora Group’s fishing
vessel Albatun Dos was able
to increase the effectiveness of
the fish-finding programs Cat-
Sat and SeaStar. The greater
speed and functionality of the
broadband service helped the
Albatun Dos locate tuna more
efficiently.
When all these benefits are
considered together, it is easy
to understand why an increasing
number of ship managers
see the deployment of new
broadband services as essential
in their ongoing efforts to reduce
costs, improve operating
efficiency and maintain crew
satisfaction.
The author:
Michiel Meijer, Maritime
Marketing Manager, Stratos
Global Corp, Bethesda
60 Ship & Port | 2009 | N o 3

SHIP & PORT OPERATION | NAVIGATION
“Pay as you sail” in navigation
ENC-DISTRIBUTION | Datema
Delfzijl B.V, based in The Netherlands,
has launched a new
ENC distribution system called
ENCTrack that allows shipowners
to pay only for charts they
actually use for navigation.
Planning is excluded and does
not involve any cost.
In cooperation with Primar,
based in Norway, a world folio
of ENC charts is provided
to shipowners. Unlike current
“pre-paid” ENC distribution
systems, participating ships always
have all globally available
ENCs and relevant permits in
advance. Cost is generated only
when the vessel actually enters
the corresponding chart area. It
is obviously attractive not having
to pay in advance for shipowners
such as cruise shipping
companies that plan as much as
a full year ahead.
In addition to the planning feature,
a voyage can be diverted
at any time for whatever reason
without having to order additional
charts. ENCTrack allows
While licensed for a world folio of ENC-charts, cost is not
generated until actually sailing into a new chart area
access to all available permits
within the system without any
further physical intervention
by the user. Everything is dealt
with automatically in the background,
without the user needing
to order permits manually
or worry about licensing.
As soon as the vessel’s track
enters cells outside its existing
licence, the cells are registered
automatically via an advanced
business-to-business link with
Primar. However, this registration
is for administrative purposes
only, as the vessel already
holds the permits for these cells
in the world folio. All available
scale bands that the vessel
enters are then registered and
charged.
The registered cells are invoiced
periodically together with a
monthly subscription. The
system optimises the validity
(three, six or twelve months) of
the individual cell licences in
line with the usage frequency
of a cell.
To allow for tracking, Datema
has developed a tracking system
on the basis of both the
Iridium and the Inmarsat network
that automatically tracks
vessels with a minimum interval
of 1.5 hours. As a spin-off,
ENCTrack is supported by a
dedicated web platform that
allows a shipowner to monitor
all the activities of its fleet
and individual vessels. A vessel’s
ENC “consumption” can
be analysed in detail, while
reports on the current licence
status and a detailed history of
the ship’s position, speed and
course can also be created.
The ENCTrack service is compatible
with any available
ECDIS system, as it uses the
S-57/S-63 standards and no
new onboard hardware is
necessary. ENCTrack already
complies with the worldwide
ECDIS 2012 regulations and
can be updated via the regular
CD service, internet or e-
mail.
Datema claims that shipowners
could save 20-50% of the
costs of the current licensing
and charting system.
Admiralty information
at your fingertips
Radars with enhanced
naval display features
UKHO | A new free software
called the Admiralty e-Navigator
service has been launched
by UKHO and is said to present
a single real-time view to the
mariner, their shore based
managers and their suppliers
of available Admirality information.
In addition to a real-time view
of the paper and digital chart
holdings, real-time ordering
and product delivery, the Admiralty
e-Navigator service also
puts consistent tide, weather
and other related data at the
fingertips of shore-based managers
and mariners.
The Admiralty e-Navigator
claims to bring together all of
the information needed for
safe navigation, voyage planning
and efficient fleet management
in one place and will
allow users to:
organise all Admiralty products
and services in one place
order products from a preferred
Admiralty distributor
download permits for Admiralty
digital charts and publications
in real-time
select the right mix of digital
or paper charts
seamlessly synchronise digital
charts and publications
with the latest Admiralty updates
allow fleet managers to
swiftly check the real-time status
of the maritime information
held by the fleet.
SPERRY MARINE | Northrop
Grumman Corporation’s Sperry
Marine business unit has introduced
a new family of navigation
radar sets with enhanced
naval display features, such as
red first strike for immediate
The Vision Master FT radar
identification of high-speed
targets, helicopter approach
sectors, freeze frame function
for radio silence, station keeping,
target intercept, advanced
index lines and other functions
to support modern naval operations.
It can be integrated with
scanner systems operating at
very low rotating speeds, down
to 5 rpm.
The VisionMaster FT naval radar
display systems are available in
340 millimeters and 250 millimeters,
X-band and S-band
models in dedicated consoles
or for built-in installations with
remote electronics. They are designed
to serve as standalone
radars or as part of a VisionMaster
FT integrated bridge system.
62 Ship & Port | 2009 | N o 3

Vessel and voyage
optimization
New offshore patrol
vessel simulator
CHART INTEGRATION | The
latest version of Jeppesen Marine
Vessel and Voyage Optimization
Solution (VVOS) now
offers seamless integration with
its worldwide C-Map electronic
chart database.
The C-Map cartography integration
enables a user to perform
a quick visual safe navigation
check of VVOS route alternatives
to ensure the recommended
route is safe. It helps
the vessel master and shoreside
managers plan and execute safe
and efficient voyages, while
avoiding heavy weather damage
to the vessel and cargo.
VVOS is claimed to be a proactive
ship-specific system that
uses sophisticated proprietary
optimization algorithms to
factor in detailed ship seakeeping
models, as well as sea state
and ocean current forecasts,
to reduce fuel consumption,
minimize rolling and pitching
motions and maintain on-time
ETA performance with a leastfuel
route solution.
With the new C-Map interface,
the master can view the optimized
route directly on the
electronic navigation charts,
including large-scale coastal
charts as well as open-ocean areas,
planning and running safety
checks in one and the same
application.
Once the safety check is completed
and the VVOS operational
route selected, a user can
export the passage plan to an
ECDIS or INS for execution.
TRANSAS | A new offshore
patrol vessel simulator (OPV)
has been installed at the Royal
New Zealand Navy Engineering
School (RNZN) as a part
of their Marine Engineering
Sythetic Training Environment
(MESTE) complex.
A distinctive feature of MESTE
is the overall simulation of an
offshore patrol vessel’s Integrated
Platform Management
System (IPMS).
A new simulator hardware
solution has been developed
for this project. The main
switchboards are simulated by
40” LCD Touch screen panels.
Manually operated systems are
controlled from workstations
in a separate Machinery Control
Room (MCR). 3D virtual
models are used to operate the
system controls and valves at
the Local Operating Panels
(LOP). The trainee can move
within the virtual engine room,
choose an LOP and operate
systems using pop up control
panels. Apart from being innovative,
the solution is claimed
to be cost-effective as well.
For individual or group training,
a 12 workstation generic
IPMS classroom trainer has
been included. Each workstation
has the offshore patrol
vessel simulator installed as
well as other simulators for
basic engineering training.
Onboard training, assessment
and distance learning is facilitated
by the use of laptop
computers.
NEW!
Compendium Marine Engineering
Operation – Monitoring – Maintenance
Editors: Hansheinrich Meier-Peter | Frank Bernhardt
After the great success of the German edition now
available in English!
According to the German edition this book represents a compilation of
marine engineering experience. It is based on the research of scientists
and the reports of many field engineers all over the world.
This book is mainly directed towards practising marine engineers,
principally within the marine industry, towards ship operators,
superintendents and surveyors but also towards those in training and
research institutes as well as designers and consultants.
Find out more about this
compendium and order your copy at
www.shipandport.com/cme.
Technical Data: Title: Compendium Marine
Engineering, ISBN 978-3-87743-822-0,
1016 pages, hardcover
Price: € 98,- (plus postage)
Address: DVV Media Group GmbH
Kundenservice · 74590 Blaufelden · Germany
Telephone +49 40/237 14 440
E-Mail: service@shipandport.com
Seehafen Verlag

SHIP & PORT OPERATION | CLASSIFICATION
Environmentally sound
ship recycling
SCRAPPING | A new IMO
Convention has recently been
adopted, which will follow by a
ratification process. These new
regulations contain requirements
applicable to ships, ship
recycling facilities and administrations.
The bulk carrier industry
has been seriously affected
by the current recession in the
world economy, and most operators
are now facing a market
where the capacity outweighs
the demand. The effects of this
can be seen not only by falling
freight rates but also by
the number of vessels sent for
scrapping. This constitutes considerable
resources in terms of
scrap steel supply to the steel
The environmental challenge of ship recycling
industry, but also represents an
environmental challenge unless
the scrapping – or rather
the recycling – is done in an environmentally
sound manner.
The volume of tonnage sent
for recycling in the first month
of 2009 alone was more than
40% of the total recycled in
the whole of 2006. The demolition
activity in 2008 reached
12.5m dwt, which is nearly double
the 2006 level of 6.4m dwt.
In January this year, buyer activity
had already reached 20% of
2008’s total scrapping volume,
with 2.7m dwt purchased for
demolition. It is also worth
noting that whereas the average
age of vessels sent for recycling
in the 1990s was 26-27 years,
this had risen to around 33 in
2007. All of this indicates that
we can expect an even greater
focus on demolition in the
years to come.
A vessel’s technical standard
will inevitably deteriorate over
time and the cost involved
in maintaining the required
standards will increase correspondingly
until it is no
longer economically viable to
continu e trading.
Obsolete vessels represent considerable
resources in terms of
scrap steel supply to the steel
industry. Hence, the scrap value
is closely related to the steel
weight. Sadly – an obsolete vessel
also represents an environmental
challenge which calls
for serious handling of the issues
involved.
International regulations
Ship recycling is not currently
regulated by any mandatory
IMO convention. This will be
the case only when the new
“International Convention for
the Safe and Environmentally
Sound Recycling of Ships”
(IMO Convention) is ratified.
However, the Basel Convention
generally prohibits its OECD
member states from exporting
harmful waste to non-OECD
countries. Some administrations
interpret this as also being
a prohibition against selling
vessels for demolition to countries
without first removing the
harmful substances.
The new IMO Convention
stipulates requirements regarding
the documentation of the
potentially harmful substances
contained in a vessel (Inventory
of Hazardous Materials).
This is an absolute prerequisite
for the proper demolition of
the vessel by the recycling yard.
To date, close to 50 vessels have
been thoroughly inspected by
Norwegian classification society
DNV (Det Norske Veritas)
and issued with an Inventory
of Hazardous Materials. According
to DNV, relevant documentation
may be scarce and,
when found, may often be misleading.
For this reason, DNV
stresses the importance of basing
an Inventory of Hazardous
Materials (Green Passport Inventory)
for ships in operation
on an on-board survey and not
just a paper exercise. With the
new IMO Convention, the rest
of the industry will also have to
follow this practice.
The new IMO Convention provides
globally applicable ship
recycling regulations for international
shipping and for recycling
activities. The Convention
has recently been adopted,
which is now followed by a
ratification process. It provides
regulations for:
The design, construction,
operation and preparation of
ships so as to facilitate safe and
environmentally sound recycling
without compromising
the safety and operational efficiency
of ships
The operation of ship recycling
facilities in a safe and environmentally
sound manner
The establishment of an
appropriate enforcement
mechanism for ship recycling,
incorporating certification and
reporting requirements.
Following the ratification of
the new convention, the demand
for an Inventory of
Hazardous Materials (IHM) is
expected to grow significantly.
DNV is currently qualifying
personnel to provide continued
support for this.
Third-party evaluation of recycling
yards
Demolition is a labour-intensive
activity. Most of the
recycling yards are located in
the Indian subcontinent or
China. Bangladesh is the leading
recycling state in terms of
tonnage (65%), followed by
India (21%) and then China,
Pakistan and Turkey, which
account for the remaining 10-
15%.
For more than ten years, ship
breaking has been the subject
of strong public debate, fuelled
first by the images captured at
Chittagong in Bangladesh by
Brazilian photographer Sebastiao
Salgado and published
in 1993 in his book Workers,
for which he was awarded the
Pulitzer Prize in 1997. Such
publicity has regularly brought
end-of-life ships, ship owners,
ship breaking yards and various
authorities into the public
spotlight and led to questions
regarding the legality of the
present practices.
Whereas the majority of ships
are demolished when stranded
on a beach, we see that, with
the recent drop in the newbuilding
market, newbuilding
yards are showing an increased
interest in adding recycling to
their business. This opens up
possibilities for a change in
this market and it has been
suggested that an internationally
recognised classification,
certification and audit system
for recycling yards should be
created.
64 Ship & Port | 2009 | N o 3

New integrated aft bridge solution
KONGSBERG MARITIME | A
new integrated aft bridge workstation,
designed by Hareide
Designmill for Kongsberg Maritime,
combines navigation, control
and manoeuvring functions
in one solution. The K-Master
provides access to all major control
systems through a futuristic
looking, ergonomic design that
is claimed to improve the safety
and efficiency of manoeuvring
operations, especially for Offshore
Support Vessels (OSV).
K-Master is said to drastically
simplify the processes while
providing secure, optimal bridge
awareness for improved safety,
and professional, efficient OSV
operation.
Within easy reach of the operator,
the K-Master workstation
includes interactive interfaces
for: Dynamic Positioning (DP),
independent DP joystick, manual
thrust control, alarm and
monitoring/vessel automation,
central bridge alarm system,
chart radar, conning display and
communication devices.
The integration between the
subsystems also makes it possible
to provide functions across
the subsystem boundaries, for
instance, for system wide mode
control tailored to the vessel’s
different types of operation,
accessible through a condition
based user interface. Similar
concepts can be used for presentation
and/or operation of auxiliary
equipment, such as deck
lights, window wipers, navigation
lights or search lights.
Total ship operation is said to
take place from this chair, with
the main information displays
close to the seated operator.
The compact K-Master design
is further claimed to provide
significant potential for efficient
and cost saving installation. K-
The new K-Master aft bridge workstation
Master delivers many safety and
efficiency enhancing improvements,
including the ergonomic
design, new thrusters levers and
indicators as well as new button
panels, joystick and tracker ball/
pointing device.
Kongsberg Maritime believes
the use of mechanical switches
in bridge applications is in decline
and touch control technology
is replacing them, except
for critical operations. The
interface concept of combining
information displays and user
interaction touch panels enables
operators to perform key
operations on one screen, while
viewing pertinent information
on the other.
www.smm-india.com
keeping the course
12 –14 nov 2009
mumbai
shipbuilding • machinery & marine technology
international trade fair
phone: +49 40 35 69-21 48
diana.haagen@hamburg-messe.com
phone: +1 301 493-55 00
rosenberg@ejkrause.com
phone: +91 124 45 24 230
smm.india@interads.in

SHIP & PORT OPERATION | PORT INFRASTRUCTURE
Onshore power supply facility in Antwerp
Celebrating the OPS in Antwerp
EMISSIONS | The world’s first
Onshore Power Supply (OPS)
facility with automatic synchronisation
and 50/60 Hz
conversion has been commissioned
at the Port of Antwerp,
one of Europe’s largest container
ports.
It typically powers a docked
container vessel for approximately
three days within any
one week, allowing its auxiliary
diesel ge nerators to be disconnected
and so significantly
reduce attendant noise and
noxious NO x
, SO x
and CO 2
emissions.
By this, the EC Directive introducing
a 0.1 percent maximum
sulphur requirement for
fuels used by ships berthing in
EU ports is also met ahead of
its mandatory implementation
from the beginning of next
January.
Developed by SAM Electronics,
the OPS basically ensures
uninterrupted generation of
high voltage (800 kVA) electrical
power to berthed vessels in
association with a local grid.
Network equipment typically
comprises a series of power
and control modules and cabling,
with a frequency converter
allowing vessels to connect
to shore-side electricity
regardless of whether they are
dependent upon 50 or 60 Hz
electrical systems.
As part of installation work for
the 1.1m euro Antwerp project,
SAM Electronics has also
equipped new Independent
Container Lines’ vessels with
complementary 60 Hz onboard
networks supplemented
by standard OPS components
such as a 6,600-volt/450-volt
transformer, a 6,600-volt medium-voltage
supply station,
and a cable drum.
In this way it has been possible
to implement a fully-automated
synchronised network
directly linking port and ship
via the equivalent of an alternative
power source which effectively
averts pollutant emissions
and noise traditionally
generated by docked vessels
consuming large amounts of
fuel oil at considerable cost.
The development thus coincidentally
provides significant
economic, environmental and
health benefits in a built-up
working area.
First mid-size VTMS
in India
VTMS in Cochin port, India
PORT OF COCHIN | Transas
Marine Pacific in cooperation
with the local Indian company
Elcome Marine Services Pvt Ltd.
have successfully completed
the first mid-size Vessel Traffic
Management System (VTMS)
operating in India.
The Cochin port VTMS Control
Centre includes an x-band radar
with a 12 ft antenna, Navtex
receiver, Inmarsat C Earth
station, three VHF stations, redundant
VTMS system servers,
redundant VTS database servers,
three dual display operator
workstations and four dual
display remote operator stations.
The remote site in Puthuvypeen
comprises a unique
type of coastal radar with a 19-
foot antenna, redundant radar
processors, AIS base station,
CCTV camera system and meteorological
station.
All information is provided to
three operators at the administrative
building, as well as to
four other stations within the
Cochin port management.
Customized terminal
management solution
KALMAR | Cargotec launches
Kalmar UniQ, a customized
platform designed for improving
overall performance and
management of container
handling equipment fleet in
ports and terminals.
It can be adopted module-bymodule
starting from improving
productivity of a single
piece of equipment to managing
complete terminal operations.
Cargotec says Kalmar
UniQ can be added to the
existing equipment fleet without
needing to change overall
logistics or layout.
UniQ uses the existing range
of Kalmar automation systems
by combining Fleetview,
Remote Machine Interface
(RMI), Smartpath and Smartrail
into one customized platform.
It provides visual real-time information
about cargo movements,
container handling
events and equipment. This is
said to help to improve processes,
such as fleet usage and
overall productivity. It can
also gather data about machine
performance and then
convert it into knowledge
about the machine’s specific
maintenance needs.
The performance of a single
RTG crane can be improved by
driver assisting features. This
enables the driver to concentrate
on visual control instead
of steering the RTG crane,
states Kalmar. As the RTG
crane operator is able to use
a higher travelling speed, the
handling time per container
can be reduced.
UniQ also monitors the location
of the RTG crane and
container moves at all times,
which helps to avoid misplacing
containers.
66 Ship & Port | 2009 | N o 3

DVV Media Group GmbH
Sales Department
P.O. BOX 10 16 09
D-20010 Hamburg
Germany
International Publication for
Shipping, Marine and Offshore Technology
Fax: +49 (0) 40/ 237 14-104
Email: service@shipandport.com
Yes, I would like to subscribe to Ship&Port!
Terms of delivery:
- Ship&Port is published 4 times a year.
The price for an annual subscription is € 60,- plus postage.
A billing period consists of 12 months
Cancellation must be notified six weeks prior to the end of a billing period.
If you do not cancel your subscription within the time specified, the subscription will
automatically be extended for a further year.
We would like to receive Ship&Port as follows: by Post or @ by E-mail*
Please send Ship&Port to:
Company:
Department:
Company activity:
Name:
First name:
Telephone/Fax:
* E-mail-address:
P.O. box/Street:
Postal Code, Town, Country:
Date:
Signature:
SPI09DIGI

INTERNATIONAL PUBLICATION
FOR SHIPPING, MARINE AND OFFSHORE TECHNOLOGY
www.shipandport.com
www.dvvmedia.com
IMPRINT
PUBLISHER
DVV Media Group GmbH
Postbox 10 16 09, D-20038 Hamburg
Nordkanalstraße 36, D-20097 Hamburg
Phone: +49 (0) 40 2 37 14 - 02
MANAGEMENT
Dr. Dieter Flechsenberger (CEO)
Detlev K. Suchanek (Publishing Director)
Email: detlevk.suchanek@dvvmedia.com
EDITOR (resp.)
Dr.-Ing. Silke Sadowski
Phone: +49 (0) 40 237 14-143
Email: silke.sadowski@dvvmedia.com
MANAGING EDITOR
M.Sc. in Mech.Eng. Leon Schulz
Phone: +356 - 999 184 00
Email: leon.schulz@dvvmedia.com
ADVISOR (OFFSHORE)
Dr.-Ing. Walter L. Kuehnlein
Phone: +49 (0) 40 2261 4633
Email: advice@sea2ice.com
ADVERTISING
Florian Visser
Phone: +49 (0) 40 2 37 14 - 117
Email: florian.visser@dvvmedia.com
SUBSCRIPTION AND DISTRIBUTION
Riccardo di Stefano
Phone: +49 (0) 40 2 37 14 - 101
Email: riccardo.distefano@dvvmedia.com
COPYRIGHT
by DVV Media Group, Hamburg, Germany
ISSN: 1868-1271
INSERTS
37 ABB AB, S-Västeras
4 ABB Turbo System AG, CH-Baden
61 Ahoy’ exhibition, congress & event management, NL-Rotterdam
U1 AVEVA Solutions Limited, UK-Cambridge
43 Baltic Taucher- & Bergungsbetrieb Rostock GmbH, D-Rostock
11 Cassens & Plath GmbH, D-Bremerhaven
63,U3 DVV Media Group GmbH, D-Hamburg
17 Grundfos International A/S, DK-Bjerringbro
18,65 Hamburg Messe und Congress GmbH, D-Hamburg
41 HATLAPA Uetersener Maschinenfabrik GmbH & Co. KG, D-Uetersen
U2 IMO International Maritime Organization, UK-London
39 Jahnel-Kestermann Getriebewerke Bochum GmbH, D-Bochum
25 K. Fairs Ltd., ROK-Seoul
27 LEMAG - Lehmann & Michels GmbH, D-Rellingen
26 Friedrich Leutert GmbH & Co.KG, D-Adendorf
13 MAN Diesel A/S, DK-Kopenhagen
57 Moxa Europe GmbH, D-Unterschleissheim
35 MRS Greifer GmbH, D-Helmstadt-Bargen
45 Navis Engineering OY, FIN-Vantaa
23 Neuenhauser Kompressorenbau GmbH, X-Neuenhaus
31 NOSKE-KAESER GmbH, D-Hamburg
33 REMA TIP TOP GmbH Werk Poing, D-Poing
15 RWO GmbH Marine Water Technology, D-Bremen
28 Schiffbautechnische Gesellschaft e.V. (STG), D-Hamburg
59 Schniewindt GmbH & Co. KG, D-Neuenrade
U4 Sea to Sky Meeting Mangement, CAN-North Vancouver
21 SNR Holding A.S., TR-Istanbul
34 WISKA Hoppmann & Mulsow GmbH, D-Kaltenkirchen
Ship&Port goes China!
Over 6,000 Chinese readers and members
of the “Chinese Society of Naval Architects
& Marine Engineers” (CSNAME) are using
Ship&Port China to inform themselves of
the latest trends and technical developments
on the European market. Which better
circulation could be there for advertising
your products on the Chinese market?
More Information needed? Please contact Florian Visser
on +49 40 / 237 14-117 or mail to florian.visser@dvvmedia.com
+ 2,000
copies bonus
circulation on
Marintec
China

www.omae2010.com
29th International Conference on Ocean,
Offshore and Arctic Engineering
Grand Hyatt Shanghai
Shanghai, China
June 6–11, 2010
OMAE 2010 is the ideal forum for researchers, engineers, managers, technicians and students from the scientific and industrial
communities to meet and present advances in technology and its scientific support in ocean, offshore and arctic engineering.
CALL FOR PAPERS — Submit a paper at www.omae2010.com on: