| 4 | 2010 - Schiff & Hafen

JULY
AUGUST
| 4 | 2010
www.shipandoffshore.net
The international publication of
� Propulsion: Current trends and
new developments 10
� Green Shipping: Strategies to
comply with IMO Tier 3 76
� Off shore: Principles of wave
energy 98

Integrated Control
Safety Systems
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Engineering
Procurement
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Tel : +65 67850500
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Email : info@norrsystems.com
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Leon Schulz M.Sc.
Managing Editor
Malta
leon.schulz@dvvmedia.com
Focusing on
green shipping
Despite variations in data depending on the source,
it is generally agreed that well over 90% of global trade
is carried by sea and, thanks to the high effi ciency of
shipping, thereby produces very low emissions. Nonetheless,
the industry is well aware of its environmental
responsibility.
The maritime sector’s vision of “Zero pollution of the
environment” is seen as an incentive for technical innovation.
This will be highlighted more impressively than
anywhere else at this year’s international shipbuilding,
machinery and marine technology trade fair (SMM) being
held in Hamburg between September 7th and 10th.
The SMM preview in this issue begins on page 48.
Despite last year’s downturn, the SMM does not seem to
have lost any of its international signifi cance, possibly
indicating good times ahead. The best evidence of this
is that a total of some 87,000 m 2 of exhibition space in
the eleven halls of the Hamburg Fair site, plus outdoor
space, was already fully booked well in advance. World
shipbuilding is keenly looking forward to SMM 2010,
which promises to boost business for shipyards and marine
equipment suppliers.
There will be more than 180 fi rst-time exhibitors at this
year’s SMM. And there will also be new names among
the national pavilions. Including India, Sweden and Singapore,
the number of national pavilions has risen to 30
at SMM 2010. India in particular has set ambitious goals
for its shipbuilding sector, aiming to increase its global
market share to 2.2% in 2012 and 7.5% by 2016-17.
Our SMM preview from page 48 presents some interesting
exhibitors displaying innovative products for
the maritime industry. It is signifi cant that this year
very many companies have become involved in the offshore
market and numerous innovations are oriented to
Dr.-Ing. Silke Sadowski
Editor in Chief
Hamburg
silke.sadowski@dvvmedia.com
COMMENT
“green” technology, which is becoming ever more important
for the shipping sector.
The contribution that technology can make to environmentally
sustainable shipping will also be a major
subject at the global maritime environmental congress
gmec being held parallel to the SMM at Congress Center
Hamburg (CCH) on September 7th and 8th 2010. This
is reason enough for us to dedicate this SMM issue of
Ship&Offshore to green shipping with various articles,
especially from page 72 and onwards.
Ship&Offshore’s propulsion section in this issue also
considers ways of complying with emission control.
This year’s CIMAC conference held in Bergen on June
14th-17th looked at various technologies for meeting
the challenges of the future. A summary of this year’s
propulsion conference is given from page 10 .
An overview of the available strategies and challenges
involved with complying with emission reduction is
given on page 76. The impact low sulphur is having on
fuel lubricity is described on page 14, while the way in
which turbochargers can help reduce emissions is discussed
on page 18.
Renewable energy is a key area in the offshore sector,
and wave energy is becoming an established means of
power generation. The principles of wave energy are presented
on page 98.
Ship & Offshore | 2010 | N o 4 3

� Shipbuilding &
Equipment
Propulsion &
manoeuvring technology
10 Current trends in marine
propulsion engines
14 Low sulphur diesel can lead
to extensive wear
18 HP turbocharging and valve
control as Miller Enablers
22 New safety systems
24 Single lubricant solution
for varying sulphur content fuels
25 Fuel cell unit on car-carrier
26 Gas engine on testbed
27 SCR system for two-stage turbocharging
27 Order for Hamworthy Krystallon
Control & monitoring
28 Automation on gas tankers
Professional Publications cations for Sh Shipping, Marine and Offshore Technology
www.shipandoffshore.net
www shipandoffs
shipa h ndof doffs
ffs ff ffs hore net nett 4 Ship & Offshore | 2010 | N o 4
40
� Shipbuilding &
Equipment
Environmental protection
30 Oil spill radar successfully tested
31 Multipurpose oil spill
response vessel for Vietnam
Shiprepair & conversion
32 Elongation of cable laying vessel
Piping systems
34 Customized software
solutions for tube fabrication
38 Tube ben ding machines
Industry news
40 ALM Solution in shipbuilding
41 Ultrasonic testing for ship propellers
42 Semi-submersible heavy-lift vessel
43 Underwater thickness gauge
44 Sound damping sandwich steel
45 Consortium for reseach project
�� Special
SMM 2010
48 Greener shipping and
growing offshore sector
50 Previews
48
Green shipping
72 Five panels for green
shipping of the future
74 Conference schedule
76 IMO TIER 3:
Strategies and challenges
80 Tackling the impacts of operational
lubricant discharges
82 The scope of ballast water
management systems
84 Vessel performance functionality
84 Treatment of waste water
86 Reduction of CO by using
2
LNG as fuel
86 Environmental investment
Visit us!
Stand A1.534

� Offshore &
Marine Technology
New building
97 Seismic Research Vessel for
Eidesvik and CGGVeritas
Renewable energy
98 Principles of wave energy
101 Proposed mechanism for Mechanical
Wave Energy Converter
102 Wind turbine installation vessels
from UAE
102 High speed transfer vessels for
offshore wind farms
103 Two Jack-Up vessels with Voith
Schneider Propeller
LNG
104 Tandem mooring concept for
harsh environments
Oil & gas
106 Platform Supply Vessel for Solstad
ABB Turbocharging.
Don’t take chances.
97
� Offshore &
Marine Technology
107 Rio Oil & Gas Expo gathers the
South American offshore market
107 Well test operations
Industry news
108 DNV sees substantial savings
in offshore projects
109 Effective training with anchor
handling and DP functionality
109 Mapping the Arctic Ocean basin
110 Synthetic ropes challenge steel
110 Call for abstracts
� Regulars
COMMENT ........................... 3
NEWS & FACTS ................... 6
BUYER‘S GUIDE ................ 87
INDEX OF ADVERTISERS 123
IMPRINT ........................... 123
CONTENT | JULY/AUGUST 2010
112
� Ship &
Port Operation
Condition monitoring
112 Effective and simple
condition based maintenance
114 Remotely performed service
115 Vessel motion monitoring solution
to improve safety and effi ciency
Safety & security
116 Monitoring fuel consumption
117 Surveying via simulator
Navigation & communication
118 Next generation Iridium constellation
119 Extensive data volume used
Industry news
120 Third edition of Acoustic Manual
120 New generation loading computer
122 Single point of contact for
shipping spare parts
Original ABB spare parts are your assurance of
the highest quality and precision. For further
information please contact your nearest ABB
Turbocharging service station.
www.abb.com/turbocharging
Ship & Offshore | 2010 | N o 4 5

INDUSTRY | NEWS & FACTS
The PSV 09L CD design by Simon Møkster
PSV for Simon Møkster Rederi
STX Europe | A new Platform Supply Vessel (PSV)
of STX Europe PSV 09L CD design has been contracted
by Simon Møkster Rederi to be built by
STX Europe. The vessel is scheduled for delivery
in Q1 2012. With this contract, Simon Møkster
Rederi has now two Platform Supply Vessels
under construction for delivery in 2011 and 2012.
The new vessel is arranged for regular platform
supply duties. In addition, it will be arranged for
winterized operations with de-icing system and
ice class, and also for rescue- and oil recovery
operations. Some of the vessels features include
oil recovery in accordance with DNV and latest
The new laboratory and the ribbon cutting ceremony
Coating technologies
International | A new laboratory
by International Paint, which is
situated in the Tuas industrial
zone to the west of Singapore,
has been opened and will focus
on the development of the next
generation antifouling and foul
release technology.
The new laboratory will have
20 chemists working in mod-
6 Ship & Offshore | 2010 | N o 4
ern facilities with the latest
equipment for measuring and
assessing antifouling performance.
The waters around Singapore
offer a severe fouling
challenge and this will help to
signifi cantly speed up product
development, something that is
believed is key in being fi rst to
market with new technologies.
NOFO 2009 guidelines, emergency towing arrangements,
rescue of 300 persons in accordance
with Norwegian Maritime Directorate (NMD)
and dynpos AUTR, dynamic positioning. Catalytic
reactor exhaust system will be installed for
reduced emissions to air.
With its new optimized hull form and fore ship
together with the specifi ed propulsion confi guration,
the vessel will have particularly good seakeeping
abilities, a fuel effi cient transit mode and
a good station keeping performance. The hull
will be built at STX Europe in Romania, and outfi
tted at the STX Europe‘s yard Søviknes.
Powerships from Turkey
Sedef Shipyards | A series of
unique fl oating dual fuel power
generation units is being converted
from existing bulk carriers.
The powerships are self
propelled portable power stations,
which can run on heavy
fuel or gas and which plug into
national grids where required.
Designed and fi nanced by Turkish
energy company Karadeniz
Powership Co. Ltd. the vessels
are being converted at the
Turkish Sedef Yard. Each powership
is fi tted with MAN Diesel
dual-fuel engines and generators
capable of running on either
heavy fuel or natural gas.
The fi rst vessel has a 144 MW
generation capacity and the two
following will be 180 - 220 MW.
Bureau Veritas has been chosen
to class the series of powerships.
The BV service notation was assigned
as Special Service - Power
Semisubmersible
platform
design
ABS | The ABS Offshore Engineering
department in Shanghai,
China, recently worked
closely with Yantai Raffl es Shipyard
engineers reviewing the
design for an asymmetrical
semisubmersible platform design.
The special features of the
proprietary design, SSCV H218,
include an optimized structure
without brace, asymmetrical
confi guration for optimum
ballasting design system, asymmetrical
thruster arrangement
and two large cranes with heavy
lifting capacity.
Due to the design’s unique nature,
ABS specialists in global
strength and fatigue worked to
provide guidance in conducting
the complex calculations
used to analyze the structure in
order to address the technical
issues with regard to strength
and fatigue. With the help of
ABS, Yantai Raffl es is moving
forward with this prototype
design.
Floating dual fuel power
generation unit
Plant. There are large areas of
the world where fl exible fl oating
power stations can make
a huge difference and it is expected
that more such vessels
will be built in the future. The
experience now gained in Turkey
with Sedef Shipyards with
the fi rst units will enable Karadeniz,
Sedef and Bureau Veritas
to have a head start.

Seven offshore vessels for Brazil
Rolls-Royce | Orders worth approximately
£15 million to
supply propulsion and control
systems for seven offshore vessels
being built in Brazil have
been received by Rolls-Royce.
The seven platform supply
vessels (PSVs) will be used to
move essential supplies and
equipment between oil and
gas installations and the mainland.
Four have been ordered
by CBO (Companhia Brasileira
de Offshore) and will be built
at Alianca S/A, while the remaining
three will be built at
STX Promar. Two of these will
be delivered to Siem Consub
while the last vessel will go to
Deep Sea Supply.
The orders consist of AZP thrusters
and transverse thrusters to all
seven vessels, as well as control
and automation systems for dy-
The orders consist of AZP thrusters and transverse thrusters
namic positioning for the CBO
vessels. Delivery will take place
from the second half of 2010.
With a growing installed base
of equipment in this market
Standby vessel for Goliat fi eld
Ulstein | Danish shipping company
ESVAGT has ordered a
standby/rescue vessel of the
Ulstein SX123 design. The vessel
is a part of emergency preparedness
in the Goliat fi eld for
operator Eni and will enter directly
into a ten-year contract.
The vessel will be constructed
at the shipyard Astilleros Zamakona
SA in Bilbao, Spain.
The emergency response vessel,
which has a diesel electric
propulsion system, is said to
be one of the most modern
on the Norwegian continental
shelf. The design is optimized
for cold weather and
harsh weather conditions.
The vessel is equipped with
the latest oil spill readiness
equipment.
The ship differs particularly
from other standby ships
because it can accomodate
daughter crafts/rescue boats
directly on board through a
special stern arrangement, even
under diffi cult weather conditions,
with waves of up to ten
metres. The vessel also has the
ULSTEIN X-BOW® that allows
higher transit speed in rough
weather, reduces fuel consumption,
decreases spray, and
reduces vibration levels.
The ship will be able to take
on board 370 accident victims,
and it will be able to operate
The Ulstein SX123 design for ESVAGT
Rolls-Royce recently opened
an advanced marine repair and
overhaul facility in Niteroi,
increasing capacity to support
customers in the region.
as tow and salvage vessels. The
standby/rescue vessel is 80m
long and 17m wide. It can
have a speed of over 16 kts in
calm weather, and is furnished
for a crew of 40 people.
�
IN BRIEF
Jotron | Norwegian-based
Jotron Group launches
SatCom as its 5th product
group. Jotron SatCom AS
is to become a new strong
Norwegian maritime satellite
communication company
after the close down
of the Nera SatCom company
in 2006. Initially, the
company is focusing on the
development and industrialization
of a new VSAT
stabilized Ku-band antenna
product.
ShipConstructor | An
agreement has been
signed between ShipConstructor
Software Inc. and
wth the marine production
design company Genoa
Design International Ltd.,
establishing Genoa as its
Quality Assurance Partner
for ShipConstructor’s CAD/
CAM application.
Ocean Signal | A new
name in marine communications
has been launched
specialising in the design
and development of advanced
communication
and safety products. Ocean
Signal will launch its initial
range in September at
SMM in Hamburg.
SeaEnergy | At the Offshore
Wind Conference
2010 in Liverpool, Scottish
based SeaEnergy PLC
signed a Letter of Intent
with Ulstein Group to codevelop
new service vessels
for the offshore wind
industry. SeaEnergy is
planning vessels to perform
both commissioning
and maintenance works of
wind turbines.
GL | The National Maritime
Research Institute of Japan
(NMRI) and Germanischer
Lloyd (GL) have signed a
project cooperation agreement.
Since both institutions
are involved in analysing
the environmental
impact of shipping, they
agreed on the development
of environmental risk
evaluation criteria with
focus on Carbon Dioxide
and Methane.
Ship & Offshore | 2010 | N o 4 7

INDUSTRY | NEWS & FACTS
Eight newbuilding contracts
Eight LPG carriers will be built in Brazil
LPG Carriers | STX Norway Offshore
AS and partner PJMR Empreendimentos
Ltda. has
through its subsidiary Estaileiro
Promar S.A entered
into contracts for building of
eight LPG Carriers at the new
shipyard in Brazil.
3-D seismic vessel
8 Ship & Offshore | 2010 | N o 4
Estaleiro Promar S.A. signed
8 contracts to build LPG Carriers
for Transpetro, the shipping
arm of the Brazilian oil
giant Petrobras. The contracts
amounts MUSD 536, comprising
the construction of
two different types of LPG
The seismic vessel WG Cook at the naming ceremony
Drydock World | A new seismic
vessel named WG Cook has
been built by Drydocks World
– Dubai for its client WesternGeco.
The modern high
capacity 12-streamer 3-D
seismic vessel is the second
built at the yard for WesternGeco,
a business segment
of Schlumberger and one of
the world‘s leading geophysical
services company. The
fi rst vessel, WG Tasman was
handed over in the fi rst quarter
of 2010.
The vessel, now undergoing fi -
nal touches, is 88.8m in length,
8m in depth, 19m in width and
is of Ulstein SX 124 design, incorporating
the X-Bow hull design
for performance in speed,
fuel effi ciency, and reduced
noise and vibration.
The diesel-electric propelled,
DP2 class WG Cook is said to
incorporate many features
to enhance performance and
complies with DNV Clean
Design to ensure minimum
emissions.
Carriers: fully pressurized with
cargo capacity of 7,000m 3 (4
units) and 4,000m 3 (2 units)
and semi-refrigerated with
cargo capacity of 12,000m 3
(2 units).
These vessels are part of the
PROMEF 2, the second phase
of the ambitious Transpetro‘s
Fleet Modernization and Expansion
Program and are
scheduled to be delivered
within Q3 2013 to Q4 2015.
STX Norway Offshore is developing
the new shipyard
in Brazil together with its
Brazilian long-time partner
PJMR Empreendimentos
Ltda. STX Norway Offshore
AS own 50.5% of Estaileiro
Promar S.A.
Estaleiro Promar and Transpetro
are jointly applying to
the FMM- Brazilian Merchant
Marine Fund to fi nance the
project.
IACS expands
membership
Dr Hermann J. Klein, IACS
Chairman (r.), and Captain J.C.
Anand, Chairman of IRS (l.)
Classification | IACS has welcomed
the Indian Register
of Shipping (IRS) as the
fi rst new member after the introduction
of new membership
criteria in October 2009. The
IACS Council accepted the full
membership application of IRS
during the fi rst day of its 61st
Council Meeting in Hamburg.
IRS has been Associated Member
of IACS since 1991.
First car carrier from Vietnam
Vinashi‘s Ha Long | The fi rst
ever built car carrier in Vietnam
was delivered from Vinashin’s
Ha Long shipyard
to its owner Ray Car Carriers
of Israel. The vessel has
been chartered to NYK Line
for transportation of various
types of vehicles and has a capacity
of 4,900 cars and was
named Victory Leader.
The ro-ro equipment for the
vessel was contracted to TTS
and includes delivery of design
and key components
for external ramps consisting
of quarter and side ramps,
internal and external doors
as well as two levels of liftable
car decks with movable
ramps for transition between
the different decks. The TTS
delivery also includes a complete
hydraulic and electric
operation system for the roro
equipment.
The car-carrier Victory Leader was built in Vietnam

Jack-Up L205 arriving Eydehavn
Delivery of Jack-Up L205
Master Marine | The project
teams of Nymo Yards and
Master Marine recently presented
Jack-Up L205. The
vessel arrived Eydehavn in
Norway for hook up and fi -
nal commissioning before
mobilising for Ekofi sk Field
and the client ConocoPhillips.
The vessel will be the
North Sea’s largest Jack-Up
Agreement
Wärtsilä and Robert Allan Ltd.
| Wärtsilä has signed a Letter
of Intent with the Canadian
ship design company Robert
Allan Ltd. to develop a Strategic
Cooperation Agreement.
Vancouver-based Robert
Allan Ltd. is a designer of
tugs and other harbour and
coastal vessels. Both parties
see market opportunities for
advanced tug designs, utilizing
improved hull forms and
new fully integrated power
and propulsion technologies.
The aim of the cooperation
agreement will be to
jointly develop advanced,
environmentally sound solutions,
resulting in a range of
optimized tug designs to be
supplied by Wärtsilä for the
world market.
Both Wärtsilä and Robert
Allan Ltd. have developed
their own plans for modernising
and improving tug
design, and see signifi cant
advantages in co-ordinating
their R&D activities in a strategic
cooperation.
accommodation unit with
447 single cabins. It has been
customized and outfi tted to
meet ConocoPhillips and the
authorities’ requirements for
a state-of-the-art accommodation
unit on Ekofi sk fi eld.
It is the fi rst of two innovative
Jack-Up construction vessels
that the Master Marine ordered
in 2007. The L205 has
been transported to Norway
by Dockwise Shipping B.V.’s
heavy lift vessel Treasure. Master
Marine’s newbuild represents
a positive turn in a volatile
period for the Norwegian
offshore supplier industry.
The project has secured business
for a number of subcontractors
and secured jobs in
the industry.
The new deep water construction vessel to be built by DSME
Deep water construction vessel
Heerema | The signing of a letter
of intent with Daewoo Shipbuilding
and Marine Engineering
Co., Ltd., Korea (DSME), for
the building of a new deep water
construction vessel was recently
announced by Heerema
Marine Contractors (HMC).
HMC selected to build a monohull
vessel with the capability
to execute complex deep water
infrastructure and pipeline
projects in ultra deep water,
and also with suffi cient lifting
capacity to execute installation
of fi xed platforms in relatively
shallow water. A key attribute
of the vessel will be its fast transit
speed. This 210m long self-
propelled vessel will be fi tted
with a pipelay tower for J-lay
(tension capacity of 2,000 t)
and reeling. A crane with a revolving
lift capacity of 4,000 t
is installed together with deepwater
lowering equipment to
reach a water depth of 3,500m,
which is compatible with the
deep water construction vessel
Balder. The vessel will also
be equipped with a class 3 dynamic
positioning system. The
hull confi guration is specially
designed for fast transit speed
and optimum motion characteristics
in operation whilst
the maximum pipe payload is
4,500 t.
Ship & Offshore | 2010 | N o 4 9

SHIPBUILDING & EQUIPMENT | PROPULSION & MANOEUVRING TECHNOLOGY
Current trends in marine
propulsion engines
CIMAC CONGRESS The 26th CIMAC World Congress on Combustion Engine Technology was
held this year on June 14-17 at Griegshallen Congress Centre in Bergen, Norway. Comprising an
extensive programme of 180 technical papers presented in four parallel sessions and 37 poster
sessions, it drew some 650 participants.
Peter Boy
Presentations on marine
applications dealt largely
with regulations by the
International Maritime Organization
(IMO), in accordance
with Annex VI of the International
Convention for the
Prevention of Pollution from
Ships (MARPOL), on future
emissions limits for nitrogen
oxides (NOx) and sulphur oxides
(SOx). The limits are much
lower than those currently in
force and pose a major challenge
to engine manufacturers.
Podium discussions were
marked by considerable uncertainty
on what lies ahead
for ship operators and engine
manufacturers. However, the
presentations at the CIMAC
Congress showed clearer trends
in pollution avoidance and reduction
strategies – which differ
somewhat between two- and
four-stroke engines – than in
years past. New developments
in conventional engine building
were few. Manufacturers
mostly discussed refi nements
and the latest operating results
of existing engine types.
One emerging trend is the development
of new dual-fuel (DF)
engines to comply with stricter
emissions regulations. Relatively
small DF engines for auxiliary
use appear to be of particular
interest at the moment, in part
because of the requirement, in
effect since January 1 of this
year, that ships at berth in European
Union (EU) ports not
use fuel with a sulphur content
exceeding 0.1% by mass.
A parallel development is Ottocycle
gas engines for ship propulsion,
most notably for LNG
10 Ship & Offshore | 2010 | N o 4
Miller cycle for two stroke marine engine Image: CIMAC Paper No. 205
(liquefi ed natural gas) and LPG
(liquefi ed petroleum gas) tankers,
whose numbers are likely
to increase sharply in coming
years. There was little discussion
of the problems that “slow
steaming” poses for shipping
operations.
New developments
In the high-speed segment,
General Electric presented a
member of its “250” family with
a 250mm bore, 320mm stroke,
1050 rpm and mean effective
pressure (MEP) of 19 to 21 bar.
Another high-speed engine
in the programme, developed
by Technomot, has a 150mm
bore, 180mm stroke, synchronous
speed of 1500/1800 rpm
and MEP of 22 bar.
Also new is Niigata’s mediumspeed
engine “28AHX”. Its bore
measures 280mm, and it has
a 390mm stroke, rated speed
of 750/800 rpm and MEP of
23 bar.
Wärtsilä Switzerland presented
its 820mm-bore RT-fl ex82, on
the market since mid-2009
and the company’s latest development
in low-speed, twostroke
marine engines. The “C”
version, suited to container
ships, has a stroke of 2646mm
(stroke/bore ratio = 3.2), while
the “T” version, with a stroke
of 3375mm (stroke/bore ratio
= 4.1), is designed for tankers.
Equipped with a common rail
system, the engine has a speed
of 76 to 97 rpm and MEP of
19/20 bar.
Refi nements of propulsion and
auxiliary marine diesel engines
today are aimed almost exclusively
at meeting progressively
tightening IMO limits on NOx
and SOx emissions. In January
2011, NOx emissions levels for
new oceangoing ships will be
reduced by about 20% from
current levels. In January 2012,
the global cap on SOx emissions
will be lowered to 3.5%
(from 4.5% at present).
The new requirements do not
pose a large problem for engine
manufacturers, who can
meet them with relatively simple
internal engine modifi cations.
The real challenge comes
from the limits set in IMOdesignated
Emission Control
Areas (ECAs). On July 1 of this

Charging and EGR-systems of 1L 32/44 CR Image: CIMAC Paper No. 274
year, SOx emissions there were
reduced to 1.00% and will be
further reduced, to 0.10%, effective
January 1, 2015. And
beginning on January 1, 2016
(Tier III), new oceangoing vessels
will be allowed 80% fewer
NOx emissions in ECAs than
“Tier I” vessels, i.e. those built
on or after January 1, 2000,
and prior to January 1, 2011.
While the Baltic Sea, North
Sea and English Channel are
the only ECAs so far, the east
and west coasts of the United
States and Canada as well as
the area around the Hawaiian
Islands will likely be added in
mid-2011. Consequently, many
more ships will be affected by
the regulations.
SOx emissions
Engines burning heavy fuel
oil (HFO) normally cannot
meet the SOx emissions limit
– and fuel sulphur limit – of
0.1%. Only those running on
DMA-grade marine distillate
fuels can. But only low-viscosity
DMA fuels can keep under the
0.1% sulphur limit, so engines
that otherwise run on HFO develop
fuel-injection problems
due to excessive leakage from
the injection pumps. This has
prompted consideration of a
cooler in the fuel-return line to
obtain adequate fuel viscosity.
It is hoped that the recently
revised ISO 8217 fuel standard
will improve the situation.
The new standard has added
a distillate fuel category DMZ,
whose specifi cations – with
the exception of a higher mini-
mum viscosity – are identical
to those of DMA.
NOx emissions
Tier III NOx requirements can be
met either through downstream
methods such as SCR (selective
catalytic reduction) catalysts or
internal engine modifi cations
complemented by the Miller
cycle (early intake valve closure)
along with water technologies
or exhaust gas recirculation.
Manufacturers of four-stroke
engines can achieve the 80% reduction
in NOx emissions with
a combination of the Miller
cycle, increased charge-air pressures,
exhaust recirculation and
a common rail. Although soot
increases strongly in exhaust
recirculation systems due to the
low combustion air ratio, it can
be brought down again by timed
exhaust port fuel injection.
Four-stroke engines
Two-stage turbocharging has
become a topic of discussion
again since it is aimed at compensating
for the loss of chargeair
pressure in the Miller cycle.
Congress participants presented
technologies they have developed
for variable intake valve
timing and adjustable exhaust
turbine nozzle rings, designed
to improve poor part-load performance
and achieve optimal
performance across the engines’
entire operational range.
Though quite elaborate, these
technologies do not raise fuel
consumption. On the contrary,
they can even lower it when
used fl exibly. �
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SHIPBUILDING & EQUIPMENT | PROPULSION & MANOEUVRING TECHNOLOGY
VARIANT
NO.
ENGINE BASIC
DESIGN
0 IMO Tier II
Common Rail single stage
turbocharging Waste Gate
no IMO Tier II MGO HFO
1 IMO Tier II
Common Rail single stage
turbocharging Waste Gate
SCR IMO Tier III MGO HFO
2 IMO Tier II
Common Rail 2 stage
turbocharging (VTA)
Common Rail 2 stage
SCR IMO Tier III MGO HFO
3 IMO Tier III
turbocharging (VTA)
Multiple inglection
Exhaust gas recirculation
not required IMO Tier III MGO HFO
IMO Tier III technology solutions (four-stroke) Table: CIMAC Paper No. 274
Two-stroke engines
Two-stroke engines do not allow
the classic Miller cycle, so
water technologies continue to
be used. Results of direct water
injection have been disappointing.
Fuel-water emulsions
and charge-air humidifi cation
systems – called humid air motor
(HAM), scavenging air moisturising
(SAM), and combustion
air saturation system (CASS)
– are now preferred. In both
processes, water vapour reduces
the oxygen concentration in the
combustion air and lowers the
combustion temperature.
One of the factors to consider
regarding fuel-water emulsions,
however, is that fuel consumption
rises notably in part-load
operation when 30% or more
water is added (100% fuel
+ 30% water). On the other
hand, soot formation decreases
considerably. At full load,
fuel consumption increases
ENGINE
TECHNOLOGY
signifi cantly even when small
amounts of water are added.
In systems with charge-air humidifi
cation, the charge-air
temperature must be raised to
60-70 degrees centigrade so
that water vapour in the saturated
air is suffi cient for NOx
reduction.
Two-stroke engines can also
reduce NOx emissions by 20%
using a Miller/Atkinson cycle,
which has an effect similar to
that of the classic Miller cycle.
The exhaust valve is kept open
longer, thereby effectively shortening
the compression stroke
and resulting in a lower pressure
and temperature at the start
of combustion.
Aftertreatment of exhaust
gases
Besides the aforementioned internal
engine modifi cations, onboard
aftertreatment of exhaust
gases has also proven effective
EXHAUST GAS
AFTERTREATMENT
NO X
LEVEL
in reducing pollutant emissions
from ships. Ample experience
has now been gathered on SCR
catalysts that use aqueous urea
solutions as a reductant.
Since current catalysts have
problems with sulphur in exhaust
gases, developing sulphurtolerant
catalysts is defi nitely
a matter of interest. Generally
speaking, low-sulphur fuels in
the future will make SCR technology
more attractive.
The sulphur problems can also
be tackled with scrubbers. Under
discussion – and undergoing
on-board testing – are wet
scrubbing with seawater as well
as dry scrubbing. Future fuel
prices will determine whether
these methods take hold.
Gas engines
This year’s CIMAC Congress
was notable for the large
number of new developments
in the fi eld of marine gas en-
IMO fuel sulphur / SOx and NOx limits Image: CIMAC Paper No. 274
12 Ship & Offshore | 2010 | N o 4
FUEL QUALITY
INSIDE ECA OUTSIDE ECA
gines. One reason for this, as
was mentioned above, is the
distinctly growing number of
gas engine powered LNG tankers.
In addition, future NOx
limits in the ECAs and even
sulphur limits in ports can be
met with gas engines. Hence
Otto-cycle gas engines and
dual-fuel (DF) diesel-gas engines
have become attractive in
recent years as principal means
of propulsion.
Several innovations that were
presented in the fi eld of Ottocycle
gas engines can be used
for propulsion as well as auxiliary
purposes. Rolls-Royce
introduced its new C26:33
engine, which has a 260mm
bore, 330mm stroke and rated
speed of 900 to 1000 rpm. It
is equipped with a variable intake
valve timing mechanism,
making Miller-cycle operation
possible to prevent knocking –
sometimes a problem in Ottocycle
gas engines.
Mitsubishi presented its
new MACH II-SI gas engine,
featuring a 300mm bore,
380mm stroke, rated speed of
720/750 rpm and impressive
generation effi ciency of 47%.
This engine, too, operates with
a precombustion chamber.
Mitsui presented results of its
newly developed MD36G gas
engine – with a direct-injection
micro pilot ignition, 360mm
bore, 460mm stroke and speed
of 600 rpm – as did Kawasaki
of its new 300mm bore gas
engine, which has a speed of
720/750 rpm and very impressive
electrical effi ciency of
48.5%.
Hyundai is currently developing
an Otto-cycle gas engine with a
350mm bore, 400mm stroke,
speed of 720/750 rpm and tar-

geted thermal effi ciency that is
also impressive, namely 47.2%.
The new DF engines were developed
to meet Tier II restrictions
when operating with
liquid fuel, including HFO, as
well as to comply smoothly
with Tier III NOx limits and future
lower sulphur limits after
switching to gas fuel in ECAs.
Apart from this, economic
analyses show that gas operation
at current LNG prices can
be cheaper than gasoil operation
– necessary in the future
due to the sulphur cap.
The SOx emissions and fuel
sulphur limit of 0.1% in EU
ports, in force since January 1
of this year, has clearly speeded
development of auxiliary diesel
DF engines. The engines are
meant to run on HFO outside
the ports and meet the low sulphur
limit in them.
Of interest in this regard was
MAN’s presentation of operational
experience gathered
from its newly developed
MAN 51/60 DF engine. With
a 510mm bore, 600mm stroke
and rated speed of 500/514 rpm,
the engine has evidently proven
to be very reliable. Also noteworthy
is its turbocharger with
variable turbine area.
Alternative fuels
Not much was said about engines
that run on alternative
fuels, a term referring mainly
to biofuels such as biogas but
also including synthesis gas
(syngas). The fuels apparently
are seen as having limited application
in marine engines.
There are no generally accepted
standards either, which
makes it diffi cult to adapt engines
to the fuels.
Another area receiving little attention
was the development of
combined processes to increase
plant effi ciency. A downstream
Stirling engine process aimed
at utilising exhaust gases seems
to be an interesting idea here.
Engine components
The refi nement and testing of
common rail fuel injection systems
is what stands out in engine
component development.
The reliability of the systems
has improved in four-stroke as
well as slow-speed two-stroke
engines, and they are also playing
an ever greater role in efforts
to reduce marine pollutant
emissions.
Although there are no general
limits on particulate emissions
for oceangoing ships yet, there
is a good chance there will be
in the future. Raising common
rail injection pressures to
3000 bar makes reductions of
these emissions possible, especially
in combination with exhaust
gas recirculation systems.
Also noteworthy is series-production
readiness of mineral-metal
(or mineral-metal-ceramic) multiphase
coatings of HFO exhaust
valves to prevent hot corrosion.
Such coatings are evidently effective
and militate against the need
for costly corrosion-resistant materials
like Nimonic superalloys.
The author:
Prof. Dr. Peter Boy,
Institut für
Schiffsbetriebsforschung,
Fachhochschule Flensburg
Potential of different NOx-measures Image: CIMAC Paper No. 274
Driveline and Chassis Technology

SHIPBUILDING & EQUIPMENT | PROPULSION & MANOEUVRING TECHNOLOGY
Low sulphur diesel can lead
to extensive wear
FUEL LUBRICITY The phenomenon of abnormal and high pump wear rates caused by the loss
of lubricity in low sulphur diesel fuels are not only well documented, but have been studied
extensively in Europe and North America. Lubricity improvers act to restore the natural lubricity
and reduces the risk of extensive wear.
Ian Crutchley
In recent years, international
and regional legislation on
emissions from shipping has
driven the maximum permissible
sulphur content of marine
fuel down. In the near future
these limits will become even
more stringent.
From January 1 2010 the maximum
allowable sulphur content
of fuel oil used by ships
“at berth” in EU ports, other
than those in the outermost
Please visit us:
SMM 2010 in Hamburg
Hall B5, stand 141
14 Ship & Offshore | 2010 | N o 4
regions, is 0.10% (1,000ppm)
by mass. Further to this it must
be noted that another regulation
is now in place on the
Californian coast, that dictates
that all vessels within 24 nautical
miles must use fuel with a
maximum sulphur content of
0.1% by mass. This of course
requires the changeover of the
main propulsion engine.
In addition from January 1
2015 to sulphur limit inside
ECA’s (emission control areas)
will also reduce to 0.1% by
mass. It should be noted that
emission control areas are set
to expand, with the Mediterranean
Sea and Coastal USA
expected to follow in the coming
years.
For the time being the use of
heavy fuel oil is acceptable
providing the sulphur content
is at the level required for the
particular region where the
vessel is sailing. Ultimately
though, except where abatement
technology such as exhaust
gas scrubbers have been
employed, these limits could
force a gradual industry change
to distillate fuels, from the traditional
use of heavy fuel oil.
In any case, there are many implications
of using low sulphur
fuels that any vessel operator
must consider. One such implication
is the effect sulphur
removal has on the lubricating
properties of the fuel.
It is also important to note that
the International Standards
Organisation has introduced
a new version of ISO 8217 –
Specifi cation for Marine Fuel.
In the new version of the
standard, released in July 2010,
distillate fuels with a sulphur
content of less than 500ppm
(0.05%) must be subjected to
the lubricity testing to ensure
suffi cient protection. Also, the
new places a stability limit on
all distillate fuel grades.
Implications of poor lubricity
The introduction of low sulphur
diesel fuel in automotive
application the early 1990’s
had catastrophic effects on
vehicle fuel injection equip-
ment. In the marine industry,
lubricity has never been a fuel
characteristic, which need be
considered, until now.
The defi nition of lubricity is
“The intrinsic ability of a fl uid
to prevent wear on contacting
metal surfaces”. It is a common
misconception that lubricity
properties can be improved
simply by increasing viscosity.
There are two distinct regimes
of lubrication to consider
when discussing fuel pump
lubrication – hydrodynamic
lubrication and boundary lubrication.
Hydrodynamic lubrication
relates to the oil fi lm created
between the moving components.
This area of lubrication
is directly dependant on the
viscosity of the fuel and is one
of the reasons the OEM’s are
recommending a minimum
viscosity of 2 cSt when operating
on distillate fuel. If the
viscosity is too low the oil fi lm
can become insuffi cient and
seizure can occur. The other
reason for this is that with a
viscosity of less than 2 cSt, excessive
fuel leakage occurs past
the fuel pump plunger and in
the nozzle needle valve. This
can lead to problems when
starting engines and when operating
at both high and low
loads. Such problems on a marine
vessel have serious safety
implications.
Lubricity however relates to
the boundary lubrication, and
to a huge extent the fuel injection
equipment relies on the
characteristics of the fuel for
lubrication. Where boundary
lubrication really plays a part
is within fuel pumps where the

Fig. 2: Diesel pump rig test
clearance between the plunger
and body is extremely small
and can decrease further when
the components reach operational
temperature. Boundary
lubrication dictates that to a
certain extent the substance
penetrates the surface of the
moving components creating
a mono molecular layer. This
reduces the friction between
the contacting metal surfaces
and prevents excessive wear.
Therefore boundary lubrication
is just as, if not more important
than hydro dynamic
lubrication in the case of fuel
pumps.
With insuffi cient boundary lubrication
within fuel injection
equipment excessive and accelerated
wear can be expected
and premature failures thereafter.
The areas most affected
by this are fuel pumps without
external lubrication sources.
Typically this applies to individual
cylinder reciprocating
fuel pumps or common rail
pumps. Failures such as this
would be extremely costly, not
only in fi nancial terms, but
also in terms of safety and lost
time.
Another common misconception
is that the sulphur in
the fuel provides the lubricity
characteristics. This is not
strictly correct and the sulphur
content itself is not the main
cause of poor lubricity. In fact
it is the processing used in a
refi nery for removing sulphur,
commonly termed hydroprocessing
which impacts fuel
lubricity. Hydro-processing’s
primary function is to reduce
fuel sulphur content, and is
an essential refi nery process in
order to produce the low sulphur
content fuels the specifi -
cations demand. However, the
processing not only removes
the sulphur, it also removes the
naturally occurring polar components
which give a fuel inherent
lubricity. Therefore sulphur
content is not necessarily
a direct correlation with respect
to fuel lubricity although
there is a strong likelihood that
a low sulphur fuel or one of its
blend components has been
hydro-processed. Equally fuels
of a higher sulphur content,
i.e. > 500 ppm can potentially
exhibit poor lubricity depending
on the crude oil source and
the processing which the fuel
has undergone.
Lubricity was little understood
or appreciated until the early
1990’s when low sulphur diesels
(< 500 ppm) appeared in
the market for automotive use.
Very quickly thereafter vehicles
using such fuels experienced
problems, with excessive wear
and failure of the rotary fuel
injection pumps. Across all
manufacturers it is estimated
up to 65 million pumps were
affected by this. Failures occurred
quickly and it was reported
that fuel pump failure
was occurring after only 5,000
– 10,000 kilometres, which at
an average speed of 50 km/hr
equates to 100 – 200 hours of
operation. In terms of a marine
engine this is a very short
operating period and translat-
Fig. 3: Condition of components relative to pump wear rating
ing this experience directly to a
marine engine, illustrates that
the supply of one bunker of
poor lubricity fuel could potentially
result in the failure of
fuel injection equipment.
The experience in automotive
application led the industry to
investigate diesel lubricity in
detail and provide means for
fuels to be assessed for lubricity
behaviour. This necessitated
the need for a rapid laboratory
bench test which could
discriminate between fuels of
good and poor lubricity.
Test for lubricity
The standard way to measure
lubricity of a fuel is the �
Ship & Offshore | 2010 | N o 4 15

SHIPBUILDING & EQUIPMENT | PROPULSION & MANOEUVRING TECHNOLOGY
HFRR (High Frequency Reciprocating Rig)
test as per IP450 / ASTM D6079 / CEC F-
06-A-96. In the HFRR test a sample of the
fl uid under test is placed in a test reservoir
which is maintained at the specifi ed
test temperature. A fi xed steel ball is held
in a vertically mounted chuck and forced
against a horizontally mounted stationary
steel plate with an applied load. The
test ball is oscillated at a fi xed frequency
and stroke length while the interface with
the plate is fully immersed in the fl uid
reservoir. The metallurgies of the ball and
plate, temperature, load frequency and
Fig 4: Correlation between pump wear rating and HFRR Source: Robert Bosch GmbH
Fig. 5: Working mechanism of OctamarTM lubricity improver
Fig. 6: Sulphur content Vs HFRR wear scar Vs OctamarTM lubricity improver treat rate
16 Ship & Offshore | 2010 | N o 4
stroke length are specifi ed. The ambient
conditions are used to correct the size of
the wear scar generated on the test ball to
a standard set of ambient conditions. The
corrected wear scar diameter (WSD) is a
measure of the fl uid lubricity.
The HFRR test has been adopted in many
fuel specifi cations as the standard method
to evaluate lubricity. During its development
correlation with the more time consuming
diesel pump rig test, conducted
using a Bosch pump known to have experienced
problems in the fi eld was established.
This test consists of a Bosch pump driven
by an electric motor at varying specifi c
speeds. Forty litres of fuel is continuously
cycled through the pump for 100 hours,
at which time the fuel is replaced with
a further 40 litres of fresh fuel. This test
is repeated with the same components
10 times, making a total of 1,000 hours
testing using 400 litres of fuel. Upon
dismantling of the rig the critical wear
components are rated between 1 and 10,
using a visual rating system developed by
Bosch. An overall rating below 3.5 was
deemed a pass and demonstrated lifetime
performance (100%). A rating of 4
– 6 indicated a reduced lifetime (20%)
and a rating of 7 – 10 was a fatal breakdown
(1%).
Figure 3 illustrates the condition of components
relative to the pump wear rating
and HFRR. Figure 4 shows the results of
the above described tests and the clear
correlation between the two methods.
Limits for lubricity
For the automotive industry, the correlation
chart in fi gure 4 demonstrates the
correlation between a pump wear rating
limit of 3.5 and a typical HFRR limit of
460μm included in many automotive fuel
specifi cations. It is important to note that
in terms of test precision, the repeatability
of this test is +/- 60μm.
European specifi cation for automotive
diesel fuel EN590 specifi es the maximum
at 460μm. The American ASTM standard
states a maximum of 520μm Fuel injection
manufacturers recommend a maximum
of 400μm. The new version of ISO
8217 (Specifi cation for Marine Fuels)
states a maximum of 520μm.
The ISO committee has clearly recognised
that lubricity is a characteristic
which must be considered when dealing
with low sulphur marine distillate fuels.
However there is still debate around the
proposal in this standard. The ISO has
adopted the ASTM limit of 520μm but it
is possible that this limit may be unsatisfactory
in order to protect fuel systems. It
can be argued that the conditions inside a
marine engine fuel pump are much more

Left: Unaged base fuel
Middle: Aged base fuel
Right: Aged fuel containing
Innospec FOA Additive
severe than those within an automotive
engine, and therefore perhaps the proposed
limit should be lower. In addition
the proposal states that only fuels with
less than 500 ppm require testing, which
is clearly suggesting that fuels above this
level are safe, and that lubricity and sulphur
content correlate. This is not the case
and to reinforce this point Innospec has
tested fuels with sulphur contents above
500 ppm which have failed the proposed
limit of 520μm (see fi gure 6).
It is interesting to note that the addition
of the requirement for HFRR lubricity
testing, and the other additional test requirements
of the proposed ISO 8217,
will require additional investment by marine
fuel testing laboratories. This in turn
could result in the price and time required
for ISO 8217 fuel testing to increase dramatically.
Lubricity improvers
Innospec has been supplying lubricity improvers
for use in transport fuel globally
for almost 20 years and has unparalleled
knowledge on the subject of lubricity. This
proven technology has now been redeveloped
to be suitable for low sulphur marine
fuel and has been integrated into the
Innospec Octamar TM product range.
Octamar TM lubricity improvers act to
restore the natural lubricity of middle
distillate fuels with low intrinsic lubricity,
or in fuels that have been affected by
sulphur removal processes at the refi nery.
This works by addressing the boundary
lubrication regime, re-forming the monomolecular
layer which is absorbed on the
surface of the components.
Figure 6 illustrates the HFRR response
of various sulphur content marine distillate
fuels, at increasing dosage rates
of Octamar TM lubricity improver. In all
cases, ranging from 500 ppm to 10 ppm
the HFRR response is excellent, dra-
matically reducing the WSD. Bearing
in mind that the proposed ISO 8217
indicates that the lubricity limit is not
required for fuels with above 500 ppm
(0.05%) it is important to note that this
diagram clearly indicates that fuels with
500 ppm sulphur (0.05%) can measure
above this limit.
The author:
Ian Crutchley, Technical Coordinator
Marine, Innospec Specialty Chemicals,
Ellesmere Port, UK
Precision
is our
strength
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�� Various sizes of injectors and pumps
�� Applicable for different diesel fuel
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Phone: +49 7673 8208 - 0
Fax: +49 7673 8208 - 188
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Ship & Offshore | 2010 | N o 4 17

SHIPBUILDING & EQUIPMENT | PROPULSION & MANOEUVRING TECHNOLOGY
HP turbocharging and valve
control as Miller Enablers
EMISSION CONTROL In engine builder’s preparations for compliance with the limitations on
oxides of nitrogen (NOx) prescribed by IMO Tier III in Emissions Control Areas (ECAs), the Miller
Cycle has come to prominence. Via its enabling technologies, this ingenious way of cooling an
engine’s charge air to eliminate the combustion temperature peaks responsible for over 90% of
NOx formation is also associated with potential for considerable increases in fuel effi ciency and
power density.
The enablers of the Miller Cycle are all
primary measures - i.e. the normal,
essential, integral equipment of any
engine, albeit in new and more sophisticated
forms and, directly or indirectly, under
electronic control. This means that, if
prognoses for the Miller Cycle become reality,
additional off-engine equipment for
secondary measures like exhaust aftertreatment
(e.g. SCR) or fuel and charge air conditioning
(e.g. fuel water emulsion, intake
air humidifi cation, direct water injection
etc.) can be minimized in their scope of
use, physical size and cost.
The company ABB Turbocharging, based in
Baden, Switzerland, focuses on technologies
capable of both enabling the Miller
Cycle on diesel and gas engines as well as
optimizing their overall performance.
Initially, ABB’s interest centred on forms
of high pressure turbocharging needed
for Miller Cycles of varying intensity. Accordingly,
as a fi rst step, ABB launched its
high pressure ratio A100 single stage turbocharger
generation and in mid June 2010
debuted its Power2 high pressure (HP) two
stage turbocharging systems.
In late 2009, however, ABB extended its
Miller Cycle enabling technology involvement
via a collaboration with German
automotive engine component specialist
INA Schaeffl er aiming at adapting INA’s
UniAir variable valve timing system for car
engines to large four strokes with outputs
over 400 kW.
Designated Valve Control Management
(VCM) employs hydraulic elements inserted
into the engine’s valve actuation train to
A Wärtsilä four stroke diesel engine with two stage turbocharging technology
18 Ship & Offshore | 2010 | N o 4
achieve stepless variation in both valve
timing and lift. A variation in inlet valve
closure, which is necessary to adapt Miller
Cycles to a full range of engine loadings, is
thereby achieved. In this way, ABB Turbocharging
is set to become a single source
for two of the three key building blocks
of coming low NOx, high effi ciency, high
power density four-stroke diesel and gas
engines.
According to computations using ABB’s
simulation software, Miller Cycles on
four stroke diesel engines enabled by its
Power2 technology may be capable, under
certain circumstances, of effecting reductions
in NOx emissions close to, or even
matching, the IMO Tier III ECA requirement
(valid from 2016) for an 80% reduction
in NOx compared to IMO Tier I (valid
since 2000). Using VCM technology, the
intensity of the Miller Cycle can then be
adapted across the engine’s complete load
and speed range.
Turning to gas engines, the fi rst spark ignited
gas engine with Power2 two stage turbocharging
is already commercially available
for stationary, land-based applications
– in mid June 2010, GE announced a version
of its 24 cylinder Jenbacher J624 with
two stage turbocharging. Here, the primary
benefi t of Power2 is in terms of power density,
since both spark-ignited and dual-fuel
gas engines are already capable of achieving
IMO Tier III NOx limits.
Accordingly, the J624 with Power2 offers a
rated output of 4.4 MW compared to the
4 MW of its predecessor with single stage
turbocharging, and an increase in electrical
effi ciency to 46.5%. Among other benefi
ts resulting from higher charge air pressure
is a greater ability to maintain rated
output at high ambient temperatures and
humidity. Signifi cantly, ABB notes, simulations
indicate that Power2 will be similarly
benefi cial on dual-fuel gas engines,
as used in LNG carriers and under consideration
for other vessels as a route to
IMO Tier III compliance.

Prototypes of ABB Turbocharging’s VCM
system are currently undergoing
rigorous testing
Miller Cycle
Looking at the Miller Cycle in detail, the
technique is capable of alleviating one of
the most intractable constraints on diesel
engine builders seeking lower emissions
- the trade-off between NOx formation
and specifi c fuel consumption (SFC). The
‘NOx-SFC Trade-off’ refl ects the fact that
NOx formation reduces with lower combustion
temperatures while fuel effi ciency
increases with higher combustion temperatures.
Hence, in the early days of emissions
reduction on diesel engines, a widespread
measure was to reduce combustion
temperatures by retarding fuel injection to
reduce the rate of heat released from the
fuel. Thus, a fuel consumption penalty
was incurred in the interests of lower NOx
emissions.
While the trade-off will always be a fact of
engine development, the fi ndings of ABB
and its development partners, such as engine
builder Wärtsilä, with whom ABB has
a formal agreement on the development of
two stage turbocharging for Wärtsilä four
stroke diesels, show that the Miller Cycle
is capable of shifting this compromise between
NOx emissions and fuel consumption
values into a new, far lower range.
These assertions are explained by examination
of the Miller Cycle. On four- stroke
engines, substantial cooling of the engine
intake air is achieved by shortening the
opening period of the inlet valve and so
reducing the time during which air can enter
the cylinder on the engine’s induction
stroke. The earlier end of induction promotes
expansion, and hence cooling in the
intake air. On two-stroke engines, where
the timing of air induction is the function
of the piston passing fi xed inlet ports, a
similar effect can be achieved by varying
the closure of the exhaust valve.
In both cases, however, without turbocharging
countermeasures, a shorter period
for air induction would mean only a
reduced mass of air could enter the combustion
chamber and engine power output
and response to load changes would suffer.
Hence, higher turbocharging pressure
ratios are used to compensate the shorter
time for induction, allowing an equal – or
even greater – mass of combustion air to
be forced into the cylinder in the briefer
period available.
In this way engine power characteristics
can be maintained – and bettered, as experience
is showing – while still achieving
very signifi cant reductions in NOx formation
due to lower combustion chamber
temperatures. Signifi cantly, this need not
affect the quality of combustion and thus
fuel consumption.
A100 generation for IMO Tier II
While Power2 at its present stage of development
is capable of pressure ratios up to
around 8 and beyond, ABB Turbocharging
notes that its fi rst Miller Cycle enabler
was its high pressure, single stage A100
turbocharger generation. The A100 is increasingly
fi tted on IMO Tier II compliant
engines, and with pressure ratios up to
5.8 for four-stroke engines and up to 4.7
for two-stroke engines, it enables ‘moderate’
Miller Cycles on some of the fi rst
IMO Tier II compliant engines. In this �
1
1.Pressure
accumulator
2.Middle pressure
chamber
3.Oil supply
4.Engine valves
9
2
3
5.Pump unit
6.High pressure
chamber
7.Solenoid valve
8.Actuator/brake
9.Camshaft
The VCM system for large engines uses a
high pressure oil chamber between the
inlet valve and its rocker to vary valve
timing and lift. A solenoid valve controls
the fi lling of the chamber with engine
lube oil from a camshaft actuated pump.
The pump also pressurizes a brake unit
above the inlet valve to limit forces
when the valve contacts its seat
4
7
6
5
4 8
ARCUSAFLEX
Highly fl exible
rubber disc coupling
• Torque range: 330 Nm – 100 000 Nm
• easy plug in assembly
• with linear spring characteristic
• reliable longevity
• siliconemixture also available
• Typeapprovals available
• explosion protection according 94/9/EG
ARCUSAFLEX-VSK
highly torsionally fl exible
coupling for drive shafts
• torque range from 390 - 20 000 Nm
• enhanced damping capacity
by frictional damping
• linear torsional defl ection characteristic
• maintenance free coupling bearing
• highly torionally fl exible element
protected by housing
• also available with fail save device
Meet us at the SMM
in Hamburg / Germany
07.-10.09. 2010
Hall A3, stand 252
Dipl.-Ing. Herwarth Reich GmbH
E-Mail: mail@reich-kupplungen.de
Internet: www.reich-kupplungen.de
Telefon: +49 (0) 234 9 59 16-0
Ship & Offshore | 2010 | N o 4 19

SHIPBUILDING & EQUIPMENT | PROPULSION & MANOEUVRING TECHNOLOGY
From 2011 new ships need to emit 20% less NOx. In 2016 this
rises to 80% in Emission Control Areas (ECAs) near highly
populated or environmentally sensitive coasts
way A100 turbochargers are already central
to useful improvements in fuel consumption
and, medium term, promise to
be instrumental in complete elimination
of fuel consumption penalties associated
with IMO Tier II.
Power2 for IMO Tier III
For NOx emissions levels in the range required
by IMO Tier III, ABB’s Power2 two
stage turbocharging system can be used
to achieve very intense Miller Cycles on
4-stroke engines. Systems under development
consist of two specially designed
turbochargers of different frame sizes,
tuned in combination to give favourable
thermodynamic and mechanical
behaviour. The larger turbocharger is located
upstream of the smaller unit in the
exhaust gas path and they are, likewise,
connected in tandem on the compressor
side via an intermediate air cooler –
cooling the compressed air issuing from
the fi rst turbocharger means the second
turbocharger needs to do less work and
can be more compact. This arrangement
readily produces pressure ratios in the
range around 8 and these promise to
achieve very high, double-digit NOx reductions
on four-stroke medium-speed
diesel engines. In fact, calculations for
Power2’s potential using highly sophisticated
simulation software, indicate that
IMO Tier III compliance in ECAs would
be achievable.
VCM for variable Miller
Turning to the role of VCM, the intense
Miller Cycle described above assumes
an engine operating at its best point for
power and/or fuel consumption and/or
emissions i.e. its maximum continuous
rating (MCR). However, at low loads, the
shorter inlet valve openings needed on
20 Ship & Offshore | 2010 | N o 4
4-stroke diesels for very intense Miller
Cycles at MCR lead to a defi cit of combustion
air resulting in increased smoke
and particulate emissions and poor response
to load changes. As a countermeasure
the VCM system allows stepless
adjustment of inlet valve timing to
eliminate these effects, as well as serving
as a method of varying the output of the
two turbochargers via its effect on engine
gas exchange.
In detail, VCM achieves variation in valve
timing and lift by interposing a high-pressure
oil chamber into the engine valve
train between the valve and its mechanical
actuation system. A solenoid valve varies
the fi lling of the chamber with engine
lube oil pressurized by a camshaft actuated
pump. This enables both the timing
Taming the trade-off: the fuel saving and NOx reduction potential
of ABB’s Power2 two stage turbocharging and VCM valve
control management for diesel engines
of the opening and closing of the valve to
be varied as well as the distance the valve
opens (valve lift). The pump also feeds a
brake unit above the valve to limit forces
when the valve contacts its seat. As well
as its use as a control organ in Variable
Miller contexts, VCM also represents a
versatile tool enhancing engine operation
to suit specifi c application profi les, ABB
reports.
On dual fuel gas engines VCM is also
seen by ABB as a means of achieving optimized
engine performance in both liquid
and gaseous fuel modes. Simulations also
show it has the potential to replace other
dual-fuel engine control organs used to
regulate the air-to-fuel ratio in the gaseous
fuel mode, such as waste gates, compressor
by-passes or throttle fl aps.
Schematic of ABB Turbocharging’s Power2 two stage turbocharger system

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from traditional ships to state of the art speed ferries
MWB Motorenwerke t Bremerhaven h AG | Barkhausenstrasse s 60 | 27568 5 Bremerhaven | Germany
Tel: + 49 (0) 471 / 94 50 - 0 | Fax: + 49 (0) 471 / 94 50 - 200 | power@mwb.ag e | www.mwb.ag w
Visit us
in Hall B4.EG,
Booth 461

SHIPBUILDING & EQUIPMENT | PROPULSION & MANOEUVRING TECHNOLOGY
New safety systems
HEINZMANN | A new range of safety systems
has been launched by Heinzmann,
including systems for oil mist detection,
arc protection and hydraulic cranking.
Oil mist is created by engine oil coming into
contact with very hot surfaces. These can be
caused by overheating main and connecting
rod bearings or imminent piston seizures.
This mixture is explosive from an oil mist
concentration greater than 50 mg/l. Oil
mist explosions are amongst the worst ac-
Hydraulic cranking system
cidents that can occur for large engines and
mechanical equipment, with more than
enough well-known incidents throughout
history. Oil mist monitoring systems are required,
for example, on ships with engines
with a power output in excess of 2,250 kW
or a piston diameter from 300mm (SOLAS
Chapter 11-1, Regulation 47.2 [1981]).
The new Heinzmann Oil Mist Detection
System is based on oil mist being visually
detected in the engine. For this, an oil
mist sensor is fi tted in each crank chamber
and each additional area to be monitored
within the engine, such as the gear housing.
A warning signal is generated as of a
predetermined oil mist concentration and
forwarded to a central evaluation unit via
a rapid, redundant and reliable CAN bus.
This evaluation unit then forwards a corresponding
message to the bridge or control
room. The message specifi es the exact location
at which oil mist has developed and at
which there is an imminent risk of damage/
failure that could lead to an explosion. Up
to 16 independent sensors can be connected
to an evaluation unit. This enables an
engine with 24 cylinders in a V arrangement
(12 crank chambers), for example, plus the
front and rear gear housings and the crankcase
ventilation to be reliably monitored
for the development of oil mist.
The Oil Mist Detection System is characterised
by its ability to operate in harmony
with the engine without any additional and
complex pipework, without the need for any
22 Ship & Offshore | 2010 | N o 4
contamination-sensitive extraction systems
and with virtually no maintenance. In addition
to the diesel engine variant, an explosion-protected,
APEX-certifi ed variant for
gas or dual-fuel engines is also available.
Heinzmann´s second new product, the
D1000 Arc Protection, provides a simple, yet
effective solution to protect valuable electric
installations against damages caused by accidentally
generated electric arcs. The Arc
Protection System can be used to protect
distribution switchboards, transformers or
control cabinets. It is suitable for any application
from 380 VAC upwards, and is
preferably used in marine installations. It
provides an effective insurance against a
switchboard burnout particularly for vessels
with diesel-electric propulsion. An undetected
arc generation can render the propulsion
inoperable, as occurred several times.
The D1000 Arc Protection provides fast detection
of the developing arc and will trip
the electric supply in less than 1 millisecond
to prevent serious damage. The primary detection
system works on light or combined
with a three-phase current measurement.
The D1000 Arc Protection includes a self diagnostic
feature to ensure safe operation and
maximum reliability. One D1000 Arc Protection
module will cover a complete switchboard
with up to 6 compartments. Multiple
D1000 modules can be linked together to
form a larger system of light sensors for corresponding
large electrical installations. No
specifi c confi guration is required for the basic
operation - advanced software confi guration
is provided through USB sticks.
Arc protection
A new hydraulic cranking systems has further
been developed by Heinzmann. Some
engine applications require a safe, independent
or redundant and self-contain
cranking system for absolute reliable engine
starting. It is required for important
operations, for instance for the following
applications:
� Main propulsion engines
� Emergency power generators
� Fire fi ghting, cargo pump applications
� Compressor drives
� Rescue boats
� Black start systems for marine and military
applications
�
Cold temperature operation down to
-40 °C.
The applied hydraulic technology is said
to be characterised by reliability, instant
torque and durability compared to electrical
or air starting systems. It provides much
higher torque, cranking up the application
even at temperature below -40 °C. Failures
of the electrical system will not affect the
hydraulic system.
The accumulator stores the hydraulic
power for a long period of time and can
be released immediately to power the
hydraulic motor. The hydraulic power
itself comes from either a direct engine,
electrically or from an air driven pump.
For redundancy, each system is equipped
with a manual charging hand pump. The
systems are modularly designed to meet
each customer’s demand and the hydraulic
cranking motors can be implemented
into existing vessels.

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SHIPBUILDING & EQUIPMENT | PROPULSION & MANOEUVRING TECHNOLOGY
Single lubricant solution
for varying sulphur content fuels
TOTAL LUBMARINE | In order to cope
with the new EU Emission Control Area
(ECA), where ships must burn fuel with a
maximum sulphur content of 1%, down
from the previous limit of 1.5%, ship
owners are now faced with not only fuel
switching diffi culties but the additional
need for lubricant switching as they move
in and out of the ECA.
Total Lubmarine claims to have the only
lubricant product in the market place today
that can operate successfully for HFO at sulphur
contents ranging below 1% and above
4%. Ships using Lubmarine‘s Talusia Universal
do therefore not need to switch lubricants
when moving in and out of the ECA.
Whilst it was possible to operate using traditional
BN 70 lubricants at sulphur level
CHARACTERISTICS METHODS UNITS TALUSIA UNIVERSAL
S.A.E. Grade 50
Destiny at 15°C ISO 3675 kg/m 3 930
Kinematic viscosity at 100°C ISO 3104 mm 2 /s 19
Flash Point (COC) ASTM D 92 °C > 230
Pour Point ISO 3016 °C - 9
BN ASTM D 2896 mgKOH/g 57
Total characteristics of Talusia Universal
24 Ship & Offshore | 2010 | N o 4
of 1.5% and above, engine manufacturer
guidelines state that lower number BN lubricants
must be used with fuels containing
under 1% sulphur in order to prevent
excess deposits and engine wear and scuffing.
The alternative is the use of two different
lube oils according to the sulphur content
of the fuel being burnt by the vessel.
For ship operators this gives rise to a host
of complex operational issues not least additional
storage capacity, crew training and
on-board procedure requirements.
A one-lubricant solution avoids these
problems. The patented Talusia Universal
from Total Lubmarine has been approved
by all engine manufacturers for use with
high and low sulphur content fuels.
This one-stop solution is claimed to provide
important cost, effi ciency and safety
benefi ts for international shipping, eliminating
the risk of engine damage from mismatch
between different cylinder oils.
Compendium m Marine Engineering
Operation – Monitoring – Maintenance
Editors: Hansheinrich ch Meier-Peter | Frank Bernhardt
According to the German erman edition this book represents a compilation of
marine engineering g experience. 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.shipandoffshore.net/cme.
ISBN 978-3-87743-822-0, 1016 pages, hardcover
Price: € 98,- (plus postage)
Visit us at Stand A1.534
Seehafen Verlag

Fuel cell unit on car-carrier
ALTERNATIVE FUELS | A WFC20 fuel
cell unit by Wärtsilä has been installed
onboard the Undine, a car carrier, owned
by Swedish Wallenius Lines and managed
by Wallenius Marine. This unique power
unit is claimed to be the fi rst of its kind in
the world, and will during the test period
provide auxiliary power to the vessel while
producing close to zero emissions.
The fuel cell unit, which has a nominal
output of 20 kW, is based on planar solid
oxide fuel cell technology (SOFC), and
fuelled with methanol. Methanol is particularly
suited for fuelling the WFC20 since
it can be easily reformed to a composition
suitable for the unit. Methanol can be produced
from natural gas, or from renewable
raw materials such as gasifi cated biomass.
Methanol is a commonly used liquid in
the oil and process industries, and is available
in all major harbours.
Installation of the WFC20 fuel cell unit
onboard the Undine is the result of a joint
project by the international METHAPU
consortium. The participants in the con-
Wärtsilä’s fuel cell unit WFC20
sortium are Wärtsilä, Wallenius Marine,
Lloyd‘s Register, Det Norske Veritas, and
the University of Genoa, each of whom is
globally active in the fi eld of fuel cell system
integration, sustainable shipping, classifi
cation work or environmental assessment.
The project has been funded with
EUR 1 million from the European Union,
and is part of the European Community
Framework Programme (FP6).
The principal aim of the METHAPU project
has been to validate and demonstrate new
technologies for global shipping that can
reduce the environmental impact of vessels.
In addition, a further major aim is to
establish the necessary international regulations
for the use of methanol onboard
commercial vessels, and to allow the use of
methanol as a marine fuel.
The Undine, with the Wärtsilä FC20 unit
installed, sailed from the German port
of Bremerhaven in May. From there it has
headed for the USA, via Sweden and the UK.
The validation process carried out at sea will
provide feedback and valuable information
for the future development of this technology
for marine environment applications.
Fuel cells are by some considered to be one
of the most exciting energy technologies for
the future. In addition to methanol, Wärtsilä‘s
fuel cells can effi ciently utilize various
gases as fuel and produce almost zero nitrogen
oxide (NOx), sulphur oxide (SOx) and
particulate emissions. It is expected, therefore,
that fuel cell technology will also offer
signifi cant benefi ts to the shipping industry,
where international emission regulations
are becoming increasingly stringent.
Ship & Offshore | 2010 | N o 4 25

SHIPBUILDING & EQUIPMENT | PROPULSION & MANOEUVRING TECHNOLOGY
Gas engine on testbed
ROLLS-ROYCE | LNG is becoming an attractive
fuel for several sectors of the shipping
industry, particularly on coastal and
short sea routes, as it offers very substantial
reductions in exhaust emissions. The use of
LNG is expected to increase quickly as the
LNG bunkering infrastructure is expanding.
The new C26:33 series is the latest to join
the Rolls-Royce range of gas engines. Testbed
running is currently in progress, and
the engine is said to meet or exceed its design
requirements.
The fi rst production engine is already on
order for delivery later this year, and will
power an existing Norwegian fjord ferry
named Tresfjord, which is being converted
from diesel to LNG fuel for operation on a
route near Trondheim.
The C26:33 series combines Rolls-Royce
lean burn gas engine technology with the
main mechanical components of the C
25:33 diesel engine range. The fi rst generation
engines will be produced with six,
eight or nine cylinders in line and an introductory
rating of from 1,460 to 2,430 kW
at 900/1,000 rpm.
Unlike some other gas engines, which cannot
cope with the load and speed variations
of direct propeller drive, but in line
with similar Rolls-Royce gas engines, the
C26:33 is designed for both constant-speed
generator set drive as well as for variable
speed mechanical power transmission to a
controllable pitch propeller. It can even be
used in a single engine propulsion system,
as it includes all the redundancy requirements
for this application.
A further advantage is that it can be installed
in accordance with the Gas Safe
Machinery Spaces system confi guration as
defi ned by IMO interim guidelines for natural
gas fuelled installations in ships.
In the new C26:33 engine, CO 2 emissions
are reduced by 22% compared to engines
burning liquid fuel, NOx emissions are
cut by 92%, while emissions of SOx and
particulates are negligible. The design of
the C26:33 cuts methane slip, which has
been seen as a disadvantage of gas engines,
to very low levels. This new Rolls-Royce
engine range meets both the IMO Tier III
and the forthcoming much tougher Tier IV
emissions limits.
Running gear is largely based on the C-series
diesel engine but the bore is increased
from 250mm to 260mm, giving an increase
in cylinder displacement of just over
8%. The upper part of the engine is new,
using spark ignition lean burn technology
incorporating experience from the Bergen
K and BV gas engines.
A lean gas mixture is supplied to the cylinders,
and a separate richer mixture to the
pre-chamber, which is ignited by the spark
and initiates combustion of the cylinder
contents. Variable turbine geometry in the
turbocharger, an advanced control system
with individual cylinder knock sensing,
The new Rolls-Royce C26:33 series LNG engine
Three fuel choices for LNG carriers
TRI-FUEL PROPULSION | The fi rst in a series
of four liquefi ed natural gas (LNG) carriers
built by Samsung Heavy Industries in
Korea for BG Group will be completed this
year, representing a fi rst in terms of its propulsion
system and propeller arrangement.
The 170,000 m 3 Methane Julia Louise is the
fi rst LNG carrier to have both a tri-fuel die-
26 Ship & Offshore | 2010 | N o 4
sel electric (TFDE) propulsion system and
a twin-skeg and propeller arrangement.
The carrier can run on heavy fuel oil (HFO),
marine diesel oil (MDO) or cargo boil-off
gas. The containment system is the GTT
Mark III with ABS issuing its R2 notation, indicating
propulsion redundancy. Therefore,
the main propulsion system, electrical gen-
variable inlet valve timing and adjustable
Miller cycle give full control of power, thermal
effi ciency and emissions over the entire
load/speed range.
The Gas Safe Machinery Spaces requirements
are met by making all gas pipes
dual-walled, with the intervening space
ventilated and monitored to detect leakage.
This means that the engine can be installed
as if it was a diesel engine in an ordinary
engine room with electric pumps,
compressors and other equipment that
are not explosion protected, avoiding the
cost and complexity of dedicated gas engine
rooms.
With the BV range of gas engines in service,
and the C26:33 imminently on the
market, Rolls-Royce is further developing
an in-line gas version of the B35:40, which
will complete the seamless range of marine
gas engines, spanning from 1,460 kW to
7,800 kW. The new C26:33 takes over from
the K-series gas engine.
eration system or steering can be maintained
during a single failure. Also unique to this
carrier is both an onboard reliquefaction
plant and a gas combustion unit (GCU) to
be used when boil-off gas is not used as fuel
or processed in the reliquefaction plant.
The three sister ships to the Methane Julia
Louise will be built to the same design.

SCR system for two-stage turbocharging
COOPERATION | In an extension of
their existing cooperation in the development
of two-stage turbocharged medium
speed diesel engines, Finnish power solutions
provider Wärtsilä and Swiss turbocharging
specialist ABB Turbo Systems
intend to cooperate with a third partner,
aftertreatment specialist Hug Engineering,
based in Elsau, Switzerland. The
Order for
Hamworthy
Krystallon
EXHAUST SCRUBBING | The fi rst commercial
order for Hamworthy Krystallon
has been placed for technology capable of
meeting new EU regulations on fuel emissions
from ships, that does not require
owners to switch to high cost distillates.
Italian owner Ignazio Messina & C. has
selected Hamworthy Krystallon seawater
scrubbers so that four new 45,000 dwt roro
ships burning residual fuel oil can meet
rules demanding sulphur emissions equivalent
to just 0.1% fuel-Sulphur content. The
vessels are said to be the fi rst ships of their
type to feature RINA’s Green Plus notation.
The ships, under construction at Daewoo
Shipbuilding and Marine Engineering,
South Korea, will be available to trade
worldwide, although their principle area of
operation will be in the Mediterranean Sea.
EU directive EC 2005/33, introduced in January
this year, imposes a 0.1% limit on sulphur
emitted by ships in EU ports, achievable
through burning low sulphur content fuel
(MGO) or fi tting abatement technology.
Each ship will feature fi ve scrubbers, consisting
of four units for the auxiliary engines
(each 2 MW) and one unit for the auxiliary
boiler (2.5 tons steam per hour). All scrubbers
will be housed within the ship funnel
casings. Equipment will also include
a control system, combined wash-water
treatment plant and a new range of super
duplex stainless steel pumps supplied by
Hamworthy’s Singapore plant. All emissions
will be continuously monitored.
Burning fuel with a sulphur content of up
to 4.5%, the ships will nonetheless be able
to meet the 0.1% EU’s in-port emissions
requirement. Seawater scrubbing will also
have a substantial impact on particulates
emissions.
object of the new joint project is to develop
an innovative compact selective
catalytic reduction (SCR) system especially
tailored to operation with two-stage
turbocharging.
Under the envisaged agreement, Wärtsilä,
ABB Turbo Systems and HUG Engineering
will target a further expansion
of fl exible engine operation at reduced
Headquarter
Fuchs International
Technology GmbH
Ausserfeld 4
CH-6362 Stansstad
Switzerland
Tel: +41 41 612 32 30
Fax: +41 41 612 32 31
doctor@fuchstechnology.ch
www.fuchstechnology.ch
Service Center
Seewadelstrasse 22
CH-8444 Henggart
Switzerland
Tel: +41 52 316 28 86
Fax: +41 52 316 28 87
NOx emissions and optimized fuel consumption,
as well as targeting savings in
fi rst and life cycle costs. To develop the
new combined SCR and turbocharging
solution and its integrated application
on the engine, the partners will
combine their expertise and resources
in order to achieve early readiness
for market.
FUCHS INTERNATIONAL TECHNOLOGY
A new era of portable engine
monitoring systems
THE DOCTOR DM 8-32
Portable multi-cylinder real-time engine performance
analysis system
EASY EASY · FAST FAST · ACCURAT AC · ONLINE
Like Like Like Like neve n nnever
before
- ba balance engines accurately
- optimize performance
- save fuel
- minimize operation cost
- reduce emissions
- reduce service and spare
part costs
SMM SMM 2010 2010 010 010
7. 7. – – 10. 10. September September 2010 2010
Hamburg, Hamburg, Stand Stand B7.452 B7.452
Ship & Offshore | 2010 | N o 4 27

SHIPBUILDING & EQUIPMENT | CONTROL & MONITORING
Automation on gas tankers
LPG/NH 3 CARRIERS In addition to the usual nautical registrations, oil and gas tankers transporting
hazardous goods must comply with diverse additional requirements, especifi cally
regarding explosion protection. Marine Technik GmbH in Schwentinental near Kiel has specialized
in ship automation and relies on the modular Wago I/O System. A project with an automation
system for four new LPG/NH ³ tankers, built by Hyundai Mipo SY, with a load capacity of
35,000 m³, has recently been realized.
Renate Klebe-Klingemann
In order to liquefy LPG gas at
20°C, it must be exposed to
very high pressure. The walls
in these tanks reach a thickness
of 8 to 20 cm. The monitoring
of the operating conditions
and the alarm therefore play an
important role in the ship’s automation
system.
Marine Technik planned and
developed the systems for monitoring
the loading and unloading
processes for the four new
LPG/NH ³ tankers, built by Hyundai
Mipo SY. Wago Kontakttechnik
delivered the nodes
with approximately 2,000
I/O modules on the Profi bus
coupler, hereby collecting the
signals from temperature sensors,
pressure gauges and other
sensors in the explosive and
non-explosive area. The system
is certifi ed by the leading
classifi cation societies and all
28 Ship & Offshore | 2010 | N o 4
signals can be connected via
normal and intrinsically safe
I/O modules, even those from
the explosive areas. Additional
equipment, such as Zener barriers,
are hence unnecessary.
Since very many signals must
be processed on a small area
on such a ship, the compact design
of the components is said
to quickly pay off.
The I/O-nodes transfer the
measured values to the PLC
(programmable logic controller)
of the alarm monitoring
system. Some signals are electrically
isolated from the product
group Jumpfl ex® via midget
switching relays in a plug-in
base with a width of 6 mm.
In addition to the cargo inspection,
many different butterfl y
valves must be controlled in the
fl uid circuits and the respective
status must be recorded, for ex-
ample, in bilge, ballast and fresh
water, as well as the lubricating
oil or fuel. Actuators open and
close the valves via double acting
cylinders and with separate
lines for each control direction.
The solenoid valves to bias the
conduits into action and into
cut-off are supplied with voltage
via I/O modules and relays.
In addition, electrical pressure
sensors (4-20 mA) record the
fi lling levels of the tanks and
displays them individually.
Marine Technik also equips
the tanks with a special display
system upon request. They developed
processor-controlled
tank content measuring systems
with an individual display
and control of butterfl y valves
(VRC) via a trackball or touch
panel for this. In new equipment,
such as for the vessels
at Hyundai Mipo SY, Marine
LPG/NH 3 tankers have to
fulfi l special requirements
on control and
monitoring systems
Technik installs approximately
14 P-Profi bus-D couplers and
more than 500 I/O modules
with analog and digital inputs
in the Ex-i version and the non-
Ex-i in a cabinet.
An Integrated Control and
Monitoring System (ICMS)
provides quick information and
response and therefore safety
onboard. The alarm monitoring
system (MAS) warns visually
and acoustically, for example,
when pressure drops or at
excessive temperatures. Mimic
diagrams show the installation
location of the sensors, thus
facilitating the assessment of
the malfunction. If the trend
of the error message continues,
the safety system (MSS) reduces
the speed of the drive system or
stops it altogether.
The fi lling levels in fuel tanks
and the entire power supply

of the ship are integrated in
the alarm monitoring system.
The alarms are reported on the
bridge and in the engineering
compartment. In addition, the
deadman alarm is included
during the night, which can
only be reset by a manual acknowledgment.
The alarms can be viewed and
the control system can be accessed
from PCs and touch
screens on the bridge, in the
loading control room or in
the machinery control room.
A printer logs measured data
in the engine room. It prints
warnings, current operating
conditions (journal pressure),
or changes in the operating
conditions (pressure). In addition
to the alarm monitoring,
the light call system (SLP) visually
and acoustically displays
the signals in the machine compartment,
which are required
according to SOLAS (Safety of
Life at Sea). The various control
systems, such as the valve
remote control system, the tank
contents measuring system and
the anti-heeling system, work
independently. Each system is
controlled by a highly available
redundant PLC (S7-400H),
supported by a wide range of
Profi bus-DP couplers in line
topology. Depending on vessel
type and size, the I/O modules
absorb more than 1,000 operational
data (conditions, measurements
and fl uid levels).
In order to determine the heeling
(slope) of a ship, precise
tilt sensors on two axes measure
the level and display it via
a luminous row. If the heeling
is too much, water is pumped
in within a short time for compensation.
Reversible propellers
or centrifugal pumps with
suitable valves pump the water
automatically to the selected
direction. The control system
compensates an inclined position
of the ship while it is loading
in this manner.
The author:
Renate Klebe-Klingemann,
technical author,
Wago Kontakttechnik
GmbH & Co. KG, Minden
Wago nodes with more than 500 I/O modules distributed over
several PROFIBUS couplers
MEIKO‘s
Marine Division
MEIKO the technology leader in dishwashing
and food waste vacuum systems
Taking perfection to another level: the ultimate in
hygiene, safety, economy and eco-friendliness.
Come and see for yourself at:
SMM, Hamburg · Hall B5 · Stand 411
E-Mail: marine@meiko.de · www.meiko.de
Ship & Offshore | 2010 | N o 4 29

SHIPBUILDING & EQUIPMENT | ENVIRONMENTAL PROTECTION
The oil slick as seen in
from the bridge, tracking
behind the left vessel in
the picture
Oil spill radar successfully tested
CONSILIUM | During three
days of extensive testing, the
capability of Consilium’s oil
spill radar to detect oil slicks
has been successfully verifi ed.
The sea trials were part of an
exercise in order to certify satisfactory
safety and effi ciency in
oil spill response operations.
The operation was conducted
by the Norwegian Clean Seas
Association For Operating
Companies (NOFO). The exercise
of Oil at Sea, held on
8 - 10 June 2010, was the largest
and most comprehensive annual
oil spill response exercise
in Europe. In addition to the
boats’ crews, approximately an
additional 50 people were involved
as observers. About ten
boats, helicopters and planes
participating in the exercise
were coordinated and supervised
by the Norwegian Coastal
Administration.
With the kind permission of
the Norwegian Coast Guard,
The oil slick is shown as a dark area to north-west of the vessel
(North-Up)
30 Ship & Offshore | 2010 | N o 4
the Consilium Selesmar Selux
ST 340 radar display and a
12 kW 9 ft antenna radar sensor
were temporally installed on
the Vessel KV Bergen. The Selux
ST radar display was equipped
with an add-on Special Edition
software package, providing
the advanced hardware video
processing function to enable
the detection and tracking of
oil slicks.
Consilium is claimed to be
the fi rst company in this market
segment, able to provide
an oil detection feature built
into in an IMO/Solas ARPA
navigational radar plant. The
radar plant is using the same
hardware already approved by
the Federal Maritime and Hydrographic
Agency in Germany
and is compliant with the
European Maritime Directive
(MED). This means that the
navigation offi cer can use the
radar display as a normal ARPA
radar and then easily switch
over to the oil spill function
whenever necessary.
A Master/Slave interswitch
board is provided as an integral
part of the Consilium radar
plant. The oil spill radar display
can thus easily be interfaced to
all radar sensors of the navigational
radar plant.
The oil spill detection is also
achieved by the technical performance
of the Consilium
radar sensor and by its capability
to increase the speed of
the antenna rotation to up to
44 revolutions per minute. The
advanced video processing allows
for operation under all
kinds of visibility conditions.
The trials were carried out both
during day-light, as well as during
night-time, with sea state 2
up to sea state 3-4.
Under all kinds of sea state conditions,
oil slicks were detected
and clearly recognised up to
the maximum limit of the sea
clutter map.
Further to the tests, the recorded
data during the trials have lead
to a special interface that now
has been developed to present
the oil slicks directly onto the
Consilium ECDIS.
For Consilium, the development
of the Consilium oil spill
radar system represents one of
the most comprehensive efforts
to date to contribute towards
protecting the environment,
the people and to improve oil
spill response capabilities.

Multipurpose oil spill
response vessel for Vietnam
DAMEN | A new Multi Purpose
Vessel, particularly suited
for oil spill response, is set to
enter service in Vietnam after
successful sea trials. Kitted with
two large sweeping arms, this
is the fi rst time an oil spill response
vessel of this type has
been operated in Asia.
Built by Song Thu shipyard in
Danang in Vietnam under a
Damen license, the MPV 5212
will be deployed by Vietnam’s
Oil Spill Response Centre for
Central Vietnam. The Vietnamese
Authorities are expected to
order another two oil spill response
vessels and all three will
be deployed along the coast of
Vietnam.
Damen Technical Cooperation
(DTC) provided the engineering
and material package and
the drawings for the MPV 5212
to allow Song Thu to build the
complete vessel.
The MPV 5212 is based on a
previous Damen-designed oil
spill response vessel, the 80m
Arca, which is stationed in
the port of Scheveningen and
owned by the Dutch Ministry
of Transport. Built in 2003,
this vessel has already proven
its ability to handle oil spills
and has worked on several
major incidents over the years
including the Erika and Prestige
disasters.
Damen claims the MPV is the
only oil spill response vessel
that can operate in extreme
weather conditions, even in
wave heights of 6m. For instance,
even though there
were more than a dozen vessels
clearing oil from the Prestige,
which broke up off the
coast of Spain, the ARCA is
said to have reclaimed more
than half of all of the oil. Other
response vessels had to wait
for the weather to calm down
before they could place the oil
booms.
Damen has taken the ARCA
concept a step further following
input from the crew onboard
the Arca, increasing the oil spill
recovery capacity even more on
the MPV 5212, recently named
SOSRCEM (Safety Oil Spill Response
Centre Middle Region).
MPV is also said to have a
good oil separation system
onboard which means that
oil and water can be separated
very quickly. In addition,
the oil tank heating system
has been improved. Oil can
be heated up quickly so it remains
fl uid, making it much
easier to discharge the oil
into a nearby tanker through
a hose, allowing it to continue
cleaning up the oil spill.
There is also the possibility
of discharging it into fl oating
All FINTRY CarboCAT‘s are
built in carbon composite
The MPV 5212 design built by Song Thu shipyard
bags that can be towed ashore
when they are full.
Due to the possible build up
of volatile gases during an
oil spill response operation,
the vessel has been equipped
with an over-pressurized cabin.
Remote-control fi re vents/
fl aps can be used to close
the air intakes in case the
gas-detection alarm goes off
and then the vessel should
exit the area. As well as this,
the MPV has air inlets more
than 7m above the waterline
assuring the intake of noncontaminated
air. The new
vessel is also equipped with
FINTRY CarboCAT®
a new generation of commercial vessels
in carbon fibre sandwich technology
the unique SeaDarq radar that
detects differences in wave
patterns, allowing the vessel
to identify oil patches day and
night, making the vessel highly
effective.
Although the vessel has been
designed for a performance
speed of 12.8 kts and a Bollard
Pull of 45 t, in recent sea
trials the MPV 5212 managed
14.1 kts and a 47.5 t Bollard
Pull.
As well as oil spill response,
the MPV is also suited for towage,
salvage, buoy laying, fi re
fi ghting, diving assistance and
Search & Rescue.
– The carbon fibre sandwich technology reduces the structural weight by
30 % or more compared with aluminium structures.
– Fuel consumption savings of up to 20 % are possible.
– Savings of up to 25 % in maintenance costs compared to an aluminium
vessel of the same capacity.
– High safety characteristics due to sandwich construction and double
bottom structure.
Fintry Marine Design AG | Bergtalstr. 24 | CH-9500 Wil
Phone +41 [0] 71 9119330 | Fax +41 [0] 71 9119332
info@fintry-marine.com
Car CarboCAT
part of ThyssenKrupp
Marine Systems
technology by Kockums AB. www.fintry-marine.com
www.kockums.se
The copyright for the overall development of FINTRY Catamarans is
owned by FINTRY Marine Design AG | Register No: CH320.3.063.199-4
Ship & Offshore | 2010 | N o 4 31

SHIPBUILDING & EQUIPMENT | SHIPREPAIR & CONVERSION
The CLB Nexans Skagerrak after elongation Photo: Nexans The 2,000m 2 work deck providing increased storage Photo: Nexans
Elongation of cable laying vessel
SHIP CONVERSION | The
cable laying vessel (CLV) Nexans
Skagerrak was recently relaunched
after a successful
conversion and upgrade. The
conversion was initiated by the
owner, cable solutions supplier
Nexans, to increase the vessel’s
capability to perform more
32 Ship & Offshore | 2010 | N o 4
demanding cable and umbilical
installation tasks as well as
to provide a service life extension.
The CLV Nexans Skagerrak
was the fi rst purpose built ship
to be designed specifi cally for
the transport and installation
of submarine high-voltage cables
and umbilicals. There are
to date only two vessels of this
kind in the world. Throughout
its life, the vessel has been constantly
upgraded and new systems
have been added, but this
conversion is the largest and
most complicated upgrade to
date. The available time for the
actual conversion was limited
due to the vessel’s busy schedule,
so three months construction
time had to suffi ce. Nexans
engaged GL Noble Denton
in Sandefjord to manage this
conversion, who provided
a team for project management,
design and construction
follow-up. The scope of the
conversion included improved
loading condition, enhanced
deck facilities, as well as increased
and upgraded accommodation
facilities.The loading
condition enhancement was
done by lengthening the vessel
by 12.5m. The new hull section
was pre-fabricated to save conversion
time, and the Cammell
Laird yard in Birkenhead, United
Kingdom, had to prefabricate
some 800 t of steel before
the vessel arrived for the actual
conversion work. The work
included a totally reworked
global strength as well as stability
calculations and design
of all steel structures for hull
strengthening in addition to the
extension plug itself. The upgrade
increased the ship‘s deadweight
from 7,886 t to 9,373 t.
After the conversion,the vessel
has a perpendicular length of
112.25m. A new 2,000m 2 work
deck was fi tted on board to accommodate
requirements for
increased storage and to accommodate
additional cable
laying equipment. This work
also included some modifi cations
of existing cable laying
equipment, fi tting of new deck
cranes and an upgrade of the
on deck safety systems, including
fi tting of two new lifeboats
and lifeboat stations. Domestic
and service areas like messroom,
dayrooms and galley
was refurbished in addition to
an increased number of single
cabins to 60, including the fi tting
of one accommodation
module with 17 single cabins,
which was pre-fabricated to
save conversion time. The work
performed was reported to be
complex both due to the limited
time and the large amount
of systems and facilities that
needed to be interfaced during
the insertion of the new hull
section, as well as the general
challenge to get new and old
systems to fi t together as one
seamless unit.
The GL Noble Denton team
covered all phases of this conversion,
namely the conceptual
design and concept selection,
preparing yard specifi cations,
evaluating a proposed yard,
the naval, structural and marine
systems design as well as
the safety systems design. GL
Noble Denton provided the
supervision of the yard and
was responsible for all class
and as built documentation.

Oil spill combat
icebreaker
AGREEMENT | The Finnish
companies STX Finland Oy,
Aker Arctic Technology Oy and
Southeast Trading Oy (SET
Group) have signed a cooperation
agreement with the Russian
companies OAO Sovcomfl
ot and FSUE Rosmorport. The
purpose is to develop and build
a new type of oil spill combat
icebreaker for Sovcomfl ot, the
largest Russian shipping company.
The new innovative type of
vessel is a major breakthrough
in the icebreaking technology
and for the protection of the
Baltic Sea. Furthermore, this is
said to represent a big step forward
in strengthening the Finnish-Russian
cooperation in the
fi eld of shipbuilding.
This multipurpose vessel, having
an asymmetrical hull that is
based on the icebreaking technology
developed by Aker Arctic
Technology Oy, will be able
to use an innovative sideway
movement to collect the oil
in demanding ice conditions,
as well as to break a broad ice
band effectively. The vessel will
also be able to solve support,
escorting and towing tasks even
for large tankers in the Baltic
Sea, as well as a wide range of
other towing and rescue tasks.
The vessel is equipped with
three rudder propeller devices
with the total propulsive capacity
of 7,5 MW and is about 67m
long and about 19m wide.
The design of the vessel having
the deadweight of about
1,450 t would provide an effi -
cient arrangement of the necessary
technological equipment,
Returning to the
shiprepair market
ÇIÇEK SHIPYARD | The
Turkish shipbuilder Çiçek
Shipyard is to return to the
shiprepair market utilising
its Panamax building dock
at Tuzla Bay. The company
has been concentrating on
new ship construction since
2003 but with the downturn
in this market, it has decided
to broaden its activities so as
to maintain employment for
its workforce and to maximise
utilisation of its drydock and
fi tting out quays. With an internal
length of 225m and a
width of 37.5m, the dock is
capable of accommodating
most Panamax vessels with
ease. The availability of a 300 t
gantry crane on the dock will
enable Çiçek to undertake
major conversion projects as
well as more routine repairs
and drydockings. In May,
the 58,000 dwt bulk carrier
Kaptan Arif Bayraktar was
fl oated out of the drydock,
clearing the way for this facility
to switch to shiprepair.
However, the company will
continue to construct newbuildings
in its yard utilising
two slipways, one capable
of accommodating ships
up to 26,000 dwt and the
other suited to the construction
of smaller, more specialised
vessels up to 5,000 dwt.
Çiçek has already won its fi rst
shiprepair contact with the
35,795 dwt Italian chemical
tanker Maritea. Owned by
Carichi Liquidi Societa Armatoriale
(Calisa), part of the
Novella Group, she will undergo
an intermediate survey
together with some general
maintenance work. The shipyard
says Maritea will provide
an excellent reference when
seeking further contracts.
The oil spill combat icebreaker being developed as a joint
Finnish-Russian project
including tanks for collected oil
and chemicals with capacity up
to 1,500 m 3 . Ice performance
of the vessel provides icebreaking
capability in solid ice with a
thickness of up to 1.2m and in
the hummocky ice of the Gulf
of Finland. This has already
been confi rmed by the results
of ice model trials carried out
by Aker Arctic Technology Oy
together with a working group
from the Ministry of Transport
of Russia. The cooperation
agreement now concluded is
said to be an important indicator
of the traditional Russian-
Finnish cooperation within the
maritime industry and is also
an important milestone in the
Baltic Sea environmental protection
and in strengthening
the commercial and industrial
ties between the two countries.
YOUR WORLDWIDE
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Ship & Offshore | 2010 | N o 4 33

SHIPBUILDING & EQUIPMENT | PIPING SYSTEMS
Customized software
solutions for tube fabrication
PROCESS KNOWLEDGE Tube components used in integrated systems from design to assembly
are subject to an automatic status analysis, in order to be able to check the up-to-date
fabrication status of each component at any time. The fl ow of material as well as control of the
used machines occurs within the tube shop directly through the software.
Gustav A. Nieweg
With process knowledge the technique
and production in tube
pre-fabrication can be optimized
and modernized. Process knowledge is
the knowledge of the interdependence of
design, construction, fabrication, fl ow of
material, CAD, CAM, EDP, and handling.
Tube pre-fabrication on the other hand, is
the fi tting of purchased tubes with fl anges,
fl ares, elbows, reductions, extrusions,
t-branches and similar elements, to create
more complex components.
3R software solutions have developed the
3R-framework, an integrative system for
the design and control of tube shops. Here,
a customized software solution is provided
for each station of the design and tube fabrication
process.
Schematics and diagrams
RoniR2D is a system for the creation of
schematics and P&I diagrams. Due to its
connection to a centralized database, the
system has access to the material master
fi le. With the option to superimpose a
DXF-based general arrangement plan onto
the drawing, all constructed tubes and fi ttings
receive a local reference. With the
help of this local reference, which is drawn
to scale, it is possible to automatically generate
tube and fi tting lists during the design
process.
By registering for a system or assembly
group, the designer can only use material
that is allowed for this system. A wide variety
of automatisms not only increases the
designer’s effi ciency, but also reduces the
likelihood of error. Among other things the
system provides the following tools:
� Automatic generation of the symbol key
� Automatic numbering of tubes and
fi ttings
� Automatic generation of fi tting lists
� Automatic generation of tube lists
�
Automatic material fi ltering according
to classifi cation.
The use of the centralized database of the
3R-software framework ensures a bi-directional
datafl ow with all subsequent systems
34 Ship & Offshore | 2010 | N o 4
A sensible fl ow of material is continuously moving in the same direction
Isometric system
RoniCAD has been used successfully as
isometric system for many years, and is
specifi cally adapted to the customer’s design
and fabrication environment. Beyond
the creation of tube systems, a detailed
producibility analysis can be performed
at the time of creating the isometric, either
as calculation or as graphical simulation,
by using the integrated tube bending
simulation software RoniKolli. RoniCAD
automatically generates the CNC-data for
bending machines, fl ange-welding machines,
saws (and tube storage) and fl amecutting
machines.
RoniCAD includes an editor for the creation
and management of element symbols.
The symbols are designed simultaneously
in 2D and 3D, so a 3D image of one or
more isometrics can be displayed in Roni-
CAD at any time. Welding connections can
be marked at the ends of the symbols, so
welding lists can be generated automatically.
It is also possible to calculate the
centre of gravity for individual tubes or the
entire system.
The immediate generation of worksheets
also needs to be emphasized. Here Roni-
CAD independently separates string isometrics
into individual spools, and creates
compressed instructions for the tube
shop.
The program provides interfaces to almost
all common systems, such as Catia, AVEVA,
Nupas Cadmatic and Unigraphics (Isogen).
Producibility analysis
RoniKolli can be used for computer aided
producibility analysis, generation of CNC
data, and as construction platform for tube
geometries that shall be fabricated using
modern tube bending machines. For detailed
monitoring and support of the fabrication
process, the entire bending operation
is simulated and tested for collision.
RoniKolli supports both simple mandrel
bending machines, as well as modern leftright
bending machines with multi- �

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SHIPBUILDING & EQUIPMENT | PIPING SYSTEMS
3R Software solutions for the construction of piping systems
ple bending heads and levels. In addition
to mandrel bending with bending forms
RoniKolli also supports freeform and induction
bending.
By using the Machine Editor a virtual model
of the bending machine and its environment
can easily be created and modifi ed
at any time. The Tool Editor creates virtual
models of the bending tools, which are used
together with the virtual machine model in
the bending simulation. The Material Manager
fi nally manages the material specifi c
properties of the tubes, bars and profi les.
Especially in unit production it is essential
to bend the tube geometrically precise on
fi rst try. In order to achieve this best-case
scenario a wide variety of empirically derived
bending results are required, which
are collected and analyzed in the Material
Manager. The gathered information is used
to increase fi tting accuracy of the tubes and
the generated CNC-data. The fabrication
process can be adjusted and improved at
any time by entering new values.
Simulation of the bending process
36 Ship & Offshore | 2010 | N o 4
Bending sequence
The RoniKolli bending simulation simulates
the bending process of a tube isometric
on one or more virtual bending
machines. In case of collision the program
independently searches for solutions.
In addition the user can intervene
and adjust the bending process manually
at any time. The search for a suitable
bending process is dependent on the machine
type. The more complex the bending
machine, the more options RoniKolli
provides. Among others, the following
options are tested:
� Change of rotation direction
� Insertion of a correction feed
� Change of bending direction
� Change of bending head
� Change of bending level
�
Change of bending sequence (machine
type-dependent).
In order to generate CNC-data RoniKolli
considers all relevant machine-, material-
and tool-specifi c parameters. Therefore
the calculation of the exact cutting length
includes the tube’s springback, the traction
reductions after overbending, the radius
increase of the bend, and the material
stretching within the bend.
RoniKolli can calculate a machine-dependent
theoretical cycle time for each
tube isometric, so the speed and effi ciency
of individual bending machines can be
compared.
Fabrication control
RAMP designates a system for tube fabrication
control, which is composed of several
modules. These modules often require
customer-specifi c adaptations, so RAMP
can meet individual demands. Depending
on opportunity the used machines can be
controlled directly. For the following fabrication
stations RAMP modules have been
developed:
� Cutting
� Labeling
� Flame-cutting
� Flange-welding
� Bending
� Surface treatment
� Pressure testing
�
Welding testing.
The RAMP production planning function
realizes the entire work preparation for
industrial tube fabrication. Work packages
are created by using customized fi lter
functions.
For each fabrication step and selected work
station there is an option to create part
lists, drawings and work sheets, including
all fabrication-relevant information. All
CNC-data that are generated in RoniCAD
are automatically provided; work lists for
the stations are created and sorted.
Because of the date structure of the job
numbers and the calculated isometric
times, as well as the completion reports
at the individual work stations, the up-todate
fabrication status can be determined
The measuring arm transfers data to the
RoniTubeFit
and visualized at any time. This way design
errors and workfl ow bottlenecks can be
discovered early.
RAMP also provides different variants of
work time calculation: For each individual
work step, such as welding or bending,
an empirically derived time value can be
assigned to each element or tube in the
database. These values are then added according
to company-internal methods.
Due to the database-supported structure
of RAMP all material data and part quantities
can be listed according to various

Roni3D provides the loading and display for DXF-models
fi lter criteria. The entire material requirements
of the entire job, a section, or a particular
time interval can be calculated and
displayed with the touch of a button.
Tube geometries
RoniTubeFit complements the 3R software
framework with a CAM system for
the exact survey of tube geometries and
basket models. The system can be used
both in quality control and in measuring
of fi tting pipes. For the software a measuring
arm is required, to transfer the
measuring data to RoniTubeFit, using a
USB connection. The software guides the
user through the measuring process step
by step, letting him know which value is
required.
fi re resistant
STRAUB-FIRE-FENCE®
For use wherever
fi re protection
is required by law.
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NEW: Certifi cates of all IACS-Members
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3D coordination system
Roni3D is an independent 3D-coordination
system and part of the 3R-software
framework. Due to the connection to the
central database all isometric data created
in RoniCAD, RoniDraftboard or
RoniTubeFit can also be managed and
edited in Roni3D. Roni3D allows for the
loading and display of DXF-models for the
optimal integration of a tube system into
its environment.
Mobile Isometric Entry
RoniDraftboard (RoniMobile) is used for
mobile isometric entry. The system was
designed for use with a TouchPad or PDA.
In respect to the mobile use on-site, Roni-
Draftboard is database-independent. Still
all elements can be created with an integrated
symbol editor, and the component
information that is relevant for the Ronisoftware
framework can be added. This
way isometrics created with RoniDraftboard
can easily be exported to RoniCAD
to be used there.
The author:
Gustav A. Nieweg,
Senior Executive, 3R software solutions,
Hamm
SMM
Hall B5
Booth B5.328
������������
Ship & Offshore | 2010 | N o 4 37

SHIPBUILDING & EQUIPMENT | PIPING SYSTEMS
Tube ben ding
machines
UNISON | A new range of allelectric
tube bending machines
has been launched by UK-based
Unison. Incorporating a realtime
Ethernet control system
architecture, as well as a major
new release of programming and
control software, the machines
are claimed to take the advanced
shape forming capability and
fl exibility of servomotor-controlled
bending to a new level. The
new UK-built Breeze machines
are said to bend faster, exploit
advanced multi-axis synchronisation
capabilities to support
very sophisticated roll-forming,
improve the tool adjustments
that can be employed during the
bending cycle to generate ultraprecise
part shapes and offer a
visual collision checking programming
feature as standard.
They also feature an open architecture
that is easily adapted to
integrate application-specifi c capability
or build work cells.
An all-electric architecture
provides tube benders with
performance benefi ts in terms
of set-up speed, repeatability,
lower energy consumption and
noise reduction compared with
traditional hydraulically powered
machinery.
At the heart of Unison‘s new
Breeze machine range is a realtime
machine and motion system
based on the deterministic
Ethernet-compatible Powerlink
protocol. A 100 Mbits/second
network links all of the servomotor
drives required to control
bending operations. The
speed of the network makes
it possible to coordinate the
movement of the various servomotor
axes used during bending
- such as the carriage, plane
of bend, and clamp roller -
more rapidly, allowing Unison
to improve the speed of bending
for many common tasks by
typically around 10%.
The new Ethernet architecture provides high fl exibility
38 Ship & Offshore | 2010 | N o 4
Unison’s new software includes a collision checking capability
The quality of bend shapes and
wall thickness can also be improved
thanks to fi ner real-time
control over the motion profi les
used by key bending axes which
move as the rotary draw bending
process takes place - such as
the carriage and the follower die.
Real-time interpolation of multiple
axes is also supported by the
machine‘s new motion control
architecture. In particular, this allows
Unison to equip machines
with extremely fl exible rollforming
tools that are able to
vary the radius of bending with
great precision during the bending
cycle. Other benefi ts include
much-improved diagnostics
and data collection, which can
assist with both programming
and maintenance, and easy connection
to factory networks for
changing programs, reporting
production metrics, etc.
Unison is also releasing new
programming and operating
software for the tube benders.
Among dozens of new and
improved features in v10 of its
Unibend package is a collision
checking capability that helps
users to program the machine
for new parts. Bending operations
are visualised using a 3D
model of the machine. If users
see any potential collision problems,
bend sequences can be reversed,
and intervening carriage
and rotation movements can
be employed to ensure the part
can be manufactured easily. Programming
itself can be achieved
typically in a couple of minutes
by entering new ISO, XYZ
or YBC values (distance tube is
pushed out, rotation, and degree
of bend), linking from CAD or
measuring machines, adapting
an existing template, or interactively
teaching the machine.
The versatility of Unison‘s software-controlled
tube bending
machinery is very high, and this
attribute is improved by the new
networked control architecture.
Almost all tube bending machines
are confi gured around
a base design to suit the user‘s
intended applications, including
or excluding facilities as
required. Unison is currently
seeing a substantial increase in
demand for work cells that integrate
tube bending with other
processes. The new Ethernet
architecture provides fl exibility
for confi guring and building integrated
machines and cells: the
control network can be very long
allowing physically large processes
to be accommodated with
ease; and one network controller
can handle up to hundreds of
motion axes and other control
system resources such as sensors.
The networked nature of the control
system architecture makes it
easier to upgrade systems later in
their lifecycle, to integrate processes
such as loading, end forming
and unloading for example.
Unison can supply the new architecture
on all-electric tube
bending machines capable of
handling tubing with diameters
up to 180mm (7 inches). Machines
can be fi tted with single-
or multi-stack tooling, and with
two or more bending heads.

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Industrie

SHIPBUILDING & EQUIPMENT | TOOLS
ALM Solution in shipbuilding
AVEVA | All Asset Lifecycle
Management (ALM) activities
depend upon an effi cient fl ow
of information and every ALM
process must address an information
management strategy.
Asset portfolio managers need
information about the status of
existing assets to evaluate and
refi ne capital project proposals.
Project teams need analysis and
design information at progressively
refi ned levels to select the
right solutions and to coordinate
many different project activities.
Aveva NET is one of several solutions
introduced in recent years
to help address these challenges.
Aveva NET is an open and
non-disruptive technology designed
to expose, evaluate and
enhance information networks
and the business processes they
support. It allows both new and
existing information sources
to be progressively interconnected,
while providing a range
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40 Ship & Offshore | 2010 | N o 4
of management tools that allow
the business activities that
create or use this information
to be modeled and their associated
processes planned,
executed, monitored and controlled.
Through these capabilities,
Aveva NET creates and
manages a multi-dimensional
network of interrelated information
content that connects
people, processes and systems
and helps manage the quality,
integrity and availability of information
across all phases of
the project lifecycle.
Project execution
Effi ciently executing large capital
projects and safely and effi
ciently operating and maintaining
the resulting facility
involves vast quantities of data
and documents, large numbers
of highly skilled personnel, a
variety of information systems
and an array of sophisticated
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Wireframe of a ship
business processes. These are
brought together in numerous
formal and informal information
networks, which help the
different organizations manage
the information content and
fl ows needed to support their
business activities. While these
information networks may work
(more or less) effectively for the
individual organizations, they
are rarely interconnected. Thus
considerable manual intervention
may be required to manage
the quality, integrity and availability
of information across the
enterprise.
Aveva NET combines the latest
Internet standards with a range
of object-centric information
management capabilities. This
enables controlled, real-time
access to correct and consistent
information, irrespective of
geographical location. Aveva
NET protects the huge intellectual
and commercial investment
made while designing and constructing
large-scale facilities by
allowing data to be accessed,
evolved and shared throughout
the asset’s entire operational
lifetime and, where required, reassembled,
revised and re-used
in future designs.
Collaborative technology
Aveva designed Aveva NET to
complement Aveva’s existing
Aveva Plant and Aveva Marine
brands to provide an integrated
environment for managing digital
assets and help ensure consistency
across the complete lifecycle
of the physical asset. Utilizing
a common digital information
hub, AVEVA NET delivers a Webbased,
collaborative information
management environment for
both data and documents. This
can support both the engineer/
procure/construct (EPC) and the
operate/maintain/revamp phases
of plant lifecycle.
The ISO 15926-compliant gateways
allow data and documents
authored by other applications
to be captured and managed
within Aveva NET. In project
execution, Aveva NET manages
project data created in either the
Aveva Plant and Aveva Marine
applications, or third-party authoring
tools.
Aveva NET Object Web
The concept behind Aveva NET
Object Web is to transform
an entire engineering capital
project into a dynamic, datacentered,
RESTful website with
object relationship hyperlinks,
“Google”-like search and a services
oriented architecture (SOA)
in an environment than can be
confi gured to meet specifi c user
requirements. Aveva NET Object
Web leverages Microsoft technologies
and industry standards
for scalability, security, administration
and confi guration.
Basically, Aveva NET Object Web
is a website for a facility. Each
page in the website contains information
about an identifi able
item or concept in the asset, such
as a tag, a document, a work order,
etc. The hyperlinks between
the pages are the relationships
between the items or concepts.

Ultrasonic testing for ship propellers
PROPELLER REPAIRS | An ultrasonic
testing technique specifi
cally developed for ship propellers
was recently presented
by Dipl. Ing. Hans Rieder and
Dr. Martin Spies of the Fraunhofer
Institute for Industrial
Mathematics ITWM in Kaiserslautern.
Both scientists have
been awarded the Berthold
Prize 2009 of the DGZfP for exceptional
scientifi c research and
development work. They have
developed an effi cient mechanised
ultrasonic procedure for
the non-destructive testing of
complex components, such as
ship propellers made of Cu3
alloys (Cu-Al-Fe-Ni alloys).
The newly-developed ultrasonic
technique is based on a mechanised
mobile scanning system
and a tomographic imaging algorithm
for post-processing of
the raw inspection data. With
the implemented SAFT++ algorithm
(Synthetic Aperture Fo-
cusing Technique), it is possible
to image contours and any
defects of the inspected components
three-dimensionally.
Internal defects such as cavities,
inclusions, pores and cracks
can be detected and characterised
with respect to their size
and location. Thus, for the fi rst
time, non-destructive testing
can be successfully applied to
such components.
The research work was performed
in close cooperation
with Germanischer Lloyd (GL).
GL set up a BMWi-sponsored
research project with the acronym
“ProRepaS” – which
stands for propeller repair by
means of welding – in 2004
already. Project partners were
Fraunhofer ITWM Kaiserslautern,
Wartsilä Propulsion Netherlands,
GKSS Geesthacht as
well as GL and Germanischer
Lloyd testing laboratory in
Hamburg.
The main focuses of the project
were on
� the determination of fracture
mechanical values characteristic
for the Cu3 propeller
material (e.g. critical crack
sizes, crack resistance),
� the development of an ultrasonic
testing and imaging
technique for defect detection
and characterisation,
� the defi nition and verifi cation
of allowable defect sizes.
The application of the new ultrasonic
inspection technique
including SAFT++ allows for
volumetric testing in the highly-stressed
“B” and “A” zones
of propeller blades for the fi rst
time. With GL as the supervising
classifi cation society, it is now
possible to approve weld repairs
that extend into zone “A” where
welding has usually been prohibited
according to IACS W24.
Thus, repairs of serious propeller
damage can be performed
instead of replacing the blade
or propeller by a new one. This
is associated with a substantial
cost reduction as well as a more
rapid deployment of the ship on
the planned route. During the
past year a set of variable-pitch
propeller blades (propeller diameter
up to fi ve meters) has
been repaired and inspected to
ensure the integrity of the repair
weld. Some fi xed pitch propellers
followed. Further applications
deal with the inspection of
spare blades or even new blades
in view of porosity. Also, an application
of the new ultrasonic
technique to other testing problems
such as the inspection of
thick-walled cast stainless steels,
cast irons or welded thick-walled
ship structures is possible. Future
applications aim at the inspection
of components specifi c
to structures in the oil and gas
industries, the chemical industry
or in the area of wind energy.
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Ship & Offshore | 2010 | N o 4 41

SHIPBUILDING & EQUIPMENT | INDUSTRY NEWS
Semi-submersible heavy-lift vessel
CHINA | A semi-submersible
heavy-lift vessel for Chinese
customer Zhejiang Share-ever
Business Co., Ltd is being built
for delivery in the end of 2011.
It is designed by the Marine
Design & Research Institute of
China under CSSC for technical
specifi cations, and by Jiangsu
Modern Shipbuilding Technology
Co., Ltd. for production
processes.
This vessel will operate in offshore
waters around the world,
and will be mainly used in
loading and transporting largesize
offshore equipment required
by the offshore oil and
gas industry. Such equipment
includes large-size steel structures,
various kinds of platforms,
platform jackets, and
main platform blocks, etc. used
in prospecting and exploration.
The vessel will also assist large
commercial vessels and naval
Wärtsilä will supply the ship power system
ships in re-fl oating and similar
operations.
The 38,000 tonne self-propelled
semi-submersible vessel
has a total length of 195m with
a moulded width of 41.5m.
The moulded depth is 12m, the
designed draft is 8.6m, and its
maximum diving depth is 23m.
Propelled by electric power, the
vessel features automated management,
an unattended cabin,
dynamic positioning, and a
service speed of 13.5 kts.
Wärtsilä has signed a contract
to deliver the ship power system.
The engine confi guration
is based on the Wärtsilä 32 medium
speed engines. The scope
of supply includes three 9-cylinder
in-line Wärtsilä 32 generating
sets for a diesel electric
installation and three tunnel
thrusters.
In order to optimize engine
loading, rationalize fuel consumption
and ensure the most
economical operation under
all conditions, only the necessary
number of generating
sets will be engaged at any one
time. Furthermore, in addition
to providing fuel effi ciency and
cost savings, this fl exibility ensures
that the level of emissions
is automatically controlled.
NPCC to build derrick lay vessel
ZHENHUA | Abu Dhabi based
National Petroleum Construction
Company Ltd. (NPCC)
has contracted Chinese shipyard
Zhenhua Heavy Indus-
The DLS 4200 design by Ulstein Sea of Solutions
42 Ship & Offshore | 2010 | N o 4
tries for the construction of
their DLS 4200. The derrick
lay vessel developed by Ulstein
Sea of Solutions (USOS)
combines double joint S-lay
capabilities with a 4200 sT
lifting capacitiy.
DLS 4200 is designed to operate
worldwide and is equipped
with a 10-point mooring
system to operate in the Arabian
Gulf and India. To meet
future market requirements,
the design has already been
prepared for DP2 upgrade to
minimize the technical impact
and shorten the upgrade
process.
The 196.9m long and 43.4m
wide DLS 4200 is designed
aiming for maximum effi -
ciency and cost effectiveness
and features a center double
joint fi ring line to optimize
pipelaying operations that are
not hampered by vertical motions
due to roll. Ulstein Sea
of Solutions’ distinctive feature
of separating the pipelay
functionality from lifting operations
is also incorporated
in the DLS 4200. The fi ring
line and the double joint fabrication
areas are located on
the freeboard deck, which is
completely covered by the
main deck. This provides a
clean and dry environment for
the pipelay equipment and an
unobstructed main deck for
lifting operations.
The Amclyde Model 80 main
crane is capable of lifting
4,200 sT (3,800 mT) at a
125ft radius over the stern in
tie-back mode and 4,200 sT
at 95 ft without tie-back.
In full revolving mode the
crane is able to lift 3,635 sT
(3,300 mT) with an outreach
of 130 ft.
The vessel features two fi xed
pitch shaft driven main propellers
of 5,500 kW each,
which will allow for a cruising
speed of 13 kts. To upgrade
the vessel to DP2 fi ve retractable
azimuth thrusters of
3,500 kW each are required.

Underwater thickness gauge
TRITEX | Dorchester based Tritex
NDT Ltd have recently upgraded
their Multigauge 3000
diver handheld Underwater
Thickness Gauge. The new
gauge features an improved
switching mechanism, better
styling and an upgraded display
window. The Multigauge 3000
maintains features including
the large 10 mm display, which
is essential for poor visibility
applications, as well as the option
to simply add a topside
repeater if required.
The topside repeater displays
the same measurements that
the diver is getting. It has twoway
communication allowing
settings such as calibration and
Coating Plus to be changed in
the Multigauge 3000 by users
on the surface. Also, Tritex offer
Communicator software for
datalogging measurements on
the surface in a grid or string
BUILT WITH
format, or a combination of
both.
The new Multigauge 3000 has
been designed for checking corrosion
levels on ship hulls for
class surveys without the need
SHIPCONSTRUCTOR ®
Checking corrosion levels on ship hulls
CAD/CAM SOFTWARE
www.ShipConstructor.com/so
for dry docking. Other applications
include the inspection
of pilings in dockyards, bridge
footings, dock gates and offshore
platforms. The robust
gauge has a depth rating of
The Multigauge
3000
500 m and
uses multiple
echo to
ignore coatings, measuring only
the metal thickness, as required
by class societies. The gauge
uses easily accessible push button
controls to change settings
in the gauge.
Additional features include
Intelligent Probe Recognition
(IPR), Automatic Measurement
Verifi cation (AMVS) and Coating
Plus+ for extremely thick
coatings. The integral battery
lasts 55 hours on one single
fast charge.
Offshore Freedom
LeTourneau Super 116E Jack Up Rig
Lamprell plc
Ship & Offshore | 2010 | N o 4 43

SHIPBUILDING & EQUIPMENT | INDUSTRY NEWS
Shore-
Power
NG2 | French-based New Generation
Natural Gas (NG2) has
launched its shore power technology
called PLUG (Power
Generation during Loading &
Unloading). Based on what is
claimed to be a unique concept
of a self-mating and de-mating
connector, PLUG is said to make
shore power connection a pressbutton
operation. The speed of
operation leads to a reduction of
on board power generating and
the fact that no direct handling
of a high voltage connector and
cables is necessary, safety is improved.
The PLUG is compact
and has no impact on the shipside
payload volume and has a
negligible quayside footprint.
A single PLUG unit can provide
up to 11,000 Volts and 700 Amps
power and the PLUG is compliant
with IEC High Voltage Shore
Power requirements.
Visit us at
SMM Hamburg,
Hall A4, Booth 353
Sound damping sandwich steel
METAL LAMINATE | Swedish-based
Antiphon AB has
introduced a new product for
structure borne sound damping;
antiphon MPM (Metal-
Polymer-Metal) foiled, a sheet
metal laminate with a thin foil
on one side. The core material
is two zinc coated sheet
steel laminated with an acoustic
inner layer to obtain the
best structure borne sound
damping. MPM foiled makes
it possible to use laminated
sandwich systems in more visible
environments and also to
choose MPM foiled deliberately
as a decoration material
where sound damping is needed.
MPM foiled is used when
the demands for appearance as
well as function are high. Aluminium
is also an option as
core material.
MPM foiled has the same
qualities as the traditional
MPM and is used to reduce
SINOx® Emissions Control
for Marine Applications
• SCR Catalysts & Systems
• 2/4-stroke engines & boilers
• Large tankers to small fi shing vessels
• IMO Tier III compliant
• 90% NOx reduction
• 180+ successful installations
Johnson Matthey Catalysts (Germany) GmbH
Stationary Emissions Control,
Bahnhofstraße 43, 96257 Redwitz, Germany
T: +49 95 74 81 879, sinox-systems@matthey.com
www.jmsec.com
44 Ship & Offshore | 2010 | N o 4
Metal-Polymer-Metal foil
for structure borne sound
damping
vibrations and structure borne
sound without increasing the
weight of the construction and,
at the same time, replace already
existing materials. MPM
foiled is available in a wide
variety of foil surfaces, colours
and patterns. MPM foiled is
delivered with a peelable protective
fi lm.
The durable surface complies
with the high demands concerning
quality and fl amma-
bility, which makes the material
interesting for marine
applications and interior design,
such as cabin and corridor
panels.
The thinnest sheet is 1.04 mm,
where the system consists of
two sheets of steel with a thickness
of 0.5mm, laminated with
a 0.04 mm acoustic inner layer.
For aluminium, minimum
thickness is 1.44 mm. Maximum
thickness is 6.1 mm.
MPM foiled is delivered in
format sizes with a maximum
dimension of 1,250 mm by
3,000 mm.
MPM foiled can be worked
with using methods normally
used within the industry to
cut, press and punch. When
bending is required, special
instructions might be needed.
Welding and laser cutting is
not advisable.
MPM foiled can be recycled as
standard sheet steel.

Consortium for research project
BESST | Europe’s leading
shipbuilders, coordinated by
Fincantieri, have started the
EU funded research project
BESST – “Breakthrough in
European Ship and Shipbuilding
Technologies”. The
contractual Grant Agreement
was recently signed in Brussels
between the European
Commission and Fincantieri,
on behalf of the consortium,
as the coordinator of BESST.
The project will last three and
a half years.
Initiated by Euroyards, the
European Economic Interest
Group (EEIG), BESST aims
to achieve a breakthrough
in competitiveness, environmental
friendliness and safety
in EU built ships with a focus
on passenger ships, ferries and
mega-yachts.
The BESST consortium is
formed by EU shipyards, including
STX Finland, STX France,
SPECIAL VESSELS
NAVAL/AUTHORITIES
P+S WERFTEN GmbH
Site Peene-Werft Wolgast
Schiffbauerdamm 1
17438 Wolgast
GERMANY
Fincantieri, Meyer Werft, Thyssen
Krupp Marine Systems and
Damen Group. In addition,
twenty research institutes and
universities, fi ve classifi cation
societies and 31 industrial
companies (17 of which SME)
are part of the research network.
Close interaction with
ship operators will be achieved
through a dedicated Advisory
Group. A multi-level management
structure, based on the
experience of the shipyards in
previous R&D and commercial
projects, will ensure effi cient
and targeted work of the large
consortium to ensure the desired
impact.
The strategic objective of
BESST is to secure and improve
the competitive position
of European shipyards in
a sustainable way, looking into
the medium and long term future.
The primary goal is to increase
the competitiveness of
European built ships through
decreased life cycle cost, drastically
reduced environmental
impact and continually improved
safety. The estimated
overall impact of BESST will
result in a reduction of life
cycle cost of roughly 120 million
Euro per Panamax ship
and a reduction of CO 2 emissions
by approximately 12%
per ship each year.
The key areas of technical
developments include space
optimisation and easy maintenance,
improving payload
to gross tonnage ratio, cost
effi cient building and refurbishment
processes, improved
energy effi ciency and
reduced emissions, noise and
vibration, improved reliability
through model-based design
and condition monitoring,
optimization of logistic
chains and improving safety
and security.
SPECIAL VESSELS
OFFSHORE
P+S WERFTEN GmbH
Site Volkswerft Stralsund
An der Werft 5
18439 Stralsund
GERMANY
Advancements from the
project will also be applied
to other ship types built in
Europe through modular and
adaptable solutions. This will
ensure an impact reaching far
beyond the passenger ship
sector. The results will be
integrated into virtual show
cases, i.e. ship concepts demonstrating
the technical solutions
as well as the life cycle
impact compared to current
designs. Continuously improved
R&D cooperation
and networking is seen by
the project consortium as the
European answer to the challenge
of large Asian yards,
overcoming the historic fragmentation
of European shipbuilding
and combining the
high fl exibility of smaller industry
groups with the critical
mass to achieve a breakthrough
in innovation and
market impact.
2 x 62 YEARS OF EXPERIENCE
1,800 HIGHLY SPECILIAZED EMPLOYEES
MORE THAN 2,300 NEWBUILDINGS
www.pus-werften.de
Ship & Offshore | 2010 | N o 4 45

SHIPBUILDING & EQUIPMENT | INDUSTRY NEWS
Introducing tough cargo hold coating
INTERNATIONAL | Cargo holds, as well as
being the revenue earning spaces of bulk carriers,
are also the areas subject to the severest
of operating environments. Growing exports
of hard cargoes such as coal and iron ore
have increased the potential for signifi cant
coating damage to occur during loading.
This is particularly prevalent from the loading
of coal by high speed belt conveyor systems,
leading to the phenomenon of ‘shooting’
damage in cargo holds. This may occur
when loaders project coal at right angles to
the bulkhead. The impact can fracture and
detach coatings over a short period, leading
to loss of steel protection and subsequent
corrosion. Often these areas of damage are
high on the bulkhead and are therefore diffi
cult to repair in service.
Once suffering this form of impact damage,
owners and operators are faced with more
frequent repair, increased costs and potential
downtime of their vessels.
For this reason, International Paint Ltd. is
introducing Intershield ® 803Plus, a new cargo
hold coating specifi cally designed to address
the key issue of impact damage from
the loading of dry bulk cargoes. The new
Intershield ® 803Plus is said to have excellent
Intershield ® 803Plus new application
impact resistance, offering the very best in
protection against ‘shooting’ damage. It is
also claimed to provide superb general abrasion
resistance, good corrosion protection,
VOC compliance with 75% volume solids,
fast drying times and all year round work-
The German Merchant Fleet
n
Updated
new edition
2005/6
2010/11
ability. The product has a smooth surface
for easy cleaning, is certifi ed for the carriage
of grain and is FDA compliant. The product
has been designed using a new test method
which is able to replicate the in service damage
experienced in coal and iron ore carriers.
The compact source ource of information about the
German Merchant ant Fleet!
For over half a century, no other h work k hhas offered ff d such h comprehensive h i ffacts about b the h
entire German merchant fleet. In this traditional reference work you will find the extensively
and thoroughly researched data and facts on approx. 4,000 ships and approx.
1,600 detailed side views from the general arrangement plans including the contact
addresses of the ship owners.
Inclusive online-version!
To increase the usability of “The German Merchant Fleet“, you receive it together with
an online-access. This online-data-base contains the complete editorial content of
the book plus photographs of the ships. The complete editorial content of the book is
easily online researchable. Never mind wherever you are!
Find out more and order your copy at
www.shipandoffshore.net/gmf
ISBN 978-3-87743-421-5
Approx. 1,150 pages, Hardcover
Price (incl. online access): EUR 480,- (excl. postage)
Visit us at Stand A1.534
Seehafen Verlag

Bureau Veritas acquires
Inspectorate
COMMODITIES TESTING | Bureau Veritas
has signed an agreement with UK-based
company Inspicio, to acquire its subsidiary
Inspectorate for £450 million. The transaction
is expected to be completed during
Q3 2010, upon clearance from the relevant
competition authorities.
The acquisition of Inspectorate is said to be
a decisive step forward for Bureau Veritas.
This acquisition gives a new dimension to
the Group, doubling the size of its laboratory
network (330 sites). Following this
acquisition, the Group will employ 46,000
people in more than 140 countries, with
revenues of around €3 billion.
Inspectorate’s market covers a wide range
of inspection and laboratory testing servic-
es for oil and petrochemical products, metals
and minerals, and agricultural products
destined for major global accounts in these
industries (producers, traders, importers
and exporters). These services cover the
entire value chain of commodities, both
upstream (exploration, production) and
downstream (transport and trade, transformation,
distribution).
With a potential currently estimated at
over €5 billion worldwide, the commodities
testing and inspection market is underpinned
by increased globalisation in
commodities trading as well as the rising
requirements of emerging countries, tighter
regulations and a trend among clients to
outsource their laboratories.
Containers for steel coils
LANGH SHIP | A new type of cradle containers
from Langh Ship Cargo Solutions
enables easy and secure containerization
of steel coils. The cradle containers make
it possible to transport coils in ordinary
cargo vessels in order to deliver the coils
profi tably, especially when shipments are
small.
The containers are said to signifi cantly reduce
the time used for loading coils and, at
the same time, remove the need for disposable
lashing material.
The Hard Open Top Bulk Cradle Containers
are multipurpose, even though they
have been optimised for steel transporta-
The Hard Open Top Bulk Cradle
Container for steel coils by Langh
Ship Cargo Solutions
tion. This means that it is possible to transport
raw material on the return leg.
When handling coils the whole roof of the
container can be removed. As a bulk container,
it can be loaded through small bulk
hatches on the roof while it is unloaded
through a letter-box hatch on the back wall.
It is also possible to use the container with
fl exitanks for liquid transportations, with
the container taking the pressure caused
by liquids. The valve gear of the fl exitank
is easily reached through the hatch in the
back wall.
The payload of the container is 40 tonnes
and the tare weight is 4.8 tonnes.
Stay Clean, Chief!
Bilgewater < 5 ppm
Reliable compliance with stringent
threshold values: with the new
Westfalia Separator ® BilgeMaster ®
cleandesign systems, you are today
already ideally equipped for the
demands of tomorrow.
These newly developed systems
operate with self-cleaning
separators which ensure a residual
oil content of less than 15 ppm at
hourly capacities of 750 to 4000 l.
In particularly sensitive ecosystems,
this value can even be reduced
to below 5 ppm with the aid of an
adaptive capacity controller.
By this means, present and future
IMO directives as well as national
environmental regulations will be
reliably met.
Your direct route to service:
www.westfalia-separator.com / service
International Trade Fair Hamburg
7 – 10 September 2010
Hall A3 / Stand 240
Liquids to Value
GEA Mechanical Equipment
GEA Westfalia Separator
Werner-Habig-Straße 1 · 59302 Oelde (Germany)
Phone +49 2522 77-0 · Fax +49 2522 77-1778
www.westfalia-separator.com

SPECIAL | SMM 2010
Greener shipping and
growing offshore sector
View on exhibition halls Photo: Bertram Solcher/HMC (BS)
Green might stand for continued recovery
of the worldwide economic
climate for the global shipbuilding
industry, which meets at the Hamburg Fair
site for the 24 th shipbuilding, machinery &
marine technology, international trade fair
hamburg (SMM) from 7 to 10 September,
2010. Greener and more effi cient is also
the watchword for the new technologies
and products, which will be presented by
some 2,000 exhibitors from 60 countries
to more than 50,000 trade visitors from all
continents.
SMM 2010 is said to mark the beginning
of a ‘green era’ in shipbuilding and shipping.
Developments for greener technologies
and products play a major part in that.
The regulations and limits set by the International
Maritime Organization (IMO)
and a whole series of countries for pollutant
emissions boost the demand for new
products. They mean that ships already in
operation need to be retrofi tted with modern
equipment.
The shipyards and marine equipment suppliers
have adjusted to this situation, and
will be showing new green developments
at SMM 2010.
Environment and economy
Exhibitors will be showing that good
environmental performance and good
48 Ship & Offshore | 2010 | N o 4
business are by no means opposites. In
fact, environmental technologies mostly
give benefi ts for the climate and for the
environment, and also for energy effi -
ciency, with improved economics of ship
operating.
That is demonstrated for example by the
engine manufacturers such as MAN and
Wärtsilä together with their subsystem
suppliers, making marine diesels with
lower fuel consumption and hence also
lower emission levels. The same applies
for improved automation and navigation
systems. Green technologies also include
a whole range of additional equipment
such as bilge water management and disposal
systems.
gmec (the global maritime environmental
congress) will be held for the fi rst time on
the occasion of SMM, at CCH-Congress
Center Hamburg on 7 and 8 September,
2010. This high-ranking conference brings
together more than 700 leading representatives
from industry, government, academia,
navies and environmental NGOs, to develop
and present concrete solutions for
greener and cleaner shipping.
Offshore - a major theme
The offshore market is showing stable
growth worldwide. This is one of the reasons
why offshore will take up more space
SMM 2010 One of the word’s
major shipbuilding fairs is
held in Hamburg, Germany,
for the 24 th time from 7 to 10
September, 2010. Some 2,000
exhibitors present the latest
developments in all areas of
the maritime industry. This
year’s SMM puts the focus on
environmental protection and
has a special emphasis on the
offshore sector.
than in previous years at SMM 2010, with
many companies presenting technologies
and products from the offshore sector.
There will be a special two-day workshop
run by Hamburg Messe in the course of
SMM 2010, dedicated to the offshore sectors
oil and gas, wind energy and ocean
engineering.
Many of the exhibitors at SMM 2010 were
quick to recognise the opportunities in
the oil and gas production sector and in
wind power, and are now earning a large
proportion of their revenues in this segment.
The offshore sector enables the shipyards
and equipment suppliers to compensate
to some degree for the weakness of demand
in global shipbuilding.
The opportunities for marine equipment
suppliers in the offshore wind farm sector
will continue to be good in the future.
Douglas-Westwood’s World Offshore
Wind Report 2009-2013, published
last year, forecasts capital expenditure of
€21.6 billion for offshore facilities in the
period up to 2013.
In Europe, the EU Directives provide for
renewables to deliver a minimum of 20%
of energy by 2020. That means a lot of
wind power, which requires special-purpose
ships for construction and repair of
offshore wind turbines.

SPECIAL | SMM 2010
Previews
ABS
Hall B3/Stand EG 311
Classifi cation society ABS exhibiting at the
SMM is dedicated to providing leadership
in the development of new technologies
intended to improve the safety standards
for the marine and offshore industries.
Among latest issues for the marine industry
ABS has published a Ballast Water
Treatment Advisory to assist the industry in
better understanding the evolving ballast
water management (BWM) and treatment
regulations, with an emphasis on providing
practical guidance for shipbuilders,
owners and operators on how to prepare
for the selection, installation and operation
of an appropriate treatment system for
different ship types.
For owners of all new ABS-classed tankers,
bulk carriers, large gas carriers, container-
ADCO Technik GmbH
Hall B7/Stand 254
ADCO realises customised solutions in
glass, such as customised glazing, curved
glass, glass statics and glass constructions.
As a full-service provider, the company offers
all process steps under one roof, ranging
from technical consultation to process
planning and on-site project execution.
The use of glass in the premium segment is
said to require innovative thinking. ADCO
has put its performance to test through its
own product development and patents.
ADCO´s engineers review design concepts
and calculations to ensure optimisation of
resources utilised.
Cooperation with glass manufacturers and
the chemical industry, as well as special
quality management for yachts, are to ensure
a high standard. One of ADCO´s core
Alphatron Marine
Hall B6/Stand 420
For the fi rst time, Alphatron Marine is exhibiting
at SMM with an own stand and
is presenting a selection of its Alphaline
products.
Amongst the products that will be shown
there are the JMA 610 Alphatron JRC Inland
River radar, the Alphaminicourse maintenance
free Gyrocompass, the Alphachart
T type approved ECDIS, the Alphaseapilot
Autopilot Range, the Alpha BNWAS Bridge
50 Ship & Offshore | 2010 | N o 4
ships and tank barges the society has also
announced a signifi cant enhancement and
expansion of its Rapid Response Damage
Assessment Program (RRDA), effective
since 1 July.
Recent issues for the offshore market are
notations for specialized wind turbine installation,
maintenance and repair units
and a series of notations in support of critical
well testing activities being undertaken
by leading energy operators worldwide to
determine the commercial nature of their
reservoirs. In partnership with the Federal
University of Rio de Janeiro the ABS Brazil
Offshore Technology Center was established
focussing on research intended to
support the development of new technologies
for offshore facilities. www.eagle.org
competences is its specialisation in elastic
glass adhesive technology. These advanced
applications and solutions have been
made possible through its innovative use
of epoxy resin, polyurethane and siliconebased
adhesives.
In addition, ADCO handles oversized and
heavy glass measuring up to 1.3 ts. At the
moment, the company is in preparation
of a glass weighing 3.5 ts. This production
capability is an extension of ADCO´s portfolio.
The company is regularly engaged in challenging
projects with world-renowned
architects, engineers and designers.
The customers’ needs and specifi cations
set the boundaries for each project.
www.adco-technik.de
Watch Alarm system, the Alphaline MF
Multifunction Instruments, the Alphaconnect
Marine PABX Telephone Exchange, the
Alpha announce PA System and, fi nally,
the Alphabridge Modular Bridge Console
Concept. Of special interest at SMM is
the unique and versatile Alphamulticommandchair
for dynamic positioning and
workboat application. Furthermore, the
Alphatron multifunction touch screen con-
Alfa Laval‘s PureBallast system
Alfa Laval
Corporate AB
Hall A1/Stand 363
Alfa Laval will be shedding a different light
on many of its solutions at this year’s SMM.
In addition to learning about key launches,
visitors will be able to explore essential
aspects of Alfa Laval’s core technologies
and the difference they make in onboard
applications. Exhibition highlights will
include Alfa Laval’s system for ballast water
treatment which has now entered its
second generation. A new EX version for
vessels with potentially explosive environments
will also be on show. The new
series of Alfa Laval’s landmark S-separator
combine proven advantages with a wide
range of technical developments will also
be displayed. Adjustments in the disc stack,
including an increase in separation area,
create even greater effi ciency and allow the
use of a smaller separator for a given capacity.
Additional changes, such as a new
drive system, make the separator more
robust and easy to use. Furthermore, Alfa
Laval’s new AOT 3F sterilizer which provides
chemical-free water purifi cation and
an effective microbiological barrier against
Legionella will be presented. It is based on
Wallenius Advanced Oxidation Technology
(AOT), a water purifi cation system that imitates
nature’s own way of purifying water.
www.alfalaval.com
trol and command system will be shown.
This system allows for easy control of various
functionalities like switching, information,
alarm system and Audio/Video. The
Alphatainment system is developed for a
range of vessels ranging from workboats
to inland cruisers with 100 cabins. The system
offers Video on demand, VoIP, Ticket
systems, Hotel management and Safety Instruction.
www.alphatron.de

Armaturen-Wolff Friedrich H. Wolff
GmbH & Co. KG
Hall A1/Stand 433
The Hamburg-based company Armaturen-
Wolff, producer of quick-closing valve
plants, presents a technical innovation at
SMM. As a fi rst manufacturer, Armaturen-
Wolff has developed a quick-closing valve
system with an electrical release.
The same general mechanical type of quickclosing
valves is used as for conventional
systems. While the tappet of the actuator
fi xes the valve in open position against the
force of a compressed spring, the design of
the actuator is, however, different.
An uninterruptible power-supply allows
the remote control of the release action
to be fully operational even if no auxiliary
energy is available on board. Even a short
circuit or an uncritical blackout is claimed
never to lead to an uncontrolled closure of
the valves.
All control lines are permanently controlled
and monitored inside a control cabinet
with a collective failure alarm module.
The integration into the on-board global
remote control and supervision system is
also possible.
Germanischer Lloyd (GL) has given its consent
in the form of type approval for the
application. Further acceptance by international
classifi cation societies is expected
within shortly. www.armaturen-wolff.de
Becker Marine Systems GmbH & Co. KG
Hall 1A/Stand 450
Hamburg-based ship supplier Becker Marine
Systems will once again be appearing
alongside its partner for steering gear, HAT-
LAPA Uetersener Maschinenfabrik.
As a specialist in high performance rudders
and manoeuvring systems, Becker Marine
Systems offers a comprehensive range of
products.
The focus of the fair presentation is on innovative
product developments and their
possibilities for optimizing propulsion.
Following the success of the Mewis Duct®
launched in 2008, Becker Marine Systems
Astillero
Hijos de J. Barreras
Hall B1/Stand 218
The prestigious and historic shipyard in
Galicia (Spain) Astillero Barreras was born
as a family company at the end of the 19th
century. Its fi rst aim was to build vessels
adapted to the economic reality of its region,
mainly fi shing vessels and general
cargo ships.
Nowadays, Hijos de J. Barreras builds vessels
of a very high degree of sophistication,
such as ferries of the latest generation, offshore
vessels or special purpose units, all
of them with a high level of demand in
quality and environment, as well as in the
productive processes. Detailed studies of
the various projects, a highly-qualifi ed staff
and strict controls in quality and safety at
work are claimed to be the main pillars of
the yard. www.hjbarreras.es
will this year be reporting on the range of
product features shown in operation. The
Mewis Duct® has since proven itself on
large bulk carriers and tankers.
Becker Marine Systems is also presenting
the new developed Flextail® rudder. It
features an innovative rudder design with
an improved fi bre-composite fi n for better
fl ow and load handling. In addition to that
new product there are also fi bre-composite
rudder shafts offered to customers by the
company.
www.becker-marine-systems.com
Bretagne Pôle Naval
Hall B4/Stand 4
70 naval industry players from the Brittany
region in France have joined an association
called Bretagne Pôle Naval (BPN). It was
created in 2007 to develop, integrate and
organize the naval and the marine renewable
energies sectors in Brittany. The companies
grouped in the cluster are said to
have complementary and diversifi ed skills
and offer package deals and capacities to
respond to large, high tech and high added
value projects. BPN aims at developing the
activity for customers outside the region.
In 2010, the cluster also manages a special
committee for marine renewable
energy and aims at contributing to the
development of offshore energy production
facilities. The projects mainly concern
installed offshore wind, fl oating
offshore wind and tidal energy parks.
www.bretagnepolenaval.org
[
Vision becomes reality
with transport vehicles from
SCHEUERLE and KAMAG
SCHEUERLE and KAMAG Shipyard
Transporters, SPMT Modular Transporters
or heavy load combinations for
transportation on public roads – the
right solution for moving small sections,
mega-blocks or entire ships and capable
of loads in excess of 15,000 tons.
Visit the world market leading group
at the SMM 2010 in Hamburg
Hall B2.EG, Stand 232
SCHEUERLE
Fahrzeugfabrik
GmbH
Oehringer Straße 16
74629 Pfedelbach
Germany
Tel +49 (0)79 41/691-0
Fax +49 (0)79 41/691-333
info@scheuerle.com
KAMAG
Transporttechnik
GmbH & Co. KG
Liststr. 3
89079 Ulm
Germany
Tel.: +49 (0) 731-40 98-0
Fax: +49 (0) 731-40 98-109
info@kamag.com
www.scheuerle.com
Ship & Offshore | 2010 | No www.kamag.com 4 51

SPECIAL | SMM 2010
Caterpillar Marine Power Systems
Hall A4/Stand 210
Caterpillar Marine Power Systems, together
with representatives from Cat Financial
and the global Cat dealer network,
will feature a wealth of solutions with an
increased focus on the company’s commitment
to sustainable development at
SMM.
In 2010, “Your Success. Our Commitment.”
will be the overarching theme forthe Caterpillar
stand – promoting the company’s
dedication to work with the customer to
achieve their goals. Under the headline
“Sustainable Solutions for Your Success”,
Caterpillar will promote its commitment
to sustainable development.
All of the products and services to be highlighted
at the show booth infl uence the
support of customer needs while also sup-
Chemring Marine
Hall B5/Stand 461
Chemring Marine is exhibiting its range
of Pains Wessex marine distress signals at
SMM, as well as unveiling its new Pains
Wessex Manoverboard MK8 and Buoysmoke
MK8 lifebuoy markers.
The updated products are said to be sturdy
and robust and to exceed SOLAS requirements.
They have been drop-tested to 60m.
The universal two-piece stainless steel
mounting brackets allow for easy fi xing to
inaccessible bridge wings.
The new Pains Wessex Manoverboard MK8
day and night Lifebuoy Marker produces
fi fteen minutes of dense orange smoke and
a self-activated lighting system that exceeds
SOLAS requirements for light output of
two candela and two hours duration.
The new Pains Wessex Buoysmoke MK8
is identical, except that it does not feature
52 Ship & Offshore | 2010 | N o 4
porting sustainability and environmental
protection.
Caterpillar will focus on four key focus areas
for the exhibition stand:
� responsibility and reliability: dedication
to safety
� reengineering and recycling: innovations
in maximizing resources
� reaching out and renewing: we are
where you are, with what you need
�
refl ecting and reducing: intelligent ways
to minimize costs
These four focus areas underscore the intense
focus on developing solutions that
will fulfi ll customer requirements without
sacrifi cing the sustainability goals of customers
and Caterpillar.
www.marine.cat.com
The new
Pains Wessex
Manoverboard
MK8
CODie software products e.K.
Hall B6/Stand 430
The new control and monitoring software
CODieBoard#supervision-centre will be
introduced at this year’s SMM by Potsdam
based CODie software products e.K.
The software provides technical support for
the entire lifecycle of a vessel and enables
structural coverage, tracking, development
and the completion of all non-conformities,
quality demands and smaller damages.
All relevant data can easily be recorded and
transferred to the ship-owner. Those data
the lighting system, being an orange smoke
daytime marker only.
The new Manoverboard and Buoysmoke
products will initially be available through
Pains Wessex’s European distributors before
being sold in other global markets.
They both replace previous MOB 360 and
Buoysmoke MK2 models.
www.chemringmarine.com
can be used for the daily workfl ow as well
as for internal statistics and tracking of the
fl eet. In case of any changes, the whole system
will be updated.
CODieBoard#supervision-centre is based
on three modules: The recording of data begins
with the layout of the vessel by means
of the newbuilding-module (CODie Newbuilding
Claims), followed by the yardwarranty-module
(CODie Claims) and the
damage-module (CODie Damages).
www.codie.com
Composite Superstructure
Concept
Hall B2 EG/Stand 336
A section of a CSC sandwich panel
showing the Thermal Ceramics fi re
insulation in position.
The three companies Kockums AB, DIAB
International AB and Thermal Ceramics
Ltd. have jointly developed the Composite
Superstructure Concept. The Concept
enables operators of passenger/freight vessels
to use lightweight sandwich composite
materials for a superstructure while still
complying with the SOLAS regulations.
Key operational benefi ts of the Concept are
said to include: higher payloads, increased
stability, reduced fuel consumption and
lower through-life costs.
Other features of the Concept include the
fact that compound curves can be readily
achieved, thermal insulation is built-in
and the fi nished superstructure will not
rust or corrode. In addition, the Concept
is claimed to have a lower environmental
impact than steel or aluminium and is
equally suitable for both new builds and
retrofi ts.
Basically, the Composite Superstructure
Concept is a high strength, lightweight,
sandwich composite construction system
that comprises a structural core to which
glass or carbon fi bre skins are securely
bonded using an industrialized and proven
resin infusion process. The fi nal stage is the
application of a fi re insulation layer to the
laminate surface to provide the required
level of fi re protection. A full fi re testing
programme has already been undertaken
to prove the concept.
By varying the core and skin thicknesses, a
fully integrated superstructure (decks and
internal/external bulkheads) can be designed
and engineered that exactly meets
the global and local loading conditions.
All three companies have been heavily involved
in the multi-faceted, Swedish government
sponsored LASS project, the aim
of which is to improve the effi ciency of
marine transportation through the usage
of lightweight structures.
www.composite-superstructure.com

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SPECIAL | SMM 2010
Conrac GmbH
Hall B6/Stand 145
Conrac introduces a series of Marine Grade
Panel PCs adding the fl exibility of an integrated
solution to their wideECDIS Marine
Displays. With screen sizes of 22” (56cm)
and 26” (66cm) diagonal, this Marine Panel
Computer is specifi ed to run all marine
applications, from automation and control
to ECDIS and Navigation. The integrated
industrial PC is based on the latest lowpower
embedded technology. It is not only
said to secure lowest power consumption,
it is also claimed to guarantee optimum
performance and reliability.
As a special feature, Conrac integrated a
proprietary system monitoring application
called SysMon. It controls the backlights,
supervises the system and allows the integration
of the next generation of Ambient
Light Control, ALCplus.
Further, Conrac launches large screen naval
displays. Conrac’s series of ruggedized
displays up to a screen size of 65” (165cm)
has been tested according to MIL-STD-167
and 810.
www.conrac.de
DVZ Group
Hall A1/Stand 141
DVZ Group offers water treatment from a
single source. The product range includes
not only bilge water and fat separation
systems, but also the new generation
wastewater treatment systems, such as the
DVZ-JZR-“BIOMASTER”® and DVZ-SKA-
“BIOMASTER” ®-PLUS types.
The VOS (Venturi Oxygen Stripping) ballast
water treatment system and reverse osmosis
systems for drinking water production
complement the product range.
The wastewater treatment systems are certifi
ed to the relevant and latest IMO regulations
and can also be supplied with the
AWT Certifi cate from B.V. to meet the most
demanding requirements.
www.dvz-services.de
DVZ wastewater treatment systems
comply to IMO regulations
54 Ship & Offshore | 2010 | N o 4
Cosalt
Hall B1/Stand EG 120
At this year’s show, Cosalt will be highlighting
the Premier 2010 inherently buoyant
lifejacket and its new improved Seacrewsader
2010 and the Crewfi t Twin 2010 infl atable
lifejackets. Cosalt will also be featuring
its portfolio of general and specialist
mooring ropes.
Cosalt’s Premier 2010 lifejacket was one
of the fi rst inherently buoyant lifejackets
in the world to be approved to the more
stringent safety at sea Maritime Safety
Committee regulations (MSC20(80)) that
came into force on 1st July 2010. The new
Crewsaver branded Seacrewsader 2010
lifejacket meets SOLAS 2010 regulations
(MSC200(80)) and delivers increased performance
in the most demanding environments.
With a 60 g cylinder fi tted to each
symmetrical infl ation chamber, it provides
290 N buoyancy for added protection when
wearing heavy work gear. The lifejacket is
also suitable for use with most immersion
and abandonment suits. The new design is
easier to don and is claimed to outperform
the new SOLAS requirements with im-
DVV Media Group GmbH
Hall A1/Stand 534
DVV Media Group, publishing house of
Ship&Offshore and Schiff&Hafen, will
present its complete range of maritime
publications.
In addition to the well established
monthly German magazine for shipping,
offshore and marine technology
Schiff&Hafen, DVV Media Group offers
the series Ship&Offshore International.
Under this label the English-language
edition presents specialist information
on ship and offshore technologies from
the European and the global markets.
Ship&Offshore issues are supplemented
with international editions published
in the corresponding national language,
e.g. Chinese or Vietnamese editions.
The weekly English-language newsletter
New Ships represents an exclusive information
service in which the most important
developments in the shipbuilding
industry worldwide are reported briefl y
and precisely in compact reports.
Just on time for this year‘s SMM, the DVV
Media group has released the German
language compendium “Handbuch Nautik“
focusing on navigation, meteorology,
maritime traffi c law and marine radio
service.
Furthermore, the daily fair newspaper
SMM Daily News will be produced duri-
proved body angle, mouth freeboard and
face plane angles. A new unique infl ation
chamber (patent pending) is designed to
provide comfort and support.
Cosalt has also redesigned its Crewfi t Twin
lifejacket to meet SOLAS 2010 regulations
(MSC200(80)). The Crewfi t Twin 2010
is fi tted with twin Auto Hammar mechanisms.
Like the Seacrewsader 2010 it features
a new unique infl ation chamber and
offers improved body angle, mouth freeboard
and face plane angles.
SMM will also provide Cosalt with a focus
for promoting its competitive range of
mooring rope products for cruise and ferry
ships as well as its OCIMF approved mooring
ropes for tankers and cargo vessels. In
the offshore market Cosalt specialises in
bespoke single point mooring systems and
the supply of high-strength ropes manufactured
from HMPE fi bres.
Other key products include its Emergency
Towing Systems and products for the tug
and salvage and military markets.
www.cosalt.com
DVV Media Group stand at SMM
ng the exhibition. SMM Daily News will
feature presentations and innovations
shown by global shipbuilding companies
as well as offshore and maritime
equipment suppliers at this year‘s SMM.
www.schiffundhafen.de
www.shipandoffshore.net

Friendship Systems GmbH
Hall B4/Stand 150
Main exhibit of the Potsdam-based software
provider within the Germanischer
Lloyd Group, Friendship Systems, is the
latest upgrade of its simulation-driven design
software, Friendship-Framework 3.0.
The new release is said to further reduce
development times and to facilitate an
even smoother design process. Applied
in the maritime and turbo machinery industry
worldwide, the computer aided en-
Geislinger GmbH
Hall 3/Stand 011
The new
Geislinger
Vdamp®
Further to a new updated corporate design,
two new products will be shown at SMM.
Beside an evolution of the renowned torsional
elastic, high damping Geislinger steel
spring coupling, Geislinger will present the
Vdamp®XT and the Genotorq. Both are tailored
to the needs of power generation in
the maritime and offshore industry.
The newly developed Vdamp®XT (extended
lifetime) is said to offer twice the lifetime at
nearly the same size. An oil exchange system
enables to double the service life. This
Vdamp®XT feature helps to elongate the
damper maintenance intervall and is thus
said to increase the genset uptime and to
reduce operation costs. After ending its second
life, the Vdamp®XT can be refurbished
by Geislinger and will afterwards be ready
for a second dual cycle.
The modular Geislinger Genotorq ist the
second new development. With up to
64 kNm torque capacity and high overtorque
capabilities the Genotorq is up to
the most demanding marine and power
generation requirements. Radial installation
and easy exchange of the longlife elastomer
elements are key features of this coupling.
This user-friendly design is claimed
to help to lower service time and thus increase
the system uptime. By different stiffness
series and connection inferfaces the
coupling can be easily adapted to different
requirements. www.geislinger.com
gineering software facilitates the (energy)
effi cient design and performance optimization
of functional surfaces such as ship
hulls, propellers and turbines. It is used
to optimize fl ow-exposed surfaces for effi -
ciency and fuel consumption, as well as for
seakeeping and homogeneity of the wake
fi eld, less vibration and noise, for propulsion
performance and higher robustness.
Core of the design process is integrated
simulation, which is used to systematically
analyze and assess a large set of design variants.
Variation and optimization strategies
are applied to ultimately guide the designer
to the most effi cient, best performing,
most task-suitable design.
Live demonstrations at SMM introduce the
visitor to applied functionality and additional
refi nements of software release 3.0.
www.friendship-systems.com
Ship & Offshore | 2010 | N o 4 55

SPECIAL | SMM 2010
GEA Westfalia Separator GmbH
Hall A3/Stand 240
The Westfalia Separator®
BallastMaster
German Maritime Technology
Hall B6/Stand 185
The joint stand German Maritime
Technology (GMT) will
present maritime technologies
‘Made in Germany’, ranging
from oceano graphic technologies,
exploration technologies
for oil & gas and marine mineral
resources, marine renewable
energies and measuring technologies.
Highlights will include
deepsea robots developed by
the Robo tics Innovation Center
of the German Research Center
for Artifi cial Intelligence (DFKI)
in Bremen and the Fraunhofer
Application Center in Ilmenau
for the exploration and use of
maritime resources. Another
highlight is a new system for positioning
tender boats alongside
ships being presented by the
North German company Steen.
The Fraunhofer Competence
Center Maritime Graphics aims
for innovative applications of
visual computing technologies
in shipbuilding, shipping and
marine research. German ocean
research institutes will present
their profi les and capabilities as
well as new projects.
Exhibitors are: Alfred Wegener
Institute for Polar and Marine
Research (AWI), ANT Applied
New Technologies AG, DFKI
Bremen – Robotics Innovation
Center, Dr.-Ing. Wesemann Ges.
für Ingenieurgeodäsie mbH,
56 Ship & Offshore | 2010 | N o 4
For pumping off bilgewater at
sea, GEA Westfalia Separator
can achieve 15 ppm with the
Westfalia Separator® BilgeMaster®
cleandesign, even without
the use of adsorption fi lters,
without chemicals, merely
through mechanical separation
with the separator. GEA Westfalia
Separator can likewise
meet the market demand for
only 5 ppm in certain regions
with the entire BilgeMaster series
in cleandesign. As an example,
GEA Westfalia Separator
will at SMM be showing a
BilgeMaster cleandesign D2000
without fi lter with SafetyMaster
Oil&gas technologies are
presented by GMT Photo: Overdick
EDUR-Pumpenfabrik Eduard
Redlien GmbH & Co. KG, Fraunhofer
Application Center System
Technology (AST), Fraunhofer
Institute for Computer Graphics
Research, German Association
for Marine Technology (GMT),
GISMA Steckverbinder GmbH,
GKSS Research Centre in Geesthacht,
Kiel-Marketing GmbH,
Kieler Wirtschaftsförderung,
KielRadio GmbH, Maritime
Cluster Management Schleswig-
Holstein, Maritime Consulting
Group (MC), Maschinenfabrik/
Engineering Works K. Christian
Steen GmbH, MBT GmbH, MC
Marketing Consulting, OVER-
DICK GmbH & Co. KG, schiff
GmbH, Sea & Sun Technology
GmbH, SevenCs GmbH, Stadtwerke
Lübeck GmbH, subCtech
GmbH, Swisscom AG.
www.inwatertec.de
www.maritime-technik.de
as additional protection against
undesired pumping overboard
of oily bilgewater.
GEA Westfalia Separator is further
launching the Westfalia
Separator® FuelCoolingMaster,
a system to adjust the necessary
viscosity of low-sulphur light
diesel oil or gas oil.
GEA Westfalia Separator is
likewise presenting the newly
developed heat recovery system
Westfalia Separator® EnergyMaster,
which optimizes
the separating process of lube
oils on board ships in terms
of energy. Westfalia Separator®
EnergyMaster is said to save up
GL Noble Denton
Hall B4/Stand 150
Dynamic Positioning (DP) is
a computer-controlled system
that automatically maintains a
vessel’s position and heading.
The benefi ts are less fuel consumption
and wear-and-tear
on the propulsion equipment,
less time and increased safety.
GL Noble Denton provides DP
assurance services, including
failure mode and effects analyses
(FMEA) and failure mode,
effects and criticality analyses
(FMECA), for all types of
offshore support vessel, from
large drill ships to smaller highspeed
offshore crew boats.
The main benefi t of a DP assisted
operation is the reduced weather
Hamworthy plc
Hall A1/Stand 535
Hamworthy will be exhibiting
its wide range of products and
systems, comprising compressors,
gas and inert gas systems,
pump systems and water systems.
Into particular focus are brought
the reduction or elimination
of the environmental impact
from polluting discharges and
emissions.
One of the latest technologies
is the Hamworthy Krystallon
to two thirds of the necessary
thermal energy.
To treat ballast water in ships,
GEA Westfalia Separator has
developed a system, which is
presently undergoing the approval
phase at the IMO.
The three-stage Westfalia Separator®
BallastMaster assures the
effi cient removal and killing of
animal and vegetable organisms
in the ballast water, works
with low energy and operating
costs and, in addition to installation
in newbuildings, is,
above all, suitable for retrofi tting.
www.westfalia-separator.com
impact. Also the redundancy in
the vessel’s dynamic positioning
system should be considered,
since a one-component failure
cannot result in unacceptable
risks for the operation.
GL offers a broad range of offshore
services for the maritime,
oil & gas and renewables industry.
This includes services for
offshore support vessels, tankers
and shipping, mobile offshore
drilling units, mobile offshore
production units, and offshore
pipelines. In addition, GL offers
consultancy and certifi cation
services for all components of
offshore wind turbines.
www.gl-nobledenton.com
Seawater Scrubber. According
to the manufacturer, the unit
can be designed to remove
99% of SOx and 80% of particulates
when operated on a
3.5% S HFO 380 fuel.
The Hamworthy Krystallon
Seawater Scrubber provides
silencing of the exhaust noise
and, being both lightweight
and self supporting, it typically
fi ts around the funnel space.
www.hamworthy.com

Heinzmann GmbH & Co. KG
Hall A3/Stand 411
Heinzmann and its subsidiary
Regulateurs Europa will present
their motor and turbine management
systems for marine
propulsion and generator systems,
as well as a wealth of new
products.
The new Heinzmann common
rail injection system Odysseus is
available for 4-stroke engines in
the power range up to 10,000 kW
and is suitable for various fuel
types, specifi cally for marine
distillates and heavy oils. Heinzmann
also offers comprehensive
Italian Pavilion
Hall B3/Stand 1-33
The Italian Trade Commission
(I.C.E.) in conjunction with AS-
SONAVE is exhibiting at SMM
featuring 32 Italian shipbuilders
and ship repairers. The Italian
Institute for Foreign Trade
(I.C.E - Istituto nazionale per il
Commercio Estero) is the Italian
government agency entrusted
with the promotion of trade,
business opportunities and industrial
co-operation between
Italian and foreign companies.
ASSONAVE is the National Association
of Italian shipbuilders
and ship repairers. It represents
almost all the country’s shipbuilding
industry including its
shipyards, ship repair yards,
diesel engine manufacturers,
marine research centres and
nearly 100 marine equipment
suppliers.
Jotron Group
Hall B6/Stand 260
At this year’s SMM, the Jotron
Group will hold a launch of
several new technological innovations
within all its categories,
being GMDSS (Global Maritime
Distress & Safety Systems),
emergency and marking lights,
search and rescue transmitters,
internal communication systems
and maritime software.
The products in question are a
VSAT antenna, AIS Transponder,
product solutions for micropilot
common rail combustion oil injection
systems for dual fuel and
gas motors.
Heinzmann will further present
an entirely new product range
within safety. This will complement
the already existing digital
control systems from the Poseidon
product family, which is
used for standard and electronic
fuel injection in marine main
propulsion systems and auxiliary
motors. The new safety range
consists of an oil mist detection
The range of products from the
Italian exhibitors covers:
� supply from the naval sector,
military vessels and the terrestrial
communication sector
� design and manufacturing
of marine accessories
� construction, maintenance
and refi tting of ships, boats and
pleasure craft
� production of hydraulic or
electric controlled winches
system to avoid explosions inside
large engines, as well as a
new hydraulic starter system to
ensure immediate and reliable
startup speed for main engines
and emergency motors.
Regulateurs Europa, known for
their highly reliable mechanical
and digital controllers and
actuators for marine applications,
will present a new actuator
generation called RE 2800.
The latest modular input/output
system ICENI will also be
shown. www.heinzmann.com
ASSONAVE represents Italian shipbuilding and supply industry
EPIRB, Multipurpose terminal
and Fleet Management Systems.
These new products have not
been displayed before on any
event or to any customers.
Jotron has only mentioned
future plans to a handful of
people. During the show, and
especially on the fi rst day, Jotron
will hopefully surprise the
attendees with a magnifi cent
launch. www.jotron.com
� development of IMCOStm
– the latest and most signifi cant
internal communication system
� cabins and furniture for
cruise ships and mega yachts in
furnishing and refurbishing
� fi re protection and fi re detection
systems
� design, production, installation
and maintenance of components
for fl uid transfer
www.italtrade.com
Industrial
Solutions
for...
...Air
...Water
...Land
CAP / CAD / CAM / CAQ / PPS - Systems
www.3-r.de
Imtech Marine
Group
Hall B6/Stand 210
Two years ago, at SMM 2008,
the Imtech Marine Group was
introduced as a newly formed
group of companies, who joined
forces under the Imtech Marine
Group (IMG) fl ag. Renowned
members of IMG are Imtech
Marine Germany, Imtech Schiffbau-/Dockbautechnik,
Radio
Holland Group, Imtech Marine
& Offshore, Royal Dirkzwager
and Van Berge Henegouwen
Installaties. Imtech Marine
Group companies are said to
work closely together, combining
expertise in electrical,
electronic, mechanical and ICT
disciplines during the whole
operational life cycle of a ship.
Managing each project from
pre-design and engineering
through to commissioning,
IMG provides systems and
services during the operational
life cycle of the ship, operating
as full-service provider
and system integrator of tailor
made technology solutions.
IMG specializes in automation
(platform and bridge), navigation
& communication including
connectivity, energy & drive
systems, HVAC solutions and
fi re protection systems, entertainment,
lighting systems and
maritime services.
Imtech provides technology,
expertise and technical competences
to infl uence emissions
of ships and energy management
on board.
www.imtechmarinegroup.com
We have been developing software
for the pipe industry for more than
30 years.
With this experience we will be able
to increase the efficiency of your workshop
and construction.
Progress in pipe work
Solutions from the planning
to the assembly
Planing of pipe workshops
Arrangement of pipe workshops
Pipe bending simulations
Automation of pipe factories
3R solutions
Münsterstrasse 5
59065 Hamm Germany
Fon: +49-2381-9724710
Fax: +49-2381-9724711 info@3-r.de
3 R
R
R
solutions
7-10 sept. 2010
visit us !
Hall B2 / EG 240
Ship & Offshore | 2010 | N o 4 57

SPECIAL | SMM 2010
Johnson Matthey‘s SCR-calayst system working in a cruise vessel
Johnson Matthey Catalysts
(Germany) GmbH
Hall A 4/Stand 353
With more than 15 years’ experience and
over 190 marine applications from the
Baltic to the Far East, Johnson Matthey is a
supplier of IMO Tier III complaint Selective
Catalytic Reduction (SCR) emissions control
technology for the reduction of Oxides
of Nitrogen (NOx) from marine exhaust.
Johnson Matthey’s SINOx® range of extruded
SCR catalysts and integrated systems
is available for both new build and retrofi t
applications for operation on a wide vari-
58 Ship & Offshore | 2010 | N o 4
ety of 2-/4-stroke main and auxiliary engines
and re-gasifi cation boilers.
Scope of supply ranges from catalyst-only
to fully engineered SINOx® systems comprising
SCR/OXI catalyst, reactor housing,
injection/mixing module, dosing/control
system, dust blowing unit, NOx analyser
and urea tank. In addition, Johnson Matthey
provides a full range of commissioning
and customer support services.
www.jmsec.com
Klüber Lubrication München KG
Hall A3/Stand 246
Klüber Lubrication will present its innovative
speciality lubricants for the maritime
and offshore industries at SMM. This year’s
focus will be on synthetic lubricants that
can contribute sizably to the protection
of the seas against pollution and offer an
alternative to the widely used mineral-oilbased
lubricants. Speciality lubricants of
this type support operators in extending
maintenance intervals and reducing lubricant
consumption.
The newly developed Klüberbio MR 2-150
presented by Klüber Lubrication is a nontoxic,
readily biodegradable stern tube
oil for fi xed-pitch and controllable-pitch
propellers. These applications below the
water line are at the focus of shipowners’
demand for eco-compatible alternatives to
the mineral-oil-based products predominantly
used today. The oil is made compatible
with the elastomer material used for
many seals so that the propeller shaft seal’s
life expectancy remains unaffected.
The hydraulic oil Klüberbio HLP 9 to be
launched by Klüber Lubrication is also
readily biodegradable, providing ecofriendly
lubrication now also for hydraulic
drives e.g. of cranes, winches or hatches.
The new hydraulic oil is available in four
different viscosities and highly resistant to
oxidation. It is claimed to offer long service
life and a very good viscosity-temperature
behaviour.
Klüber Lubrication will also provide information
on the white adhesive lubricant
Klüberplex AG 11-462, which has been successfully
used on many winches and cranes
and enables clean lubrication of davits and
steel ropes on cruise ships.
Further focal topics will be the latest highperformance
gear oil developments of
Klüber Lubrication, the company’s portfolio
of speciality lubricants for open gear
rims and its range of services for the shipbuilding,
shipping and offshore sectors.
These include development partnerships,
comprehensive consultation on applications,
lubricant analyses and customer
training.
www.klueber.com
Knud E. Hansen A/S
Hall B1/Stand EG 10
Knud E. Hansen A/S, part of the Danish
Marine Group exhibiting at SMM, is a
project-oriented company.
The company is regarded as one of the leading
designers of highly customised vessels
such as multi-purpose cargo vessels, naval
and patrol vessels, offshore construction
vessels, survey and research vessels, luxury
private and commercial yachts and private
recreational crafts.
Knud E. Hansen A/S offers consulting services
for new build projects, conversions,
shore facility upgrades and other marine
installations.
Clients are said to include ship owners
and shipbuilders in both the shipping and
offshore industry, as well as equipment
suppliers, government bodies and public
institutions.
www.knudehansen.com
Lankhorst Ropes
Hall 7/Stand 351
Rope manufacturer Lankhorst Ropes is
announcing an innovation in rope splicing
that reduces the size and weight of the
rope’s ‘eye’ splice, making it easier to handle
during mooring and towing operations,
yet produces a stronger rope. Called A3, the
splice is claimed to have a 100% effi ciency,
which means there is no loss in rope
strength due to splicing. It also makes rope
handling easier as there is no doubling of
the rope or splice stiffness in the mainline
commonly experienced with traditional
rope splicing. Moreover, the A3 splice design
is less prone to the effect of abrasion
on vulnerable areas of the splice covering,
thus providing a longer lasting rope.
Testing witnessed by Lloyds Register of a
traditional splice and the A3 splice with
a Lankhorst Strongline braided mooring
rope showed the traditional spliced rope
had a breaking force of 925 kN compared
with 1,140 kN for the A3 splice; demonstrating
a 23% increase in breaking force
with the A3 splice.
www.lankhorstropes.com
A3 splice for a
Lankhorst Strongline,
polyester
main towing line
with a non-loadbearing,
braided
polyester cover.

Liebherr-Werk Nenzing GmbH
Hall A1/Stand 352
The specially developed range of heavy lift
cranes with single capacities up to 450 t,
and 900 t in simultaneous operation, offers
special operating and safety features.
These are developed in-house by Liebherr-
Werk Nenzing GmbH, Austria, namely
Sycratronic (simultaneous lift control) and
DACS (dynamic anti collision control system)
in addition to the Litronic crane control
system.Liebherr fl oating cranes provide
tailor-made solutions for all kinds of bulk
handling. Heavy duty, high performance
slewing or double girder cranes with lifting
L-3 SAM Electronics
Hall B6/Stand 340
L-3 SAM Electronics will feature a wide
range of next-generation ship management
systems and sensors for automation,
communications, navigation, positioning,
propulsion and energy distribution applications
at SMM.
The stand will include live demonstrations
of the latest NACOS Platinum series
of advanced scalable navigation, automation
and control systems, featuring common
components and operating networks
to provide unrivalled modes of integrated
functionality for vessels of all types and
sizes.
The NACOS Platinum series offers simplifi
ed levels of usability while ensuring higher
standards of operational safety. Systems
have already been commissioned for product
tankers, offshore wind vessels, cruise
capacities of up to 45 tonnes are said to ensure
effi cient transshipment of goods on vessels
up to Capesize in open seas. A complete
fl oating crane concept is claimed to provide
excellent co-ordination and services from
one source. Slewing cranes for installation
on quaysides and harbours are available
on fi xed pedestals (FCC) or rail-mounted
travelling gantries (TCC). This economical
concept is ideal for smaller and inland ports
where limited room for manoeuvre is available
or low ground pressures are essential.
www.liebherr.com
liners and megayachts under construction
in Asia and Europe.
Additionally, L-3 SAM Electronics will be
showcasing its new SAM ConnectNet product,
a high-speed ship-to-shore assembly
that merges vessel communication systems
into complete enterprise-wide IT networks,
as well as diesel electric propulsion assemblies
and energy-effi cient shaft alternators.
Other L-3 capabilities on display at SMM
include high-end automation and dynamic
positioning systems, echosounders and
sonars, and control components from L-3
Valmarine of Norway, L-3 Dynamic Positioning
& Control Systems of the U.S., L-3
ELAC Nautik of Kiel, Germany, and L-3
APSS of Italy.
www.sam-electronics.de
www.L-3com.com
Lindner Group
Hall B5/Stand 323
Make Water Anywhere
Pall combines: • Hollow fiber micro-filtration membranes
• Proprietary RO desalination systems
...in a fully self contained, automated, skid mounted package
Liebherr cranes installed on the
special purpose vessel Palmerton
As a partner of the shipyard Meyer Werft,
Papenburg, Lindner contributes customized
interior for complete sections in public
areas. This includes restaurants, bars
and conference rooms on the vessels of the
‘Solstice-class’ as well as on board of the
latest luxury liners of the ‘Sphinx-Class’,
operated by AIDA Cruises.
Lindner offers a wide variety of metalceiling
systems The Bavarian specialist provides
these maritime products also to suppliers
who operate in this sector to realise
their own projects. Newly-developed light
weight products for ceilings and partitions
complete the increasing portfolio for maritime
purpose. Together with architects, interior
designers and planers, Lindner develops
specifi c custom solutions.
www.Lindner-Group.com
See us at SMM
Stand 520, Hall A1, 7-10 Sept 2010
Industry leading
technology from
Pall Marine enables
ship-owners and
operators to produce
safe drinking water
from virtually any
raw water source.
For more information please contact:
Pall GmbH
Aerospace, Marine & Defence
+49 6103 307 316
A&TWaterEnquiry@pall.com
www.pall.com/marine
Ship & Offshore | 2010 | N o 4 59

SPECIAL | SMM 2010
Mahle Industriefi ltration GmbH
Hall A3/Stand 310
Mahle Industriefi ltration GmbH,
part of the Mahle Group, is a global
supplier of innovative, high
quality industrial fi lters, such
as oily water separation, ballast
water treatment, membrane fi ltration
and fuel/oil treatment,
including heavy oil fi ltration.
Further to the MEPC.107(49)
certifi ed NFV-bilge water separator
MPEB, Mahle will show
its new NFV-ballast water treatment
system OPS, the heavy
fuel fi lter AKO COM plus, the
fresh water generator MROS,
and several duplex, automatic
and hydraulic fi lters.
MAN Diesel & Turbo
Hall A3/Stand 200
The diverse marine engineering
specialities of MAN Diesel
& Turbo will again be highlighted
at the SMM exhibition
in Hamburg with an emphasis
on new developments to support
shipowners and yards.
20V32/44CR Tier III
High output, power density
and effi ciency is offered by the
V20-cylinder MAN 32/44CR
medium speed engine including
common rail fuel injection,
variable valve timing (VVT) and
variable turbine area (VTA) turbocharging.
Controllable pitch propeller
A new developed Alpha controllable
pitch propeller (CPP)
series delivers high propulsive
effi ciency. The VBS Alpha
CPP programme offers 20 hub
sizes ranging from 600mm
to 2,150mm diameter, cor-
MAN ME-GI system
60 Ship & Offshore | 2010 | N o 4
The OPS is a two-stage ballast
water treatment system (fi ltration
and UV disinfection). The
compact and environmentally
friendly system works completely
chemical-free, with
minimum pressure loss and
very low power consumption.
The AKO COM plus heavy fuel
back-fl ushing fi lter takes care
of heavy and distillate fuels.
Through back-fl ushing with
pressure preloaded, tempered
and purifi ed heavy fuel the selfcleaning
process takes place
without interference of the fi lters
capacity. The fi lter assures a
responding to an approximate
engine power range of
1,000kW to 40,000kW.
New turbocharger
MAN Diesel & Turbo’s TCR
radial turbocharger series is
supplemented at its lower output
end by a model tailored
to boost a new generation of
small four-stroke engines from
MAN and other designers. Addressing
the demands of engines
with ratings from 300kW
to 580kW per turbocharger,
the new TCR10 model delivers
a pressure ratio up to 5.5 and
is designed for installations
burning heavy fuel oil, marine
diesel oil or gas.
ME-GI (Gas Injection) twostroke
engines
Signifi cant opportunities are
foreseen for gas-fuelled tonnage
as exhaust emissions
limits tighten, the potential
market extending from LNG
carriers and offshore vessels to
embrace LPG, RoRo and container
ships. MAN B&W ME-GI
(Gas Injection) two-stroke engines
promise economical and
operational benefi ts over other
low speed-engined plants, irrespective
of ship size. Based
on the successful electronically-controlled
ME heavy fuel
burning diesel engines, the
ME-GI design exploits systems
enabling natural gas and liquid
AKO heavy fuel fi lter
COM plus
fi ltration fi ness down to 10 μm
absolute. The cleaning intensi-
fuels to be handled. Dual-fuel
operation requires the injection
of both pilot fuel oil and
gas fuel into the combustion
chamber via different types of
valves arranged in the cylinder
head. The ME-GI engine head
is fi tted with two valves for
gas injection and two for pilot
fuel.
PrimeLube
A range of own-brand MAN
PrimeLube premium lubricating
oils launched by MAN Diesel
& Turbo is formulated to
the group’s demanding specifi -
cations for high, medium and
low speed engines., comprising
the HSeries40D lubricants, a
range of MSeries or the LSeries
system.
Further MAN products on display
at the exhibition include
PrimeServ’s EMC-Pit Stop
spares and exchange concept,
particularly for Holeby enginebased
gensets, MAN Prime-
Serv’s Online Service providing
ship remote support for Diesel
& Turbo engine and turbocharger
installations, the V12cylinder
D2862 high speed
engine, a diesel switch system,
Swing-gate to support operators
of MAN B&W ME and MC
2-stroke engines and the Active
Balancing System (ABS) to reduce
noise
. www.mandiesel.com
ty can be adjusted according to
individual requirements.
The fresh water generator series
MROS works with plate/
disk modules, which due to
their special hydro-dynamics
signifi cantly reduce so-called
‘fouling’ and ‘scaling’. The simple,
robust, and reliable design
is claimed to include excellent
product quality, serviceability,
and a good price-to-performance
ratio and was specially
developed in varying sizes for
maritime operations.
www.mahle-industrialfiltration.
com
Maprom Engineering
BV
Hall A3/Stand 341
Maprom Engineering BV., based
in Dordrecht, The Netherlands,
has specialized in water-lubricated
propulsion systems and
water-lubricated propeller shaft
components.
The systems are said to be an
environmentally sound alternative
to oil- and grease-lubricated
alternatives, with a long
termin reliability.
www.maprom.nl
Maritime by
Holland
Hall B7/Stand 40
Dutch maritime companies are
represented at SMM 2010 in the
Pavilion of Maritime by Holland.
The joint initiative consists
of the 11,000 companies within
a 100 km radius, powering the
maritime cluster in Holland.
Together, the Dutch maritime
sector is claimed to generate
social and economic value for
clients worldwide through a
combination of expertise, imagination
and collaboration.
With synergy within the cluster,
sustainability and innovation
the industry wants to remain
competitive. www.hme.nl

Marinelec
Technologies
Hall B4/Stand B4
Marinelec Technologies presents
the CA3000-MAR at
SMM, a new concept of fi re
detection system for merchant
ships and ferries. CA3000-MAR
complies with EN54-2 and
EN54-4 standards. This system
responds to the necessary need
of Ship Safe Return to Port.
Marinelec Technologies has
also recently designed an innovative
Bridge Navigational
Watch Alarm System (BNWAS)
named LYNX V3, which will
be shown at SMM as well. This
equipment is ergonomic and
is claimed to easily fi t into all
wheelhouses. LYNX V3 complies
with the OMI regulation
MSC 128 (75) for merchant
ships and also with the French
regulation regarding fi shing
vessels over 24 meters.
www.marinelec.com
Martechnic GmbH
Hall A1/Stand 151
At SMM, Martechnic will exhibit
a mix of ‘evergreen’ test
kits, innovative ideas for maintenance,
as well as existing and
future perspectives for in-line
monitoring.
Among items on display, Martechnic
will have on-site test
equipment, adapted to meet today’s
requirements for maintenance
programs and challenges,
as well as sensor technology
Power efficiency is ready
to board your fleet
made to fi t both standard and
customized applications.
During past years, the European
community’s development
project frameworks Poseidon
and Dynamite have supported
Martechnic’s work to look for
the best technologies on in-line
monitoring and to optimize
maintenance tools and procedures
for more effi ciency and
cost reduction.
Merlin Diesel Systems Ltd
Hall A4/Stand 343
Preston-based Merlin Diesel
Systems Ltd is a multi-agency
company dedicated to the global
supply of spare parts and
test equipment for the servicing
of diesel fuel injection systems.
The Merlin test equipment
range covers automotive, ma-
rine, rail, power generation and
industrial applications.
The parts division supplies
fuel pumps, injectors, nozzles,
lift pumps, fi lters etc. and currently
holds agencies for Delphi,
Bosch, Denso, Woodward
Diesel, Yanmar, Stanadyne
Visit us in Hamburg
at the SMM from
September 7 to 10, 2010:
Hall B6, Booth 331. www.eaton.com
Maritime solutions for secure, reliable, and efficient
onboard power management
Eaton is present in more than
150 countries – with its Electrical,
Hydraulic, Aerospace, and Vehicle
Groups. On board ships of any
tonnage our products, systems,
and services conjointly establish
the most effi cient, yet robust
power management. Electrical
energy is securely distributed
and made available whenever
and wherever it is needed.
Sensor rack
to monitor
water-in-oil
content from
multiple
sampling
points
At SMM, Martechnic wants to
use the opportunity to outline
essential parts of that book to
visitors and guests.
www.martechnic.com
and continental (formerly Siemens).
A fully equipped diesel fuel
injection workshop manned
by factory-trained technicians
and fi lter parts division are also
available for customers.
www.merlindiesel.com
Our rugged UPS systems ensure
that shipborne facilities operate
fail-safe under any circumstances.
Furthermore, thanks to our innovative
auto mation and hydraulics
equipment, vessels maneuver
precisely in any weather – thus
reaching their destinations on
schedule. Dis cover our ideas and
solutions at the SMM – come
aboard with Eaton!
A10/13I
Ship & Offshore | 2010 | N o 4 61

SPECIAL | SMM 2010
MTU Friedrichshafen GmbH
Hall A3 / Stand 220
Tognum subsidiary MTU Friedrichshafen
will be showcasing
a new genset for diesel-electrical
marine propulsion and
on-board power generation at
SMM.
Based on the renowned MTU
Series 4000 ‘Iron Men’ workboat
engines, the high-speed
unit has a power output of up
to 3,000 kW. Typical applications
include offshore supply
ships tending wind farms and
oil and gas platforms.
Diesel-electric gensets are predominantly
used for ships
supporting the building of
wind turbines and wind farms,
which, particularly in offshore
supply ships, provide valuable
benefi ts, not only in terms of
cost-effi ciency and fuel consumption,
but also with respect
Nobiskrug GmbH
Hall B4.EG/Stand 230
Over the past years, Nobiskrug
Shipyard has become renown
to build luxurious motor yachts
from 60 m and onwards. However,
the repair business is also
a main pillar of Nobiskrug,
including conversion, repairs,
refi ts, lengthening, as well as
re-engining and refurbishment
of all types of ships, especially
naval vessels and yachts.
Worldwide ad hoc repairs are
also possible thanks to fl exible
mobile fl ying squads.
Frigate Mecklenburg-Vorpommern in dock at
Nobiskrug Shipyard, Rendsburg
62 Ship & Offshore | 2010 | N o 4
MTU 16V 4000 M70 diesel engine
to fl exible load distribution
and easy maintenance. With
the help of an intelligent Power
Management system, gensets
Currently, Nobiskrug Shipyard
is overhauling the class 123
frigate Mecklenburg-Vorpommern
for the German Navy. In addition
to general overhauls, various
technical modifi cations are
planned, such as the conversion
of the AC system using
environmentally friendly cooling
agents, the conversion of
the fi re fi ghting system, as well
as the extension of the vessel’s
communication system.
www.nobiskrug.com
can be deployed at their optimal
operating point to produce
a substantial reduction in operating
costs. The Series 4000
Noske-Kaeser
Hall B5/Stand 165
Noske-Kaeser provides ships
with air-conditioning, cooling,
ventilation and fi re fi ghting systems.
The Hamburg-based company
will now expand its range
of services into the offshore
market. Noske-Kaeser’s presentation
at SMM will include
its most recent products in this
sector. For the cooling of offshore
platforms, Noske-Kaeser
has developed a very wide range
of systems, like fresh water and
salt water cooling systems and
refrigeration equipment. Noske-
Kaeser has also developed systems
for air treatment and air
conditioning on board offshore
platforms. The most important
element is said to be a powerful
fi lter system to exclude humidity
and salt, thus preventing
the corrosion of equipment by
saline air and aerosols. For the
decentralised air-conditioning
of lounge areas on platforms,
Noske-Kaeser has developed
various fan coil units. A smoke
extraction system ensures that,
in case of an emergency, the affected
rooms will be accessible
in the shortest possible time.
www.noske-kaeser.com
genset was closely modeled on
MTU’s ‘Iron Men’ engines with
these special requirements in
mind.
Available in versions with 8, 12
and 16 cylinders, ’Iron Men’ engines
have been proving their
mettle in workboats such as
tugboats and inland waterway
vessels for many years. MTU
is now enhancing its product
portfolio with Series 4000
gensets, which have a standard
basic design to guarantee spare
parts availability worldwide
and standard maintenance
procedures. To assure maximum
benefi t to the customer,
individual customer requirements
with respect to generator
type or bearings can be met on
a modular basis.
www.mtu-online.com
NME
Hall B7/Stand 10
The Association of Norwegian
Maritime Exporters (NME),
who will once more participate
at this year’s SMM, has served
as a vital link between Norwegian
maritime companies both
at home and abroad. Operating
in an industry characterized by
the emergence of dynamic new
markets NME is said to be busier
than ever.
NME represents many of Norway’s
most ambitious and
innovative companies, from
established multinationals to
specialist niche players serving
a wide variety of different markets.
Established by the maritime
industry and owned by the
maritime industry NME is fully
owned by its member companies;
suppliers and manufacturers
of high quality products
and services to the shipping
industry, shipyards and fi sheries
worldwide, with agents in more
than 130 countries. Norway’s
maritime cluster is said to have a
strong tradition of technical innovation,
cooperation between
different players and keeping an
international perspective.
www.maritimenorway.no

Ocean Signal
Hall B1/Stand 135
Ocean Signal will launch three
new products at SMM: the Safe-
Sea E100/E100G series of Emergency
Position Indicating Radio
Beacons (EPIRBs), the SafeSea
S100 Search and Rescue Transponder
(SART) and the SafeSea
V100 survival craft VHF hand
portable radiotelephone.
The SafeSea® E100 and E100G
EPIRBs are reported to have the
longest quoted operational battery
lives in the industry with
enough capacity to operate
the EPIRB continuously, typically
for four whole days, even
using the E100G with GPS fi x
and in worst case temperatures
to -20 °C. In addition, batteries
can be replaced by the user,
eliminating the need to return
the unit to the manufacturer or
agent when they need changing.
The SafeSea® S100 SART is a
dedicated radar transponder
which complies with IMO SO-
LAS regulations. In common
with the SafeSea EPIRB, the
S100 SART has a user replaceable
battery, which is classifi ed
as non-hazardous for shipment
and gives 96 hours operation
in standby, plus a further 16
hours being interrogated. The
SafeSea SART is waterproof to
a depth of 10 m and operates
between -20 °C to +55 °C.
The SafeSea® V100 GMDSS
hand held radio is a rugged,
fully featured hand-portable
GMDSS radiotelephone complying
with the IMO performance
standards for use in
survival craft and exceeding
GMDSS environmental requirements.
The radio is supplied
with all 21 international
simplex channels, as required
by the regulations. Once again
the emergency Lithium primary
battery offers unique features
such as the battery protection
tab, which avoids inadvertent
use. Only when the tab is broken
off will the battery operate
the radio, ensuring the pack is
at full capacity when needed.
A highly effi cient transmitter
helps to maximise the battery
life.
www.oceansignal.com
Palfi nger systems GmbH
Hall A1/Stand 311
At SMM exhibition 2010 in
Hamburg, Palfi nger systems
will be presenting life an extract
of the crane product range. The
company will show a larger
telescopic-crane, type PTM and
foldable cranes type PKM as well
as some knuckle-cranes type PK
and smaller PC- and Windmill
Platform support/service cranes.
In addition Palfi nger systems
offers ship and offshore prod-
ucts like a Jack-Up Maintenance
Platform called JUMP, Internal
Tank Platform (ITP), Inspection
Platform(IP-11), Under fl oor
Platform Access (UPA-31) and
the Aerial Platform (AP-14).
New is the partnership between
Palfi nger systems and
Ned-Deck Marine B.V. (NDM).
In July 2010 the Palfi nger AG
acquired (75% share) of the
Ned-Deck Marine B.V. in Hol-
land. Ned Deck Marine is a
leading manufacturer of high
tech davit systems, like rescue
boat davits, interceptor/workboat
davits, life raft davits, special
cranes and much more. At
its own stand in Hall B5 the
company will exhibit a hydraulic
pivoting davit type PRHE 20
including a boat length 20’ and
a special crane using for windmills.
www.palfinger.de
ERRS ELECTRONIC REMOTE RELEASE SYSTEM
ON/OFF
PRESS/HOLD 5 SEC
RELEASE
PRESS/HOLD 5 SEC
OVERRIDE
PRESS/HOLD 5 SEC
SCROLL
Ship & Offshore | 2010 | N o 4 63

SPECIAL | SMM 2010
Precision Polymer Engineering (PPE)
Hall A4/Stand 156
Lower emission levels for nitrogen
oxides (NOx), sulphur oxides
(SOx), CO 2 and particulate
matter mean marine engines are
running hotter for longer. The
new Perlast G75TX perfl uoroelastomer
from Precision Polymer
Engineering (PPE), a unit
of IDEX Corp., is meeting the
Phoenix Contact GmbH & Co.KG
Hall B6/Stand 263
Phoenix Contact has developed
a CAN master communication
terminal. The reason is that
many proprietary CAN interfaces
are used for communication
between the individual
pieces of equipment on board
ships, such as the GPS/NMEA
data transfer, the machine control
and the data exchange with
pod drives.
64 Ship & Offshore | 2010 | N o 4
need for high temperature resistant
diesel engine elastomer
seals. PPE’s perfl uoroelastomer
seals are designed to enable engine
makers and shipping companies
to use a wider range of
fuels and coolant chemistries.
Perlast G75TX perfl uoroelastomer
is claimed to provide im-
The new CAN master communication
terminal operates in
the transparent mode in order
to be able to directly access
layer 2 of the ISO/OSI reference
model. In this way, users
can simply integrate their proprietary
CAN protocol into the
automation system of Phoenix
Contact. The CAN master terminal
from the Inline instal-
proved resistance to chemically
aggressive coolants at temperatures
up to +327 degrees C.
Perlast G75TX is suitable for
both dynamic and static applications.
The PPE stand at SMM will also
feature V75J, a lead-free, steam
resistant fl uoroelastomer, spe-
lation system can be used in
various applications. Application-specifi
c CAN parameters,
such as the transmission rate,
can be set using a confi guration
tool. All parameter data are
saved on a memory stick so that
when a device is replaced, this
data can be transferred into the
new module by simply inserting
the stick. The CAN master
The German navigation
system supplier
Raytheon Anschütz
launches its recently
announced new Intelligent
Bridge System
(ISB)at SMM. The
Intelligent Bridge System
is designed to make
navigation more effi cient
and to simplify operation
for users.
The Intelligent Bridge System
features wide-screen, task-orientated
Multifunction Systems
that not only allow to access all
the nautical tasks at the right
time but also are ready to integrate
additional tasks such
as CCTV, DP system or engine
automation from the most varied
partners. The new display
pages show relevant data from
various ship systems to increase
situation awareness and to offer
intuitive help in decision
making for the navigator.
As part of the new bridge,
Raytheon Anschütz will further
present the new ECO-Autopi-
terminal with certifi cates from
the ship classifi cation societies
such as GL, BV, LR, DNV,
and ABS, is integrated into an
Inline station. As a result of its
master functionality, it allows
lower-level CAN systems to be
integrated into the Inline station
and therefore into the bus
system being used.
www.phoenixcontact.com
Raytheon Anschütz GmbH
Hall B6/Stand 320
cially developed to provide improved
in-service performance
over lead-cured seals in marine
diesel engines. The elastomer
offers high levels of resistance
to oils, fuels and hydraulic fl uids,
high temperature performance
and long-term sealing
ability. www.prepol.com
Raytheon will launch its new
Intelligent Bridge System
lot NP 5000, which features a
graphical indication of heading
changes and all used rudder
angles. By doing so, it provides
effective help in optimizing
steering performance and fuel
consumption.
The new Nautosteer AS advanced
steering control system
uses CAN-bus technology to
offer further improvements in
safety, such as the wire break
monitoring and steering failure
monitoring. It is also said
to decrease installation costs at
the shipyard.
www.raytheon-anschuetz.com

Prüftechnik Alignment
Systems GmbH
Hall A4/Stand 102
Maintenance technology company
Prüftechnik Alignment
Systems GmbH, specialized in
products and services in alignment,
condition monitoring
and non destructive testing, will
present their shaft alignment
systems Shaftlign®, Optalign®
smart and Rotalign® Ultra at
this year’s SMM. The industrial
applications to be displayed are
Centralign® Ultra – bore alignment
and Levalign® Ultra –fl atness
and levelness.
A well aligned machinery is said
to optimise the power transmission
from engine to propeller,
reducing vibrations and maintenance
due to increased lifetime
of bearings and seals. This
is accomplished by mastering a
number of measurement tasks:
� Flatness measurements of
fl anges (e.g. Azimuth thruster)
and foundations (engine bed
plates, crane foundation)
� Concentricity control of the
main bearings during engine
overhaul
� Measurement of gap and
sag in the propulsion train
and coupling alignment of any
rotating machinery, e.g. shaft
alignment between engine and
gearbox
� Alignment of the stern tube
to the gearbox or to the propeller
shaft.
With over 25 years of experience
in the fi eld of laser measurement
technology for the
maintenance of rotating machinery
and subsidiaries and
distributors in more than 70
countries, the company serves
manufacturing enterprises
around the world.
www.pruftechnik.com
Rockwool Marine & Offshore
Hall B1/Stand 740
Rockwool Marine & Offshore
is introducing a new product
called Rockwool Marine Acoustic
Foil. This is part of a sound
absorption system specifi cally
designed for engine rooms,
cargo pump rooms and similar
applications.
Traditional insulation solutions
which consist of an alu-foil or
steel plate fi nish provide a good
solution for fi re protection and
oil contamination prevention;
however these surface materials
reduce the otherwise excellent
noise absorption properties
of the insulation behind
them. Providing fi re protection
and noise reduction in areas
Rockwool Marine Acoustic
Foil
where mechanical strength and
resistance to oil contamination
is required has therefore
always been a challenge, but
now Rockwool has developed a
system which claims to fulfi l all
these requirements.
Rockwool Marine Acoustic Foil
is a very strong, thin and durable
fi lm, which is resistant to oil/oil
mist, water and most other substances
expected to be found in
the environment of the engine
room. The fi lm (which covers
the Rockwool insulation and
is then covered by a perforated
steel plate) has been tested for
surface fl ammability, according
to IMO Res MSC.61(67), annex
1 part 5 and IMO res 653(16),
by the Danish Institute of Fire
Technology. The result is in
full compliance with SOLAS.
To obtain the optimal sound
properties the fi lm must be fi tted
loosely with a small gap in
between the fi lm and the insulation.
- www.rockwool-rti.com
www.rockwool-marine.com
Rivertrace Engineering Ltd
Hall A1/Stand 322
Rivertrace Engineering Ltd
launches the Smart 50M, a new
boiler water monitor designed
to address specifi c industry concerns
over boiler and pipe blockages
and the consequent potential
for burn out or explosions.
The Rivertrace OCD 50M boiler
water monitor has been type
approved by Germanischer
Lloyd since 1998 to monitor oil
breakthrough back into ships’
boilers. If coils are perforated
for any reason, oil can re-enter
the boiler water and, on cooling,
block pipes or the boiler itself,
causing a potential hazard
and/or damage to equipment.
Boiler water composition requires
regular monitoring to
ensure that boiler pipework
and heat exchangers do not become
corroded or perforated.
Rivertrace Engineeering (RTE)
identifi ed a market requirement
to monitor a range of
Solutions for
Shipbuilding
and industry
other parameters, and not just
oil content.
RTE has developed the Smart
50M which, as well as monitoring
oil content can also monitor
critical parameters such as
PH levels, conductivity and
levels of dissolved oxygen. RTE
intends the Smart 50M will
come to replace its existing
OCD 50M over time, with the
initial launch of the new model
set for SMM 2010, in Hamburg.
www.rivertrace.com
Boiler water monitor OCD 50M
Compressors
- starting air
- control air
- working air
Compressed-Air-Receivers
TDI-Engine Air Starters
Gastight Bulkhead
Penetrations
We exhibit:
SMM 2010 Hamburg
Stand A1 - 460
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 & Offshore | 2010 | N o 4 65

SPECIAL | SMM 2010
R&M Ship Tec
GmbH
Hall B5/Stand 120
R&M Ship Tec GmbH is a worldwide-operating
company in the areas of ship insulation
and outfi tting. The company’s core
competencies include interior outfi tting,
insulation for fi re and noise protection,
sound analyses and predictions, heating,
ventilation and air conditioning systems,
plus the installation of prefabricated cabins.
R&M Ship Tec offers its solutions for
all types of ships, such as passenger ships,
navy and merchant vessels, offshore platforms
and special ships and is involved
in newbuildings, repair and conversion
projects.
R&M provides engineering, project management,
procurement management and
installation. The company’s trade fair stand
features the replica of a ship cabin which
has been specially created to show the various
stages of a cabin’s assembly. This replica
includes insulation and piping as well
as the entire interior outfi tting system: wall
and ceiling systems, fl ooring and furniture.
R&M gives a glimpse behind the scenes –
e.g. the fl ooring features a see-through glass
window and the insulation is only partly
covered. www.shiptec.info
Spurs Marine Manufacturing Inc.
Hall B7/Stand 460
Spurs’ line and net cutter systems will be
presented at the company’s booth at SMM.
Protecting vessels from costly propeller entanglement,
systems of the Ft. Lauderdalebased
company can be delivered as shaft
Tii Group
Hall B2.EG/Stand 232
The three companies Scheuerle, Nicolas
and Kamag, forming the Tii Group, are
professionals in the production of heavy
load and special vehicles for challenging
transportation concepts for shipyards or
in the offshore sector.
The Tii Group offers a broad product portfolio
from small sections to megablocks,
complete ships and oil platforms. Trailer
combinations are also available as well as
SPMTs (self-propelled modular transporters)
and special shipyard transporters,
such as the Type 1400 from Kamag, Nicolas
and the SHT series. These can transport
individual ship sections through to
complete ships. Extreme loads of 1.000
66 Ship & Offshore | 2010 | N o 4
Siemens AG
Hall B6/Stand 360
Siemens will be demonstrating EcoMain
– a technical and economical operational
management system for ships and fl eets –
at the SMM 2010 using a range of applications
for everyday ship operation.
EcoMain is designed to optimize operating
processes on board, not only saving energy,
but also reducing emissions. The basis of
the new ship management solution is a
platform on which all the operating data
is collected and saved in a standard format.
Existing system modules, for example for
energy management and heat recovery, as
well as new and third-party systems, such
as container management, can also be installed
on the platform, and fed with the
data it collects. There is a separate process
simulation behind each module, which visualizes
potential operating processes, and
gives the operator recommendations such
as for optimizing marine navigation and
reducing fuel consumption. EcoMain provides
a data platform and modules which
can be used to monitor and optimize the
entire operation of the ship. Standardized
interfaces also facilitate data exchange between
the individual systems.
Siemens will also be providing information
about the waste heat recovery system
mounted systems or as ship mounted systems.
Spurs uses the propeller’s rotation and
inertial force to power the cutting action.
The purpose of this mechanism is to en-
Scheuerle SPMT transporter under an
oversized ship´s section
which enables power to be generated from
the waste heat from the ship’s engines. The
exhaust gas generates steam which then
drives turbo-generators through a steam
turbine and can also generate up to an
extra six megawatts of power for the onboard
power supply. This reduces fuel consumption
and CO 2 emissions as well as the
emissions of NOx and Sox.
Other major Siemens exhibits at the SMM
are diesel-electric drive systems and hybrid
drive concepts. The company is also showcasing
the Siship SSP (Siemens-Schottel
Propulsor), another innovative drive concept.
This pod drive has been designed
for ferries, supply ships, product tankers
and other ships which need to be highly
maneuverable.
The Siemens Sicure ballast water management
system treats ballast water effectively,
reducing the burden on the environment.
The system is based on a physical separation
of organisms and a special treatment
process which uses biocides obtained from
the surrounding sea water. A control system
regulates the system parameters, so that the
water is effi ciently cleansed of invasive organisms.
www.siemens.com/marine
gage lines and other debris caught by the
propeller, instantly cutting them free. Spurs
line entanglement systems are approved by
ABS.
www.spursmarine.com
tonnes and more can be moved with only
one vehicle.
Scheuerle SPMTs are available in either
the proven third generation or in the new
fourth generation. In contrast to the existing
third generation with an axle load of
40 tonnes, the new generation has an axle
load of 48 tonnes. ‘
The products of Scheurle, NICOLAS and
KAMAG are said to unite all those characteristics
which ensure success in the
demanding field of shipyard logistics: reliability,
extreme load capacity, very latest
control technology, operational safety as
well as proven and tough, long-lasting
components. http://www.tii-group.com/

Ship & Offshore | 2010 | N o 4 67

SPECIAL | SMM 2010
Tamrotor Marine Compressors AS
Hall B7/Stand 453
Norway based Tamrotor Marine
Compressors will focus on
the TMC Smart Air® compressor
range.
The TMC Smart Air compressor
controls its capacity and
power consumption precisely
according to the current air
Thrane & Thrane A/S
Hall B6/Stand 333
The SAILOR 900 VSAT, a sophisticated
new Ku-band VSAT
antenna, will be launched
by Thrane & Thrane at SMM
2010.
Designed in-house by Thrane
& Thrane, SAILOR 900 VSAT
is claimed to represent a leapforward
in VSAT antenna performance.
SAILOR 900 VSAT is
designed and built to the same
standards as Thrane & Thrane’s
68 Ship & Offshore | 2010 | N o 4
demand. Constant pressure in
the network at all times will
minimize power consumption
and reduce wear on the
compressor.
Soft start increases the lifetime
of the transmission such
as belts and couplings and
SAILOR terminals for Inmarsat
services.
Like SAILOR FleetBroadband
products, SAILOR 900 VSAT
has been designed with ease
of installation in mind. It is a
powerful, quick and easy-todeploy
four-axis stabilized Kuband
VSAT antenna featuring a
low-profi le and high performance
RF design. It can be easily
integrated with all leading
Lindner Cruise Liner and Ship Fit-out . Defi nitely the right course.
Lindner Objektdesign GmbH
Bahnhofstrasse 25 | 94424 Arnstorf | Germany
Phone +49 (0)8723/20-36 75 | Fax +49 (0)8723/20-24 00
cruiseliners@Lindner-Group.com | www.Lindner-Group.com
VSAT modem units and the
sophisticated Antenna Control
Unit (ACU) features multiple
LAN and diagnostics ports, and
Built-in Test Equipment (BITE).
The SAILOR 900 VSAT is going
to be the fourth in the line-up
of SAILOR Ku-band products,
which include the SAILOR 700
VSAT, SAILOR 60 Satellite TV
and SAILOR 90 Satellite TV.
www.thrane.com
For your ship project we offer specifi c products and services from material supply to complete interior fi t-out. We provide our
certifi ed systems for your ambitious ship fi t-out.
Visit us at SMM 2010 in Hamburg. Hall B5, stand B5.323
give lower pressure and less
movement on all parts. This
is claimed to contribute to a
reduced life cycle cost by 25-
30%.
In addition, TMC have introduced
spare part kits, containing
all parts that should be re-
placed after a certain number
of running hours or years.
A service CD containing live
video instructions helps the
personnel onboard to safely
perform the required routine
maintenance operations.
www.tmc.no
Satellite antennas for SAILOR
60 and SAILOR 90 TV
Concepts
Products
Service
© Ingrid Fiebak-Kremer
Building New Solutions

Total
Lubmarine
Hall A3/Stand 323
Amongst other products, Total
Lubmarine will show what
its patented lubricant product
Talusia Universal. Ships using
Lubmarine’s Talusia Universal
as per Total do not need to
switch lubricants when moving
in and out of the EU Emission
Control Area.
Talusia Universal from Total
Lubmarine has been approved
by all engine manufacturers for
use with high and low sulphur
content fuels.
www.lubmarine.com
Talusia Universal provides
effi ciency and safety benefi ts
Visit us on the
SMM 2010
Hall A1 | Booth 311
Turku Repair Yard Ltd.
Hall B4/Stand 120
More than 100 annual dockings
and ship repairs are carried out
by the Turku Repair Yard Ltd.
At SMM the company presents
its services comprising repair
services, steel works and maintenance
like lengthenings, conversions,
superstructures and
hull damage repairs, main and
auxiliary engine replacement,
shaft surveys and propeller
maintenance and repairs as well
as refurbishing and up-grading,
modifi cations, carpentry and
electrical work at vessels’ interiors.
In addition Turku Repair Yard
offers Surface Treatment Work.
The voyage repair service operates
24h a day, which can help
to minimize the downtime
in case of trouble. The typical
area of operation for voyage
repair teams is the Baltic area.
Among latest projects the
yard repaired and rebuilt the
Akademik Fyodorov, the fl agship
REACH THE UNREACHABLE
of Russia’s polar research fl eet,
to prepare the vessel for the
largest exploratory expedition
in the Arctic this decade. The
Akademik Fyodorov was built in
Finland at the Rauma Shipyard
and is owned by the Russian
Arctic and Antarctic Research
Institute of Roshydromet. The
We work with 10 tons of pressure – daily.
Research vessel Akademik Fyodorov at Turku
As a leading global supplier for marine and offshore cranes, we know that performing
under stress is a part of the business. At Palfinger systems, we are dedicated to
developing and maintaining good local relationships, and providing excellent customer
care even when the conditions are at their toughest.
PSM = from 9.9 to 182.6 mt
ship is 141.2m long and 23.5m
wide. During the overhaul special
equipment for measuring
the sea depth and studying the
seafl oor was installed. In addition
the vessel underwent
repairs, painting and further
maintenance works
www.turkurepairyard.com
www.palfingersystems.com
Ship & Offshore | 2010 | N o 4 69

SPECIAL | SMM 2010
Wiska Hoppmann & Mulsow
GmbH
Hall B6/Stand 220
Wiska will present the latest
product innovations in the
fi eld of maritime lighting solutions
and CCTV camera surveillance
at SMM.
The extended lighting program
is a main focus, by which Wiska
is positioning themselves as
a complete supplier for ship
lighting with their new fl oodlights,
linear technical luminaires
and LED lighting.
These are supplemented by
the searchlight range with the
typical Wiska octagonal stainless
steel casing. The new 200
searchlight with halogen lamp
completes the size spectrum.
The day signalling searchlight
HML-ISO 35, with its ergonomic
form, is said to be particularly
easy to use and has an
Navigation lantern with LED
YOUR COMPETENT PARTNER FOR MARITIME
AND LAND-BASED APPLICATIONS
Gensets with Diesel Engines | Diesel Engines
Gearboxes | Exhaust gas aftertreatment systems
70 Ship & Offshore | 2010 | N o 4
integrated SOS function and
LED battery display. It electronically
identifi es the applied
operating voltage and can be
operated with 12 V and 24 V
DC. Exchanging the halogen
lamps and glass mirrors does
not require any tools.
The Wiska Suez Canal searchlight
SKS 575 has an 80%
smaller design compared to its
predecessor. It is particularly
resistant and, when it is not
being used, it is additionally
protected by a protective cover
on the front pane.
In the fi eld of explosion-proof
products, Wiska is offering an
explosion-proof CCTV camera
for the fi rst time. As with all
CCTV products, the explosionproof
camera can be fully integrated
with all components
in the on-board network and
will be ATEX approved within
shortly.
Wiska is enlarging their product
range of electrical installation
components and now offers
metal cable ties with zero
halogen plastic coating and
fi re protection classifi cation
V0. These bundle and fasten
cables, for example to cable
trays, and are safety-relevant in
case of a fi re due to their coating
and the fi re protection classifi
cation.
www.wiska.de
Station measurement of principle ship points not related
to the plump line
Dr.-Ing. Wesemann Gesellschaft
für Ingenieurgeodäsie mbH
Hall B6/Stand 187
The modern measuring
techniques used by Dr.-Ing.
Wesemann GmbH ensure a
rapid and non-contact threedimensional
scanning of object
structures together with
their technical equipment.
Depending on the application,
the realistic projection
of the surveyed object structures
is possible either as a
three-dimensional model or
in technical two-dimensional
collections of plans (as-built
documentation).
By means of special software,
surface shapes are projected in
the form of planar sections or
freeform surfaces on the basis
of the digital data. With regard
to essential design specifi cations,
the data are also suited
for three-dimensional variance
comparisons, failure analyses
and limit tests. In connection
with ship repair and conversion
measures, the measuring
techniques have been perfected
so that reliable and precise
as-built surveys of hulls, superstructures
and ship sections
can be provided under the diffi
cult measuring conditions
met during rhythmic up- and
down-movements of ships and
fl oating docks, and in view of
the measuring uncertainties.
For repair and conversion
measures, all the required design
data can be derived from
and checked by means of this
documentation.
To improve the fi t of prefabricated
components, manufacturing
tolerances can also be
proved through suitable quality
assurance measures.
www.ib-wesemann.de
Schiffsdieseltechnik Kiel GmbH
Kieler Straße 177
24768 Rendsburg, Germany
Phone: +49 (0) 43 31 – 44 71-0
Fax: +49 (0) 43 31 – 44 71-199
email: info@sdt-kiel.de
www.sdt-kiel.de

The global environmental
clock is ticking
The maritime industry is part of the solution.
Industry executives will be presenting this at gmec 2010.
Come join us!
gmec-hamburg.com
save the date
7 – 8 sept
2010
setting the green course
cruise | ferry | navy | cargo | yacht | offshore
On the occasion of
Ship & Offshore | 2010 | N o 4 71

SPECIAL | SMM 2010 | gmec
Five panels for green
shipping of the future
GMEC Hamburg will be the global centre of the green and sustainable maritime industry,
when the fi rst global maritime environmental congress is held at the Congress Center Hamburg
parallel to SMM. Five panels look at different angles of green shipping.
Good economics and good environmental
practices no longer confl ict
with one another. Combining the
two of them may even give a competitive
advantage. The contribution that technology
can make to environmentally sustainable
shipping is a major subject at the global
maritime environmental congress gmec, to
be held at the Congress Center Hamburg
(CCH) on 7 and 8 September 2010.
Shipping is already among the most environment
friendly means of transport, and
shipowners, shipping companies and shipyards
are working hard to achieve further
improvements in technology to reduce
CO 2 and NOx, bilge water and noise emissions.
After all, shipping still is responsible
for 3% of worldwide emissions of greenhouse
gases.
gmec 2010 gives visitors from all parts of
the world the opportunity to attend both
the conference and the trade fair SMM.
gmec 2010 will be opened jointly with
SMM on the evening of 6 September. Both
events will be held under the patronage of
German Chancellor Angela Merkel. The
keynote speaker for the Opening Ceremony
will be Efthimios Mitropoulos, Secretary-General
of the International Maritime
Organization (IMO).
The Chairmen are Micky Arison (Chairman
& CEO of Carnival Corporation); Spyros
Polemis (Chairman of the International
Chamber of Shipping (ICS)) and Dr. Corrado
Antonini (Chairman of Fincantieri).
Panel 1: Why shipping
After the opening ceremony, Panel 1 will
be launched by David Dingle, CEO of Carnival
UK, a sub-group of Carnival Corporation.
He starts by asking the rhetorical
and emotional question “Why shipping?”
Some good answers can be expected from
his panellists Prof. Dr. Martin Stopford,
Managing Director of Clarkson Research
Studies, and Martin Landtman, President
of the shipyard group STX Finland. After
all, 97% of global trade is carried by sea
– thereby producing no more than 3% of
global emissions. It was shipping which
72 Ship & Offshore | 2010 | N o 4
made it possible to develop countries and
continents in the fi rst place. Without it,
globalisation would not have been conceivable.
Of course, it also has social signifi
cance, starting with the building of the
ships, a point that will be highlighted particularly
by Martin Landtman.
Panel 2: Legislation
Panel 2, starting after the lunch break, is
dedicated to maritime environmental legislation.
It focuses on regional and international
emission regulations, which are having
more and more impact on shipping.
The rules are getting tougher, especially for
fuels and underwater coatings. What regulations
are already in force, and what legislative
developments are coming up in the
next few years? What is the role played by
the International Maritime Organization
IMO and by MARPOL, the International
Convention for the Prevention of Pollution
from Ships?
The Panel will be chaired by Dr. Hermann
J. Klein, Chairman of the International
Association of Classifi cation Societies Ltd
(IACS) and a Member of the Management
Board of Germanischer Lloyd.
First-hand information on the current
and future MARPOL limits will be given
by Andreas I. Chrysostomou, Chairman
of the Marine Environment Protection
Committee (MEPC). Other panellists will
be Dr. Simon Walmsley, Marine Manager
International Shipping & Marine Governance
of the WWF; Monika Breuch-Moritz,
President of the Federal Maritime and
Hydrographic Agency; and Peter Swift,
Managing Director of Intertanko, the International
Association of Independent
Tanker Owners.
Panel 3: Greener shipping
Panel 3 is chaired by Spyros Polemis, Chairman
of ICS (the International Chamber of
Shipping). It draws up an environmental
inventory of the maritime industry and discusses
requirements for greener shipping.
The main emphasis is on the technical state
of the art and current innovations.
The maritime industry’s vision of ‘Zero
pollution of the environment’ is intended
as an incentive for technical innovation.
Spyros Polemis sees one of the best opportunities
for reduction of carbon emissions
in new building of green ships.
Alongside the current potentials for reduction
of CO 2 emissions, Tor Svensen will
present a vision for 2030 – travelling through
time into the technological future of shipping,
which will be much cleaner then.
New techniques already in use will be explained
by Masahiro Samitsu, Corporate
Offi cer and General Manager of the Environment
Group of the Japanese shipping
company NYK Line. He will present various
technical innovations by the Japanese
company. Masahiro Samitsu gives a visionary
view of environmentally sustainable
innovations of the future, presenting the
‘NYK Super Eco Ship 2030’. This ambitious
project envisages a reduction of up to 69%
of CO 2 emissions. 2% of this is achieved by
photovoltaic energy, 4% by wind energy,
and 32% by fuel cells.
Panel 3 also includes Clay Maitland,
Founder and Chairman of the North American
Marine Environment Protection Association
(NAMEPA) in New York City and
Jamie Sweeting, Vice President Environmental
Stewardship of the US/Norwegian
cruise line Royal Caribbean International.
Both of them will address the requirements
for environmentally sustainable technologies
in shipping from the viewpoint of environmental
organisations and the cruise
industry and explain why risk management
and the interests of shareholders are
in line with the interests of environmental
protection.
Panellists are Clay Maitland, Founding
Chairman NAMEPA – North American Marine
Environment Protection Association;
Tor Svensen, COO of the Norwegian classifi
cation society DNV; Masahiro Samitsu,
Corporate Offi cer & General Manager Environment
Group of the Japanese shipping
company NYK Line; and Jamie Sweeting,
Vice President Environmental Stewardship
of Royal Caribbean International.

Panel 4: Interaction of land and sea
The second day of gmec 2010 starts with
update presentations on marine equipment,
naval shipbuilding, offshore and
the superyacht sector, and presents bestpractice
solutions. Speakers include Ernst-
Christoph Krackhardt, Chairman of EMEC
(European Marine Equipment Council),
who will present the Green Ship Technology
Book.
Panel 4 addresses the impact of shipping
on people, and on fl ora and fauna on shore.
For example, in port by the emissions from
operation of auxiliary machinery, by the
building, repair or conversion of ships at
shipyards, or by the hinterland transportation
to and from the ports generated by
freight ships – all these activities affect not
only the coastal strips. This panel therefore
addresses the interactions, which are so often
neglected, between sea and land, and
between ship and port.
It is chaired by Emanuele Grimaldi, CEO
of the Italian Grimaldi Group. In his keynote
address, Emanuele Grimaldi presents
the ‘Motorways of the Seas’ concept, for
transfer of goods from road to coastal ships
and ferries, which are much better for the
environment. Alfons Guinier, Secretary-
General of ECSA, the European Community
Shipowners’ Association, will analyse
the challenges in reduction of emissions of
all kinds. The issue of pollutant emissions
will be covered in more detail by Matthias
Ruete, Director-General of the Directorate-
General for Energy and Transport of the
European Commission. Environmental issues
of port infrastructure will be analysed
by Eddy Bruyninckx, Managing Director of
the Antwerp Port Authority.
Panel 5: Ship design
Panel 5 will address the ship design for the
future. It will focus on the classic issues
such as optimal ship design, more effi cient
propulsion systems, automation of ship
operation, and alternative propulsion systems.
And the man/machine interface will
also be a key subject in this panel.
In many environmental issues, it is the
people and not the engineering that are
most important, for example in implementation
of smart route planning, and
improvement of port logistics. Panel
Chairman Tom Boardley, Marine Director
of the British classifi cation society Lloyd’s
Register, will discuss the issues with Bo
Cerup-Simonsen, Vice-President Maritime
Composite
Superstructure
Concept ®
Technology of the major Danish shipping
line A.P. Møller-Maersk; Bob Bishop, CEO
of the ship management company V.Ships
from the Isle of Man; Prof. Dr. (h.c.) Kai
Levander of SeaKey Naval Architecture,
Finland; and Vince Jenkins, Global Marine
Risks Advisor, also from Lloyd’s Register.
Protecting the oceans
The closing statement at gmec 2010 comes
from Dr. Sylvia Earle, a globally recognised
protagonist of maritime environmental
protection. She has taken part in
more than 70 ocean expeditions for National
Geographic, including one in 1970
when she spent two weeks in an underwater
habitat, in a project with funding from
NASA. She has received more than 100
honours and awards for her achievements
and commitment as an oceanographic researcher.
She will report on her expeditions, and
launch an urgent appeal to all gmec participants
for immediate measures to be taken
to protect the oceans.
Effi cient, Economic & Environment-Friendly
The CS Concept has been developed so that
passenger/freight vessels operators can take
full advantage of the benefi ts of using lightweight
sandwich composite materials for the
superstructure while still complying with the
SOLAS regulations. The concept has major
operational benefi ts and has a much lower
environmental impact.
Typical Applications
• Superstructures (full or part)
• Deck houses (full or part)
• Balconies & architectural features
• Funnels & swimming pools
Key Benefi ts
• Signifi cant weight savings
• Increased payloads
• Built in thermal insulation
• Reduced fuel consumption
• Increased stability
• Will not rust, rot or corrode - virtually
maintenance-free
• Lower through-life cost
• Less environmental impact
• Compound curves can be readily
achieved
www.composite-superstructure.com
See us at SMM
Hall: B2.EG - Stand: 336
Weight Reduction
Increased
Reduced Power Needs
Payload Capacity
Reduced CO 2
Emissions/Payload Unit
Lower Fuel Consumption
Reduced CO 2 Emissions
LESS IMPACT ON THE ENVIRONMENT
The lower environmental impact of the CS concept.
RoPax ferries are an ideal application for the concept.
Ship & Offshore | 2010 | N o 4 73

SPECIAL | SMM 2010 | gmec
Conference schedule
Monday – 6 September 2010 gmec and SMM opening
19:00 Bernd Aufderheide President & CEO
Hamburg Messe und Congress
First Mayor of the
Free and Hanseatic City of Hamburg, tbc
Efthimios Mitropoulos
Secretary-General
IMO – International Maritime Organisation
Maria Damanaki
Member of the European Commission
European Commissioner for Maritime Affairs and Fisheries
Tuesday – 7 September 2010 Congress Day 1
08:00 – 09:15 Registration & coffee
09:30 – 10:40
Welcome
Bernd Aufderheide, President & CEO,
Hamburg Messe und Congress;
Hamburg, Germany (1)
gmec 2010/2012
Jochen Deerberg, gmec 2010 Organiser,
Oldenburg; Germany (2)
Micky Arison,Chairman & CEO,
Carnival Corporation; Miami, USA (3)
Dott Corrado Antonini,Chairman,
Fincantieri; Rome, Italy (4)
Spyros M. Polemis, Chairman,
International Chamber of Shipping,
Chairman & Managing Director,
Seacrest Shipping Company; London, UK (5)
Day Chairman
Bernard Meyer, Managing Partner,
Meyer Werft; Papenburg, Germany (6)
gmec 2010 Opening Keynote Address
Professor Dr. Peter Sloterdijk,
German philosopher and professor of philosophy and
media theory; Karlsruhe, Germany (7)
10:40 – 12.00 Panel 1
Why shipping?
“What is the importance of the shipping industry
to the world economy - in the past, present and future?”
Panel Chairman & Keynote Address
David Dingle CBE, CEO,
Carnival UK; Southampton, UK (8)
International shipping – Lifeblood of world trade (8.1)
Video from the International Chamber of Shipping
How shipping has changed the world and the social
impact of shipping
Professor Dr. Martin Stopford, Managing Director,
Clarksons Research Studies; London, UK (9)
Shipping, logistics and the environment (10)
Paul Holthus, Executive Director,
World Ocean Council; Honolulu, USA
Sustainable shipbuilding
Martin Landtman, President,
STX Finland; Helsinki, Finland (11)
Panel discussion / televoting
12:00 – 13:45 Buffet lunch & networking break
74 Ship & Offshore | 2010 | N o 4
Hans-Joachim Otto
Parliamentary State Secretary in the German Federal
Ministry of Economics and Technology
Federal Government Coordinator for the Maritime Industry
gmec & SMM Patron
Dr. Angela Merkel
Federal Chancellor
Federal Republic of Germany
13:45 – 15:15 Panel 2
Legislation & the regulatory environment
“What is the current regulatory environment facing the maritime
industry? What is on the horizon?”
Panel Chairman & Keynote Address
Dr. Hermann J. Klein, Chairman Executive Board,
Germanischer Lloyd,
Vice-Chairman, IACS,
President, German Society for Marine Technology;
Hamburg, Germany (12)
Emission regulation and MARPOL limits
Andreas I. Chrysostomou, Chairman,
Marine Environment Protection Committee (MEPC);
Limassol, Cyprus (13)
On the high seas – moving from plundering to protection
Dr. Simon Walmsley, Marine Manager,
WWF International,
Shipping & Maritime Governance,
WWF – World Wildlife Fund for Nature; Surrey, UK (14)
Environmental impact measurement
Monika Breuch-Moritz, President,
Federal German Maritime and Hydrographic Agency;
Hamburg, Germany (15)
Achieved improvements and emission reduction
Dr. Peter Swift, Managing Director,
Intertanko; London, UK (16)
Panel discussion / televoting
15:15 – 16:15 Coffee break
16:15 – 17:45 Panel 3
Environmentally sustainable shipping –
opportunities from technological innovation
“What are the major environmental challenges facing the industry?
What are the current technical solutions?”
Panel Chairman & Keynote Address
Spyros M. Polemis, Chairman,
International Chamber of Shipping; London, UK (17)
Managing environmental protection
Views from an environmentalist
Clay Maitland, Founding Chairman,
NAMEPA; New York City, USA (18)
An industry overview
Tor Svensen, COO,
DNV; Oslo, Norway (19)
A perspective from the merchant shipping industry
Masahiro Samitsu, Corporate Offi cer & General Manager,
Environment Group,
NYK Line; Tokyo, Japan (20)

A perspective from the cruise industry
Jamie Sweeting, VP Environmental Stewardship,
Royal Caribbean International; Miami, USA (21)
Panel discussion / televoting
17:45 – 18:15
Summary of day one by rapporteur
John Richardson, Special Adviser Maritime Affairs,
FIPRA; Brussels, Belgium (22)
Closing of the day
Day Chairman
Bernard Meyer
Wednesday – 8 September 2010 Congress Day 2
08:00 – 09:00 Registration & coffee
09:00 – 09:30
Welcome
Day Chairman
Ugo Salerno, CEO,
RINA; Genoa, Italy (23)
Keynote Address
Martin Saarikangas, Founder of
Kvaerner Masa-Yards, Member of the Finnish Parliament (24)
09:30 – 11:45
Environmentally sustainable shipping –
Best Practice examples
Moderator, Michael Crye, EVP,
Cruise Lines International Association (CLIA);
Washington, USA (25)
Advances Waste Water Treatment –
Challenges and Opportunities
Captain William J. Morani,
VP Safety & Environmental Management Systems
Holland America Line (26)
The green ship technology book
Ernst-Christoph Krackhardt,
Chairman EMEC - European Marine Equipment Council
WG climate change and environmental issues;
Hamburg, Germany (27)
Environmental issues and solutions for navy vessels
Rear Admiral Werner Lüders,
German Navy; Rostock, Germany (28)
Captain Gianmaria Gambacorta,
Director – Defence & E.U. Affairs
Fincantieri; Genoa, Italy (29)
10:20 – 10:50 Coffee Break
10:50 – 11:45
Environmental issues and solutions for offshore
vessels and platforms (30)
Environmental issues and solutions for superyachts
Andrea Zito, CEO, V.Ships Leisure;
Monaco, Monaco (31)
Dr. Klaus Borgschulte, Managing Director,
Fr. Lürssen Werft; Bremen, Germany (32)
Paolo Moretti, Business Manger Yachting,
RINA; Genoa, Italy (33)
Panel discussion / televoting
11:45 – 13:15 Panel 4
Where the sea meets the land – Ship / port interface
“What are the environmental challenges to ports and local /
regional areas? How can industry and ports cooperate to meet
these challenges?”
Panel Chairman & Keynote Address
The “motorways of the Seas” concept
Emanuele Grimaldi, CEO,
Grimaldi Group; Napoli, Italy (34)
Issues and challenges
Alfons Guinier, Secretary General,
ECSA – European Community Shipowners´ Associations;
Brussels, Belgium (35)
Air emissions
Dr. Matthias Ruete,
Director-General for Mobility and Transport,
European Commission; Brussels, Belgium (36)
Port facilities
Eddy Bruyninckx, Managing Director,
Antwerp Port Authority; Antwerp, Belgium (37)
Hamburg Harbour Port Facilities
Environmental infl uence by shipping industries –
a challenge for Hamburg Harbor
Christian Maaß, State Secretary for Environment
Ministry of Urban Development and Environment
Free and Hanseatic City of Hamburg (38)
Panel discussion / televoting
13:15 – 14:30 Lunch & networking break
14:30 – 15:15 Panel 5
Ship design for the future – Design & human interface
“What is being done and what can be done to improve shipping´s
environmental footprint”
Panel chairman & Keynote Address
Tom Boardley, Marine Director,
Lloyd´s Register of Shipping; London, UK (39)
Effi ciency
Bo Cerup-Simonsen, PhD, VP Maersk Maritime Technology,
A.P. Møller-Maersk;
Copenhagen, Denmark (40)
Human factors
Bob Bishop, CEO,
V.Ships Ship Management; Glasgow, UK (41)
15:15 – 15:45 Coffee Break
15:45 – 16:45
The ship of the future
A visionary concept of the ship of the future
Drivers of evolution
Professpor Dr. (h.c) Kai Levander,
SeaKey Naval Architecture;
Turku, Finland (42)
The merchant ship of the future
Naoki Ueda,Manager Development and Initial Design Section,
Mitsubishi Heavy Industries;
Tokyo, Japan (43)
The potential for nuclear propulsion at sea
Vince Jenkins, Global Marine Risk Advisor,
Lloyd´s Register of Shipping;
London, UK (44)
Panel discussion / televoting
16:45 – 17:50
gmec summary by rapporteur
John Richardson, Special Adviser Maritime Affairs,
FIPRA;
Brussels, Belgium (45)
Why Shipping?!
Dr. Reinhard Lüken, Secretary-General,
CESA – Community of European Shipyards´ Associations;
Brussels, Belgium (46)
Closing remarks
Protect our oceans
Dr. Sylvia Earle, Explorer-in-Residence,
National Geographic Society;
San Francisco, California, USA (47)
18:00 – 18:30 Press conference
Ship & Offshore | 2010 | N o 4 75

SPECIAL | GREEN SHIPPING
IMO TIER 3:
Strategies and challenges
EMISSIONS The reduction of the permissible sulphur concentrations coming into force in emission
protected areas (ECAs) in 2015 will immediately be followed by the introduction of IMO Tier 3
emission stage in 2016. This stage requires a reduction of the NOx limit by 80% compared with the
present level (IMO Tier 1). A number of different engine plant approaches are being studied with a
view to complying with the future IMO Tier 3 NOx-limits and with the reduced SOx emission targets.
Bert Buchholz, Horst Harndorf, Christian Fink
The IMO Tier 3 limits require farreaching
changes in the technology
of large engines. New basic solutions
and coordinated overall strategies are necessary
to achieve these considerable NOx
reductions without causing signifi cant disadvantages
concerning effi ciency and consumption.
Measures for engine internal emission reduction
can be subdivided into the main
areas of air path and fuel path. In addition,
exhaust gas after treatment measures may
be applied to force the remaining emissions
below the limits. A coordinated, load and
operation condition depending control of
these measures will in future be indispensible
to comply with the limits and guarantee
safe and effi cient engine operation simultaneously.
This will require complex engine
Figure 1: Basic elements of an effi cient
and low-emission engine operation
(above), coordination of possible emission
reduction measures
76 Ship & Offshore | 2010 | N o 4
control systems and control strategies based
on maps and physical models.
Figure 1 shows the basic elements of an effi -
cient and low-emission engines operation.
A vital aspect is how to derive meaningful
overall concepts from this wide range of
individual measures in order to achieve an
effi cient and IMO Tier 3 compliant engine
operation.
The conventional approach: Use of
SCR catalysts
The installation of SCR catalysts on board
ships has been promoted by the introduction
of emission-depending port dues in
Sweden and the NOx tax in Norway. Operation
even below the limits set for IMO 3 can
be achieved by the use of SCR catalysts.
In order to stick to the emission limits valid
inside the ECAs from 2016, it will be necessary
to switch to a low-sulphur fuel in addition
to operation of the SCR catalyst. Outside
the ECA areas, engines can be operated as
normal IMO Tier 2 engines using sulphurous
heavy fuel. As additional NOx reduction
is not necessary outside the ECAs, the SCR
can be bypassed.
Fuel injection systems and air charge groups
can stay on the technological level of the
IMO Tier 2 strategies, meaning basically a
Common-Rail-System with single injection
(main injection) and a 1-stage charging
with highly effi cient TC. The advantages of
SCR-based IMO Tier 3 strategies are the use
of established engine and exhaust gas after
treatment technologies. Engine internal
NOx reduction can be dispensed with due
to the high NOx conversion rates of the SCR
catalyst.
The obvious advantages of an SCR-based
concept need to be compared with the investment
and operating costs for the SCR
catalyst and the urea solution. Using low-sulphur
distillate fuels within the ECAs also has
a negative impact on the overall operating
costs. The space required for the SCR catalyst
and the bunkering of the reduction means
may also present a disadvantage depending
on the ship concept.
Exhaust gas recirculation strategies
to comply with IMO Tier 3
A strategy for a marked reduction of NOx
emissions which is new to the marine diesel
engine industry is the high-load EGR.
As has been learned from the Heavy Duty
Truck engine industry, using EGR can help
to force the NOx raw emissions below the
limit of 2 g/kWh. In connection with the
operation on low-sulphur fuels inside the
ECAs, an introduction of EGR in marine
diesel engines can become operational for
the fi rst time.
An EGR-based IMO Tier 3 strategy within
the ECAs will require the installation of an
EGR system at the engine. The sulphur oxide
emissions will be limited by the use of
low-sulphur fuels which are also binding for
a successful EGR operation.
Outside the ECAs, the EGR path can be closed
and the engine can be operated on heavy fuel
as a standard IMO Tier 2 engine.
The advantages of an EGR-based strategy are
comparatively low investment costs despite
the higher costs for engine and charge air
system. The additional space required is not
to be neglected, but comparatively low. Additional
operating costs are caused by the use
of low-sulphur distillate fuels when sailing
in the ECAs.
On the other hand, there are a number of
challenges. As the amount of recirculated
exhaust gas forms a considerable part of the
cylinder fresh load, a signifi cant increase of
the charging air pressure will be required.
This requires the installation of complex
2-stage turbo-charging systems with corresponding
charge air coolers and control
measures. The EGR mass fl ow has to be
cooled and controlled, too. The high EGR
rates required to obtain the IMO Tier 3 limits
cause a marked increase in particle emissions,
which will place increased demands
on the injection system. Compared to

present large diesel engine Common-Rail-
Systems, the injection pressures will have to
be increased and multiple injection strategies
will have to be considered (especially
combinations of main and post injection).
Outside the ECAs, the injection system will
have to continue providing a normal IMO
Tier 2 operation with heavy fuel while EGR
is switched off. The complete system requires
complex engine control units.
There is still a large demand for research and
development before these technologies can
be put into series production.
The Cleaner: Complex exhaust
gas after treatment
As an alternative to the use of low-sulphur
fuel in the ECAs, the IMO also allows the use
of sulphuric fuels when due to suitable measures
the sulphuric oxide emissions have been
reduced so that they correspond to an engine
operation with low-sulphur fuel (maximal
0.1% sulphur). This has led to a newly increased
discussion of and research on the
possibilities of using scrubbers to eliminate
sulphur dioxides from the exhaust stream.
A complex exhaust gas after treatment strategy
for IMO Tier 3 compliance can be based
on a combination of SCR catalysts (NOxreduction)
and SOx-scrubbers. When operating
ships within the ECAs, this will keep the
NOx and the sulphur dioxide emissions below
the limits, even when using conventional
sulphuric heavy fuels. Outside the ECAs, the
engine exhaust gases can bypass the exhaust
after treatment system under continuous engine
operation on heavy fuel.
Apart from the low fuel costs, another
advantage of the strategy will be the possibility
to present extremely low emission
levels. The engine technology can be carried
out comparatively simple (IMO Tier 2
level). With an optimal design and operation
of the exhaust after treatment plant,
the emission levels can be kept below the
IMO Tier 3 levels.
These very important advantages are, however,
confronted by some challenges. So
the space required for the exhaust after
treatment system is considerable: apart
from the SCR catalyst and the urea bunker,
a bulky exhaust gas scruber and large stores
for new and used scrubbing material (wet
or dry) have to be provided. In addition to
the considerable investment costs, the operating
costs have to be taken into account,
because the SCR as well as the scrubber
require consumables for their operation.
Current analyses show that, due to the
continuous heavy fuel operation, relatively
short amortisation times may be reached.
However, this requires a correct adaptation
of the complex exhaust after treatment systems
to the engine plant, the engine opera-
tion profi le and an optimal system control.
A sensible integration of all exhaust �
Figure 2: Layout principle of a SCR-based IMO Tier 3 strategy
Hall B7.355
SMM 2010/Hamburg
Metawell GmbH
metal sandwich technology
P. O. Box 1880
D-86623 Neuburg/Donau
Tel. +49 8431 6715-725
Fax +49 8431 6715-792
info@metawell.com
www.metawell.com
Metawell
Sandwich Panels
low l weight, rigidity
and a eveness
Metawell panels allow a wide range of
surface fi nishes such as paint, coatings,
laminates and foils. Ideal for ceilings,
cooling ceilings, linings, fl oors and
furniture in cruise vessels, fast ferries
and mega yachts.
Fire Approval: Material meeting MED 96/98/EC requirements Fire testing standards:
IMO Resolution A653(16), IMO Resolution MSC61(67), Annex 1, Parts 2 and 5, Annex 2
Anz_120x188mm_SMM_02.indd 1 25.06.10 10:55
Ship & Offshore | 2010 | N o 4 77

SPECIAL | GREEN SHIPPING
Figure 3: Basic layout of an EGR-based IMO Tier 3 strategy
Figure 4: Basic layout of a IMO Tier 3 strategy based completely on complex exhaust
gas after treatment
Figure 5: Basic layout of a gas-operation based IMO Tier 3 strategy
after treatment elements into the engine
room seems to be feasible only with newbuilding
projects.
Alternative solution: Gas operation
An interesting and technologically proven
alternative is the conversion of the engine
plant to gas operation.
Using natural gas as fuel, at least in the
ECAs, would help to fulfi l all IMO requirements
set for 2016. As natural gas is sulphur-free
the exhaust gas will be so, too.
An additional positive effect is the drastic
reduction of particle emissions. Apart from
these advantages, this strategy will make
the exhaust gas after treatment obsolete.
Designing the engine for dual fuel operation
will permit the conversion to heavy
fuel operation outside the ECAs.
Diffi culties may be caused by placing the voluminous
gas tank. Furthermore, infra-structural
conditions have to be created allowing
the bunkering of LNG in normal port areas.
78 Ship & Offshore | 2010 | N o 4
Latest Common-Rail injection technology
and complex engine control:
challenges and keys to success
In all the strategies presented above, fuel injection
and mixture formation play a fundamental
part in complying with IMO Tier 3
limits. The various strategies described show
a number of challenges for the development
of new injection systems and their control.
Thus, CR injection systems will form an established
part of marine diesel engines in the
next years.
Especially in the EGR-based strategies, high
EGR rates will lead to increasing fuel consumption
and growing particle and soot
emissions. Experience gained from large
high-speed engines, however, show that a noticeable
reduction in particle and soot emissions
can be obtained by increased injection
pressures or by multiple injection strategies,
consisting of main and attached post injection.
In the latter case, the application of
injection strategies at common-rail systems
shows various features that have to be taken
into account when developing new engines.
Looking at the injection rates of a main
and a post injection measured at a modern
heavy-fuel common-rail system of a
research engine, an infl uence of the main
injection on the following post injection
can be noticed. This is caused by the pressure
waves generated by the main injection.
These form especially between the injector
and the high pressure rail. As can be seen
in Figure 6, there are sharp differences in
the injection rates depending on the position
of the post injection in relation to the
main injection. Whereas the main injection
is not infl uenced, the rates of the post
injection clearly vary depending on dwell
times; a fact that has to be taken into account
when developing and analysing new
injection strategies.
Research work at LKV (Chair for Piston
Engines and Internal Combustion Machines)
of the University of Rostock
The Professorship for Piston Engines and
Internal Combustion Machines at the University
of Rostock (LKV) has traditionally
been actively working in the fi eld of marine
diesel engines.
The subject of the joint projects EMI-MINI
I and II was a systematic research into fuel
sprays in large, needle-controlled Common-
Rail injectors using distillate and heavy fuels.
To allow optical measurements of the fuel
sprays under engine-relevant conditions,
the CR injectors are mounted at an optically
accessible high-pressure, high-temperature
chamber specifi cally built for this purpose.
Figure 7 presents an example of an injection
sequence of an evaporating injection spray
that is visualised by means of a Combined
Schlieren Scatter Light procedure. The research
carried out yielded important funda-
Figure 6: Injection rates and line pressure
at injector inlet for main and post
injections depending on dwell times

mental fi ndings for making full use of the
potential of modern common-rail systems.
Engine internal particle emission reductions
obtainable by the use of CR-systems provide
additional space for NOx-reduction measures,
such as the Miller process or EGR.
The heavy-fuel one-cylinder research engine
used at LKV is equipped with a modern CR
injection system and a freely-programmable
engine control unit. In addition, the engine
was fi tted with relatively large optical windows
to allow the analysis of injection, ignition
and combustion processes at real engine
conditions. The object of these analyses to increase
understanding of the emission formation
processes inside the engine, especially
against the background of extremely varying
fuel properties. Apart from the examination
of emission-reducing measures, research at
LKV focuses especially on developing new
engine control strategies.
Furthermore, in cooperation with the
start-up enterprise FVTR GmbH, a number
of catalyst test stands are being operated.
They allow detailed analyses of the catalytic
reaction processes in all relevant catalyst
and scrubber designs. In addition to a direct
optimisation of the catalysts analysed,
combined physical and chemical modelling
approaches can be developed.
Summary
Depending on the type of ship, the trade route
and the strategies of the ship operators, the
principle-based advantages and disadvantages
of the different strategies may be evaluated
differently. Therefore, it is quite likely that in
the remaining time span until 2016 different
strategies may appear on the market.
A successful introduction of the EGR-based
strategy on the basis of low-sulphur fuels
may set free an immense potential for en-
Fuel, Lube and Hydraulic Oil
· Portable Test Kits
· On-site Analysis Equipment
· Lube Oil Inline Monitoring
· Sampling Devices and Containers
· Ultrasonic Cleaning
Figure 7: Analysis of fuel sprays by means of a combined Schlieren/scatter light bypass method,
simultaneous recording of liquid and gaseous fuel phases at a common-rail injection spray
gine-internal NOx reduction. The strategy
based on extensive exhaust gas after treatment
and the use of SCR and SOx-scrubbers
will allow extremely low emissions
even when using low-cost heavy fuel.
All strategies discussed here have in common
that engines and plants have to be operated
at rather different modes within and
outside the ECAs. Combined with this fact,
the demands for improved engine control
will increase sharply. Most strategies include
a frequent change in fuels consumed,
which renders this task even more diffi cult.
It will make the introduction of new engine
control strategies indispensible, but it
will also require the development of completely
new control systems adapted to the
operation of marine engines.
Please visit us at
SMM Hamburg, 07.09. – 10.09.2010,
Hall A1, Stand 151.
Martechnic GmbH
Adlerhorst 4 · D-22459 Hamburg · Phone: +49(40) 853 128-0 · Fax: +49(40) 853 128-16
e-mail: info@martechnic.com · www.martechnic.com
The marine diesel engine, this uniquely
reliable and effi cient source of propulsion
and onboard energy has by no means
reached the end of its development. It has
the potential for rigorously reduced emissions
at continued high effi ciency.
The authors:
Dr.-Ing. Bert Buchholz,
Forschungszentrum Verbrennungsmotoren
und Thermodynamik
Rostock GmbH, Rostock, Germany
Prof. Dr.-Ing. Horst Harndorf,
Dipl.-Ing. Christian Fink,
Universität Rostock, Lehrstuhl für
Kolbenmaschinen und Verbrennungs
motoren, Rostock, Germany
Ship & Offshore | 2010 | N o 4 79

SPECIAL | GREEN SHIPPING
Tackling the impacts of
operational lubricant discharges
OIL SPILL Leakage from lubricating oils begins to add up to signifi cant impacts to the marine
environment. This has been raised as a concern at the IMO and some nations are taking regulatory
actions. Reducing oil spill from operational lubricant discharges is increasingly becoming important.
Dagmar Etkin
Most ocean-going ships
operate with oil-lubricated
stern tubes and
use lubricating oils in a large
number of applications in ondeck
machinery and in-water
(submerged) machinery to function
smoothly. The problem is
that with each vessel transit and
port visit, some of that lubricant
leaks into marine waters due to
worn and damaged seals as well
as the inevitable drips that occur
during maintenance.
Considering that there are
1.7 million vessel port visits
each year, all that leakage begins
to add up to signifi cant impacts
to marine environment, including
toxicity to fi sh and other organisms,
bioaccumulation, and
contamination of water intakes
for industrial usage. The toxicity
to fi sh is a particular concern in
the ports of developing nations
that are often in proximity to
coastal fi shing areas.
Lubricant leakage, once considered
a part of normal and
routine ship operations, has
Examples of routine and potential oil spills
80 Ship & Offshore | 2010 | N o 4
recently been raised as a concern
at International Maritime
Organization (IMO) Marine
Environment Protection Committee
(MEPC) by NGOs, including
World Wildlife Fund
and Friends of the Earth International,
as well as by some
national delegations. Some
nations are taking the lead in
regulatory action. In the United
States, these “routine” lubricant
discharges and leaks are now being
treated as oil pollution with
full legal consequences under
the National Permit National
Pollutant Discharge Elimination
System for vessels. Elsewhere,
there is not yet any discharge
monitoring, although environmental
standards for lubricants
used by the North Sea offshore
industry have recently been expanded
by Norwegian authorities
to include chemicals used in
top-side equipment. And, as EU
member states develop plans
to maintain the good environmental
status of marine waters
under the EU Marine Strategy
Framework Directive, lubricant
regulation could, however, soon
be in force in the busiest ports,
harbours and enclosed areas,
such as the Baltic Sea and the
English Channel. The EU has
also taken a strong interest in
dealing with the lubricant discharge
issue in its inland waterways
through the Lubrication in
Inland and Coastal Water Activities
(LLINCWA) project.
Past studies focused on shipping-related
operational discharges
of oil, such as the 2007
GESAMP study, which found
that 457 million litres of oil enter
the oceans a year from regular
shipping activities, but these
studies did not include lubricant
discharges. While back-of-theenvelope
calculations offered
at MEPC in 2008 estimated that
as much as 80 million litres of
oil-based lubricants may be
lost at sea annually from stern
tubes alone, there have been
no authoritative empirical data
on stern tube or other lubricant
pollution to properly guide
delegates and policymakers on
lubricant pollution until the recent
release of a study conducted
by Environmental Research
Consulting (ERC).
The ERC study, as presented at
the recent Arctic and Marine
Oilspill Program Technical Seminar
of Environment Canada, in
Halifax, Nova Scotia, used empirical
data on vessel type-specifi
c lubricant replacement rates
in ports coupled with port visit
statistics to estimate total inputs
of lubricants by port, vessel
machinery type, and by vessel
type. The results indicated that
somewhere between 4.6 and to
28.6 million litres of lubricating
oil leak into ports and harbors
from stern tubes annually
worldwide. An additional 32.3
million litres of lubricants are
input into marine waters during
normal vessel operations – a
total of nearly 61 million litres.
Across over 4,700 ports worldwide,
these inputs cause an estimated
US$316 million in environmental
damages annually, as

Sources of lubricant discharges
measured by the methodologies
used in the US to determine the
costs to properly restore to the
environment from the impacts
of oil.
Because of the differences in
machinery on each type of
vessel, there are considerable
variations in the leakage rates.
Drilling ships have the highest
rates of leakage – nearly 47 litres
per port visit. Crude tankers
average 32 litres per port
visit, while tugs average leakage
rates are 7.5 litres, and pilot
vessels average less than one
litre per port visit. Stern tube
leakage varies from 20 litres per
day for barge carriers, to about
7 litres per day for general cargo
ships, and one litre per day
for offshore supply vessels. Hydraulic
systems appear to have
the highest leakage rates for ondeck
machinery. Bow and stern
thrusters discharge an average
of 1.1 and 2.4 litres per port
visit respectively. With over
53,000 vessel visits annually,
the port of Singapore is estimated
to have over 1.7 million
litres of lubricant inputs.
Preventing leakage
Greater focus on stern tube
leakage and the spillage of
other types of lubricants used
in marine shipping operations
have led to a need to evaluate
alternatives to these oils and
ways to monitor and prevent
operational discharge of lubri-
cants through technological advances.
One of the approaches to preventing
the environmental
impacts of operational lubricant
discharges that is being
considered is the use of electrical
equipment that does not
require lubrication. Electric
dockside machinery is already
available but has not yet been
widely adopted either onshore
or on board. While this would
certainly reduce the problem of
lubricant leakage from hydraulic
equipment to zero, there are
few drivers for this at present,
as well as concerns over power
supply reliability. It may well
take 30 years before electric
technology would be fully implemented.
In the meantime,
an estimated 128 million litres
of lubricants would have spilled
from hydraulic equipment.
Below decks, some environmentally
concerned vessel operators
such as A.P. Moller-Maersk are
engineering away the discharge
of lubricants from stern tubes
by adopting air-gap seals, where
an air feed into a void space
between conventional systems
prevents oil egress into the marine
environment. These, and
water-lubricated stern tubes, are
readily incorporated into newbuilds
but are more diffi cult to
adopt in existing vessels.
A more cost-effective approach
to reducing the impact of lubricants
that can be implemented
immediately in the existing
fl eet is the replacement of conventional
lubricating oils with
highly biodegradable lubricants,
such as those recommended by
the IMO for use in the sensitive
waters of the Arctic. This
systems for energy
booster-modules
fuel-water-emulsion
viscosity & temperature control
steam / thermal oil / hot water heaters
electric heaters
fuel pulsation damping
technical water systems
approach is analogous to the
reduction of sulphur in bunker
fuels. The mitigation of environmental
impacts by lubricant
replacement have been demonstrated
by comparative tests run
on the new classes of environmentally-responsible
marine lubricant
products versus conventional
lubricants through testing
methodologies developed by
the International Organization
of Standardization (ISO) and
the Organisation for Economic
Co-operation and Development
(OECD). The recent ERC study
estimated a 90 percent reduction
in environmental impacts
of lubricant discharges with
the use of environmentally-responsible
lubricants in place of
conventional petroleum-based
lubricating oils based on results
of OECD testing results.
The author:
Dr. Dagmar Etkin, Principal
Consultant at Environmental
Research Consulting, Cortlandt
Manor, New York, USA
ELWA Elektro-Wärme München
A. Hilpoltsteiner GmbH & CO.KG
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Ship & Offshore | 2010 | N o 4 81

SPECIAL | GREEN SHIPPING
The scope of ballast water
management systems
Various technologies are
availabe to treat ballast water
In order to address the environmental
challenge to
prevent non-native species
from invading alien ecosystems,
the IMO Convention requires
ships to conduct a ballast
water exchange or to meet
a concentration-based ballast
water discharge standard. This
should be done in accordance
with a gradually implemented
schedule linked to the ship’s
age and the amount of ballast
water. Since many vessels
have not been designed and
equipped to treat ballast water,
installation of an additional
ballast water management system
becomes necessary to ensure
conformity with the stringent
water quality standards
referred to as the D2 Standard.
However, the convention
has yet to reach the required
number of signatories for formal
ratifi cation. 12 months
after ratifi cation by at least 30
82 Ship & Offshore | 2010 | N o 4
states, representing 35% of
world merchant shipping gross
tonnage, the proposed regulation
becomes compulsory. At
this stage, the ratifi cation rate
stands at approximately 25%.
Until the D2 Standard becomes
compulsory, ship owners are
not required, yet encouraged,
to install a water ballast treatment
system onboard their
vessels. As an interim means,
referred to as the D1 standard
in the legislation, ships without
an installed treatment
system have to exchange their
Ballast Water with an effi ciency
of at least 95% volumetric
exchange of Ballast Water to
minimise the impact of alien
invasive species.
Current technologies
Driven by these international
regulations expected to come
into force in the near future,
the market for ballast water
treatment systems is predicted
to grow considerably over the
next few years.
In the Ballast Water Treatment
Advisory, recently launched by
the Marine & Offshore classifi
cation society ABS, the technologies
currently available or
being developed can generally
be grouped into three broad
categories, namely mechanical,
physical and chemical. The
grouping is based on their primary
mechanism for rendering
the organism inactive.
According to ABS, these can be
described as follows:
Mechanical systems
� Filtration – sediment and
particles are removed with disk
and screen fi lters during ballast
intake. They are often selfcleaning
with a back-fl ushing
cycle. The waste stream is directed
overboard back to the
water source. These fi ltration
ENVIRONMENTAL
REGULATIONS
Developed by the International
Maritime
Orgazination (IMO), the
aim of the International
Convention for the
Control and Management
of Ships’ Ballast Water
and Sediments is to
regulate discharges of
ballast water and to
reduce the risk of introducing
non-native
species that could harm
sensitive ecosystems.
Following IMO’s adoption
of these regulations in
2004, various systems
have been developed
and are currently undergoing
approval stages as
Ballast Water Management
(BMW) systems.
systems create pressure drops
and a reduced fl ow rate due
to resistance in the fi lter elements
and the selfcleaning
procedures.
�
Cyclonic separation – solid
particles are separated from the
water due to centrifugal forces.
Only those particles with a specifi
c gravity greater than that of
water can be separated.
�
Electro-mechanical separa-
tion – a fl occulent is injected
that attaches to organisms and
sediment. Magnetic separation
and fi ltration is used to remove
the solid particles.
Physical disinfection
� Ultraviolet light – UV radiation
is used to attack and
break down the cell membrane
killing the organism outright
or destroying its ability to reproduce.
The effectiveness depends
on the turbidity of the
ballast water (i.e. the concen-

tration of sediments) as this
could limit the transmission of
the UV radiation. UV lights are
required to be maintained and
power consumption needs to
be considered.
�
Cavitation/ultrasounds –
Venturi pipes or slit plates are
used to generate cavitation
bubbles and this high energy
bubble creation and collapse
results in hydrodynamic forces
and ultrasonic oscillations, or
high frequency noise, which
disrupts the cell walls of organisms
effectively killing them.
�
De-oxygenation – various
methods are used to remove
the dissolved oxygen in the
ballast water and replace it
with inactive gases, such as
nitrogen or other inert gas. Removing
the oxygen not only
kills the aerobic organisms
but it can also have benefi ts
for corrosion prevention provided
that the oxygen content
is maintained at the correct
levels. De-oxygenation can require
a prolonged period in
order to render the organisms
and pathogens harmless to the
receiving waters.
Chemical treatment
� Chemical biocides – Preprepared
or packaged disinfectants
designed to be dosed into
the ballast fl ow and kill the
living organisms by chemical
poisoning or oxidation. Typical
biocides include chlorine,
chloride ions, chlorine dioxide,
sodium hypochlorite and
ozone. Residual biocides in the
ballast water must meet ballast
discharge standards which may
necessitate neutralization techniques.
� Electrolytic chlorination
– electrical current is applied
directly to the ballast water
fl ow in an electrolytic chamber,
generating free chlorine,
sodium hypochlorite and hydroxyl
radicals, causing electrochemical
oxidation through
the creation of ozone and hydrogen
peroxide. This method
is limited in effectiveness to
seawater having a certain level
of dissolved salt and could also
create unwanted residuals.
Types of chemical treatments
include Active Substances or
Preparations. The offi cial defi -
nitions given in the BWM Convention
are as follows:
� Active Substance – a substance
or organism, including
a virus or a fungus that has a
general or specifi c action on or
against harmful aquatic organisms
and pathogens.
� Preparation – any commercial
formulation containing
one or more active substances
including any additives. This
term also includes any active
substances generated on
board for the purpose of ballast
water treatment and any
relevant chemicals formed in
the ballast water treatment
system that make use of active
substances to comply with the
BWM Convention.
Approval process
Ballast Water Management systems
to be installed on board
ships must be approved in accordance
to IMO guidelines.
These include systems using
chemicals or biocides, organism
or biological mechanism
or which alter the chemical or
physical characteristics of Ballast
Water.
BWM systems have to undergo
various approval stages required
by the IMO. The Basic Approval
of a unit means that the process
used in the BWM system is suitable
with respect to the safety
of the ship, its crew, and the
environment.
Final Approval confi rms the
previous evaluation of risks
including storage, handling
and applications of the active
substances or preparations.
In addition, a risk evaluation
is performed at the Final Approval
Stage to qualitatively
account for the cumulative
effects that may occur due to
the nature of shipping and
port operations including
saltwater testing.
The Type Approval Certifi cate,
which is needed for a system
before being installed onboard
a vessel, includes the identifi
cation of type and model of
the system, a reference to the
full performance test protocol
on which the approval is
based and should state the
specifi c application for which
the treatment system approved
will be used.
RIGHT ON COURSE
EXPERTISE ON BOARD
SMM, STAND A1.531, A3.310
Our innovative filtration and separation systems are on board
throughout the world.
� Bilge water de-oiling
� Ballast water treatment
� Sea water desalination
� Fuel treatment and filtration for MDO and HFO
� Lubricating oil treatment and filtration
� Hydraulic filter systems
As a development and system partner, we make a significant
contribution in the shipping industry to improving safety and
efficiency, as well as controlling water pollution worldwide.
Filtration and separation for shipping and industry.
www.mahle-industrialfiltration.com

SPECIAL | GREEN SHIPPING
‘Clean Shipping
Index’
verifi cation
LLOYD’S REGISTER | A new service has
been developed to help operators demonstrate
an enhanced environmental
performance. Lloyd’s Register is offering
a verifi cation service to shipowners and
operators wishing to demonstrate their
success in reducing the environmental
impact of their activities beyond the requirements
of classifi cation or statutory
rules and regulations. The service is cost
effective and can be delivered with minimal
interruption to ship operations.
The verifi cation service is approved by
the Clean Shipping Project, the organisation
that developed the Clean Shipping
Index. More than 1,000 ships have
been entered into their Clean Shipping
Index database. Verifi cation is said to
be the logical next step to provide assurance
to all involved: ship operators
with confi dence that the Clean Shipping
Index provides a level playing fi eld; and
cargo owners and shippers with confi -
dence that the values can be used when
purchasing shipping.
The Clean Shipping Index is a tool that
takes into account signifi cant environmental
impacts of shipping, such as emissions
to air and water, use of chemicals,
effects of antifouling etc. The index is used
to rank ships or shipping companies in
a database according to the aspects that
are most relevant to the user. So, a cargo
owner seeking shipping companies with
high environmental performance can focus
and assess the criteria that matter to
them, identifying criteria such as carbon
dioxide (CO 2 ) emissions, or other issues
such as use of biodegradable oils.
Lloyd’s Register has been providing advice
to support the development of the
index for some years now.
Vessel performance
functionality
KONGSBERG MARITIME | Three new
monitoring and effi ciency applications for
the K-Chief automation system have been
launched by Kongsberg Maritime. The Fuel
Saver applications have been developed as
part of Kongsberg Maritime’s commitment
to the Green Ship concept, and through the
provision of detailed data and advice based
on multiple factors, including current engine
use, can be used to enhance vessel performance
and reduce emissions.
The K-Chief marine automation system is a
distributed monitoring and control system
that provides high-end functionality for
power management, auxiliary machinery
control, ballast/bunker monitoring and control
and cargo monitoring and control.
The new Fuel Saver applications can expand
a K-Chief system on three levels. The fi rst
application is Fuel Saver Monitoring for improved
information and understanding of
Treatment of waste water
SYMPOSIUM | The Development and Assessment
Institute in Waste Water Technology
at RWTH-Aachen University (PIA) will
arrange a symposium on the treatment of
waste water and waste of ships on 12 November
2010.
Held in cooperation with the Ship Safety
Division (BG for Transport and Traffi c)
84 Ship & Offshore | 2010 | N o 4
Screenshot of the Vessel Performance System by Kongsberg Maritime
and the German Shipowners’ Association
(VDR) at Handwerkskammer Hamburg,
the event aims at providing a platform for
discussion and exchange of experience for
authorities, certifying bodies, constructors,
operators, ship-owners and shipyards.
Additional to the initial topics of sewage,
bilge and ballast water and fl ue gas clean-
total fuel consumption. It monitors functions
such as torque, fuel index, ship speed
and hull effi cacy and provides information
in a format that enables corrective actions.
The second application is Fuel Saver Advisory,
which, in addition to the Fuel Saver
Monitoring functionality, provides trim and
draft optimisation. The third application is
the Fuel Saver Optimal Advisory, providing
optimal speed, optimal heading and optimal
RPM in addition to hull fouling, propeller
fouling, voyage planning, bunker cost calculation
and reports.
The new Fuel Saver applications are part
of Kongsberg Maritime‘s Green Ship portfolio,
which also consists of the MetaPower®
torque & power monitoring system,
which facilitates operation by providing vital
data to enable a vessel to maintain or increase
speed while saving signifi cant amounts of
fuel, and reducing CO 2 and NOx emissions.
ing, this year’s symposium will be broadened
by the subjects concerning inputs of
nutrients into the sea, which are responsible
for eutrophication. Furthermore, the
implementation of the Marine Strategy
Framework Directive as well as the EU Water
Framework Directive will be discussed.
www.pia.rwth-aachen.de/sowos

SPECIAL | GREEN SHIPPING
Environmental
investment
GREEN RATING | Classifi cation society
Bureau Veritas (BV) has introduced a Green
Rating Composite Index which will provide
charterers and regulators with a tool
to compare the environmental performance
of ships and will give owners a tool
against which to assess environmental investment
in the vessel.
The Green Rating Composite Index builds
on BV’s international experience with rating
the environmental performance of
buildings and its research into new technologies
to make ships more fuel effi cient.
BV started two years ago with the Golden
Pearls labels to allow cruise companies to
show to the public the specifi c attention
paid to environmental matters related to
air, water and waste emissions. But that
is said not to be enough for general shipping.
There are moves to develop schemes
in shipping but the lead is claimed to have
come from other industries where such indices
already exist.
The Bureau Veritas Green Rating Composite
Index is built on two indexes, which bring
together a set of measurable variables in two
ways. The indexes measure fi ve variables:
� Energy performance (in kJ/tonne/mile
or kJ/passenger/cruise day)
� Greenhouse gas emissions (in kg/
tonne/mile or kg/passenger/cruise day)
� SOx emissions (in kg/tonne/mile or kg/
passenger/cruise day)
� NOx emissions (in kg/tonne/mile or
kg/passenger/cruise day)
�
The period the vessel can operate with-
out discharge of fl uids such as black water
or grey water.
These variables are fi rst calculated using
the ship’s design performance criteria for a
set of recognised standard operating conditions
and combined to produce an Intrinsic
Index. This Intrinsic Index fi gure can then
be used to compare all vessels on a like for
like basis, as the calculations always refer to
the same standard operating conditions.
Separately all the variables are also measured
in service for the actual trade routes
or real operational profi le of the vessel. The
measured values are combined to produce
an Actual Index. This can be compared
with the more theoretical standard situation
of the Intrinsic Index.
Both Indexes can be used to calculate the
effects and benefi ts of different potential investments
in green technology, such as scrubbing,
new waste handling plant or fuel consumption
reducing measures. That provides
a better estimate of the relevant investment
payback for any potential green investment.
86 Ship & Offshore | 2010 | N o 4
LNG as fuel is cost-effective for a variety of ship types and sizes
Reduction of CO 2 by
using LNG as fuel
DNV | Classifi cation society DNV has carried
out a study of 59 ship segments representing
the major shiptypes and sizes
of international shipping, identifying 25
different measures that can contribute to
reduced emissions. Each of these segments
have been modelled separately with regard
to operational assumptions, the reduction
potential of each measure, the cost of each
measure and the year when available measures
are phased in.
For 17 of the 59 vessel types and sizes it
is cost-effective to install gas-fuelled engines
assuming a gas price equal to the
price of marine diesel oil. The study, called
Pathway to Low Carbon Shipping, demonstrates
that CO 2 emissions by 2030 can be
reduced by 30% below baseline through
measures that save cost for the operators,
and by almost 60% if all the identifi ed
measures are included.
“Many believe that gas is tomorrow’s fuel.
We at DNV think it is already here. LNG as a
fuel offers obvious environmental benefi ts,”
said Remi Eriksen, executive Vice President
of DNV. “These benefi ts include nearly
100% reduction in SOx and particle emissions,
85-90% reduction in NOx emissions
and 15-20% reduction in CO 2 emissions.”
“For a switch to LNG to happen certain
elements need to be in place,” Remi
Eriksen pointed out. “The technology is
there, as many manufactures are offering
LNG fuelled engines already. A challenge
is the loss of cargo space due to cylindrical
LNG storage tank. For newbuildings it
is fairly simple to fi nd space for the larger
fuel tanks, while this may be more diffi -
cult for retrofi tting on existing ship”.
DNV says there is an abundance of natural
gas in the world. When unconventional resources
are added, such as shale gas, there
is claimed to be a 250-year supply at current
usage. The spot price of LNG is already
at one fourth to one third compared to the
price of diesel oil. LNG needs to be offered
with a price linked to the spot market price
rather than the prices of the marine diesel
that it may replace, DNV comments.
According to DNV, the main challenge is
the lack of LNG bunkering infrastructure.
As an example, they point out that distribution
of LNG as fuel for ships in Norway
is done through dedicated terminals
for ships in point-to-point traffi c (ferries)
or for ships always returning to the
same port (supply vessels). Larger scale
development should be based on making
LNG available at existing bunkering
stations. When it comes to sourcing of
LNG – this must be based on economic
considerations.

The seismic research vessel Oceanic Vega is delivered from Ulstein Group to Eidesvik Seismic Vessels
Seismic research vessel
for Eidesvik and CGGVeritas
ULSTEIN SX120 | Ulstein Group has recently
delivered the seismic research vessel
Oceanic Vega to Eidesvik Seismic Vessels.
She is owned through a joint venture between
shipowner, Eidesvik, and the geophysical
company, CGGVeritas.
The Oceanic Vega is the fi rst of two vessels
of the SX120 type, designed by Ulstein Design
& Solutions. It is a powerful seismic
research vessel with a towing force of 140 t
during seismic operations. The vessel is ideally
suited to acquisition of large 3D, 4D or
high-resolution projects, utilizing a current
streamer confi guration of up 16 streamers
separated by 100m or more. The vessel´s
20 streamer winches are each capable of
spooling 9km of streamers.
Carrying an ICE-C classifi cation, the
Oceanic Vega is able to operate in cold
waters. The vessel is designed to stay permanently
at sea, with fi ve years´ docking
intervals, and complies with the redundant
propulsion notation from DNV. There are
enough engines and generator sets to conduct
maintenance at sea, and refuelling is
carried out by dedicated support vessels.
The 106.5m long and 28m wide vessel is
equipped with a 690 V- 60 Hz diesel electric
OFFSHORE & MARINE TECHNOLOGY | NEW BUILDING
power and propulsion plant. Four generator
engines of each 3,745 kW at 900 rpm, and
two generator engines, of each 1,870 kW at
900 rpm, provide power to two electric propulsion
motors in tandem confi guration,
each side giving 0-6,000 kW at 0-720 rpm.
The vessel is equipped with straight shaft
lines to the two CP (controllable pitch)
propellers in a nozzle, with a diameter of
4,200mm and a speed of 40-135 rpm. This
allows smooth speed control of around fi ve
knots during seismic acquisition. The maximum
speed is 18.2 kts and a bollard pull of
190 t is achieved.
The side thrusters are made up by one tunnel
thruster forward of 1,200 kW and one
tunnel thruster aft of 830 kW, both with
controllable pitch.
Manoeuvering and positioning is done by
means of a joystick system with an interface
to the survey system for track functionality
and simple dynamic positioning
functionality.
Two work boats will be used for maintenance
of in-water equipment.
Oceanic Vega complies with the Clean Design
demands from DNV, and with the
IMO code for Special Purpose Ships (SPS)
for up to 60 persons. There are 52 single
cabins and only nine double cabins. The
mess room, galley and the four dayrooms
have large windows facing the sea to add
comfort for the crew. The vessel is equipped
with a helideck to facilitate an effi cient crew
change. The X-BOW® results in lower added
resistance and smoother bow immergence.
This leads to reduced operational disturbances
or involuntary speed reduction.
The instrument room is located at the stern
on top deck, with large windows facing the
sea. It is placed directly over the seismic area,
with a direct view of the streamer deck. A storage
area above the instrument room is served
by a gantry crane with a capacity of 2 x 7.5 t.
The two deck cranes, placed on C-deck midship,
have a capacity of 15 t at 18m, and serve
the storage and provision rooms.
Ulstein Power & Control has delivered a
substantial amount of equipment for the
vessel, such as the information and communication
system ULSTEIN COM®, the navigation
system ULSTEIN NAV, and the integrated
automation system ULSTEIN IAS®,
which is equipped with integrated modules,
among them PMS (power management system)
and monitoring of the helideck.
Ship & Offshore | 2010 | N o 4 97

OFFSHORE & MARINE TECHNOLOGY | RENEWABLE ENERGY
Principles of wave energy
WAVE FARM DESIGNS Wave energy is a relatively new RES (Renewable Energy Source), that
is quickly gaining momentum. It has not yet reached a commercial stage, but many projects
expect to launch wave energy as a viable RES alternative to wind energy and solar power
within a few years.
Björn Welander
Wave energy is a vast
untapped source of
energy and the potential
for exploiting wave
power around the globe has
been calculated to be between
10-15,000 TWh per annum. It
is, for example, expected that
Europe will have an installed
capacity of 3 – 4 GW by 2020.
The world revenue potential
is thought to be more than
40 B USD per year.
It is crucial to get familiar with
the wave climate in the various
areas around the globe. The
wave climate contains more energy
in places such as the west
coast of Ireland, southern Chile
and off the southwest coast
of Austrailia (60–80 kW/m
wavecrest) than in the Caribbean,
the Baltic and the
Mediterranean (10-20 kW/m
wavecrest).
The energy contained in a wave
is calculated as follows:
P = ρg² H² m0 T ≈ (0,5 kW ) H² m0 T,
64π m³*s
P ≈ 0,5H²T
where
P=Power (kW); H=wave heigh
(m); T=wave period (seconds)
What matters is how much absorption
can be achieved with
a minimum of loss. Previously
it was considered that it would
only be possible to extract energy
in wave climates with very
high energy content, but recently
some developers have been
focusing on so called sheltered
wave climates using devices
with higher absorption rates.
Unlike wind energy, where
a single wind turbine design
has become totally dominant
98 Ship & Offshore | 2010 | N o 4
Particle movement of waves
in deep and shallow water:
Largest movement is at the
surface
in the sector, there is a wide
variety of Wave Energy Converter
(WEC) designs available.
One distinction between
different designs is their location
being either onshore,
near shore or offshore. A further
breakup is by looking at
the various working principles
of the designs.
There are several reasons why
it has taken longer for wave
energy to mature than, for instance,
wind power. Some of
these are technological barriers,
but many are not, such as
the permission to use sea areas
for wave energy parks and
lack of investments. Both the
EU and the US Department of
Energy are trying to remedy
this fact by setting up grant
schemes and making partial
funding available for R&D.
The EU, for example, has been
giving funding to the overtopping
WEC in Kvitsöj, Norway,
the SEEWEC project in Belgium,
the AWS Ocean Energy
and the Danish Wave Energy
Star projects.
The technological barriers are
primarily durability of the
device to severe weather and
long-term wear as well as the
challenge to deliver energy at
a competitive price. Another
problem to overcome is the
ability to deliver the energy in
the form of electricity into an
electric grid.
Reliability and serviceability
are other issues that developers
have tackled in different
Seabased uses Pointabsorbers with a linear generator situated
at the sea bottom
ways. The American company
OWECO has developed a
“point-absorber” type of WEC
that doesn’t need a bottom
foundation and only needs
slack mooring. The inventor
Mr Foerd Ames has also come
up with a new generator design
that offers a more continuous
motion and increases energy
conversion effi ciency.
Attenuators ride the waves
and generate energy by a
folding motion
Non-technological barriers
Wave Energy Converters show
great promises but there are
several barriers. One of them is
the permit required to gain access
to sea areas that are needed
to implement projects. Some
countries, like the UK, have
already designated certain areas
to be used for wave energy
extraction. There are also EU
governed directives to conduct
EIA (Environmental Impact Assessment)
before exploitation.
Localization of wave farms
near shore have to take other
interests into consideration,
such as requirements by the
shipping industry as well as by
fi shermen and, in some cases,
there might be a confl ict of interests
with mining companies
or the tourism industry. An assessment
of risk will have to be
carried out as well.

The OWEC wave energy generator is a point absorber that uses
a neutral buoyancy as reference point. The generator is a
counter rotating generator.
Many studies have already been
carried out regarding the environmental
impact of different
types of WECs. Many of them
point out the fact that there
are several positive impacts,
such as the artifi cial reef effect,
which increases the biodiversity
of a sea area by adding a
substrate. Another effect is that
wave farm areas will usually be
Point absorber devices are
the most popular designs
out of bounds for industrial
fi shing, thereby providing potential
nursery areas for fi sh.
Areas that still need more studies
are the effects of wave attenuation
and the effects on ocean
currents.
A life cycle analysis is needed to
assess the environmental impacts
and predict total carbon
emissions through the lifetime
of a device.
Cost effectiveness
The cost effectiveness of new
wave energy devices has improved
a great deal in the last
few years. This is mainly thanks
to the fact that materials like
composites have become less
costly and more effi cient energy
conversion mechanism have
been designed, enabling better
absorption of wave energy. For
instance, new types of turbines
and rotating generators based
on powerful permanent magnets
have recently become
available.
To study the economic
feasibility of industrial
scale wave farms
is still very diffi cult,
as very few technologies
have reached the
commercial stage, yet.
However, some reports
have proposed estimations,
but they often fail to
provide specifi c information,
mostly due to lack of data. The
actual projected cost per kWh
is today 0.10 – 0.25 EUR, targeting
a cost level of 0.05 EUR
by 2015 – 2020. (source: European
Commission). Wave energy
can be more reliable and,
in many cases, has a higher capacity
factor compared to wind
energy, since it offers slower
and more predictable drawdowns.
Further, wave energy
doesn’t produce any noise and
many devices have a very low
visual impact.
The life span of wave energy devices
is a critical issue. More �
for all weather conditions
www.stxeurope.com

OFFSHORE & MARINE TECHNOLOGY | RENEWABLE ENERGY
testing will have to be done but
it’s considered that 25 years and
above is a feasible life span for
systems currently undergoing
sea trials. Some developers, like
OWECO, are placing the sensitive
power generating parts under
water in neutral buoyancy,
which means they are not vulnerable
to surface wave action.
The servicing of wave energy
devices is an area which will
become increasingly important
in the future. Companies that
specialize in this fi eld will need
to have vessels and trained personnel
available.
There are a number of interesting
ideas on how the produced
Attenuator
Point absorber
Oscillating Wave Surge Converter
Oscillating water column
Overtopping device
Submerged pressure differential
Images: © 2009 EMEC
100 Ship & Offshore | 2010 | N o 4
energy should be converted, in
order to be used most effi ciently.
One concept is to desalinate
salt water on site and another
one is to produce hydrogen by
means of electrolysis.
Test sites
Several test sites have been
set up in different parts of
the world. In Ireland, there
is the Galway Bay test site, in
Norway, the Runde Environmental
Centre and off the
coast of Portugal a so-called
Pilot Zone. The Danish site
Nissum Bredning Test Station
has tested about 30 different
devices and enables developers
to do fi rst trials where the
waves are not too powerful. A
“wave hub” is planned off the
coast of Cornwall where the
effi ciency and durability of
different devices will be compared.
Much of the research is
currently carried out by universities
in cooperation with
wave energy developers.
WECs that have undergone a
full-scale sea trial include:
�
Pelamis: An attenuator,
which is riding the waves. It
has been deployed for 3 years
off the coast of Portugal. The
Pelamis is a semi-submerged,
articulated structure composed
of cylindrical sections linked
by hinged joints. The waveinduced
motion of these joints
�
An Attenuator is a fl oating device, which
works parallel to the wave direction and effectively
rides the waves. Movements along
its length can be selectively constrained to
produce energy.
A Point Absorber is a fl oating structure
which absorbs energy in all directions
through its movements at or near the water
surface. The power take-off system may take
a number of forms, depending on the confi
guration of displacers/reactors.
Submerged Pressure Differential Devices are
typically located near shore and are attached
to the seabed. The motion of the waves causes
the sea level to rise and fall above the device,
inducing a pressure differential inside the device.
The alternating pressure can then pump
fl uid through a system to generate electricity.
Oweco’s design keeps the generator underneath the water
surface and is able to connect all units into an array
is resisted by hydraulic arms,
which pump high-pressure
fl uid through turbines.
�
Seabased: A point absorber
based on a linear generator. In
February it was decided to set
up a wave farm with a capacity
of 10 MW consisting of 400 –
550 WECs. Once deployed, this
will become the world’s largest
wave farm to date.
�
Ocean Linx: An Australian
Oscillating Water Column design
that uses the Denniss-Auld
turbine that has variable pitch
blades optimising the energy
extraction. The designers have
recently launched its latest generation
of WEC.
� Wave Star Energy: After
more than two years of testing
a 1/10 scale model, which
has successfully resisted many
storms, a full-scale prototype
of the Wave Star Energy is
planned off the Danish coast.
The full-scale prototype will
be installed offshore and it
will be connected to the grid
through an existing offshore
wind farm.
The author:
Björn Welander,
Wave Energy Consultant
and Technical Director,
Vigourtech Ltd , Malta
TYPES OF WAVE ENERGY CONVERTERS (WEC)
An Oscillating Water Column is a partially
submerged, hollow structure. It is open to
the sea below the water line, enclosing a
column of air on top of a column of water.
Waves cause the water column to rise and
fall, which in turn compresses and decompresses
the air column.
An Overtopping Device relies on the physical
capture of water from waves, which is
held in a reservoir above sea level, before
being returned to the sea through conventional
low-head turbines.
An Oscillating Wave Surge Converter extracts
the energy caused by wave surges
and the movement of water particles within
them. The arm oscillates as a pendulum
mounted on a pivoted joint in response to
the movement of water in the waves.

Proposed mechanism for
mechanical wave energy converter
POINT ABSORBERS | Amongst
the proposed technologies for
wave energy in recent years,
point absorbers are more
popular mainly due to their
simplicity in design. Although
wave surging gives maximum
energy from waves, point absorbers
utilize heave motion;
this is due to complex wave
characteristics like non-uniform
wave direction, wave
length, timing and amplitude.
Certain critical factors governing
such design are:
� reliability under extreme
sea states
� economic viability
� capability to connect in
arrays
�
maintenance cost
Other alternative technologies,
involving application
of turbine require uniform
fl ow of high pressure fl uid to
maintain the conversion at
maximum effi ciency, as well
as hydraulic and pneumatic
power takeoff systems demanding
precision machining
and high maintenance cost.
Such devices are also likely
to suffer under critical sea
states. The newly proposed
mechanical wave energy converter
(MWEC) employs point
absorber as wave energy capturing
device.
MEWC consists of a fl oating
buoy with rack and pinion
arrangements for converting
reciprocating vertical (heave)
motion to oscillatory rotary
motion. The proposed mechanism
consists of a fl oating
buoy (1) that is connected
to a gear rack (3) through a
small shaft (2). Two vertical
shafts are assembled with
vertical gear rack encircled by
various guide posts to protect
fl oating buoy from lateral and
torsion forces of water waves.
The driving sprockets (7, 8)
mounted on shafts, supported
by ball bearings; securing
pinion gears (5, 6) are connected
to free-wheel sprockets
(16, 17). This is transversely
mounted on a shaft supported
by ball bearings securing an
rpm multiplier (11), which is
ultimately connected to shaft
of electric generator (13). The
overall assembly of MWEC
is fi xed on the platform deck
(14) of any compliant offshore
structure (even to an
existing one).
The working principle employed
in harnessing the
heave motion of ocean wave
energy is discussed. When the
approaching wave moves the
fl oating buoy (1) in upward
direction, toothed gear rack
(3) attached to buoy rotates
the pinion gear (5) clockwise
while the other pinion gear
(6) rotates anti clock wise
(due to free wheel sprocket
(16)) without counter-acting
or interfering the rotation of
pinion gear (5). On the other
hand when the wave lowers
the fl oating buoy, toothed
gear rack (3) attached to buoy
rotates the pinion gear (5)
anticlockwise while the other
pinion gear (6) rotates clockwise
due to free wheel sprocket
(17). Thus power is transferred
during both upward
and downward movement
of the buoy; power transmission
is through pinion gears.
To enhance the power generation,
rpm multiplier (11) is attached.
Based on the detailed Failure
mode and Effect analysis
(FMEA) conducted on the proposed
MWEC, salient advantages
are derived namely:
� It is simple and easy to fabricate
� equipment is economical to
produce, install and maintain
�
proven and time-tested
technologies of mechanical
engineering are used in the design,
leading to rare chances of
failure
�
periodic servicing as well as
maintenance of system will be
easy
The mechanical wave energy converter employing point
absorbers as wave energy capturing devices
� it can be positioned approximately
500m from the seashore
where the waves rise up above
the sea level and can be moved
to desired site locations.
Unlike other forms of nature
technology like wind energy,
wave energy systems are still
in the trial stage of development.
It is also important
to note that R&D activities
in such technologies need
industrial participation; for
example, extensive fi nancial
support and coordination
given European commission
making them to lead
the design innovations. New
innovative technologies to
harness ocean wave energy
need a thorough analysis and
experimental validation in
wave basin under critical seastate
conditions.
The presented model of
MEWC is under rigorous ex-
perimental investigation at
IIT Madras for its successful
commercial viability. Since
the geometry and size of the
structure are linked to wavelength;
further, in almost
every system, optimal wave
energy absorption involves
some kind of resonance. For
these reasons, even if pilot
plants are to be tested in the
open sea, they must be large
structures. But high costs
of constructing, deploying,
maintaining and testing large
prototypes under harsh environmental
condition have
blocked the development of
wave energy systems so far.
Dr. Srinivasan
Chandrasekaran,
Department of Ocean
Engineering,
Indian Institute of
Technology, Madras, India
Ship & Offshore | 2010 | N o 4 101

OFFSHORE & MARINE TECHNOLOGY | RENEWABLE ENERGY
Wind turbine installation vessels from UAE
LAMPRELL | A new wind turbine installation
vessel (WTIV) is to be built by
Lamprell plc of the United Arab Emirates
(UAE). The ship’s owner, Fred. Olsen
Windcarrier AS, is a company established
two years ago to meet the increasing demand
for offshore WTIVs and other related
marine service vessels. The vessel is scheduled
to be launched in summer 2012 and
is the fi rst in a series of two vessels with an
option for two more at a later date.
The WTIV will be 131m long with a beam
of 39m and provide a speed of up to
12 kts. It will be capable of carrying heavy
loads, will be equipped with dynamic positioning
technology, and will have good
manoeuvrability in ports. It will be able to
transport on deck up to 10 wind turbines,
each with rotors of more than 100-metres
diameter. On arrival at location, the ship‘s
four legs are lowered to the sea fl oor and
the vessel elevates itself using a jack-up system
to become a stable working platform.
The wind turbines are installed using the
vessel‘s 800 t crane.
The engine confi guration is based on
fuel-effi cient Wärtsilä medium speed
engines. The scope of supply includes
one 6-cylinder, two 9-cylinder and one
12-cylinder generating sets based on the
Wärtsilä 32 engine, powering the bow
thrusters, the power drive, and the automation
systems.
Another wind farm installation jackup vessel
to be constructed in the Middle East
High speed transfer vessels
for offshore wind farms
AUSTAL | The new Wind Express series
of vessels by Australian Austal are said to
combine fuel effi ciency with advanced sea
keeping characteristics to deliver an optimum
transportation solution for offshore
wind farm operators.
By utilising Austal’s advanced hull design
and engineering capabilities, each vessel is
purpose-built to deliver a rugged, reliable
The Wind Express series by Austal
Photo: Austal, Australia
102 Ship & Offshore | 2010 | N o 4
The Seajacks Kracken jack up vessel
multi-purpose work boat platform. Among
the many features of the Wind Express
series is the option to install Austal’s patented
Ride Control System (RCS) - a fi rst
for offshore wind farm vessels - to ensure
a safer, more productive platform, even in
rough seas.
With the Wind Express series, Austal says
they have introduced platforms that not
only deliver reliability but also have the
capacity to operate in rougher waters at
higher speeds and greater effi ciency.
Characterised by their high passenger
comfort and safety level, each vessel in
the Wind Express series can be further
customised to suit specifi c sea conditions,
routes, work space and payload
requirements.
The series incorporates four vessels:
Wind Express 17, Wind Express 19,
Wind Express 28 and Wind Express 28 –
Tri SWATH. These vessels feature a selection
of hull forms ranging from a refi ned catamaran
design for added stability and effi -
ciency to the Austal-developed tri-SWATH
hull form delivering sea keeping and onboard
comfort in up to sea state 6.
at Lamprell’s Hamriyah facility has been
confi rmed by Seajacks International with
a possible option for another unit. This
unit is calling for ABS’ newly issued notation
for these specialized units, Wind IMR.
The vessel, a modifi ed version of the Gusto
MSC NG5500 design, will be the fi rst
built to these specifi cations.
The Seajacks Kracken and Seajacks Leviathan
are both self-propelled jackup vessels that
have been contracted to install offshore
wind turbines.
According to estimates by the European
Wind Energy Association, the energy production
from offshore wind resources will
sharply increase. To meet increasing energy
demands and the need to reduce CO 2
emissions, as many as 20,000 offshore
wind turbines are expected to be erected
over the coming ten years. From 2020 to
2030, a further 40,000 windmills are likely
to be installed making for a cumulative
power generating capacity of 150,000 MW.
This growth will increase the expected demand
for WTIVs.
Saltire Prize
challenge
WAVE AND TIDEL POWER | In order to
stimulate innovation across the world that
will lead to delivery of commercial scale
wave or tidal stream energy technology, the
Scottish Ministers have recently set the world
a challenge by means of its Saltire Prize.
GBP 10 millions will be awarded to the
team that can demonstrate commercially
viable wave or tidal stream energy technology
that achieves the greatest volume
of electrical output over the set minimum
hurdle of 100 GWh over a continuous
2-year period using only the power of the
sea. Technology projects that are eligible
include individual devices or arrays of single
or mixed device types from wave and
tidal stream technologies.
The Pentland Firth and Orkney waters are
currently the areas of primary interest for
wave and tidal energy project development
in Scotland. The Crown Estate is planning
to announce a further wave and tidal leasing
round for sites in Scottish waters later
in 2010.
The Saltire Prize will also include a stream
of annual Saltire awards and an educational
remit.

Fleet expansion with self-propelled
installation jack-up
KEPPEL | The offshore arm of Keppel
FELS Limited (Keppel FELS), Singapore,
has commercialized its new wind turbine
installation vessel design for deeper waters
in partnership with Isle of Man-based fl eet
owner and operator Seafox Group. Keppel
FELS’s multi-purpose self-elevating platform
(MPSEP) design has been chosen by
the Seafox Group as the basis for a newgeneration,
wind turbine installation vessel.
The Seafox 5 is designed to withstand
harsh offshore environmental conditions
all year round in water depths of 65m in
the Southern and Central North Sea.
With a large carrying capacity of up to 12
turbines at a time, it is said to enhance the
effi ciency of constructing offshore wind
farms according to company’s data.
A 75/25 joint venture (JV) company has
been formed between Keppel FELS and
Seafox respectively, to build and own this
$220m vessel. The KFELS MPSEP, designed
by Keppel’s R&D arm, Offshore Technology
Development, has the ability to install and
maintain heavy wind turbine foundations,
FastMig Pulse 350/450
It’s your welding
mission
FastMig Pulse puts you in control. We don’t
just mean in welding terms, although FastMig
Pulse is particularly impressive here. FastMig
Pulse sets new standards for customer choice.
The software architecture allows standard or
tailored packages to suit your specific welding
environment, so the commercial benefits are
yours. Whatever your welding mission, FastMig
Pulse will deliver the technical and commercial
solution that’s right for you.
For more information, contact the nearest
Kemppi representative or visit our web site
at www.kemppi.com.
Keppel FELS’s multi-purpose self-elevating platform, KFELS MPSEP, is designed to
redefi ne the way in which offshore farms are installed and maintained across the world
such as the jacket and tripod types, especially
in deeper waters. In addition to being
well-suited for servicing offshore wind
farms, it also meets all the operating regulations
of the offshore oil & gas industry and
can support a wide range of related activities
Mission control
such as accommodation, well intervention,
maintenance, construction and decommissioning.
The KFELS MPSEP vessel is scheduled
for delivery in the second half of 2012,
and will be managed and operated by Workfox
BV, a member of the Seafox Group.
Ship & Offshore | 2010 | N o 4 103

OFFSHORE & MARINE TECHNOLOGY | LNG
Tandem mooring concept
for harsh environments
TRANSFER SYSTEM An innovative offshore LNG transfer system is introduced, where the
shuttle carrier is towed into a so-called ‘Mooring Bay’ at the stern of the LNG terminal. All
numerical analyses and model tests prove that LNG transfer can take place in open sea conditions
when applying the new system.
Sven Hoog, Roland Huhn, Hartmut Koch
Fig. 1: The offshore LNG transfer system with the LNGC berthed
in tandem confi guration to the ‘Mooring Bay’ at the LNG terminal
For loading LNG shuttle
carriers at an offshore
terminal, the technical
issues of the vessel mooring
confi guration (side-by-side or
tandem confi guration) as well
as the approach and handling
system for the fl exible transfer
lines are infl uenced and limited
by weather conditions,
especially by sea state. The new
offshore LNG loading system
Maritime Pipe Loading System
20 (MPLS20) is coping
with these constraints.
MPLS20 is developed by the
project partners Nexans and
Brugg, manufacturers of vacuum
insulated, fl exible cryogenic
transfer pipes, IMPaC, an engineering
company, and the Technical
University Berlin (TUB),
Department of Land- and Sea
Transportation Systems, with
long expertise in numerical
analyses and model tests.
The deployment of LNG tankers
is an alternative to gas transport
via pipelines with increasing
signifi cance. In order to
achieve economically reason-
104 Ship & Offshore | 2010 | N o 4
able transportation, the natural
gas (mostly methane) is cooled
down to -162 degrees C, whereby
it is liquefi ed and reduced to
1/600th of its original volume.
State-of the art technology
allows loading/offl oading
procedures in still water and
moderate sea states with 10.5”
pipes. The increasing loading
capacity of LNG carriers (up
to 266,000m³) creates a new
market for fast and safe loading/offl
oading concepts — i.e.
larger pipe diameters and operations
in rough seas.
Studies show that none of the
”conventional” vessel mooring
confi gurations and transfer
techniques can easily be
adapted to meet the requirements
of offshore LNG transfer,
especially when designed
for environmental conditions
with signifi cant wave heights
up to e.g. 5.5m, zero-up-crossing
periods between 8 and
12 seconds as well as signifi -
cant wind and current loads
for transfer durations of 18-24
hours.
The MPLS20 system employs
fl exible transfer pipes with ID
16”, newly developed by Nexans
and Brugg, providing a
monitorable double containment
system for the cargo.
The overall system is based
on IMPaC’s patented offshore
’Mooring Bay’ concept allowing
simultaneous handling and
operation of up to six transfer
pipes in aerial mode.
‘Mooring Bay’ Concept
The concept features a generic
LNG terminal design with the
so called ‘Mooring Bay’, a modifi
ed standard LNGC and the
approach and handling system
for the fl exible transfer pipes.
The LNG terminal is of barge
type with a wave fl attening bow,
providing a cargo loading capacity
of up to 280,000m³ LNG in
fi ve independent SPB tanks (Selfsupporting,
Prismatic, IMO Type
B) which are sloshing-proof and
allow a fl at deck (Ref. [1]).
A receiving manifold is placed
at the LNGC bow completely
entering the mooring bay when
the LNGC is moored for cargo
transfer, minimizing the free
span lengths of the transfer
pipes to less than 40m.
The new mooring system features
a mooring bay, built of
two so called ‘mooring wings’,
which are fi xed to the terminal’s
aft end at starboard and port
side, respectively (Figure 1).
The mooring arrangement for
the LNGC results in a symmetrical
arrangement of six moorings
each operated by load
adequate winches and heave
compensation systems.
This arrangement provides a
unique solution to receive and
fi x the incoming vessel in a controlled
manner at the required
position right below the loading
bridge as the LNGC is actively
pulled into the mooring bay.
The cargo transfer fl anges are
located above the wings weath-
Fig. 2: Safe and reliable operation of the header in standard
and ESD situations

er decks so that the handling,
draining and purging of the fl exible
pipes can be carried out in a
safe, effi cient and reliable way.
Flexible LNG transfer pipes
Vacuum insulated pipe systems
are common in all kind of cryogenic
applications. Due to the
double containment system,
the ”Pipe in Pipe” technology
has advantages in terms of leak
detection and risk assessment
of the installation with best
thermal insulation properties.
Within the project MPLS20
Nexans and Brugg developed
an adaption of the fl exible
vacuum insulated pipe system
CRYOFLEX for offshore LNG
loading applications considering
EN1474-2.
A corrugated double wall pipe
of stainless steel 316L is insulated
by a super insulation
and a vacuum space between
these two pipes. A stainless
steel braiding on the inner pipe
bears the end cap load of the
pipe. For mechanical protection
an outer sheath of PE or
PA can be applied.
The vacuum does not need active
pumping during operation
for more than 15 years. The
pipe structure offers leak detection
in the vacuum space, giving
a signal to the system if the
vacuum degrades due to a leak
in either the inner or the outer
pipe. Nevertheless, in case of a
leak, the gas cannot escape to
the environment because of the
double containment system.
Handling of transfer pipes
A rail mounted moveable loading
crane bridges the bay from
one wing to the other (Figure 1)
allowing simultaneous handling
of up to six transfer pipes by
means of a header (Figure 2).
For coupling of the transfer
pipes standard Quick Connect/
Disconnect Couplers (QCDCs)
and Emergency Release Couplers
(ERCs) are used.
The two part header structure
combines the following functionality:
� Simultaneous support and
operation of all fl exible pipes
�
Winch driven fi ne approach,
alignment and landing at the
LNGC receiving manifold aided
by guide posts
� Damping of the touch down
at the manifold by means of
hydraulic dampeners
� Simultaneous closing and
disconnection of all QCDCs
� Simultaneous disconnection
of all ERCs in an ESD situation
� Remote controlled departing
of both header parts and
subsequent lifting of the upper
part to a safe position in an
ESD situation.
Operating phases
The following operating phases
have been defi ned (Figure 3):
�
Standby/maintenance: LNG
terminal stand-alone, Transfer
system standby, ready for next
LNGC or maintenance
�
Phase 1: moorings connect-
ed to LNGC; controlled pull-in
of LNGC by terminal winches;
LNGC thrusters slowly backwards;
tug(s) assisting at heading
alignment
�
Phase 2: fi nal alignment of
the vessels aided by offshore
tug(s); slow pull-in of LNGC
by winches; LNGC thrusters
slowly backwards
� Very slow pull-in of the
LNGC by bow moorings; loading
bridge standby
�
Stop of pull-in and fi xing
the LNGC by backward pulling
moorings at the mooring bay
entrance; tightening and tension
control of moorings
�
Cargo transfer phase: Head-
er coupled to LNGC bow manifold;
transfer pipes cooled
down and start of cargo transfer;
active mooring winches
and heave compensation
�
Normal stop of cargo trans-
fer: Pumps stopped; transfer
lines drained and purged with
nitrogen; QCDCs decoupled;
header lifted; LNGC cast off assisted
by tug(s)
�
ESD 1/ESD 2: Cargo pumps
stopped; valves closed; disconnection
of ERCs; parting and
lifting of the upper header part;
activation of QRHs and LNGC
cast off assisted by tug(s).
Motion and mooring analyses
The barge is moored at location
by means of a passive
12-point external turret mooring
system, allowing the coupled
multi-body system to
weathervane in 360 degrees as
result of the superimposed en-
vironmental loads wave, wind
and current.
Extensive numerical analyses
and model tests show that the
relative motions in x-, y- and zdirections
as well as the maximum
axial loads in the mooring
lines between LNGC and
terminal resulting from secondorder
wave (drift) forces can be
accommodated with the mooring
bay concept (Ref. [1]).
In order to cope also with
the much higher fi rst-order
forces resulting from linear
sea state induced body motions,
the moorings have to
be veered and hauled up by
heave compensation systems
and/or active winches reducing
excessive peak loads and
preventing damages in the
mooring lines.
References
[1]Hoog, S., Koch, H., Huhn, R.,
Frohne, C., Homann, J., Clauss,
G., Sprenger, F., and Testa, D.:
“LNG Transfer in Harsh Environments
— Introduction of
a New Concept”, OTC 19866,
Fig. 3: Operating phases
Offshore Technology Conference,
Houston, USA, May 2009.
[2]Clauss, G.F., Sprenger, F.,
Testa, D., Hoog, S., Huhn, R.:
“Motion Behaviour of a new
Offshore LNG Transfer System
at Harsh Operational Conditions”,
OMAE 2009-79391,
OMAE 2009-79391, OMAE
Conference 2009, May 31-June
05, Honolulu, USA, 2009.
The authors:
Sven Hoog (PhD),
Roland Huhn,
Hartmut Koch
IMPaC Offshore
Engineering GmbH,
Hamburg, Germany
Ship & Offshore | 2010 | N o 4 105

OFFSHORE & MARINE TECHNOLOGY | OIL & GAS
Platform Supply Vessel for Solstad
The PSV 12 LNG design by STX Europe running on LNG, Biofuel or
marine diesel oil
LNG PROPULSION | STX Europe
has been awarded a contract
with Solstad Rederi AS
to build an innovative LNGpowered
Platform Supply Vessel
(PSV). Being of STX Europe
PSV 12 LNG design, it is scheduled
for delivery in 04 2011.
The value of the contract is approximately
NOK 450 million.
The vessel is designed with focus
on low fuel consumption,
Experience, reliability
and quality –
106 Ship & Offshore | 2010 | N o 4
Air Conditioning
Refrigeration
Fire Fighting I Piping
NBC Protection I Service
and precautions in accordance
with DNV‘s Clean Design requirements
are incorporated
in the design.
The 94.3m long and 20.0m
wide vessel will be able to
run on Liquefi ed Natural Gas
(LNG), Biofuel and ordinary
marine diesel oil. STX Europe‘s
gas tank solution is said to be
unique, the LNG tank does not
reduce the cargo capacity on
board; rather the new design is
claimed to have a higher cargo
capacity than other vessels of
the same size.It is further arranged
for rescue operations,
recovery of personnel and oil
recovery operations.
The vessel has been designed
by STX Europe‘s design offi ce
in Ålesund, Norway. The hull
will be built at STX Europe in
Tulcea, Romania, and outfi tted
at the STX Europe yard Langsten
in Norway.
Ships
Mega Yachts
Offshore Platforms
Wind Energy Plants
Visit us in Hamburg at SMM 2010 I Hall B5 – Booth 165
FLGTs guide
ABS | The latest Guide for Building
and Classing Floating Offshore
Liquefi ed Gas Terminals
(FLGTs) has been released by
ABS, refl ecting the current structural
design and analysis developments
in gas handling, storage
and transportation. The provided
criteria can be applied to the
classifi cation of the hull structure
of FLGTs with membrane
or independent prismatic tanks.
The criteria addresses FLGTs with
ship- or barge-shaped hull forms,
having single center or two cargo
tanks abreast arranged along the
centerline of the terminal’s hull.
Structural design innovations are
being driven by the increase in
the size of terminal hulls, shallow
water load effects, frequent
partial fi lling and offl oading operations
and critical interfaces
between the hull and topside
structure and between the hull
and position mooring system.
www.noske-kaeser.com

Rio Oil & Gas Expo gathers the
South American offshore market
EXHIBITION | The biannual oil
and gas industry event in Latin
America, Rio Oil & Gas Expo
and Conference, takes place at
Riocentro Convention Center
in Rio de Janeiro on September
13 – 16, 2010 and will occupy
the entire Riocentro Convention
Center complex with four
exhibition pavilions and additional
tents.
Last time, in 2008, Rio Oil &
Gas Expo was visited by 39,000
visitors and 5,000 conference
delegates. 35,000m 2 hosted
1,200 exhibitors and 705 technical
papers were presented at
the conference. Since its fi rst
edition in 1982, both the exhibition
and the conference
are said to have contributed to
build up Rio de Janeiro‘s repu-
Well test operations
ABS | Classifi cation society ABS
has issued a series of notations
in support of critical well testing
activities being undertaken
by energy operators worldwide
to determine the commercial
nature of their reservoirs.
The importance of well testing
to determine the nature
of reservoirs has become even
more critical lately as ultra
deepwater exploration with
pre-salt fi elds now has operators
exploring in water depths
surpassing 3,000m. Not only is
the depth a challenge but also
the complexity of the reservoir
structures.
A vessel or Mobile Offshore
Drilling Unit (MODU) with
the equipment and capabilities
to engage in well testing, either
short-term or extended, is key
in gathering onsite data to determine
the size and quantity
of the hydrocarbon potential.
Testing on board these units is
usually performed to determine
the size, viability and optimum
tation of being the “Brazilian
oil capital”. In fact, Rio de Janeiro
State concentrates 80% of
the oil produced in the country,
along with 50% of the total gas
production.
The exhibition is said to be an
outstanding opportunity for national
and foreign companies to
display their products and services.
Similarly, the Conference
stands as a prominent place for
networking, discussing major
technological issues and promoting
innovative ideas.
The 2010 edition of Rio Oil &
Gas Expo will have the participation
of 12 international pavilions,
namely United Kingdom,
Norway, France, United States,
Netherlands, Denmark, China,
Argentina, Belgium, Germany,
production capabilities of a
fi eld under exploration. With
a processing plant on board, a
well test vessel can salvage the
products from the well by separating
the oil, water and gas and
processing the oil to refi nery
standards.
The ABS Guide for Well Test Systems
takes into account the different
scenarios during the life of
the vessel or unit with fl exibility
to cover the surface systems and
equipment safety aspects. Guidance
is provided for both permanent
well test systems (well
test systems installed on board
for at least 30 months are considered
permanent, “Well Test
Service”) and temporary well
test systems (well test systems
installed on board for less than
30 months, “WT-TEMP”). The
Guide also offers a notation to
those vessels or units designed
to perform well test activities
but the well test systems have
not yet been installed on board,
“WT-Ready”.
Canada and Italy. Similarly to
prior editions, the Rio Oil & Gas
2010 will have a Business Roundtable,
gathering the biggest buyers
in the oil, gas and biofuels
market, and small and mediumsized
suppliers of goods and
services for the sector.
Organized by the Sebrae (Brazilian
Micro and Small Business
Support Service) and the ONIP
(National Organization of the
Petroleum Industry), the Roundtable
has raised a growing interest
from the industry, following
the raise in national content in
the acquisitions for the sector.
This year, the Rio Oil & Gas will
be marked by the reinforcement
of the received by the congress
as a whole. In addition to a raise
of 50% in the number of panels
in relation to the last edition,
the conference has also grown
in the number of technical and
poster sessions.
In 2008, 39,000 professionals
visited the Rio Oil & Gas Expo
Ship & Offshore | 2010 | N o 4 107

OFFSHORE & MARINE TECHNOLOGY | INDUSTRY NEWS
DNV sees substantial savings
in offshore projects
RISK MANAGEMENT | Classifi
cation Society DNV claims that
as much as 50% of cost overruns
and delays in offshore projects
could be mitigated through better
use of early risk reviews, technology
qualifi cation programs
and classifi cation schemes. The
prospects of considerable savings
were documented through
international statistics from major
rig and FPSO projects. The
average cost overrun of new rig
projects is some 35%, while the
average delay of rig projects is
7 months. Most FPSO projects
have cost overruns of 20 – 30%
and more than 6 months of delays.
These overruns and delays
represent uncertainties for the
owner and the contractors, and
for the fi nancial institutions fi -
nancing them. DNV says that
the challenge for the industry is
to understand the complex risk
picture better, price the risks
more specifi c and to manage the
risks appropriately. DNV says it
has identifi ed the most common
reasons for the cost overruns in
offshore developments, namely:
� Orders placed before engineering
was completed
� New technology without
proper qualifi cation
�
Insuffi cient engineering for
operation robustness and
maintainability
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www.omae2011.com
� Unclear part deliveries and
documentation when transferring
fabrication
� Fabrication yards had to
build up competence and
resources during project
� Interfaces not identifi ed and
understood
Contracts between the different
actors in fabrication projects seek
to defi ne the risk ownership and
who pays for risk across interfaces.
DNV estimates that the risk
bill can be up to $ 0.4 for each
$ CAPEX. Although contracts
are drafted as specifi c and tight
as possible, there is always room
for interpretation and defi ciencies.
There are typically many
complex interfaces (technical,
commercial, organisational, geographical,
etc), and these interface
risks are typically large. This
calls for a common and shared
risk management process.
DNV believes that a further complicating
factor is the fact that the
software component becomes
more predominant, with most
systems now being what is called
Integrated Software Dependant
Systems. DNV has therefore developed
a new Recommended
Practice and a voluntary Class
Notation for Integrated Software
Dependant Systems - focusing
especially on integration of software
with various systems.
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Effective training with anchor
handling and DP functionality
SIMULATION | Kongsberg
Maritime’s simulation division
has signed a new contract to
deliver a range of offshore simulators
to the newly founded
Haugesund Simulatorcenter in
Norway. The contract is for the
2011 delivery of a 360 degree
visual offshore vessel simulator
with interface to a range of
specialised task simulators for
team training of complex offshore
operations.
The offshore vessel simulator,
which includes a main bridge
with forward DNV class A
and aft bridge confi guration,
is fully equipped with anchor
handling and Dynamic Positioning
(DP) functionalities.
Integrated with the Kongsberg
K-Pos DP21, the offshore vessel
simulator fulfi lls the Nautical
Institute‘s DP training requirements,
allowing for a reduction
in training time at sea. Also
included in the delivery is an
assisting offshore vessel simulator
that can be confi gured as
a 2nd anchor handling vessel
for team training of complex
anchor handling operations.
The delivery also comprises a
Kongsberg offshore crane simulator,
which will be developed
on the same technology platform
and integrated with the
offshore vessel simulator. For
maximum training realism, the
crane simulator will be interfaced
to a real deck-mounted
knuckle-boom subsea crane for
lifting and subsea operations,
and to a wire-luffi ng lattice
pedestal crane for platform lifting
operations.
Combined with the extensive
crane simulator experience of
Kongsberg Maritime‘s subsidiary
GlobalSim Inc. the crane
simulator will offer the possibility
of team training in complex
lifting operations, as well
as ‚stand alone‘ training for
crane operators. For complex
underwater operations, the offshore
vessel simulator will also
be interfaced with a GRL Deep-
Touch ROV (Remote Operating
Vessel) simulator, representing
an innovation in the offshore
training industry.
At full capacity, the centre will,
in addition to Haugesund
University College‘s maritime
education program, conduct
training for 1,500-2,000
course participants on an annual
basis. It will offer training
courses in anchor handling,
offshore loading, offshore
crane operation and integrated
training on subsea operations
comprising bridge, plat-
form, crane and ROV. These
programs will signifi cantly
contribute to building competence
amongst offshore vessel
crew and system operators and
ensure increased safety and
effi ciency in critical as well as
day to day operations.
The newly founded Haugesund
Simulatorcenter is 46%
owned by ResQ, a group that
represents four major regional
ship owners at Haugalandet;
Knutsen OAS Shipping AS,
Mapping the Arctic Ocean basin
HIGH LATITUDE RESEARCH |
At a time when interest in the
Arctic Ocean basin is intensifying,
the United States Coast
Guard ice breaker Healy is
has been in dry dock in Seattle,
WA to install a Kongsberg
Maritime EM 122 deep water
multibeam echo sounder.
Although Coast Guard Cutter,
Healy is specifi cally designed
for high latitude research operations
in the fi elds of marine
geology, physical and
biological oceanography and
meteorology. Healy is supported
by scientists from various
universities and institutes.
The 120m ship is capable of
breaking through ice that is
1.5m thick at a speed of three
knots. Healy is outfi tted for
extended deployment and has
berthing for 76 crewmembers
and up to 50 scientists.
The new EM 122 will substantially
enhance Healy‘s ocean
mapping capabilities. The sci-
entists embarked on Healy are
involved in a wide variety of
research and several of its most
recent voyages have involved
hydrographic work related to
determining the limits of the
Extended Continental Shelf
(ECS) of the United States. If
the United States can prove
that its continental shelf extends
beyond the Exclusive
Economic Zone, then under
the United Nations convention
on the Law of the Sea, the
Solstad Shipping AS, Eidesvik
AS and Johannes Ostensjo
D.Y. AS. ResQ has in recent
years become a major provider
of security and emergency
training for the maritime and
oil & gas industry in Norway.
Haugesund University College
and DOF Management AS are
also share holders in the new
centre whilst Kongsberg Maritime‘s
interests include a 15%
share and one member of the
board.
The newly founded Haugesund Simulatorcenter has ordered
simulators from Kongsberg Maritime
U.S. will have economic rights
to the additional area.
Designed to perform seabed
mapping to full ocean depth,
the EM 122 offers accuracy
of better than 0.2% of depth
in deep waters and has up
to four times the resolution
of the EM 120 in terms of
sounding density, because of
its multi-ping capability and
ability to perform over twice
the number of detections per
swath.
Ship & Offshore | 2010 | N o 4 109

OFFSHORE & MARINE TECHNOLOGY | INDUSTRY NEWS
Call for abstracts
OMAE | The 30th International Conference
on Ocean, Offshore and Arctic Engineering
(OMAE) will be held in the Rotterdam,
The Netherlands, from June 19th
– 24th, 2011. Researchers, engineers, managers,
technicians and students from the
scientifi c and industrial communities from
around the world will be meeting and presenting
their progress in technology and its
scientifi c support. The OMAE is considered
to be the ideal mix of people from the industry
and academia and organizers expect
to welcome more than 750 people from all
over the world.
Subsequent to the tradition of excellence
of previous OMAE conferences, regular
symposia on the following ten subject areas
are planned:
� Offshore Technology
� Structures, Safety and Reliability
� Materials Technology
� Pipeline and Riser Technology
� Ocean Space Utilization
Synthetic ropes
challenge steel
At 3,000m of water depth the effective
pay load may be doubled with Dyneema®
XBO
110 Ship & Offshore | 2010 | N o 4
� Ocean Engineering
� Polar and Arctic Sciences and Technology
� CFD and VIV
� Ocean Renewable Energy
� Offshore Geotechnics.
Furthermore, three special symposia will
be organized to commemorate Dutch researchers
who gave important contributions
to offshore research:
� Jan Vugts Symposium on “Design methodology
of Offshore structures”
� Jo Pinkster Symposium on “Second order
wave drift forces on fl oating structure”
� Johan Wichers Symposium on “Mooring
of fl oating structures in waves”.
All normal and special symposia are now
open to paper contributions. Deadline for
all abstracts is September 27th, 2010.
OMAE 2011 special content
Held in the World Trade Center (´Beurs´),
close to Amsterdam Schiphol Airport and
with train connections to all over Europe,
DYNEEMA | DSM Dyneema is unveiling
its latest development, Dyneema® XBO,
which is intended as a direct replacement
for steel in lines used in deep-sea installations.
Ropes made with the new fi ber
provide the same load-bearing capability
as steel wire ropes that weigh seven times
as much.
The weight of the steel wire can consume
up to 50% of the winch capacity
in ultra deep water installations. By
substituting steel with ropes made with
Dyneema® XBO, systems can carry higher
loads, or they can be downsized while
retaining their deepwater installation capacity,
freeing up vital deck space. Furthermore,
ropes with Dyneema® XBO fi ber are
said to be highly resistant to dynamic as
well as static loads, and they are claimed
to be far more fl exible and easier to install
than steel wire rope.
Ropes match or exceed steel wire rope
in bending cycles to failure. Finally, they
are resistant to environmental damage –
Dyneema® XBO fi ber is said to be virtually
impervious to salt water and to ultraviolet
radiation, and it is highly resistant to
abrasion, too.
the OMAE 2011 offers the possibility to
combine OMAE with visiting offshore
companies in the nearby Rotterdam area.
Additional to the traditional OMAE schedule,
the 2011 event will offer its visitors and
exhibitors a special program including:
� Rotterdam Offshore Boat Tour’ to Rotterdam’s
offshore attractions
� Maritime banquet in the Maritime Museum
� Special events, such as Monday’s networking
drinks and Thursday’s farewell
reception
�
Technical tours to Offshore shipyards,
MARIN, Deltaworks.
OMAE 2011 is organized by the American
Society of Mechanical Engineers (ASME),
the Ocean, Offshore and Arctic Engineering
(OOAE) Division of the International
Petroleum Technology Institute (IPTI) and
the Dutch association for engineers and
engineering students Kivi Niria.
www.omae2011.com
Oil well intervention
vessel
CSS | ABS will class a new oil well intervention
compact semisubmersible (CSS)
vessel on order from Hallin Marine to be
built at Drydocks World in Singapore with
delivery expected in 2012. The CSS Derwent
features a semisubmersible style hull to
provide exceptional seakeeping characteristics
while increased deck space provides
improved project load carrying capacity.
The CSS concept represents a new subsea
operations vessel capable of working in any
water depth without jack ups or anchors. The
primary focus of the vessel will be light well
intervention to provide repair and maintenance
services to existing offshore wells and
subsea oil production systems support.
The 84m, 8,200 dwt CSS Derwent has big
ship capability with advanced stationkeeping
control as a dynamically positioned
class 3 (DPS-3) vessel, a 200 ton multipurpose
tower, a 150 ton active heave crane,
both operational to depths of 3,000m, as
well as two deepwater remotely operated
vehicles. The CSS Derwent has accommodations
for up to 152 people and is classed
as a mobile offshore drilling unit (MODU)
with the following notations: +A1, Mobile
Offshore Drilling Unit, +AMS, (E), DPS-3,
UWILD, Helideck.

Come visit us in Hamburg
7 th - 10 th September
Hall B6, stand no. 110

SHIP & PORT OPERATION | CONDITION MONITORING
Effective and simple
condition based maintenance
MACHINE AVAILABILITY Condition based Maintenance (CbM) programs are becoming a
standard maintenance strategy for the marine industry. More and more shipping companies
acquire and use condition monitoring equipment on board their vessels to monitor the health
of the machinery on a ship.
Simon Lebherz
Condition monitoring reduces the
risk of sudden machinery failure
and therefore prevents unplanned
and costly downtime and increases the
machine availability. An important role is
also played by the classifi cation companies.
The overhauling time of any ship can
be drastically reduced by running a clearly
structured CbM program. Useless intervention
on machines that run in good conditions
can be avoided and overhauling time
can be optimized, unnecessary costs can be
saved. But how can a CbM program properly
be conducted if there is no skilled personnel
onboard?
There are basically two different possibilities
to monitor machine conditions: either
by the use of portable data collector
or by using permanently installed monitors,
so-called online Condition Monitoring
Systems (CMS). Which solution to
choose depends mainly on the type of
machine, the offi cial regulations and, fi -
Vertical pumps equipped with 4 VIB-
CODE® measurement locations each
112 Ship & Offshore | 2010 | N o 4
nally, the user requirements themselves.
The perfect solution is mounting online
CMS for critical machinery and monitoring
the rest of machines with portable
instrumentation.
Portable data collectors
For the standard machines on a ship such
as motors, pumps and fans using portable
data collectors and a proper CbM PC
software is all what is needed. To run an
accurate CbM program it is essential to
have reproducible and high quality measurement
data collected. This is not always
easy to fulfi l. It is very important to understand
which measurement locations
and what kind of measurement tasks are
needed to properly collect meaningful
machinery health data. An automated
measurement location recognition system
with customized measurement tasks
is crucial. A smart solution is provided
by the VIBCODE® sensor system which
automatically identifi es the coded measurement
location and takes high quality
readings on the fi xed installed measurements
studs which do also ensure an outstanding
vibration signal transmission.
A typical workfl ow compiled by specialists
and user is the following: Defi ning
a list of machines to be monitored and
collecting all relevant information per
machine such as, but not limited to, the
type of bearing, operating speed (RPM),
power, foundation type, etc.
Then, for each machine, the required
number and location of measurement is
defi ned.
The CbM database is setup by the specialist
and all relevant measurement tasks are
confi gured for each measurement location.
Portions of machines found onboard
are grouped into so-called ‘measurement
routes’. These routes are then downloaded
on the portable instruments.
The operator of the instrument connects
the VIBCODE® automatic measurement
location recognition transducer on the
CBM PROGRAM
IMPLEMENTATION TASKS
MEASUREMENTS ON VESSEL
DATA ANALYSIS, DIAGNOSTIC
AND CORRECTION ACTIONS
List of relevant machines
Defi ne relevant machines to be included
in CbM program
Machine data information
Acquire all machine data (power, rpm,
type of bearings, number of teeth on
gears, number of blades in fans, ...)
Defi nition of RbM program
Setup a CbM plan and defi ne VIBCODE ®
measurement locations, required measurement
types and their corresponding
setup, defi ne measurement periodicity, ...
RbM database setup
Setup OMNITREND ® CbM database &
defi ne routes
Route download
Download measurement routes to
Prüftechnik portable data collector
Measurements
Perform measurements as requested by
the Prüftechnik data collector using the
VIBCODE ® automatic measurement point
identifi cation system
Route upload
Upload measurement routes from
Prüftechnik data collector to OMNI-
TREND ® database
Data export to RbM specialist
Measurement information is transferred
automatically via IDRP* from the OMNI-
TREND ® database to the onshore CbM
specialist (e. g. PRÜFTECHNIK)
Analysis of measurement data
A specialist – at customer side or the
“Germanischer Lloyd“ certifi ed Monitoring
Center of Prüftechnik – analyzes
received data and formulates a diagnostic
Corrections and actions
After formulation of actions: typically
balancing, alignment and other tasks
must be fulfi lled on the vessel to enhance
the condition of the analyzed
machines (customer or PRÜFTECHNIK)
Typical workfl ow for the implementation
and operation of a CbM program on ships

coded studs that have been previously
mounted on the defi ned measurement
points on the various machines. The VIB-
CODE® transducer reads the coded location
and ‘knows’ which measurement tasks
need to be taken at each coded point. Once
the measurement routes have been fi nished
they are uploaded and stored into the OM-
NITERND® software.
Remote measurement analysis
Measurements are taken every 4-6 weeks.
A portable VIBSCANNER® data collector
equipped with the VIBCODE® automatic
location recognition system ensures errorfree
readings.
Characteristic overall values (so-called
level 1 monitoring or detection phase
values) are collected. Overall values include
machine vibration data and roller
bearing condition data (e.g. shock pulse
measurements). These characteristic level
1 values are collected in graphs and
trended by time.
Alarm limits can easily be set by the specialist
to allow users to detect deterioration
of the machinery health at a glance.
This has also been experienced by the
Qatar Shipping Company (QSC) the
Prüftechnik `Service & Diagnostic Center`
prepares regular analysis reports for.
According to Rahul Bhargava, Technical
Manager of QSC, the remote analysis service
increased the benefi t of their inhouse
CbM program by preventing some unplanned
shutdowns.
To fi nd the root cause of detected problems,
in-depth analysis can be performed
using further signal measurements such as
spectra, envelope spectra and time waveforms.
The signal analysis (or so-called
level 2 monitoring or simply the analysis
phase) ensures identifi cation of the root
cause of problems and allows eradication.
Analysing the collected data requires a
skilled vibration analyst, which usually demands
having the possibility to send collected
data to a specialist.
Intelligent Data Replication Process
The OMNITREND® software platform of
Prüftechnik is not only used to confi gure
measurement setups but is also used to
store collected data. The Germany-based
company developed an Intelligent Data
Replication Process (IDRP) functionality
Workfl ow of a CbM program using the intelligent Data Reduction Process (IDRP)
that is integrated in the OMNITREND®
software platform. For analysis purposes
a small-sized data export fi le can be sent
to a service provider by email. This is done
automatically with the aid of a scheduler
that is part of the program. No further human
intervention is needed for exporting
data. As the data export fi le will be sent in
a packed fi le format (zip) the fi le size can
be kept to a minimum. An example: A typical
database on a ship contains about 100
to 150 measurement locations. If readings
for the last three months are transferred by
email, the size of the export fi le is not more
then 600 KB using the IDRP functionality.
Furthermore, only the last collected data
is automatically transferred to the expert
assuring that there is no unnecessary data
overlap, which effectively reduces the data
load. This smart software solution keeps
the costly satellite communication cost
very low. At the onshore service provider or
specialist, fi les are automatically collected
by the Email Center software that stores the
data fi les from the vessel(s) in the corresponding
database(s), accordingly. Thanks
to the smart and simple IDRP functionality
no further complicated offl ine synchronization
procedures are needed.
Finally, the most important task onboard
the vessel is to take readings on a regular
basis. This is needed to have enough data
to be able to detect even small machinery
health variations in the trends at an early
failure evolution stage. Regular readings are
a must to be able to perform reliable CbM.
The regular readings must also include the
required level 2 measurements for further
analysis and diagnosis performed by a
specialist. The Prüftechnik Service & Diagnostic
Center (SDIC) is certifi ed by Germanischer
Lloyd (GL) and performs the socalled
“remote analysis service” for marine
customers. To ensure that no database setups
are changed by the vessel’s crew, access
rights to the OMNITREND® software can
be restricted.
The author:
Simon Lebherz,
Area Sales Manager,
Prüftechnik Condition Monitoring
GmbH, München, Germany
Ship & Offshore | 2010 | N o 4 113

SHIP & PORT OPERATION | CONDITION MONITORING
Remotely performed service
Using the service module SMARTLink
enables a direct link to shore-based
service engineers
BJØRGE MARINE AUTOMATION | Norwegian-based
Bjørge Marine Automation
(BMA) has recently launched a service
module for its SMARTChief® II Alarm
For professionals in shipbuilding,
offshore and marine industry
Gain a global insight into trends and developments
in addition to receiving appropriate specialised
information from all sectors of the maritime industry,
focusing on the shipbuilding industry, ship technology
and the growth market offshore technology.
Ship&Offshore is published six times a year.
Don’t miss this valuable source of information! Save
your free trial issue at www.shipandoffshore.net
& Control System with a direct link to
shore-based service engineers. SMART-
Link empowers the service engineers or
the operator of the vessel to remotely and
real-time interface with the alarm system
for system status, support the vessel’s engineers
remotely as well as assess the vessels
overall condition.
In order to enable remotely performed
service, a SMARTLinkcomputer is added
and integrated with the SMARTChief® II
system with a redundant network connection
(same principle as the main
SMARTChief® II system onboard), but
with an extra network connection to the
ship’s network as well. This means that
the engineer is able to connect to the onboard
SMARTChief® II system, typically
with a Remote Desktop connection from
the offi ce, enabling access to the same
screens and information as those onboard
the ship.
Provided that access to the Internet is
available, service engineers can connect
directly to the vessel from BMA’s own
service centre and perform real-time
Operate successfully
in the global
maritime market
Visit us at:
Stand A1.534
SPI_003-10_1_2_20100525153823_420976.indd 1
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www.shipandoffshore.net
service and status checks of the system
remotely. BMA can assist by offering
advice in terms of the most appropriate
response for the alarm in question and
performs changes and upgrades to the
SMARTChief® II as required.
Possible hardware tests and changes
can subsequently be performed by the
onboard crew themselves after consulting
BMA engineers, reducing the owners
service costs.
To further assist the crew in becoming
competent in the safe operation and
maintenance of the SMARTChief® product
range, Bjørge Marine Automation has
also launched the SMARTAcademy, an
in-house training facility equipped with
an operational SMARTChief® range of
systems. A vessel’s technical crew attends
a 2 day training course at Bjørge Marine
Automation’s main factory where they
are introduced to the system’s key principles,
system maintenance, as well as its
full potential and operational benefi ts,
also with the aim of minimizing the vessels
operational costs.
The international publication of
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Vessel motion monitoring solution
to improve safety and effi ciency
KONGSBERG SEATEX | The VMM 200, a
sophisticated new vessel motion monitoring
solution from Kongsberg Seatex, is designed
to improve the safety and effi ciency of operations
where accurate vessel motion data
is critical. This new attitude determination
solution is the fi rst of its kind and is made
possible through decades of position and
motion reference experience and deliveries.
Until the release of the VMM 200, real-time
monitoring of the vessel motions in 6-degrees-of-freedom
in any point from one
motion sensor source has not been possible.
The VMM 200 takes input from Kongsberg
Seatex‘s own Motion Reference Units
(MRU) and Seapath. It also integrates data
from existing navigation and weather sensors.
Many vessels already have the majority
of these sensors onboard and the VMM
is able to combine their data to ensure that
an accurate representation of a vessel‘s motion
at various points can be presented
within its user-friendly interface.
At the forefront of
Mobile Satellite
Services for 30 years
• On-demand solutions for any size or type of maritime
operation, anywhere in the world
• 24/7 global customer support
• World-leading suppliers through one of the
most trusted and experienced providers
By combining the MRU, navigation and
meteorological sensor input, the VMM 200
enables the user to monitor the motion of
any user defi ned point of interest on the
vessel. The system will give alarms and
warnings when the motion level exceeds
user-defi ned limits.
The VMM 200 vessel motion monitoring
by Kongsberg Seatex
The VMM 200 presents real time vessel motion
data in addition to real time statistical
analysis and includes data recording functionality.
The presentation of trends in ves-
sel motion helps operators to defi ne limits
at certain points of a vessel with alarms and
warnings to ensure operations do not take
place when it is unsafe to do so. This makes
the VMM 200 a decision support tool for
marine operations such as light well intervention,
offshore crane operations, module
handling on deck and over moonpool,
and launch & recovery of ROVs.
The VMM 200 is a two module solution
with a Processing and an Operator Unit
connected via Ethernet (sensors can be connected
via Ethernet or serial). The Processing
Unit runs all critical computations independent
from the user interface on the
Operator Unit to ensure continuous and
reliable operation. Multiple Operator Units
can be connected to the same Processing
Unit in a networked architecture. The Operator
Units present the vessel motion data
in a clear and easy to understand format to
ensure decision making based on the available
data is as effi cient as possible.
The world’s most powerful alliance for FleetBroadband
Innovative solutions to
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See how we can enhance your maritime satellite communications experience – contact Marlink
Tel (24/7) +32 70 233 220 · Fax +32 2 332 33 27 · information@marlink.com
Offering customers the most
comprehensive product
portfolio on the market
Visit us at SMM
Stand B6: 112
www.marlink.com
OSLO • LONDON • HAMBURG • BRUSSELS • ATHENS • DUBAI • MUMBAI • SINGAPORE • TOKYO • WASHINGTON DC • HOUSTON

SHIP & PORT OPERATION | SAFETY & SECURITY
Monitoring fuel consumption
TRANSAS | A new simulator for monitoring
fuel consumption and emissions has
been developed and delivered by Transas.
The customer, Rørvik Safety Center (Norway),
has designed a training concept called
EcoShip, which is supposed to change the
mindset of offi cers on the environmental
impact they can directly infl uence.
EcoShip is a range of courses under the
auspices of the Rørvik Safety Center,
whose innovative maritime environment
simulator will be a useful tool and an
important contribution to the maritime
industry‘s ambitious environmental goal
The environment simulator EcoShip at the Rörvik Safety Center
SIGNIFICANT SHIPS
116 Ship & Offshore | 2010 | N o 4
of reducing emissions of greenhouse gases
and pollutants.
Fuel consumption and emissions is a very
hot topic right now, especially considering
new MARPOL Convention amendments
concerning transfer of oil cargo between oil
tankers at sea for the prevention of marine
pollution during some ship-to-ship (STS)
oil transfer operations. Meanwhile fuel saving
has always been a large concern.
Course participants are said to acquire
the necessary knowledge, skills and competence
to plan and carry out fuel economy
runs of typical shuttle ferries/express
boats in order to minimize emissions of
greenhouse gases and pollutants. Students
should also understand the connection
between fuel effi cient driving and increased
safety for ships, cargo and passengers
- especially during maneuvers to and
from shore.
Training by means of the environment
simulator EcoShip is an educational and
realistic way to show the correlation between
different types of vessel handling
and discharge of emissions to air. The environment
simulator has different functionalities,
the most important being:
� to simulate various types of vessels (ferries,
speed boats, etc.)
� to measure the speed and time spent
� to measure the fuel consumption in
real time, total and average
� to measure the emissions of NOx, SOx,
CO and HC
2
�
to store the simulations for the debrief
of the course participants.
The simulator has an electronic chart and
information system (ECDIS), radar and
marine communications with the intent
to provide a holistic approach and create
realistic conditions for learning. The simulator
will be used to create understanding
and to change the attitude among the
navigators on board various ships, preferably
shuttle ferries and high speed crafts
(HSC). Through the simulator, training
navigators will get an idea on how to reduce
emissions of pollutants and greenhouse
gases as well as how to lower fuel
consumption and costs at the same time.
The simulator will also be used for education
in accordance with STCW-95 standard
in navigation, marine communications,
Rules of the road, search and rescue
operations and radar/ARPA.
The Royal Institution of Naval Architects published the 20th edition of its annual
Signifi cant Ships series in February 2010. Produced in our usual technicallyorientated
style, Signifi cant Ships of 2009 presents approximately 50 of the
most innovative and important commercial designs delivered during the year
by shipyards worldwide. Emphasis is placed on newbuildings over 100m in
length, Each ship presentation comprises of a concise technical description,
extensive tabular principal particulars including major equipment suppliers,
detailed general arrangement plans and a colour ship photograph.
Price: £46 (RINA member £40) including p+p
available in printed or cd-rom format
E-mail: publications@rina.org.uk www.rina.org.uk/sigships.html
The Marketing Department, Royal Institution of Naval Architects,
10 Upper Belgrave Street, London, SW1X 8BQ, UK.
Tel:+44 (0)20 7235 4622 Fax +44 (0)20 7259 5912

Surveying via simulator
SAFETY TRAINING | The very fi rst 3D
survey simulator specially designed to improve
safety in the shipping industry is
now in use. By this, virtual ships used for
extensive training, knowledge sharing and
experience development are brought into
the classrooms.
Class surveyors and also port state inspectors
are able to take major steps forward
through improved and accelerated training.
Later on, ship offi cers and superintendents
will be able to start using the new
tool, too.
The 3D survey simulator has been developed
by DNV. Based on the same principles
as those used in computer games, trainees
are able to navigate around all parts of a
vessel. Inspections can be carried out from
the upper part of the superstructure to the
lower part of a cargo hold or the ship’s
double bottom. Even a drilling rig can be
surveyed in cyberspace.
The complete 3D training facilities are
installed at Gdynia, Poland. A new
building was opened in May and train-
ing facilities mainly designed for the
3D simulator are an important part of
the building. But the equipment will
be made portable and surveyors can be
trained almost everywhere.
The 3D survey simulator allows trainees
to conduct inspections on virtual vessels,
indentify non-compliances and safety issues
and optimise workfl ow processes
in a controlled, interactive and guided
environment. Using images taken from
existing vessels, the 3D-enabled software
replicates onboard conditions with remarkable
fi delity.
According to DNV, not only the technology
has developed but so have the surveyors
too. Especially the younger surveyors have
used computer systems as a more integrated
part of their education.
The software has been developed to make
the simulator fl exible. Numerous different
fi ndings can be included so that surveyors
can visualise what they will face in a real
situation. Trainees are allowed to adjust
conditions, such as the degree of corrosion
Private maritime security
ANTI-PIRACY | The Merchant Maritime
Warfare Centre (MMWC) have entered into
a joint venture with specialist maritime security
company Independent Maritime Security
Associates Ltd (IMSA) to combine accredited
private maritime security training
with anti-piracy Best Management Practice
and comprehensive piracy intelligence.
The joint venture comes at the same time
as the EU Commission recalls its recom-
www.hoppe-bmt.de
mendations to regulate private maritime
security. Acknowledging the role private
fi rms play in the modern piracy endemic,
the recommendations advise states to regain
control over exercising force on the
high seas through the implementation of
an effective vetting and training system of
private security personnel.
This would be tighter controlled by an
oversight, investigatory and enforcement
Individual Solutions
More than 60 years of experience
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Cargo Handling Systems
Motion Control Systems
Monitoring Systems
Worldwide Service
Part of the virtual ship as seen in the 3D
survey simulator
and weather and light conditions, to fi t different
purposes. Safety confl icts are also
built into the program to encourage trainees
to be more aware of potential hazards
while inspecting.
system that would also serve to protect the
social rights of private security company
employees.
The joint venture sees the amalgamation of
IMSA’s ISPS training courses with MMWC’s
anti-piracy intelligence, resources and entrepreneurial
suite of anti-piracy products
which commences with the launch of the
new Ship Security Offi cer Plus+ (SSOplus+)
course in June.
We sea you…
SMM, Hamburg, Germany,
September 7th-10th, 2010,
Hall B6, Stand No.170
Your partner for Offshore Vessels!
Ship & Offshore | 2010 | N o 4 117

SHIP & PORT OPERATION | NAVIGATION & COMMUNICATION
Next generation
Iridium constellation
SATCOM | Iridium Communications
Inc. has announced
its plan for funding, building
and deploying its next-generation
satellite constellation,
Iridium NEXT. Specifi cally,
the company announced the
execution of a fi xed price
contract with Thales Alenia
Space, a joint company between
Thales (67%) and Finmeccanica
(33%), for the design and construction
of satellites for the
Iridium NEXT constellation.
In addition, the Company
announced that Coface, the
French export credit agency,
has issued, for the account of
the French State, a “Promise
of Guarantee” which commits
to cover 95% of the $1.8
billion credit facility for the
www.mtkorea.org
project. The fi nancing to be
covered by the Coface guarantee
is being syndicated
through French and other
major international banks
and fi nancial institutions, and
is expected to be completed
this summer. The Coface
guarantee commitment is not
conditioned on Iridium raising
any further debt or equity
fi nancing. Goldman, Sachs
& Co., Société Générale and
Hawkpoint Partners Limited
continue to advise the Company
in connection with the
fi nancing.
Based on the amount of the
above guarantee, the company
expects Iridium NEXT to be
fully funded when the fi nancing
is fi nalized this summer.
Mecca of World Shipbuilding Industry,
Gyeongsangnam-do
Gyeongsangnam-do is the core position of
manufacturing technique of LNG Carrier and
Offshore Plant.
118 Ship & Offshore | 2010 | N o 4
Tel : +82-2-555-7153, +82-55-212-1334~6 E-mail : info@mtkorea.org
This is said to be a critical step
in maintaining customers’ and
partners’ confi dence that Iridium
will keep delivering innovative
products and services
globally through the coming
decades.
Iridium’s fi xed price contract
with Thales Alenia Space provides
for the construction of
the originally planned 72 operational
satellites and in-orbit
spares, plus an additional
nine ground spares, which
provide greater risk mitigation
with respect to the new constellation.
As a result of the
expanded scope of the project,
the total cost of Iridium NEXT,
including all costs associated
with development, manufacture
and launch of the con-
Organized by
Managed by
Iridium satellite built
by Thales Alenia Space
stellation, is now anticipated
to be approximately $2.9 billion.
In addition, Iridium has
entered into an Authorization
to Proceed (ATP), which allows
Thales Alenia Space to
commence work immediately
on the development of satellites
prior to completion of
the fi nancing, with the plan to
commence the launch of the
fi rst satellites during the fi rst
quarter of 2015.
International Exhibition for the Korea Shipbuilding,
Marine Technology Industries 2010
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Main Exhibits
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Events
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Invitation for Foreign Buyers
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Extensive data
volume used
VSAT | Maritime satellite communication
is fast rising. A survey
into Ship Equip’s customer
base shows that 770 ships using
the satellite broadband system
SEVSAT (Ship Equip VSAT) increased
its monthly data transmissions
from 9,1 GB per ship
per month in April 2009 to
19.7 GB per ship per month in
April 2010.
This has been an ongoing
trend. A few years ago customers
were more cautious and
only deployed a small number
of PCs when the SEVSAT satellite
communication was
installed. One in the wheelhouse,
one in the machine
room and maybe one in the
mess. This has changed for
a number of reasons. Many
customers are installing WiFi
networks and allow a higher
number of PCs on board,
both for operational and personal
use. One reason is they
have deployed on-board IT
systems that require being
online with the land offi ce.
Problem solving by sending
pictures of damaged equipment
to vendors has become
a popular way of getting acceptance
of the problem and a
quick response from the suppliers.
Others fi le applications
for port access and complete
procedures to comply with environmental
requirements before
entering restricted waters.
To ensure bandwidth for operational
use, the networks can
be split into an operational
and a crew network with separate
bandwidth allocations.
The initial caution was due
to their previous experience
paying by the Megabyte, that
quickly could accumulate a
high communications bill.
These days, ship operators
experience that the VSAT bill
stays close to fi xed, only varying
slightly according to telephone
usage, which, with rates
starting at 0.08 USD, does not
add a lot to the fi xed bill. Besides,
a lot of ships have limited
the telephone to operational
use and letting the crew
pay for the their personal use
through Prepaid Crew Calling
solutions.
Although ShipEquip sees a shift
towards 256 Kb/s and have a
number of contracts that go
into the Megabits, the largest
proportion of the customers are
still on the 128 Kb/s-128 Kb/s
contract and communicate
10 - 15 GB per month. So the
growth in data transmission
volumes are apparently not attributed
to high bandwidth users
raising the average.
Entry-Level VSAT
service introduced
MARLINK | A new, entrylevel-band
VSAT service called
@ SEAdirect has been launched
by Marlink. The new, low-cost
service provides multiple data
rates of up to 1024/256 kbps,
offering Internet, e-mail, and
voice capability for increased
operational effi ciency and crew
communication at sea.
The new @SEAdirect service
provides ship owners and operators
with Internet and e-
mail for business and crew, together
with a 24/7 worldwide
customer support service. Marlink
can also provide leased
hardware as an option with
installation and service available
globally. Using the same
antenna system as Marlink‘s
WaveCall VSAT solution,
@ SEAdirect can be easily upgraded
to the WaveCall service,
without any modifi cations
to the hardware.
VoIP via Inmarsat
FleetBroadband
VIZADA | Shipping company
customers are offered the opportunity
to reduce the cost of
shore-ship communications
to Inmarsat FleetBroadband
terminals by activating a voice
over IP (VoIP) connection on
its network.
Shipping companies that use
Vizada’s Inmarsat FleetBroadband
service and make regular
voice calls to the terminal
from offi ces on shore simply
require a VoIP-compatible
PABX telephone server at their
premises. Vizada can then confi
gure its infrastructure to route
VoIP calls over its network to
the terminal on board ship.
Once in place, all voice calls to
Inmarsat FleetBroadband terminals
are transited via VoIP,
signifi cantly reducing costs for
the shipping company.
This confi guration is available
for all customers worldwide,
and provides a more cost-effective
voice calling service for
shipping companies whose
staff make regular voice calls
to satellite terminals on
board. End users also benefi
t as the dialling procedure
is exactly the same as with a
standard land-based voice
call, avoiding the use of a
specifi c PIN or password. The
only number called is that of
the satellite terminal. Vizada
says this is an interesting way
of saving money on calls to
FleetBroadband terminals.
Many of the major shipping
companies that use Vizada’s
services are reported to make
very frequent calls from shore
to ship and they stand to benefi
t a great deal from VoIP.
Ship & Offshore | 2010 | N o 4 119

SHIP & PORT OPERATION | INDUSTRY NEWS
Third edition of
Acoustic Manual
ROCKWOOL | The popular
Rockwool Marine & Offshore
Acoustic Manual, which has
established itself as a reference
guide in the market, has been
updated with a third edition,
featuring many new measurements.
The guide is said to offer
insight into the complex
and increasingly
important matter of
sound.
Based on a growing
need in the market
for information on
sound insulation, it
contains an extended
range of measure-
ments in the sound
absorption and –reduction
areas, as well
as within dynamic
stiffness. Inquiries on
new measurements
for fi re rated constructions,
as well as the introduction
of new products, such
as the Rockwool Marine Acoustic
Foil, have led to the updated
guide.
Within the extended range of
sound absorption, new measurements
for Rockwool Marine
Acoustic Foil have been
included. This is a 19 my foil,
which has the special properties
of combining the quality
of absorbing oil moist without
destroying the excellent sound
absorption properties. In combination
with a perforated steel
plate, the foil has been tested
for low fl ame spread and is now
being marine certifi
ed as a system.
Further, a range of
additional sound
reduction measurements
for alternative
constructions
have been included
in the new Acoustic
Manual. Amongst
other topics, the extended
range now
includes measurements
of solutions
combining fi re and
thermal insulation,
aluminium
A-constructions, corrugated
steel constructions, as well as a
range of new H-constructions.
Information and measurements
of dynamic stiffness of
the Rockwool Marine Slab 140
has also been added to the
Manual. This is the most commonly
used product for fl oating
fl oors.
All calculations are based on a 3D geometric model
dKart tool designed to correct ECDIS
JEPPESEN | A new tool called
dKart Sounding to Obstruction
has been released by Jeppesen.
This dKart tool is designed to
correct an ECDIS presentation
fault whereby some shoal
soundings may not be depicted
on ECDIS displays. The tool
is available immediately to
hydrographic offi ces and producers
of electronic navigation
charts (ENC).
The dKart Sounding to Obstruction
is claimed to be the
fi rst and only application that
rapidly and securely reviews an
entire ENC library for soundings
that may not be displayed,
120 Ship & Offshore | 2010 | N o 4
The new Acoustic
Manual will be
available for download
online and as
a print version
fi xes them and produces a
comprehensive and detailed
report of changes made. The
application is being released
as part of the dKart Inspector
and dKart Editor Maintenance
subscription agreement, so it
is available at no additional
cost to organizations already
producing ENCs using current
dKart licenses.
The International Hydrographic
Offi ce (IHO) fi rst made known
the ECDIS presentation fault,
whereby some shoal soundings
may not be presented on an
ECDIS display, in April 2009.
Mariners were advised to review
New generation
loading computer
JOTRON CONSULTAS | A
new loading system called C-
Loading by Jotron Consultas
has been launched, in which
all calculations are based on a
3D geometric model of the hull
and inner structure.
C-Loading is a modular software
consisting of a wide range
of function modules which can
be assembled together with
great fl exibility. The modularity
yields a Loading Computer solution,
which is tailored to the
needs and requirements of each
vessel type.
planned routes in an ECDIS to
display “all data“, and hydrographic
offi ces were urged to
review and update their source
material.
Jeppesen says it has developed
a solution that programmatically
eliminates the ECDIS
shoal presentation fault for
hydrographic offi ces and ENC
producers, helping them to succeed
in their mission of providing
the information necessary
for mariners to operate safely.
The dKart Sounding to Obstruction
tool uses an ENC
fi le feed (including the base
fi le and any update fi les), and
The main objective has been to
develop an easy-to-use Loading
Computer System, but still
featuring advanced functionality.
Users familiar with previous
versions of Consultas Loading
Computers are said to recognize
the typical Consultas user interface.
The fi rst vessel that received
C-Loading was the FDPSO
Dynamic Producer, a DP
Floating, Drilling, Production,
Storage and Offl oading vessel.
Owner and operator is Petroserv
S.A, Brazil.
checks each ENC for sounding
clusters that contain data that
should appear as an obstruction,
not as a sounding. The
appropriate depth is changed
to an obstruction object type
in the depth position, common
attributes are transferred
automatically and an option
is given to set water level effect
attribute automatically.
In the ECDIS, when mariners
update the resulting ENC fi les,
the shoals that did not appear
in standard mode will now appear
as obstructions, and automatic
grounding alarms will
detect them.

Ship Finance Forum 2010
The Future of Ship Financing
Crises and Chances
Key Topics
Winners and losers – ship finance following the serious crises
Does the KG model have a future?
Bad banks for ships – what rescue schemes really help the sector?
Alexander Betz, CPO, MPC Group
Herbert Fromme, Correspondent, Lloyd’s List and
Financial Times Deutschland
Stephen A. Hanrahan, Director, Ocean Shipping
Consultants
Tobias König, Managing Partner, König & Cie.
Werner Lüken, President, German Shipbuilding and
Ocean Industries Association
Thomas Rehder, Managing Director,
Reederei Carsten Rehder
Hans-Joachim Otto
Federal Ministry
of Economy and
Technology
September 6 th 2010
Held on the day before the SMM 2010
Hamburg Messe, Hamburg, Germany
Sander Schakelaar
JR Shipping
Speakers
Information
The fee for attending the “Ship Finance Forum 2010” Conference totals € 600, excl. VAT. An advance copy of the programme
and a registration form can be found under www.smm-hamburg.com. Or feel free to call us: +49 40 3250 9230.
Media Partners
Reiner Seelheim
E.R. Capital Holding
Register now:
www.smm-hamburg.com
Klaus Stoltenberg, Head of Aviation and Ship
Financing, Nord/LB
Martin Stopford, Managing Director, Clarkson
Dietrich Tamke, Managing Director, Transeste
Schiffahrt
Dr. Torsten Teichert, CEO, Lloyd Fonds
Nicholas Teller, CEO, E.R. Capital Holding
Dr. Uwe-Carsten Wiebers, Global Head of Ship
Financing, KfW
Torsten Temp
HSH Nordbank

SHIP & PORT OPERATION | INDUSTRY NEWS
Single point of contact
for shipping spare parts
FREIGHT FORWARDING | Wilhelmsen
Ships Service has introduced a new effi
ciency to its customers in the form of a
Ships Spares Logistics offer with a single
point of contact for managing the delivery
of spare parts from manufacturer to vessel,
with total visibility on data and associated
prices. The new service combines the establishment
of a central Freight Forwarding
Centre with an online service, which
provides its contract customers with the
ability to see the location and status of
their orders as well as offering a number
of reporting features.
Wilhelmsen Ships Service ISPS cleared
ship agent covers the “last mile”
The Freight Forwarding Centre is located
at Sittensen, near Hamburg in Germany,
at the centre of some of the biggest manufacturers
of ships spares. The location has
good access to the European ports, as well
as to some of the main international airports
reaching the whole world. The Freight
Forwarding Centre will support the ships
service network with specialist knowledge
and will manage, control and optimise the
transport of ship spares from the supplier
to the vessel.
The company’s IT communications system
is used for tracking and optimising
the spares logistics with 318 offi ces serving
2,200 ports worldwide and its products
and services. This system will operate the
online reporting service to which contract
customers have access. These reports include
information such as the logistics cost
per fl eet or per vessel per month, and the
supplier due date versus actual release date
of spares. Pricing is not only standardised
but it is also predictable and transparent.
Dealing with a central logistics service is
also said to remove the risk of unexpected
charges that could be levied by some agencies
for urgently needed spare parts in remote
ports.
All Wilhelmsen Ships Service’s port personnel
are said to have ISPS clearance (International
Ship and Port Facility Security)
which means they have easy access to vessels
for delivery of spare parts.
DP World joins
with Integrity
COOPERATION | The terminal operator
DP World and the Consortium of the Integrity
project (Intermodal Global Doorto-door
Container Supply Chain Visibility)
have signed a cooperation agreement.
The direct outcome is the participation of
DP World already in the project demonstration
phase, intending to send terminal
data on containers which are monitored
during the Integrity demonstration
and which are handled in DP World terminals
to the neutral IT platform SICIS
(Shared Intermodal Container Information
System). For this purpose DP World
will implement the system interface with
SICIS.
Demonstrations, which are continuously
running since September 2009, are said
to show that SICIS is functioning properly
in all parts and that it guarantees improved
visibility and security of container
transports.
DP World, with 49 terminals in 31 countries,
took notice of the Integrity research
activities related to the company’s interest
to enhance customers’ supply chain effi -
ciency by effectively managing container
transports.
Hutchison Port Holdings (HPH) has already
been involved as a partner in the Integrity
project since its inception. The new
cooperation with DP World extends the
scope of the Integrity project to additional
ports and tradelanes.
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122 Ship & Offshore | 2010 | N o 4
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