september october 5 2010 new building: next-generation ... · energy from green water 32 new...

The international publication of

Tanker shipping: Transport and handling of biofuels 51

Offshore industry: Green energy from green water 32

New building: Next-generation trimaran 10

SepTember OcTOber | 5 | 2010

www.shipandoffshore.net

KRAL AG, Bildgasse 40, Industrie Nord, 6890 Lustenau, Austria, Tel.: +43 / 55 77 / 8 66 44 - 0, Fax: 8 84 33, e-mail: [email protected] -USA, Inc., P.O. Box 2990, Matthews, NC 28106, USA, Tel.: +1 / 704 814 - 6164, e-mail: [email protected]

Fuel consumption per nautical mile.

Since many years KRAL is known as manufacturer of high precision fuel con-sumption measurement systems. Former systems could not process GPS data.

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KRAL Electronics BEM 800 – Fuel Consumption

Measurement per Nautical Mile.

The new BEM 820 ADV is able to process the torque and rotation speed and to cal-culate the specific fuel consumption SFC.

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SMM – the key indicator for current trendsThis year’s international shipbuilding, machinery and marine technology trade fair (SMM), held in Hamburg from September 7th-10th, was perhaps the most significant ba-rometer of the current situation in the maritime market. It certainly stimulated the industry, presenting 2,003 exhibi-tors from 58 countries and attracting 50,000 trade visitors from all over the world. The largest group of visitors came from shipowners and shipping companies, followed by ma-chinery and plant manufacturers and the shipbuilding and shipyard industry. A mood of cautious confidence was identifiable among ex-hibitors and visitors alike. The markets might not be im-mediately returning to the peak of some years ago, but there was a very evident desire to keep up the hard work. There was an upbeat atmosphere among the professionals dis-cussing the improving situation. The vast majority of the international trade visitors are re-ported to have given a positive assessment of the economic situation and expect a further improvement. The exhibiting companies, two-thirds of which came from outside Ger-many, were certainly confident about the prospects, even though some of them were still somewhat reserved in their optimism. “Green technologies”, offshore engineering and ship financ-ing were the keynote areas at this year’s SMM. The trend towards greener systems with at the same time an improvement in efficiency was evident in the shipbuild-ing industry, having grasped the importance of “green ship-ping”. There is general agreement that a system must not only be environment-friendly but also save fuel. Energy conversion and ship efficiency are vital factors when it comes to energy saving, it being essential to minimise the amount of energy consumed. We are therefore taking the

opportunity to look at the complexity of conversion proc-esses on board a vessel in this issue (see page 14).Ballast water is one of the major pathways for biological invasion throughout the world. Removing organisms from ballast water is a promising way to prevent the introduction of bioinvaders causing ecological and economic damage. Al-though the IMO Convention was adopted in 2004, to be ef-fective it needs ratification by 30 states representing 35% of the world’s merchant shipping tonnage. The current status of the Convention is that it has been ratified by 21 countries representing about 23% of merchant fleet tonnage. Until the standard becomes compulsory, ship owners are encour-aged but not required to install a ballast water treatment plant in their vessels. It is essential to develop new processes and determine the effectiveness of combining ballast water treatment methods. We describe several new systems in this issue from page 20. The principles of wave energy were considered in our last issue of Ship&Offshore. In this issue, we continue with this topic by describing an innovative approach for generating power from wave energy using the pitching movement of a vessel (see page 32). Consumers are increasingly demanding the use of biofuels, consisting of bioethanol and fatty acid methyl esters. Tank-ers are obviously required for transporting these, and the resulting challenges involved with storing, handling and shipping biofuels are discussed on page 51.

Ship & Offshore | 2010 | No 5 3

CoMMenT

Dr.-Ing. Silke Sadowski Editor in Chief [email protected]

Leon Schulz M.Sc.Managing Editor

[email protected]

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2887_anz_mtp_s+p_183x40_engl.indd 1 27.09.2010 15:31:524 Ship & Offshore | 2010 | No 5 Ship & Offshore | 2010 | No 5 5

24

New building10 Next-generation

102 metre trimaran

Cruise & Ferries12 LNG PAX Vessel Concept12 Keel laid for Costa Fascinosa13 Power to world’s largest gas ferry13 Fifth cruise ship for AIDA Cruises

Propulsion & manoeuvring technology

14 A holistic view of energy conver-sion onboard ships

17 Sealless pumps match demands of low-sulphur fuels

18 Two-stage turbocharging to reduce emissions

19 Liquid-cooled drives pack19 Diesel particulate filter

Ship repair & conversion24 As-built survey of a hull

Ship design27 ShipConstructor 2011 released

27 Enhanced functions

Green shipping: Ballast water

20 Siemens: Sicure BWMS based on filtration, disinfection and control21 Mahle: Ocean Protection System

22 Unitor: Type Approval

22 GEA: Westfalia Separator® BallastMaster

23 Wärtsilä: Two-step BWTS

23 Hyde Marine:Hyde Guardian®

Shipbuilding & Equipment



Renewable energy32 Green energy from green water

34 Windlifter system and F2F for offshore wind park installation

34 Two jack-up installation vessels with VSP

Offshore & Marine Technology

Safety & security28 Limitation matrices for fire, gas,

smoke and water safety

Industry news30 Economic tube fabrication and

reducing setup times

30 Load release hooks for lifeboats

30 UHP robotic system

31 Modular cargo tank measurement

In Focus

from page 20

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CONTENT | September/OctOber 2010

5136

Tanker shipping51 Safe transport, handling and

storage of biofuels

Control & monitoring52 Container

securing and stowage52 Funnel smoke monitoring system53 Catalyst fine particle size distri-

bution screening53 Electronic small ship propulsion

control system

Navigation & communication54 OpenPort connected with Vizada

Solutions54 Enhanced features54 Auto routeing54 Compact EPIRB55 New autopilot with IP67 protection

Offshore & Marine Technology

Ship & Port Operation

Ship & Port Operation

RegularsCOMMENT ........................... 3NEwS & FaCTS ................... 6BuyER‘S GuIdE ................ 41IMPRINT ............................. 59

55 Portable satellite broadband solution

Industry news56 Naval (W)ECDIS certified56 Transfer of battle tanks between

ships57 Scandinavian universities focus

on human factors58 Control of HCFC chemicals58 Helicopter operations

surveillance58 Improving vessel performance

Classification35 Well intervention units become

more efficient

Oil & gas36 Floating production platform

powered from land

37 Installation works in 2,500m waterdepth in Gulf of Mexico

37 Oil & gas maps and field atlas diary

Industry news38 Alliance for offshore

installations & vessels

38 Cleanup with oil-degrading microbes

39 Portable offshore crane simulator

40 Updated offshore and ship design software

40 Aveva acquires companies

6 Ship & Offshore | 2010 | No 5

Industry | NewS & FactS

Offshore research centreLORC | Denmark’s leading centre focusing on research, testing, and demonstration of technology related to offshore green energy – LORC – of-ficially opened recently with a conference at Odense Steel Shipyard in Lindoe. The facility was established by a number of Danish companies enganged in renewable energy production at sea with the aim to create a leading global development centre. Construction of the world’s largest benches for test-ing wind turbines mechanical and electrical components is in full swing, and LORC is in-volved in several projects that have two clear common goals: bringing down the cost of en-ergy extraction and strengthen-ing industrial capacity to create growth. LORC was established with private funds and has

received support for booting from the Renewal Fund and the Southern Growth Forum to transition in hard-hit areas. Some 200 managers and part-ners from various organisations and authorities participated in the opening conference at Odense Steel Shipyard.

Mega yacht deliveredNobiskrug | The 68m long mo-tor yacht Sycara V was recently delivered to her owners by No-biskrug GmbH, Rendsburg. The maximum speed of 17 knots is achieved with two Caterpil-lar main engines of 1566 kW each and a range of more than 5,000nm, which gives trans-Atlantic capability.

The interior of this mega yacht was designed by Craig Beale, of Pure Detail and the exterior by Nobiskrug.The interior of Sycara V is dedi-cated to spacious and barrier-free living. The main deck of-fers an open space of more than 25m from the dining room to the library. LORC area in Lindoe

Contract for deliveryHavyard | Supply Service from the Faroe Is-lands, management company for several com-panies within the Sjóborg group, has ordered construction of one Havyard 832 L Platform Supply Vessel (PSV) from the Norwegian Hav-yard Group. The vessel type Havyard 832 L is a large me-dium-sized PSV with a length of 86m and a breadth of 17.6m, well equipped for offering most types of service and supply work required by the offshore oil industry. In addition to hav-ing a large, flexible cargo capacity the Havyard 832 L will be equipped for oil recovery (NOFO 2009), stand-by /rescue services and fire-fighting (FiFi). Maximum speed of the 4,200

dwt supply ship is 15 knots. A deck area of 900 m2 and accommodation for 24 persons is provided. Havyard 832 L is a further development of the previously designed and delivered Hav-yard 832s. According to the company’s data, the Havyard 832 L has defined a new segment of medium sized PSVs and offer higher cargo capacities, better flexibility, better seakeeping abilities and lower fuel consumption than competing designs. The actual contract is the tenth in a row of this design type.Havyard 832 L will be built at Havyard Leirvik AS in Norway and is to be delivered in August 2011.

Animated picture of Havyard 832 L type PSV

LPG fleet over 1,000 vessels Gas Carriers | The number of ships in the world LPG carrier fleet has reached its highest lev-el so far, totalling 1,092 ships, while a further 166 vessels are on order, according to LPG World Shipping. The 240 fully refriger-ated LPG carriers comprise 146 very large gas carriers (VLGCs), 21 large gas carriers (LGCs) and 73 mid- and handy-size gas car-riers (MGCs). There are reported to be 18 VLGCs and 7 MGCs currently on order. The existing fleet of semi-pressurised/fully re-frigerated (semi-ref) gas carriers now stands at 320 ships and in-cludes 127 liquefied ethylene gas carriers (LEGCs). The ethylene carrier fleet is re-ported to be the most rapidly expanding segment of the LPG fleet and the current semi-ref or-der book of 70 vessels includes 37 LEGCs. The largest single segment of the world LPG fleet remains the fully pressurised gas carrier. There are 532 of these in service, while the fully pressurised gas carrier order book stands at 71 vessels.

The Sycara V was recently delivered


Gas Propulsion | NSK Shipping AS, a coastal vessel operator based in northern Norway, recently placed an order for a LNG-fuelled multi-purpose vessel at the Turkish shipyard Tersan. The vessel, designed by Nordnorsk Skipskonsult AS, will be classed to DNV and measures 64.90m in length and 16.00m in breadth.Scheduled for delivery in 2012, the general cargo vessel will enter into a long-term char-ter agreement with BioMar, a regional supplier of fish feed for the aquaculture industry. According to DNV, NSK and BioMar’s shared focus on im-proving environmental per-formance was a key driver in

the decision to build an LNG-powered multi-purpose vessel.The project has received support from Norway’s Næringslivets NOx-fond, a state sponsored

organisation promoting emis-sions reductions. The designer of the vessel, Nordnorsk Skip-skonsult, worked closely with DNV on design specifications.

Rolls-Royce | Island Offshore will further expand its fleet of Rolls-Royce UT776 platform supply vessels (PSV) with more of the same type, with one major dif-ference – the newly ordered ves-sels will use LNG for fuel. These vessels will be the first LNG-

powered UT vessels designed and powered by Rolls-Royce. The vessels will be built by STX Off-shore Norway at its Brevik yard. Rolls-Royce says it has worked for several years developing de-signs and systems for offshore vessels using LNG as fuel and

believes that because a better gas infrastructure is in place, it is re-alistic for customers to select this fuel and these designs and sys-tems. Rolls-Royce has developed a gas-electric diesel-electric pro-pulsion system for the new ves-sel. The effective capacity of the gas tanks is about 200m3, cor-responding to 10-20 days of op-eration on gas alone depending on the exact operational profile. The gas engines are of the new C26:33 series from Rolls-Royce. The UT776 CDG is 96m long with a beam of 20m, and will transport all normal offshore supplies. The ship will also be equipped for oil recovery.

Palfinger | the austrian-based Palfinger Group acquired a 75-per-cent interest in the Dutch com-pany Ned-Deck Marine B.V. (NDM). NDM manufactur-ers rescue boat davits, a special application of ma-rine cranes. the company is headquartered in the Netherlands and has an-other production facility in Vietnam. the existing man-agement team will stay in place to safeguard the continued success of the company.

Kongsberg/Oddfjell | Kongsberg Gruppen aSa has acquired Odfjell con-sulting aS, an entity within Odfjell Drilling aS. Odfjell consulting provides serv-ices in integrated rig and operations management technologies and consult-ing. the products provide upstream operators and service companies with management support and tools towards optimised and integrated operations, including development and implementation.

Nemko / DNV | the two Norwegian companies Nemko and Det Norske Veritas (DNV) have agreed to explore opportunities for developing closer coopera-tion in selected product certification areas. DNV has its main focus on ship classification, risk manage-ment and system certifica-tion within various areas. Nemko has its main focus on the testing and certifi-cation of electro-technical products and is among the world leaders in global regulatory market access services.

Wärtsilä | a turnkey con-tract has been signed by wärtsilä with tarbit Ship-ping of Sweden to convert a product tanker to LNG propulsion, and to supply the ship with a wärtsilä LNGPac system for the safe storage of LNG on board. this is the first order for a wärtsilä LNGPac system.

Middle East ship repair facility Dubai | Goltens announces leas-ing 23,000 m2 in Dubai Mari-time City for the development of a ship repair facility. Goltens is reported to be the first com-pany to sign up for a plot in Du-bai Maritime City – Industrial Precinct (DMC) and confirms that it will lease Industrial Pre-cinct plots 6 and 7 for a period of 25 years. The 2.27 million m2 Dubai Maritime City – Indus-

trial Precinct is divided into the Maritime Centre, the Industrial Precinct, the Academic Quarter, the Marina District, the Harbour Residence, and the Harbour Of-fices. The Maritime Centre Dis-trict is the centrepiece of Dubai Maritime City. This sector is a hub for ship repair facilities, yacht repair and manufactur-ing, as well as workshop units. More than 100 workshops and

warehouses complete the indus-trial precinct, offering a com-prehensive range of facilities to businesses. The new facility will house both a workshop and an administrative office in its new 15,000 m2 facility. The work-shop will perform specialist 2/4 stroke diesel engine recondition-ing and repair services including all associated engine room and mechanical services.

LnG-fuelled coaster

Latest ut-design uses LnG fuel

The LNG-fuelled coastal vessel will be chartered by BioMar

The new UT776 CDG design will be LNG powered

In BrIEf X


Industry | NewS & FactS

Changes in tank-cleaning chemicalsIMO Approval | The IMO has changed the approval criteria for tank-cleaning chemicals, with no perfume or colouring agents allowed inside the shore limits as listed in the MARPOL 73/78 ANNEX II. All tank-cleaning products approved to MEPC./Circ.363 prior to 1 January 2007 now have to be re-evaluated based on the criteria outlined in MEPC1/Circ. 590. All IMO-approved products evaluated through MEPC./Circ.363 before 1 January 2007 ceased to be val-id on 1 August 2010 when the re-vised regulation MEPC 2 /Circ.15 came into force. Ship owners are said to recognise the importance of efficient tank-cleaning prod-ucts and procedures to improve ship management efficiency and reduce operational costs.

reception at this year´s sMMDVV Group | Well over 130 guests accepted the invitation to join the DVV Media Group on the Wednesday of SMM in Ham-burg for the traditional recep-tion staged by Schiff&Hafen, Ship&Offshore and THB. Mr Detlev K. Suchanek, Pub-lishing Director Technology & Transportation, welcomed the guests by giving a short over-view on the development of the maritime publications of DVV Media group. The guests were taken by Porsche shuttle service to the well-known Seep-ferdchen restaurant in Ham-burg’s historic fish market. The event carried on until way past midnight and the guests used the convivial atmosphere with buffet and drinks to make new business contacts in the infor-mal, friendly atmosphere, and also to meet up with many old friends and business partners.

The traditional reception during SMM hosted by Schiff&Hafen, Ship&Offshore and THB

first Class 209Pn submarine for the Portuguese navy

TKMS | N.R.P. Tridente, the first of two Class 209PN subma-rines for the Portuguese Navy, was recently delivered on the premises of Howaldtswerke-Deutsche Werft, a company of ThyssenKrupp Marine Systems (TKMS), in Kiel.The new-build 1,840 t subma-rine has a combined diesel-electric fuel cell propulsion system. Class 209PN combines the design principles of the Class 209 family with the in-novative features of Class 214. Equipped with ultra-modern sensors and an integrated Command and Weapon Con-trol System, it is suited to its future reconnaissance and sur-veillance tasks.The contract for the two 68m long and 13m high subma-rines was signed in 2004 with the Portuguese Navy. The second submarine, named N.R.P. Arpão, is currently un-dergoing sea trials. N.R.P Tridente was recently

delivered Photo: HDw

Icebreaker tugsSTX Norway Offshore | JSC Cir-cle Marine Invest has ordered two icebreaker tugs from STX Norway Offshore. The vessels will be delivered in 2011, and the total value of the two con-tracts amounts to approximate-ly NOK 450 million.JSC Circle Marine Invest will operate the vessels in the Kashagan field of the northern Caspian Sea through its sub-sidiary Caspian Offshore Con-

struction in Kazakhstan. The vessels are designed by the STX Europe subsidiary Aker Arctic, and have a length of 65m and a beam of 16.4m. The vessels will have the Ice class notification 1A* Super, according to the Finnish-Swedish Ice classifica-tion rules. Further, the vessels will be equipped and designed for other operations like fire-fighting, rescue operations and towing in shallow waters.

A sister icebreaker tug from STX Norway Offshore


GL | the Greek Ministry has accepted Germanischer Lloyd‘s (GL) extended dry docking (eDD) programme. GL offers owners and oper-ators the chance to extend the dry-docking period from five to seven-and-a-half-years.

Aveva | a new oil and gas centre of excellence for Operations Integrity Man-agement (OIM) has been opened by aveva in Sta-vanger, Norway. addressing the complex needs of long term asset management, the centre will work with operators to design and deploy software solutions that meet their unique data handover, enterprise asset management and decision support requirements.

SHI | Samsung Heavy Indus-tries (SHI), has standardised the Intergraph® SmartMa-rine® 3D engineering and design solution for all ma-rine projects, both offshore and shipbuilding. SHI has already built the world’s largest number of drill ships and has successfully delivered the world’s larg-est marine platforms and semi-submersible drilling facilities.

KVH | a $6.5 million all-cash acquisition of Virtek com-munication aS has been announced by KVH Indus-tries Inc. Norway-based Virtek specialises in the development and deploy-ment of software known as “middleware” that helps commercial fleets and ves-sel owners manage the data transmitted to and from their vessels over different satellite communications services, such as KVH’s own mini-VSat BroadbandSM or Inmarsat FleetBroadband.

Berg Propulsion | a new contract for the installation of propulsion equipment on board six heavy-duty shallow draft pusher tug-boats due to be delivered to Nibulon has been se-cured by Berg Propulsion.

In BrIEf X

stCW and resource managementIMO | As expected, the major revisions to the International Convention on Standards of Training, Certification and Watchkeeping for Seafarers (the STCW Convention) and its associated Code were adopted at the IMO Diplomatic Confer-ence held in Manila, the Phil-ippines, on 21-25 June. The amendments, to be known as “The Manila amendments to the STCW Convention and Code”, are set to enter into force on 1 January 2012. The STCW will now include re-quirements for resource man-agement training. The resource management topics listed in the STCW are:

Allocation, assignment, and Xprioritisation of resources

Effective communication XAssertiveness and leader- X

ship Obtaining and maintaining X

situational awareness.

Ballast Water treatment competency centre Rotterdam | Ship repair and maintenance company Goltens has formed a specialist Ballast Water Treatment (BWT) centre of excellence ready to under-take 24/7 global BWT installa-tions. According to Goltens, a BWT centre in Rotterdam will bring together some of the most ad-vanced BWT technology and most experienced engineers and assembly crews on behalf of the Goltens Group. This cen-tre of excellence will carry out design and planning of BWT

retrofit projects together with the vessel owner and equip-ment supplier for installation anywhere in the world. The scale of potential oppor-tunities from sales of BWT sys-tems has attracted some 50 ven-dors with treatment solutions and about 120 component sup-pliers. About 99% of shipping companies have yet to purchase fleet-wide BWT systems, and as deadlines approach and orders start ticking in, many will not be able to get their BWT systems installed in time, Goltens fears.

Goltens Rotterdam: The hub of Goltens’ BWT system activities

new f-Class ship seriesHeavy lift carrier | Chinese Sainty Marine Corporation Ltd. recently delivered the first multipurpose heavy lift carrier out of a series of four vessels to German shipping company Jüngerhans Maritime Services GmbH & Co. KG. A charter of several years has already been agreed by US-based Industrial Maritime Carriers, LLC, New

Orleans. The new “F Class” se-ries consists of four 14,100 dwt heavy lift ships boasting 2 × 400 metric tonne cranes com-binable for 800-tonne lifts and one 80-tonne standard crane. Maximum speed of the 153.8m long and 23.2m wide vessels is 17.5 kn. With a house forward design, the ships will have even greater flexibility for handling

large modules or stacking sev-eral tiers of lightweight cargo. The vessels have been named Industrial Freedom, Industrial Fighter, Industrial Force, and Industrial Faith. The second vessel will be delivered at the end of this year. Delivery of the last two carriers is expected in the third and fourth quarter of 2011.

The newbuildings are said to have greater cargo intake while retaining the shallow draft capacity

Next-generation 102 metre trimaranAustAl Australia-based Austal’s next generation 102m high-speed trimaran ferry is said to introduce unprecedented levels of passenger comfort compared with regular high-speed craft. Particularly in adverse weather conditions, the vehicle-passenger ferry proves a fitting debut for Austal’s second-generation trimaran hull form.

By incorporating lessons learned from Austal’s inaugural 2005 tri-maran Benchijigua Express and

the Austal-designed and -built Littoral Combat Ship USS Independence, recent-ly delivered to the US Navy, the com-pany’s latest trimaran delivers “innova-tion without risk”, according to Austal. Austal says it wanted the second genera-tion trimaran to not only take passenger comfort to new levels but also to optimise performance, sea-keeping, fuel efficiency and payload.Before proceeding with a successor to the company’s inaugural trimaran, Austal con-ducted a complete review of Benchijigua Ex-press to establish where improvements could be made. This was followed by a detailed market study on the commercial ferry indus-try looking at the size and capacity of exist-ing fleets. Based on the data collected from this study, it was determined that 102m, 1,165 passengers and 254 cars were the ap-proximate specifications most applicable to the existing market. Because the vessel was being built on spec-ulation, the design of the vessel’s interior and vehicle deck has been pitched at a level that permits the eventual owner to easily modify the vessel to suit the particular mar-ket. The final design achieved a number of

key improvements over its predecessor in-cluding:

Refined waterlines to improve sea-keep- Xing, passenger comfort and reduce resist-ance

A new and simplified ride control ar- Xrangement and operating system to deliver improved control over the vessel’s motions and handling characteristics

Simplified, three engine power train XNew series water jets with improved X

cavitation margins.

trimaran technology The vessel’s unique trimaran hull form combines the softer roll of monohulls with the low resistance, stability and carrying ca-pacity of catamarans. These advantages in-clude greater speed for the same installed power, an ability to operate in higher wave heights and maintain higher speeds in waves, greater resistance to damage and re-duced wake which reduces impact on the environment. Most importantly, the trimaran’s lower roll speed means lower accelerations experi-enced by passengers, significantly reducing passenger sea-sickness. Studies show that motion sickness on the trimaran will be approximately 56 per cent lower than on a 100 metre catamaran operating in head

seas. Even larger benefits are realised in other headings. For operators, this means higher passenger satisfaction, greater customer loyalty and positive word-of-mouth marketing. It also means higher revenue from onboard sales resulting from the ease of movement on board and reduced sickness. Improved rev-enue potential from the trimaran’s ability to sail in a larger range of sea conditions (fewer cancellations) is another significant advantage.Increased comfort also provides operators with a competitive marketing advantage compared with other high-speed craft. Greater customer satisfaction due to fewer cancellations equals more repeat business and improved revenue potential from a more viable roster.

Performance efficiencyThe most immediately noticeable change to its predecessor is the existence of a straight-stem bow - designed to maximise the ves-sel’s waterline length and deliver greater speed and efficiency. Another significant improvement is the adoption of a three-engine propulsion train which combines with the trimaran’s unique hydrodynamic hull form to deliver fuel efficiency across a range of operating conditions.


ShipbuildiNg & EquipmENt | New buildiNg

The three engine arrangement also means lower fuel consumption, fewer emissions and reduced maintenance compared with fast ferries of a similar size that have four engines. A speed of 39 knots (at 90% MCR) with 340 tonnes deadweight was achieved during sea trials, as well as a maximum speed of 45 knots, and a 760 nautical mile range (at 90% MCR) with fuel consumption of only 4.90 tonnes per hour.Powering the vessel are three MTU 20V 8000 Series diesel engines, which offer a high power-to-weight ratio and are established as a low-risk propulsion engine option for many leading high-speed ferry operators. Propulsion consists of three new-series Wärtsilä LJX 1300 water jets chosen for their improved cavitation margin (greater ef-ficiency), each driven through a ZF 53800 reduction gearbox.Austal’s focus on maximising redundancy is evident throughout the vessel’s machinery spaces, with two separate main fuel and day tanks and each of the vessel’s three engines located in separate engine rooms. The ves-sel’s four MTU S60 generators are split be-tween the engine room and the starboard side of the main deck, again for redundancy. The vessel’s double retractable bow thruster arrangement delivers improved manoeuvra-bility in harbour along with redundancy in the event that one is damaged.A new and simplified ride control arrange-ment and operating system delivers im-proved control over the vessel’s motions and handling characteristics in all sea con-ditions. Along with a central T-foil on the main hull forward, the new ride control system includes T-foil roll control fins on each of the vessel’s amas. All foils have been designed to permit removal and servicing without the need to dry-dock the vessel, re-ducing maintenance cost and down-time.

Flexible payloadThe vessel has four decks - a main vehicle deck, mezzanine vehicle deck, upper pas-senger deck and bridge deck. A cavernous vehicle deck has space for 245 cars or 190 truck lane metres plus 145 cars.With flexibility in mind, the mezzanine deck is a mixture of fixed and hoistable decks that allow the carriage of up to 132 cars with a clear deck height of 2m. When hoisted there is a height on the main deck below of 4.3m and 2.3m when lowered, and hoisted in two different sections at the same time. This flexibility gives opera-tors the capacity to change the traffic mix on a sailing by sailing basis.As one of many measures aimed at reduc-ing maintenance costs or the need to dry dock the vessel, a bow thruster hatch on the forward mezzanine deck allows the equipment to be serviced while the ves-sel is afloat. A similar approach is evident

at the aft end of the main deck where a large hydraulically operated hatch opens when the vessel is not operating, permit-ting access to the vessel waterjet compart-ment and machinery spaces. This access is complemented by bolted hatches over the main engine rooms for machinery component removal.These design features mean the vessel spends more time in service and reduces maintenance costs for the operator.The aft end of the vessel is strengthened to accept a conventional ramp, an option-al bi-folding ramp or a shore-based link span ramp. Spray curtains are installed on the main vehicle deck aft to protect vehicles from exposure to light sea spray. Vehicle turnaround occurs at the front of both the main vehicle deck and mezza-nine levels, ensuring fast loading and un-loading. The vehicle deck is designed to carry dangerous goods.

Comfort To maximise accessibility, passenger access is achieved via staircases located both port and starboard of the vehicle deck, with a dis-abled persons lift on the port side. In order to isolate noise and vibration to the main deck, the vessel’s entire superstructure has been resiliently mounted below the pas-senger deck. This important design feature provides a quieter, more comfortable pas-senger environment, reducing exposure to vibrations and stresses, and allows for the large panoramic windows evident through-out the upper deck.All passenger seating is located on the upper deck, which is separated into three lounges and can be customised to seat between 950 and 1,165 passengers. Onboard amenities are designed to maximise accessibility and include wheelchair-accessible toilets, lift and four independent passenger entry points.A business class lounge located on the for-ward upper deck is equipped with Beurteaux Ocean Club seats and dedicated bar and of-fers panoramic views over the bow.The extensive range of high quality facili-ties on the passenger deck includes two bar areas, a food preparation room and service counter, baby change room and disabled person toilets. The upgradeable bar design features hot/cold servery and attractive black granite bench tops, a design feature repeated throughout the vessel. High quality wool carpet and wood laminate offer both style and durability. In a first for large high speed craft, the up-per deck is installed with high efficiency LED lighting, which requires significantly less electrical power and produces far less heat that traditional lighting, along with bulb life of up to 30,000 hours. This reduc-es both the vessel’s overall running costs and emissions.

The highest levels of passenger and crew safety are assured with the availability of four Liferaft Systems Australia MES systems using twin track slides for faster and safer side-by-side passenger evacuation to canopied 100-man inflatable rafts.

Control and monitoringFeaturing a similar design to the arrange-ment on Benchijigua Express, the bridge deck includes separate engineer’s console with MarineLink equipment monitoring system and CCTV to all vehicle and engineering spaces. A dedicated aft facing control console with duplicated engine, waterjet and bow thrust-er controls allow stern docking manoeuvres to be conducted safely.Quality Alutech seating provides added comfort for the captain, who is positioned with a 360 degree panoramic view around the vessel. The bridge features an ergonomic design housing state-of-the-art navigational equipment including Kelvin Hughes X-band and S-band radars, chart plotter, eco-sounder, gyrocompass, autopilot and night vision.A separate work desk and GMDSS Area A3-compliant radio console are also located on the bridge deck.

the new Austal 102m trimaran achieved a maximum speed of 45 knots druing sea trials


ulStEiN | The slogan ’Turning visions into reality’ is used by Norwegian-based shipbuilding and design company Ulstein when illustrating its designs for a greener future in shipping. The company recently present-ed its LNG PAX concept, which is a combination of an LNG (Liquid Natural Gas) carrier and PAX (cargo and passenger transport vessel). This X-BOW® vessel is designed accord-ing to Ulstein’s energy-future philosophy.With one vessel perform-ing several different duties

otherwise performed by two vessels, the carbon foot-print is reduced. The vessel also comes with intelligent lighting systems to reduce en-ergy consumption. Additional-ly, solar energy can be utilised through the use of solar panels on the wheelhouse roof.There are four high efficiency wingsails, along with in-wing solar panels and LNG tank area ventilation pipes. The hybrid LNG and diesel-mechanic/diesel-electric pro-pulsion system contains a combination of shaft lines

and contra-rotating podded propulsors, both with high efficiency propellers. These propellers are thin and made from very strong materials (a combination of steel and FRP – fibre-reinforced plas-tics), with slender propeller blade profiles that are report-ed to produce low propeller/hull interaction effects.Thanks to the energy man-agement and conservation system on board, the vessel ensures that there is heat and energy recovery throughout the ship. For example, the

integrated antennas on the wheelhouse roof result in low wear and tear to reduce maintenance. The bridge is made from alternative eco-friendly materials and heat is recovered from the wheel-house roof. The intuitive vessel operating systems focus on environ-mentally efficient operation profiles. The design also in-cludes low resistance bottom paint, and a majority of the vessel systems are recyclable to minimise environmental footprint.

lNg pAX Vessel Concept

the lNG PAX concept by ulstein for a greener shipping

Keel laid for Costa FascinosaFlEEt EXpANSiON | Work is under way at Fincantieri’s Marghera (Venice) yard on the construction of the Costa Fas-cinosa, the 16th fleet member of Costa Cruises, and due to enter service in spring 2012.The keel-laying also comprised the first section of the hull, a block 12m long and weighing 295t. The Costa Fascinosa, sister ship of the Costa Favolosa, will be able to accommodate up to 3,780 guests and total 114,500 gross tonnage. In addition to the Costa Fas-cinosa, work is proceeding on the Costa Favolosa, which was launched by floating out in

Marghera in August this year and is set to make her debut in July 2011. Costa Cruises’ fleet expansion programme began in 2000 and provides for the entry into service by 2012 of 13 ships, nine of them built in Italy by Fincantieri. Three of the new liners were delivered in less than 12 months, between spring 2009 and the start of this year, while the Costa Favo-losa will be joining the fleet in summer 2011. Finally, in 2012 with the ar-rival of the Costa Fascinosa, the Costa Cruises fleet will be 16-strong.First section of the hull


ShipbuildiNg & EquipmENt | CruiSe & FerrieS

power to world’s largest gas ferrylNg pROpulSiON | Rolls-Royce is to provide gas engines and main azimuth thrusters for a double ended passenger/vehicle ferry to be built for the Norwegian operator Fjord1. The vessel will be the world’s largest gas-engined ferry. On completion, the 20+ knot ferry will primarily serve the busy Arsvågen-Mortavika route forming a link in the main road system on the west coast of Norway between Bergen and Stavanger. The Rolls-Royce Azipull thrust-ers, two at each end of the vessel, have pulling propellers and streamlined underwater units that turn the swirl energy from the propeller water into useful thrust. They are said to be a key to raising efficiency, in combination with the latest

LNG fuelled gas engine design from Rolls-Royce. The designers, Multi Mari-time, developed a hull form and extensive studies and tank testing were undertaken in co-operation with Rolls-Royce to optimise the hydrodynamic integration of the Rolls-Royce AZP100 azimuth thrusters and the hull. Three Bergen C25:33L9A nine-cylinder gas engines power the four thrust-ers through an electric trans-mission. The C-series is a new design of gas engine now go-ing into production, taking over from the older K series fitted in the existing five fer-ries on these routes. A diesel engine genset, Bergen C-series, is also to be installed to pow-er the vessel in case it should need to serve as a reserve ferry

on routes without gas supply, or in emergency. The contract to build this ferry was won by Fiskerstrand BLRT, a Norwegian-registered joint venture between Fiskerstrand Verft in Ålesund, Norway, and Western Shipyard in Klaipeda,

Lithuania. The vessel will be 129.9m long and have a beam of 19.2m with a deadweight of 1,300 tonnes, giving a capac-ity of 242 cars or its equivalent of 22 trucks plus cars on two decks, and it will be approved for 600 passengers.

the world´s largest lNG-powered ferry Photo: Multi Maritime AS

Fifth cruise ship for AidA Cruises

mEYER WERFt | The AIDAsol is currently under construction in Meyer Werft’s building dock II. She will be the fifth of a total of six ships for AIDA Cruises. The AIDAsol will join the AIDA fleet,

which will then comprise eight ships, in the spring of 2011.The new cruise ship has a size of 71,100 grt, is 252m long with a beam of 32.2m, and has a capacity of 2,192 passengers. A half-deck worth of space was added to this ship just as to the AIDAblu. Hence the guests can relax and recover in one of the largest spa areas on a cruise ship. AIDA Cruises and Meyer Werft say they have implement-ed a ship that meets not only the highest standards in terms of quality and eco-friendli-ness, but also offers the guests the best possible comfort on board.In early 2011 Meyer Werft will deliver the AIDAsol to AIDA Cruises. The naming ceremony will take place in Kiel in April 2011. Another newbuilding for AIDA Cruises will follow in 2012. The AIDA ships are powered by four large diesel engines and will achieve a speed of 22 knots.

the AIDAsol in Meyer Werft’s building dock II

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Typ 02 - 128x90.indd 1 2010-09-13 13:20:08Ship & Offshore | 2010 | No 5 13

A holistic view of energy conversion on board shipssHIP EFFICIENCY the energy that ships require often needs to be converted before use. Also, the amount of energy used should be minimised, something that can be achieved only by reducing demand or by using the best possible conversion process.

Börge Fågelklo

today’s monitoring sys-tems typically measure and indicate the power

and energy released for the purpose of propulsion and auxiliary power (hotel load). The difference between used energy and the total input of energy is treated as losses. Although the energy balance of ships varies a lot, it is well known that the energy used is only 35–60% of the total en-ergy input. When focusing on energy efficiency, monitoring production may prove to be the wrong approach, since it could be more efficient to monitor the losses. Today, we seek overall ship efficiency improvements of 30–70%. In the best case, a reduction of losses by 20% would in-crease overall efficiency by 30%, bringing with it a cor-responding reduction in CO2 emissions. The so-called loss is then becoming a major source of energy.The second kind of miscon-ception in ship operation is to base energy management on historical trends and tran-sient indicators. The overall energy use should preferably be based on annual total consumption, and a predict-ing energy management sys-tem. The reason for taking the fairly long perspective is that in so doing, all relevant operating conditions are cov-ered, including different load conditions as well as season-al changes in the operating conditions. The ideal system would always be able to indi-cate the influence on energy use that any specific opera-tional mode will have.

Such systems exist mainly for route planning but could as well be applied to a number of services on board. By knowing the efficiency of the propeller and all related components, the system could tell how many excess tonnes of fuel will be used as compared to ideal operating conditions. If the informa-

tion is based on the variation of the different losses, it will be more motivating for the crew to seek the best possible operation for each individual service. Figure 1 presents the annual energy balance of an 1800 TEU container ship. In this case, all energy supplied to the ship is treated as loss-es, and the indicated power

(kW) is the average power throughout the year. If the energy is used and converted to non-reversible form, it must be considered as being lost. By this definition, the propulsion power is also lost energy.Some energy saving reflec-tions based on this table can be made:

Energy is supplied to the ship either as fossil-based fuel, or increasingly as renewable energy or free natural resources

Annual energy balance of the reference (1800 tEu container vessel) ship with a total efficiency of 46% (including 3% recovery heat)


ShipbuildiNg & EquipmENt | PrOPulSiON & MANOeuvriNg teChNOlOgy

Obviously losses from the Xmain engine are the number one target. Even with a rather unrealistic improvement in fuel consumption of 5%, the overall energy efficiency of the ship would improve by only 2–3%.

An efficient heat recovery Xsystem could recover 15–20% of the main engine heat losses, which means a 7–10% improvement in overall en-ergy usage.

The second main target is Xto reduce hull resistance and to improve propulsion effi-ciency. There are a number of opportunities for drastically reducing the energy needed to drag a ship through water, most efficiently by reducing speed.

Thirdly, the operation of Xservices (under hotel load) should be monitored to pin-point the best practices in use. Not least, crew training and proper operating manu-als can play a role in reducing the energy used without sac-rificing the service level.In addition to the above energy efficiency improve-ments, there is a large poten-tial for making use of natural resources, mainly in the form of wind. In studies performed by Wärtsilä, it has been shown that a fuel saving of 10–15% is achievable for some types of ships on suitable routes by applying Flettner-type wind assistance. This saving would then correspond to an increased overall efficiency of 20–30%.

Energy ManagementIn an attempt to create a holistic view of the energy conversion process, Wärtsilä invented the Energy Core™ concept, which can be viewed as a philosophy rather than merely a technical solution. In fact, most of the techni-cal solutions for applying the concept to ships already exist. What is new in the concept is the idea that we must move away from the present power management concepts, and apply energy management instead.

The Wärtsilä Energy Core can be described as being two ac-tive centres of energy distri-bution. Based on the purpose of service, they are named P (propulsion) and A (auxil-iary). Energy flows freely be-tween these cores based on actual need, and is controlled according to the principle of always using the most effi-cient source of energy for safe operation.It is assumed that the majori-ty of energy supplied to a ship is stored in fossil-based fuels, either in liquid or gas form. But the energy core will also accept the supply of natural resources, such as sun and wind. It also incorporates en-ergy storage for both power and heat (for cooling).The management of energy efficiency is prioritised in the following order:Reduce the need for energy:

improve ship design or Xpropulsion efficiency

improve operations over- XallUse natural resources:

make use of wind assist- Xance and solar powerUse energy recovered from waste heat or stored energy:

batteries to be charged us- Xing surplus energy or from converters with the highest efficiency

apply waste heat recovery Xfor the conversion of heat to power heating and coolingUse energy from the energy converter with the highest efficiency:

typically the main engine Xor the fuel cellUse energy from the con-verter producing the least emissions:

typically the fuel cell X(LNG) or gas engineUse energy from the convert-ers with the fastest response time:

in fast load situations, Xbatteries or additional gen-eration power

Operation modesBy applying a control sys-tem that follows the above prioritising rules, the energy core flows vary with the need to achieve the lowest X

Driveline and Chassis Technology

238 016 rz HRP_Ship_Offshore_99x297_v1.indd 1 12.05.10 10:54

possible emissions, as well as the most economical operation. Luckily, these two aims will follow each other. In the example below, we assess the situation for a ship operating partly in Emission Control Areas (ECA) and partly in non-restricted areas.

Propulsion (P)

Cruising high (service speed)Main engine at ideal load running on heavy fuel oil (HFO).Waste heat recovered (WHR) power uti-lised for propulsion when the auxiliary load is low.

Cruising low (slow steaming) in ECA area

Main engine at ideal speed running Xon LNG

WHR power mainly to the auxiliary Xload

Manoeuvring (ports)Diesel electric mode (main engine X

stopped), LNG as fuel

Auxiliary power (A)

Cruising high (service speed)Main supply is from WHR XFuel cell partly charging batteries X

Cruising low (slow steaming)Main engine/generating set assisting X

power supplyWHR power mainly to the auxiliary X

load

Manoeuvring (ports)Diesel electric mode full auxiliary X

driveBatteries for peak cutting X

Port (cargo handling)Full LNG operation with diesel gen- X

erating sets and fuel cellsBattery support X

Future implicationsBy considering the theories presented above, we can predict some future trends in the area of energy management. The drivers of the future will be related to the

availability of different energy sources and technologies, in order to make full use of them. Others will include eco-nomic operations and the drive to dras-tically reduce all kind of emissions, not least the CO2 load.The IMO (International Maritime Organ-ization) has, through a sequence of work group meetings, suggested regulatory measures to get better control over en-ergy use with the aim of reducing CO2. The IMO Energy Efficiency Design In-dex (EEDI) is a ship design index that aims at building energy efficient ships. By simply applying the theories of the Wärtsilä Energy Core, we can conclude that the index will drive the design of energy efficient solutions. It is impor-tant that the index also include the use of natural energy sources.The IMO Energy Efficiency Operational Indicator (EEOI), on the other hand, represents the actual transport efficiency of a shipping service with regard to its production of a CO2 mass load. This vol-untary indicator can well form the basis for future energy efficiency management systems for ships.

Advanced energy managementEnergy management is based on intel-ligent control principles to monitor and control the overall efficiency and avail-ability of the power system on board. In efficiency mode, the system will automat-ically select the system having the best en-ergy efficiency. While power management concentrates on the best efficiency of the engines only, advanced energy manage-ment incorporates the propeller, other auxiliaries, alternative energy sources, waste heat recovery, main engines, etc. into one integrated system. The total ship power production and consumption is managed by an intel-ligent control system. The efficiency of all power producers is monitored and the best available solution for the best overall efficiency is used at any point of time. In addition, the operational costs for fuel and maintenance are reduced.In order to really achieve a fully holistic view of energy efficiency, there needs to be total collaboration between special-ists in ship design, machinery solutions, propulsion efficiency and not least op-erations. The responsibility for the prac-tical implementation of an advanced energy management system will fall on specialists in ship automation and ship-board management systems.

schematics of a proposed energy management system with the potential to efficiently control the use of energy

Energy management calls for a better understanding of the entire ship’s operations

the author:Börje Fågelklo, Director R & D, Wärtsilä ship Power, Vaasa, Finland



Sealless pumps match demands of low-sulphur fuels

lubRiCAtiON | The MV Eagle and the MV Falcon, two heavy lift ships working in northern waters, have been fitted with ma-rine gas oil booster units designed around the Wanner Hydra-Cell G35 – a pump of sealless design that won DNV certification in January 2010. It can handle ultra-thin non-lubricating liquids – including light fuel oils satisfying all current and planned regulations on maximum sulphur content.MARPOL pollution control regulations and EU Council Directives already in force for EU ports and SECA zones have been further tightened in 2010. Their practical effect is to oblige many ships to switch from viscous high-sulphur Heavy Fuel Oil to thin distil-late fuels such as Marine Gas Oil (MGO).But there is a technical difficulty. The three-screw type of pump traditionally used for handling heavier oils has been able to rely on a full film of oil to prevent metallic contact and consequent wear as the rotors turn. Thin distillates are very poor lubri-cants - so there is potential for premature wear, high repair costs and even failure of pumps obliged to work close to the border-line of low fuel lubricity. Measures adopted by pump manufacturers to combat lubric-ity problems include the use of more wear-resistant materials and, for shaft seals, spe-cial cooling arrangements.

This is not a problem confined to screw pumps. Gear pumps and other types of pump reliant on seals or requiring a lubri-cating film between close-tolerance moving surfaces are potentially vulnerable when handling non-lubricating liquids.In the Hydra-Cell design there are no dy-namic seals. Smooth, low-pulse pumping action is achieved through the sequential flexing of multiple hydraulically balanced di-aphragms. Built into a single compact head, the diaphragms (five in the G35 model) also isolate liquid media from the drive end of the pump, allowing it to handle many differ-ent liquids, hot or cold, viscous or thin, clean or dirty, including acids, caustics, slurries and abrasives. Industrially, Hydra-Cell pumps have successfully replaced seal-reliant types in pumping non-lubricating liquids in appli-cations ranging from recycled solvents to raw turpentine and benzine, even Jet A-1 aviation fuel at high pressure. System pressures have varied, but the pumps can operate at any lev-el from 1 bar to 70 bar or higher. Flow is con-trolled by varying pump speed and remains constant irrespective of pressure.According to Fuglesangs Ltd AS sealless design is the factor that can make a criti-cal difference in achieving a high reliability fuel-line booster system. Unlike more con-ventional marine pumps, this pump is said not to be operating close to the borderline because it does not depend on the pumped fluid for lubrication. With no seals to leak, there can be no question of internal or exter-nal fuel leakage. Both ships are operated by the Norwegian oil service company Offshore Heavy Transport AS. For each ship Fuglesangs designed and built a complete system. With pump, motor, valving and controls mounted on a single skid, each system was supplied ready for use as a low maintenance ‘plug and pump’ unit, handling liquids whose very low viscosities do not affect the performance or reliability of the pump.

the MV Eagle

Engine room of MV Eagle

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HydrokraftTM PVWS: High-performing axial piston pump for less fuel consumption and emissions

two-stage turbocharging to reduce emissionsmAN diESEl & tuRbO | Development of the next gen-eration of large-bore diesel engines has the reduction of exhaust emissions as a pri-mary target. Reducing engine emissions through internal measures is achieved by in-creasing the mean effective pressure. According to the company, this requires high charge-air pressures but can-not be achieved through sin-gle-stage turbocharging. How-ever, two-stage turbocharging enables the charge-air pres-sure to be increased substan-tially while simultaneously reducing exhaust emissions, despite the increased specific engine output. MAN Diesel & Turbo is now reported to be ready to bring two-stage turbocharging to the market with the introduction of its TCX generation.Two-stage turbocharging sys-tems consist of two turbo-chargers of different size con-nected in series. The exhaust gas coming from the engine drives the turbine of the smaller, high-pressure turbo-charger (the first stage) which in turn drives the turbine of the larger, low-pressure tur-

bocharger (the second stage). The low-pressure turbocharg-er’s compressor draws in am-bient air and sends it via an intermediate cooler to the high-pressure turbocharger’s compressor. Here, the air is compressed once again and, via a further charge-air cooler, sent to the engine. The system adapts to varying operating conditions either through controlled turbine bypass or by variable nozzle rings (VTA). Two-stage compres-sors also have bypasses de-signed to suppress compres-sor surging.The demands placed on the individual turbochargers in the high- and low-pressure stages vary considerably from each other. The high-pressure stage is charged by the full ex-haust, however only receives a comparably low air volume (of previously compressed air) from the low-pressure stage. For this reason the high-pres-sure stage employs a smaller compressor. In contrast, the conditions for the low-pres-sure stage are similar to those encountered in single-stage turbocharging though at low-er pressure ratios.

With the new TCX Series, MAN Diesel & Turbo has developed a new generation of turbocharg-ers especially aimed at two-stage turbocharging. The TCX series is based on the proven design philosophy of the TCA/TCR-series with uncooled cas-ings and durable plain bear-ings. While the TCA/TCR series use axial and radial turbines re-spectively, the new TCX-series employs a novel, diagonal tur-bine that is ideally suited to the lower-pressure ratios.The lower-pressure ratios af-fect flow-ducting components as well as bearings and cas-ings. Especially at the high-pressure level, increased thrust forces are imposed on the bearing system. Also the seal-ing air used for turbine shaft sealing is adjusted to suit the changed pressure levels. Fur-thermore, the tightness of all turbocharger casings must be ensured because of the higher pressures in the higher-pres-sure turbocharging stage.Two-stage turbocharging pos-es a number of challenges not exclusively related to turbo-chargers but also to the im-plementation of the engine’s

charging system. Besides the space and piping require-ments that an additional tur-bocharger stage requires, an optimised intercooler is also included. In response to this, MAN Diesel & Turbo has de-livered a compact solution where the turbochargers are arranged at 90° to each other.In comparison to single-stage turbochargers, the TCX series incorporates characteristic fea-tures especially suited for low-er-pressure ratios per stage:

optimised component Xcharacteristics at low-pressure ratios

the use of pressure-ratio Xreduction for the benefit of air capacity increase

the use of pressure-ratio Xreduction for the benefit of dynamic behaviour

compactness in order to Xminimise additional space (and weight) requirements for the two-stage turbocharger system including intercoolers

matching of compressor Xand turbine capacities to ac-commodate low-pressure ra-tios

wider application ranges Xper turbocharger size.

Model showing the compact architecture of two-stage turbo-charging with intermediate cooling

two-stage turbocharging with intermediate cooler (simplified illustration)



liquid-cooled drives pack mitigAtiNg hARmONiCS | ABB introduces two new cabinet built liquid-cooled industrial drives approved for marine ap-plications. They offer a compact and reliable drives solution, while achieving the same stand-ard of performance as their air-cooled counterparts. The new drives, the ACS800-17LC and the ACS800-37LC have a power range of 55 to 5200 kW (60 to 6000 hp) and are designed for harmonic mitigation and pow-er regeneration. Mitigating network harmon-ics is a significant issue in the marine environment. Harmonics can cause losses or disturbances and even prema-ture equipment failure in the different electrical equipment on the network such as motors, lighting or electronics. Limiting harmonics increases these sys-tems` reliability and efficiency.The new ABB industrial drives are designed to mitigate these

harmonics, making them suitable for applications such as thrusters, pumps, com-pressors, winches, cranes or propulsion systems. Using built-in active supply units to eliminate low-order harmon-ics and line filters to reduce higher frequency harmonics, the drives provide power with very low total harmonics. This harmonic solution works without requiring additional external filtering equipment or multi-pulse transformers.The ACS800-37LC is the liq-uid-cooled variant of ABB’s ACS800 low harmonic cabi-net drive and provides a pow-erful combination of liquid cooling and harmonic miti-gation. The result is a drive featuring an exceptionally low harmonic content in the network of 3 to 5%, which ex-ceeds stringent international harmonic standards like IEEE 519 and G5/4.

In addition to the harmonic reduction, the ACS800-17LC offers a regenerative capability. The drive feeds braking energy back into the network, elimi-nating the need for braking choppers and other external braking components. This re-duces space requirements and installation complexity while providing energy savings.The drives have marine type approvals from DNV, ABS, and LR, IP42 protection class as standard, and IP54 as option. The drives come in totally en-closed cabinets with no addi-tional openings for air vents, reducing the effect of dusty and salty air. Additionally, with no large cooling fans and filtering equipment, the operational noise of the drives is signifi-cantly reduced, a feature appre-ciated by onboard workers.Both drives use parallel con-nected three-phase inverter modules which not only offer

operational redundancy, but also allow the drive to run at partial load even when one of the modules is not operating.A first installation of two ACS800-17LC regenerative drives is being done on a Finnish Environment Institute (SYKE) oil and chemical spill abatement vessel. The drives will be used for the main propulsion system and for the ship’s bow thruster. The vessel will be delivered from Finland’s Uudenkaupungin Työvene Oy.

ABB’s liquid-cooled industrial drives in totally enclosed cabinets

diesel particulate filter

JOhNSON mAtthEY | A new and improved Low-Pro-file CRT®(+) diesel particulate filter (DPF) system is being of-fered by Johnson Matthey that not only is said to reduce PM by more than 85% and HC and CO by 70%, but also meets the California Air Resources Board (CARB) NO2 limit of 20%.The Low Profile CRT®(+) is a passive regenerating DPF tech-nology capable of operating at low exhaust temperature. CARB has also verified that it can be applied to all stationary diesel generators used for emergency back-up or prime power.

With its updated rectangu-lar design, the Low-Profile CRT®(+) is said to be engi-neered for maximum per-formance and to fit all engine sizes.It is reported to be compact, easy to install and has greater filtration capacity because it accommodates more filters in its smaller package. It provides easier access with its lower height (filters accessed from the clean side) and is offered in stainless or carbon steel with a high-temperature coating. Johnson Matthey’s Low-Profile CRT®(+) is compatible with ultra-low sulphur diesel (<15 ppm) or B20 biodiesel fuel.While other filter systems may require a catalyst coating on the filter, the Low-Profile CRT®(+) employs a novel two-component design in which the ‘flow-through’ platinum-coated catalyst is positioned before and separate from the filter to protect the catalyst from soot.

the new diesel particulate filter by Johnson Matthey


Sicure bWmS based on filtration, disinfection and controlSiEmENS | The Sicure Ballast Water Man-agement System (BWMS) developed by Siemens uses electrolysis to produce so-dium hypochlorite right from the seawa-ter it is treating. The system uses the same principles and core components as the Chloropac® system that prevents biofoul-ing in cooling water circuits on board oil platforms and ships around the world.

Process steps of ballast water treatmentThe Sicure BWMS is based on three main process steps. In the first one, the ballast water is filtered through an automatically backwashing 40 μm filter. This removes plankton and algae and – thus – minimises the amount of sodium hypochlorite disin-fectant required. In the second step of the process, the disinfectant is generated on board electrolytically. This completely elim-inates the purchase, storage and handling of chemicals.The third step is a control algorithm spe-cially developed for this application. Based on the activity of the disinfectant in the wa-ter, exactly the required amount is produced and dosed. This avoids adding excessive so-dium hypochlorite to clean seawater. That saves operating costs and protects the envi-ronment. The electrolytic process in the Si-cure system does not take place in the main ballast water stream but in a side stream, which corresponds to less than 1% of the total quantity of water. According to Siemens, this is one of the main differences between BWMS and other

systems available on the market, in which all main components, such as UV lamps and electrolytic cells are integrated directly into the ballast water pipework.

Maintenance and energy requirementTubular electrolytic cells comprise the heart of the Sicure system. They are designed to prevent calcareous deposits (calcium and magnesium) from forming on the surface of the cathode, which necessitates the use

of flushing chemicals in conventional equipment. Another crucial point is the system‘s low energy requirement of about 75 kWh/1000 m3. The additional electrical power of about 50 kW required to run a 900m3/h system can usually be covered by the ship‘s existing capacities, so there is no need to install an additional generator.The Sicure BWMS is only brought into op-eration during the ballasting process. De-pending on the mode of operation of the ballast water system, this offers the oppor-tunity of designing the ballast water treat-ment system for lower volume flows than is the case with a system which is used during both ballasting and deballasting. Bulk carriers frequently shed ballast when loading at twice the rate that they take on ballast. The Sicure System can be designed for the volumetric flow of one pump for ballasting, whereas two pumps are used for deballasting at double the volume flow rate. The option of equipping the Sicure BWMS with a dual-action function is especially at-tractive when building new ships. In this case, the system is designed to treat ballast water when the ship is in harbour, and to prevent biofouling when it is at sea. The Sicure BWMS was already granted Basic Approval and is currently preparing for the Final Approval; Type Approval is expected by the end of 2011.

the sicure Ballast Water Management system can be supplied pre-assembled for new constructions or as separate components for retrofitting

Advantage during retrofitting: the components of a sicure BWMs can be installed freely in the machine room because the electrolysis takes place in a side stream of the ballast water pipework


ShipbuildiNg & EquipmENt | greeN ShiPPiNg | bAllASt wAter

Ocean protection SystemmAhlE | The new Ocean Protection System (OPS) by Hamburg-based Mahle Industrie-filtration is a three-stage ballast water treat-ment system and operates in-line during uptake and discharge of ballast water. The system is based on technologies from the industrial applications and combines me-chanical and physical cleaning and disinfec-tion principles. The filtration step is a solid liquid-separation system only and the UV disinfection treatment is said not to change the treated water.While uptaking the ballast water flows se-quentially through two self-cleaning filter stages followed by one low pressure UV irradiation (LP-UV) stage before it ends in the tanks. During discharge, all filters are by-passed and the ballast water is treated once again with high performance LP-UV.Due to this two-way, three-stage treatment method the duration of the voyages is no longer a significant issue. That also means that short holding times are sufficient to as-sure compliance with the IMO D-2 standard on the discharge of ballast water.The certification process according to IMO G8 guidelines for type approval testing is under progress. In spring 2009 land based test trials were carried out successfully at the Royal Netherlands Institute for Sea Research (NIOZ), on the island Texel in the Nether-lands, in accordance with the required IMO D-2 standard and the G8 guidelines (Reso-lution MEPC.174(58)).Shipboard testing is currently under way and several tests for mechanical function-ality and biological effectiveness have been performed successfully. Hereby a container-ized OPS unit was installed on a 1100 TEU Container Feeder Vessel in one of the cargo

holds. The container was delivered as a plug-and-play version especially designed for use as a retrofit unit. A new and fast in-stallation method with minimised welding reduced the complexity of integration sig-nificantly whereby the installation work-ings could be executed within five days without interrupting normal ship opera-tions. All work was supervised by the ship‘s classification society and approved thereaf-ter. The fully automated OPS can be com-pletely integrated into the vessel`s ballast water control system. If any of the logged operating parameters are not within the acceptable and pre-determined tolerances, the control system will shut down the OPS and not allow untreated ballast water to pass. When the system is not in operation or in the improbable case of an emergency , the pneumatically activated inlet- and out-let-butterfly valves separate the OPS from the vessel’s ballast system. Installations on board ships with hazardous areas, such as tankers, can also be accomplished with the OPS. However, there are limitations as to the location of the individual system com-ponents. By adapting some system compo-nents, it can be made into an explosion- proof system, such as required for use on oil and gas carriers and chemical tankers. The OPS is said not to cause corrosion of the vessel‘s structure. Besides the standard design as a skid-mounted unit, the OPS is optionally available as a container system or in single components. The filtration sys-tem can be installed separately from the disinfection system. Both systems can be installed either vertically or horizontally as this has no effect on the operation or the efficiency of the system.

the Ocean Protection system by Mahle Industriefiltration

Maritime habitats demand a great deal of love. The preservation ofclean water for sensitive sea dwellers is an obligation.

With Westfalia Separator® seaprotectsolutions we are con-tinuing our joint efforts to protect the sensitive marine ecosystem and the value of your investment. One example of the harmonious balance between environmental and economic requirements is theWestfalia Separator® CombiMaster®, a centrifugal separation system designed for combined bilgewater and sludge treatment. Westfalia Separator® SludgeMaster® and Westfalia Separator® BilgeMaster® are also available as stand-alone systems if required.

Owners and captains of more than 500 ships rely on leading centrifugal separation technologies fromGEA Westfalia Separator for the treatment of bilgewater and sludge.

Complete, ready-to-connect systems are available as compact units for new installation or as retrofi t.

Your direct route to service: www.westfalia-separator.com / service

Thank you IMO!

GEA Mechanical Equipment

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ballastmastergEA | A new ballast water sys-tem has been developed by GEA Westfalia Separator. The new BallastMaster is currently passing through the approval phase of IMO (International Maritime Organization) and is reported to be available on the market in mid-2012. The BallastMaster features a three-tier design and is said to guarantee a high degree of safety with regard to remov-ing and killing off ani-mal and vegetable or-ganisms in the ballast water. According to the company, it is suitable for installation in new ships and in particular for use in retrofitting solutions on existing vessels. BallastMaster by GEA Westfalia Separator consists of three stag-es, namely filtration, disinfection and neu-tralisation. The bal-last water that is taken on board is initially passed through a back-flushing cartridge filter, which removes coarse particles in excess of 40 micrometres. This complies with the first part of the IMO regu-lations. This is followed by the disinfection stage, in which an active substance is added directly to the pipe-work leading to the ballast water tank. As the disinfect-ant, GEA Westfalia Separa-tor uses an oxidate that is made on board by means of electrolysis using a simple saltwater solution, consist-ing of common salt and fresh water, and which is added in the ratio 1:250 to the ballast water that has been taken on board. When exposed to UV radia-tion, the oxidate is broken down in full into its original

substances. However, the dis-infectant initially remains in the ballast water tank, where it is able to exert its storage effect. The third stage, namely neu-tralisation, only comes into action when the ballast wa-ter is pumped overboard. The neutralisation unit adds a neutralisation agent that contains sulphur and lowers the TRO content (Total Re-

sidual Oxidants) to the level of 0.2 ppm which is specified by the IMO. In addition to the fact that the ballast water is treated with simple substances with a neutral impact on the envi-ronment, the system is said to be advantageous as a result of its low energy requirement. The installation with a ca-pacity of 500 cubic metres per hour of ballast water re-quires less than 8KW electric-ity, mainly for the electrolysis

of the disinfectant. A further advantage, for instance com-pared with UV treatment, is the fact that only one disin-fection process is necessary instead of two, which is the case when a disinfection process has to be carried out when the ballast water is tak-en on board as well as when it is subsequently discharged. With the BallastMaster, it is not necessary for any haz-

ardous chemicals to be stored on board; only common salt is re-quired. The electrolytical pro-duction of the oxidate on board can be used to generate the require-ment of approximately one week. This means that the dimensions of the electrolysis unit can be relatively small. The oxidate is effective very quickly and has a stor-age effect. In the case of retrofitting solutions, this storage effect also promotes the killing-off of existing deposits of organisms in the ballast tank. Substances that are still active and have not yet been degraded are broken down into their original sub stances when exposed to UV ra-diation.

However, a neutralisation stage has also been installed as a backup stage in the Bal-lastMaster. The fresh water, which is required for creating the disinfectant, is already available on board. The car-tridge filter automatically car-ries out a backflushing proc-ess at specified intervals. As a module, it can handle up to 1,000 cubic metres per hour. The installation can be posi-tioned on board in a flexible manner; only the filter has to be integrated directly in the main ballast water line.

the Westfalia separator® BallastMaster

type ApprovaluNitOR | The South African Maritime Safety Authority (SAMSA) under the authority of the South African Depart-ment of Transport has issued Type Approval to Unitor Ballast Water Treatment System (Uni-tor BWTS).SAMSA has granted Unitor BWTS Type Approval based on examination and testing in accordance with the re-quirements of the guidelines contained in IMO resolution MEPC.174(58). The Type Ap-proval is granted for systems with a Treated Rated Capac-ity (TRC) from 100m3/h to 4000m3/h per ballast pump. The Unitor BWTS technology is provided by the South African company RBT. The system is produced, marketed and sold globally by Wilhelmsen Ships Equipment. In addition, Wilhelmsen Ships Equipment and Resource Bal-last Technologies (RBT) are currently engaged in gaining DNV approval for the system, scheduled for completion in Q4 2010.The Unitor BWTS combines the use of cavitation, sterilisa-tion and filtration to provide a system equally effective in all water conditions. The system only treats ballast water on intake, which simplifies the process from an operational perspective.

the type-Approved unitor BWts


ShipbuildiNg & EquipmENt | greeN ShiPPiNg | bAllASt wAter

two-step bWtSWÄRtSilÄ | A new ballast water treatment solution, the Wärtsilä BWT 500i, has been developed by Wärtsilä together with the company’s technology partner Trojan Marinex, the marine water solution division of Trojan Technologies. The new system is reported to have compact design, making it easy to install and suitable for most vessels. Wärtsilä BWT 500i meets the latest and most strin-gent environmental regulations for ballast water management. Delivery of the first systems is

expected to commence during the second quarter of 2011.The Wärtsilä BWT 500i treats the ballast water via a two-step process, first by filtering out larger organisms and par-ticles, and then by ultraviolet disinfection. The UV irradia-tion either kills the remaining organisms or renders them incapable of reproduction. Each unit is capable of treating 500 cubic metres ballast water per hour, with the possibility to install several units in paral-lel for higher flow rates.

hyde guardian®

hYdE mARiNE | Offering a technically and commercial-ly competitive Ballast Water Treatment solution (BWT) for tankers, bulk carriers and other large ballast flow vessels is chal-lenging. For these applications, Hyde Marine Inc. has devel-oped the Superflow Filter.Superflow filter modules are available in three models with capacities ranging from 450 m3/hr to 800 m3/hr. The modules are installed in filter trains and operated in parallel to meet the ballast flow requirements. The filter train design allows water to continue to flow to the bal-last tanks even while one of the filter modules is backflushing, minimising delays.Hyde Marine Inc. recently an-nounced a contract award from

South Korean shipyard DSME to supply Hyde Guardian® Bal-last Water Treatment Systems including the Superflow filters for ten 157,000dwt Suezmax crude oil tankers being built for Greek shipowner Almi Tankers S.A. This is said to be one of the largest BWT system orders placed to date, totalling nearly $20 million. Each of the tankers will have two 2,500 m3/hr capac-ity explosion-proof Hyde Guardian systems, one for each ballast pump, and one 450 m3/hr standard skid-mount-ed system for the after peak tank. Total treatment capacity per ship is 5,450 m3/hr. The Hyde Guard-ian systems will also be fully in-tegrated into the ships’ ballast control systems.

the IMO type-Approved Hyde GuARDIAN Ballast Water treat-ment system

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As a competent partner to the shipping sector, Klüber offers you the range of lubricants needed for critical applications under rough conditions at sea – whether for gears, propellers, bearings or many other: Klüber offers you maximum quality helping to signifi -cantly extend the maintenance intervals and service life of components. Set course for reliable operation, our experts will be pleased to provide consulting and service wherever you are!

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Klüber advert „compass“ 102 x 297 mm (with bleed: 105 x 303 mm), euroskala 4C

RZ10011_Klue_AZ_compass_102x297.indd 1 21.04.10 17:53

As-built survey of a hulllAsER sCANNING A three-dimensional model, the so-called ‘as-built survey’, can be accom-plished by means of a laser beam passing over the hull in a grid pattern. A target-performance comparison based on the existing planning documents and design data becomes essential for ship repair and conversions.

Johannes soumagne, Hans Heister

On behalf of Lauritzen Tankers, Blohm+Voss Repair converted the

former cable-laying vessel Kraka (fig. 1) into the accom-modation and support vessel (ASV) Dan Swift (fig. 2) for use in deep water of the off-shore petroleum industry. To be able to meet the new damage sta-bility requirements, sponsons (fig. 3) had to be mounted on both sides of the approximately 138m long hull over a length of 90m and a height of 10m. For checking the required compo-nents and in view of a future classification of the ship, it was hence necessary to accurately record and document the hull shape of Kraka.The proof regarding the actual shape of the hull had to be furnished for all frames in the ship’s coordinate system by means of the curvatures of the shell. The measuring methods and equipment had to ensure that measuring uncertainties of < 5 mm could be achieved.

Because of these requirements and the difficult conditions in a floating dock, all surveying work had to be executed on the basis of instrument set-ups not related to the plumb-line (fig. 4) and known industrial measuring techniques.

Principal pointsFor a reconstruction of the ship’s coordinate system, prin-cipal survey points have to be accurately located on the hull over the entire length of the ship in selected frames. A three-dimensional determina-tion of coordinates of these principal points then consti-tutes the basis for fixing the axes of the ship’s coordinate system by applying shipbuild-ing expertise.Surveying of the ship’s princi-pal points was carried out by means of a theodolite meas-uring system and by using geodetic measuring methods. In this context it should be noted that owing to the rhyth-mic up- and downward move-ments of the dock, the instru-ment set-ups vary around their perpendicular direction and are hence unstable. Accurate measurements can be realised by defining supplementary survey points on the dock in addition to the ship’s princi-

pal points so that the station measurements can be carried out in a point grid created in this way.The principal survey points were established by attaching 50 cm² base plates with aim-ing devices installed in a cen-tre hole. After developing and designing the required meas-uring processes and configu-rations, the following work was executed:

Reconnaissance of the Xsurvey points and mounting of the base plates to the hull and the dock side walls,

Survey of all points in lo- Xcal reference systems not re-lated to the plumb- line, de-termined by free orientation of any instrument set-ups,

Linkage of the surveyed Xpoints by common equalisa-tion on the basis of mediat-ing observations (interlinked Helmert transformation),

Check of the achieved Xextent of accuracy and relia-bility.

Fig.1: Cable-laying vessel Kraka Fig.2: AsV Dan Swift

Fig.3: sponson mounted in the ship’s bow area


ShipbuildiNg & EquipmENt | ShiP rePAir & CONverSiON

The calculated, checked and analysed coordinates first still referred to a dock coordinate system selected for the orienta-tion surveys with freely selected origin and orientation.

Coordinate systemOn the basis of the ship’s prin-cipal point coordinates, best-fit sections have been created between the points of the cor-responding frame plane, and any existing contradictions have been analysed. By this analysis, the material determi-nation of the ship’s principal points could be checked and contradictory point locations could be omitted for the final determination of the best-fit sections. The standard unit vectors resulting from this analysis then allowed con-clusions to be drawn regard-

ing the position of the corre-sponding frame plane in the hull. By means of the total of all standard unit vectors, a provisional midship centre line (x-z level) could be deter-mined in the dock coordinate system, and the subsequent transformation furnished the provisional ship coordinates of all points.Furthermore a comparative x-axis has been determined by means of measured keel points and checked for plau-sibility with regard to the pro-visional midship centre line. After a plausibility check, the final midship centre line was determined by means of an adjustment of all of the ship’s principal and keel points. The origin of the final ship’s coor-dinate system was defined by projection of the ascertained

rudder stock centre to the final x-axis. By means of the three-dimensional transformation of coordinates, the provisional ship coordinates could finally be transformed into final ship coordinates.

three-dimensional laser scanningThe hull surface is captured in three dimensions by means of a laser beam passing over the hull in a grid pattern (fig. 6). An essential feature of la-ser scanning is the quick con-tactless acquisition with high point density so that hull de-tails can also be derived from the scanning data. Owing to the ship size and the local conditions, the required laser scanner locations have been selected in a way that the gen-erated separate scans covered

the entire hull shape from the bottom edge of the keel to the main deck, and shad-ows by scaffolds, etc. only ap-peared in spots (fig. 7). For reliable linkage of the single scans, further linkage points (targets) have been fixed in addition to the grid points in a simple way and in adequate position to the ship and dock side walls and determined by tacheometer.

Body plansBy means of a DSSP (Digital Shape Sampling and Process-ing) software, the scanner data have been linked via grid points and targets such that all scanned object points in the ship’s coordinate system were available and the point cloud obtained showed the hull shape (fig. 8). For

Fig.4: Instrument set-up during a station measurement not related to the plumb-line

Fig.5: Measuring configuration in the point grid

X

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FintryKock_WBW_ANZ10_183_63_Print 04.06.10 12:36 Seite 1


production of the body plans, the following work was neces-sary:

Adjustment and prepara- Xtion of all separate scans,

Takeover of the scans into Xan overall system,

Deletion of components Xnot belonging to the hull, such as rudder propeller, keel pawls, etc.,

Formation of sections in the Xpoint cloud by taking into ac-count the selected main frames and the corresponding frame spacings over the entire length of the ship.On the basis of the sections formed in the frame planes, the curvature of the shell was derived from the visible scanned points and illustrated in the form of freeform curves (splines) or polylines. In shad-owed areas, the curvatures were adjusted due to lacking scan-ning data, and the adjustment

was identified in the body plan by broken lines. The provision of all body plans to the cus-tomer was made one by one in the corresponding AutoCAD-DWG format. In the same way, also half-breadth plans and sheer plans could be pro-duced (fig. 9). The adoption of all elevations in an AutoCAD file results in a 3D model of the hull, which is also suited for adoption in specific ship-building programmes, such as NAPA.

BenefitsBy providing a reliable 3D hull model as an as-built survey, a target-performance compari-son based on the existing plan-ning documents and design data could be made. In par-ticular, the following customer benefits were identified:

The required measuring Xuncertainty of < 5 mm could

be fully observed by means of the suggested method and the instrumentation used,

The efficiency of the meas- Xuring process was clearly proved by the short measuring period of five days at a measur-ing volume of 29,570 cbm,

The actual curvature of the Xshell was documented for all frames in the ship’s coordinate system,

It was proved that port and Xstarboard side are almost sym-metrical,

Prior to the assembly of Xthe sponsons, the supporting edges could be checked,

Existing deviations from Xold planning documents were traceable and hence led to increased confidence in the planned processing stages,

It was ensured that no ad- Xjustment difficulties might oc-cur in the course of assembly work,

Reliable basic data are Xavailable for subsequent clas-sification of the ship,

Hydrostatic and hydrody- Xnamic computations can be made using the developed lines plans,

On the basis of all princi- Xpal points of the ship and the reconstructed midship centre line, it was possible to convey this plane also materially to the hull and mark it in accord-ance with the requirements.

Fig.6: shell to be scanned Fig.7: scanned point cloud

Fig.9: Body plans and half-breadth plans as a 3D modelFig.8: triangular connection with body plans

the authors:Dipl.-Ing. Johannes soumagneDr.-Ing. Wesemann Ges. für Ingenieurgeodäsie mbH, Hamburg, GermanyProf. Dr.-Ing. Hans Heisteruniversity of the German Armed Forces in MunichInstitute of GeodesyNeubiberg, Germany


ShipbuildiNg & EquipmENt | ShiP rePAir & CONverSiON

ShipConstructor 2011 releasedCAd/CAm | ShipConstructor Software Inc. (SSI) has released ShipConstructor 2011, the new-est version of the company’s AutoCAD-based CAD/CAM ap-plication for the shipbuilding and offshore industries.The new release incorporates several enhancements that are based upon feedback and ana-lysed needs from shipbuilders around the world.It supports several of the new features in AutoCAD 2011 to im-prove the ease of editing. Ship-Constructor 2011 is also said to increase speed and improve functionality.For instance, in ShipConstruc-tor 2011, the Product Hierarchy Module has been enhanced to now allow users to organise their project in various ways. Multiple hierarchies can now be used to generate production output as well as for analysis. This new fea-ture also empowers shipbuilders to generate multiple build strat-

egies for construction of vessels at different locations.To ensure that the ShipCon-structor SQL database is always optimized for maximum per-formance, ShipConstructor 2011 now provides a simple method for scheduling database mainte-nance operations including the cleanup of unused data, com-pacting of database files, and the rebuilding of database indexes. This feature can be scheduled to run during downtime, providing the design team with the most well organised and efficient da-tabase possible when they re-turn to work.The Project Revisions dialog has also been enhanced to make it easier to localise and examine project revision history, which will aid users in analysing progress and in tracking poten-tial sources of errors. The ShipConstructor Project Split & Merge product for multi-site collaboration has also had

a performance enhancement in the 2011 version of the software. Merge and refresh speed at dis-tributed locations has been im-proved by as much as 10%.Information regarding each part’s Global Unique Identi-fier (GUID) is now more ac-cessible, which makes it easier to integrate the ShipConstruc-tor product model with other best-of-breed software such as ERP and FEA applications. Readily accessible GUIDs can also make reporting and macro creation easier, thereby allow-ing shipyards to customise the software for their own unique requirements.Additionally, ShipConstructor 2011 has expanded its profile endcut definition capabilities. An addition to the software’s parametric features now allows users to create a variety of new types of endcuts being used in today’s offshore and shipbuild-ing industries.

Enhanced functionsdESigN SOFtWARE | Aveva has released their latest version of Aveva Plant, 12.0.SP6, contain-ing new features and perform-ance enhancements, in addition to being one of the first profes-sional engineering design and visualisation software products to support the Microsoft Win-dows 7 operating system. Aveva Plant customers can now take advantage of the advanced capa-bilities of Windows 7, which is being shipped as a standard op-erating system by all major PC hardware manufacturers. The 12.0.SP6 release is fully compatible with both the 32- and 64-bit Windows 7 plat-forms, which support the latest high-performance workstations and servers. In combination with new hardware systems, Windows 7 supports larger 3D PDMS models and offers great-er overall performance.

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ShipbuildiNg & EquipmENt | ShiP deSigN

limitation matrices for fire, gas, smoke and water safety sEAlING sYstEM Cable and pipe penetrations have to ensure gastight, watertight and fire-proof conditions. Contrary to other safety measures on board offshore installations and ves-sels, sometimes these fixtures are only inspected when installed. up-to-date technology, ad-vanced materials and continuous test programmes are therefore required.

Martin Franke

the flooding of an offshore platform is one example how difficult it can be to guarantee the tightness of a seal-

ing system. Giving rise to these problems is the fact that gas- and watertightness are not a part of the IMO Resolution. There is no standard for watertightness, thus leav-ing room for certification societies to set their own rules. However, these rules apply to sealing systems under test - not actually installed on board a vessel or offshore in-stallation. For the sake of safety, the tested cable configuration should be in line with actual shipboard installations and not se-lected just to pass a laboratory test. Beele Engineering has developed a test procedures both for fire safety as well as watertightness. The test procedure for wa-ter tightness includes, among other things, static pressure tests that are carried out for many hours. Continuous pressure tests of more than one week are most common. And if the actual installation requires it, the tests are carried out on the same object after several months or even years.

Rubber sealsMany of the existing sealing systems are based on rubber components that are com-pressed to guarantee the tightness of the sealing. However, rubber is incompressible, while stress relaxation and permanent defor-mation of the rubber can occur. This means that only an optimised design of the rubber parts can fulfil the requirements of the seal-ing system. Because many of the systems are used for both fire safety as well as gas- and watertight sealing, fire retardant filler materi-

als are added to the rubber. These filler ma-terials can result in extreme hardness, just as certain polymers harden over time. When choosing a rubber-based system, the operating temperatures are also of impor-tance. Operating temperatures of offshore installations can vary from -50oC in arctic en-vironments to +50oC in equatorial regions. It goes without saying that this large tempera-ture range has an influence on the behaviour of the rubber.Not only the rubbers of the sealing system, but also the cables themselves are contribut-ing factors when it comes to watertightness. There is a wide variety of cable types (stiff - flexible, low voltage - fibre optics) and cable configurations in applications, leaving many

options unspecified. Cables are seldom per-fectly round and the tolerance on the diam-eter can be substantial, while certain cables, particularly those with cold flow characteris-tics, will suffer creep under compression. Although these issues sound very simple, the combination of issues make the matter quite complex.

limitation matrixBeele Engineering presents the limita-tion matrices for fire safety as well as gas-, smoke- and watertightness applicable for all sealing systems. Criteria in the limitation matrix include:

Maximum size of the transit or conduit Xsleeve (150x300 mm tested must not allow for 600x300 mm in practice)

Cable fill ratio (ten cables tested does Xnot allow the ducting of massive amounts of cables)

Cable type (low voltage cable test does Xnot allow the ducting of fibre optics cables)

Duration of pressure test (tested for 15 Xminutes does not say anything about the long term behaviour)

Leak rate. XBased on the limitation matrix Beele Engi-neering not only designs but also tests ac-cordingly. Therefore, the company has a test vessel in its R&D centre that is suitable for pressures up to 15 bar. The unit has been inspected during manufacturing by Bureau Veritas.

Dynamic tightness Based on the above mentioned limitation matrix, Beele Engineering developed the Compressed Dynatite plug

Cable and pipe penetrations have to ensure safe conditions


ShipbuildiNg & EquipmENt | SAFety & SeCurity

Dynatite sealing system. The system is used for those applications where a high degree of (instantaneous) tightness is required and, above all, to maintain this perform-ance over long term. The single and multi-cable transit system is easy to install, less vulnerable than any comparable system, maintenance-friendly and without show-ing any degradation during service life. The Dynatite technology stands for dynamic tightness enabled by rubber design of the sealing plugs and high tech, precision-milled conduit sleeves. The system is pri-marily suitable for all situations in which a sudden pressure exposure will occur. The objective is not only to hold multi-cable and pipe transits in situ, but also complete-ly tight. Although this sounds easy, it is not a simple job since disasters have their own time frame. The conduit sleeves are preci-sion milled from stainless steel to precise dimensions. The sleeves are passivated and have inside a ceramic or Teflon coating. Corrosion is avoided and a smooth surface to maintain gliding properties of the rubber during service life is guaranteed. The sealing plugs (and where appropriate, with gaskets) are made from the Nofirno® rubber grade, which has excellent weathering properties, is UV- and ozone-resistant and has excellent long-term behaviour properties. Service life easily exceeds 50 years under normal envi-ronmental conditions. The sealing system can be used for both newbuild and retrofit projects.

Jet fire testA fire-resistance rating typically means the duration for which a passive fire protection system can withstand a standard fire-resist-ance test. The test`s specifications are listed in the FTP code (Fire Test Procedures) and the criteria in IMO Resolution A.754(18). The most used fire classifications are A-class for shipbuilding and H-class for offshore applications. An additional requirement to H-class ratings (offshore) are the so-called J-ratings (jet fire), which are rapidly becoming more and more mandatory. From a time/temperature perspective, jet fire tests are similar to hydrocarbon (H-class) fire tests. During the hydrocarbon test, an instantaneous temperature rise up to 800°C (1472°F) takes place, with the overall expo-sure temperature rising to 1150°C (2102°F). However, during the Hydrocarbon test, there are no extreme conditions imparted to the penetration seal, such as thermal and me-chanical loads or severe erosive forces, as is the case with the jet fire test. Jet fire tests simulate the most onerous conditions of a hydrocarbon fuelled fire on an offshore oil rig, or a missile strike on a military warship. Jet fires give rise to high convective and radia-tive heat fluxes as well as high erosive forces. To generate both types of heat flux in suffi-

cient quantity, a sonic release of gas is aimed into a hollow chamber during a jet fire test, producing a fireball with an extended tail. The flame thickness is thereby increased and hence so is the heat radiated to the test speci-men. Propane is used as the fuel since it has a greater propensity to form soot than natu-ral gas and can therefore produce a flame of higher luminosity. Strong erosive forces are generated by release of the sonic velocity gas jet, 1m from the specimen (bulkhead) sur-face. Beele’s Nofirno cable and pipe sealing systems have been tested successfully in A-0, H-0 and jet fire tests. Despite the jet speed

during the jet fire test of about 360 km/hour, causing high erosive forces, and flame tem-peratures of about 1200°C, the temperature rise measured on the surface of the Nofirno sealant at the unexposed side was only max. 160°C after two hours of fire exposure. After dismantling it was noticed that the Nofirno filler sleeves were not consumed by the fire and were hardly affected.

the author:Martin Franke, Beta Media Group, leidschendam-Voorburg, the Netherlands

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Economic tube fabrication and reducing setup timestRANSFluid | A frequent problem in the shipbuilding and offshore sector has been that tubes bigger than 200 mm in diameter have to be bent via inductive bending. Therefore relative expensive machines were used and production was time-consuming. Germany-based Transfluid has now de-veloped a completely efficient production, as they say. It can be used for pipes up to a dia-meter of 325 mm. Particularly in shipbuilding there is often just one tube with special geometries re-quired, while efficiency is re-quired and setup times must be kept to a minimum. Trans-fluid® has taken up the chal-lenge and builds an economic concept for the complete tube fabrication, which includes the

storage of the tubes, transport, cutting and the full range of bending machines. The pos-sibility to process tubes up to a diameter of 325 mm was

part of the requirements. Both thin-walled and thick-walled tubes with a diameter of 325 x 6.3 mm and 275 x 25.4 mm can be manufactured with the

transfluid®bending technol-ogy.The tubes are of fine-grained steel and stainless steel. Moreo-ver, CuNiFe pipes are bent up to a diameter of 218 mm. The costs for tools are said to be greatly reduced and the setup times of the smaller tube bending machines are much shorter, the company reports. Complex geometries are com-mon for smaller pipes so that there is a clear advantage. The setup times are said not to ex-ceed ten minutes at the small machine and 20 minutes at the large one. A suitable soft-ware completes the production concept. With the software the customers can control the en-tire production with a central computer – both the cutting and bending process.

tube bending from 40 mm up to 220 mm Ø, t bend: DB 40220-3A-CNC

load release hooks for lifeboatsSChAt-hARdiNg | Lifeboat and davit manufacturer Schat-Harding has introduced a new range of on-load release hooks for lifeboats, backed by a training package. The Sea-Cure hooks are fully compli-ant with pending revisions to SOLAS. The new hook is said to be fail-safe and a lot of mainte-nance has been eliminated by making sure there is no wear and tear on the criti-cal parts. To make sure the hook is being used correctly, a simple Computer-Based Train-ing (CBT) package has also been developed to help own-ers ensure that their crews are familiar with their lifesaving equipment. The SeaCure hooks are avail-able for retrofit to all Schat-Harding brand lifeboats and have undergone a full Failure

Mode and Effects Analysis. SeaCure hooks are available in 3.5 tonne, 6 tonne, 9 tonne and 12 tonne versions. They are said to be user friendly, easy to understand and oper-ate and fully compliant with IMO’s new DE53 standard. The CBT programmes cover the operation and maintenance of lifeboats, davits and winches and of the LHR/SeaCure hook systems. They are reported to be an important contributor to safety and will help ensure compliance with IMO MSC 1206, and the ISM and STCW codes. They also make crews more confident when using the boats, and so make drills more effective. Color Line was the first compa-ny to use these CBT programmes for their crews, and they report that it is helping to improve safety on board their vessels.

uhp robotic system

hull blAStiNg | An advanced blasting technology, the ENVI-ROBOT® Ultra High Pressure (UHP) Robotic System from Chariot Robotics, has been used by Gibraltar-based Gibdock on a Danish-owned container ship.Operated by an individual, the robot uses patented magnetic air gap technology that allows it to sweep or full blast back and forth across the hull’s flat

bottom, vertical sides, bow and stern shapes equally. The UHP ENVIROBOT® was used to blast 2,000m2 of hull under water in the ship’s mid-section, with wet blasting used on the curved bow and stern sections.There is said to be no flash rust due to the combination of vac-uum and warming of the steel during the process, which causes the residual water to evaporate quickly. The system cleans us-ing the energy of water striking the hull’s surface, operating at pressures as high as 55,000 p.s.i. As no abrasives are used in the process, dust pollution does not occur and the need to dispose of spent abrasives is eliminated. All of the effluent (water, paint and corrosion) was recovered using a straightforward water treatment, which allowed Gib-dock to deliver a surface that is ready for coating immediately after blasting.

the ENVIROBOt uHP hull blasting apparatus


ShipbuildiNg & EquipmENt | iNduStry NewS

modular cargo tank measurementVEgA | The plics® line of sensors developed by Vega Grieshaber KG offers a stand-ardised housing, indicating and adjustment concept. Every plics® instrument is assembled from several modules: The sen-sor is joined via a process fitting to a housing of plastic, alu-minium or stainless steel. Then comes the electronics module, which is installed in the hous-ing. The indicating and adjust-ment module PLICSCOM is located on top of the electron-ics, making it directly accessible after the lid is unscrewed.With the new plics®plus range, setup and adjustment were simplified even further. New housing versions and addition-al measuring principles extend the range of application. Quite special importance was given to ensuring general compat-ibility between the existing and the new instrument adjustment

concept. The plics®plus brings a new antenna for the radar sensor VEGAPULS, capable to work with process temperatures up to 450°C. The antennas with higher chemical resistance widen the application range. New microprocessors provide more computing power for sig-nal analysis and allow complex processing algorithms. At the same time, setup is said to be further simplified and new ap-plication parameters have been added to make adjustment sim-pler for complex applications.The supply and signal lines of every plics®plus electronics module are connected with new spring-loaded terminals that do not require the use of any tools. Pluggable terminal blocks and mechanical disas-sembly aids make an exchange of electronics possible within a few seconds, the company reports. Guide rails secure

the electronics in the housing even under extreme mechani-cal loads and thus make ap-plication possible under very rough operating conditions. The low operating voltage of only 9.6 V allows connection of the new electronics modules to all control systems or existing evaluation systems – even sup-ply via batteries or solar panels is feasible.The VEGAFLEX instruments with their guided microwave measuring principle (also called TDR) profit from the increased efficiency of the plics®plus hardware and software. The in-telligent value processing is said to lead to higher measurement reliability and a widened appli-cation range. Special versions for process temperatures from -200°C to +450°C for interface measurement and boiler appli-cations extend the already wide performance spectrum.

Another innovation plics®plus brings is the differential pressure transmitter VEGADIF. Among its features is the very high unidirec-tional overload resistance, which provides protection under sys-tem pressures up to 420 bar, as well as its long-term stability.

Arrangement of level, switching and pressure instrumentation

Bourbon Front, Ulstein PX 105sZhejiang Shipbuilding Co. Ltd.

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Green energy from green waterWave energy Worldwide the economically exploitable amount of wave energy is estimated at 2,000 TWh/year, an average power of 200gW over a year, which is the equivalent of 200 large power stations. The challenge is to generate a predictable amount of energy, in a reliable way, at a reasonable cost. Marin, based in the netherlands, looked at the offshore industry for inspiration.

Bas Buchner

The challenges of wave energy are very similar to those of the offshore

industry: safe and economic design, production, transporta-tion, installation, maintenance, repair and removal. An ‘Inverse Concept’ was used, inversing the objectives of offshore en-gineering. Instead of reducing the motions and green water of ships and offshore struc-

tures, the concept maximises the motions and green water as a means of extracting en-ergy from waves. This initiative was named the Green Water Concept. The concept works following these steps:

Through maximised pitch Xmotions, the bow makes large vertical motions relative to the seabed, to which it is connect-

ed with a wire. The wire moves relative to the structure and can be attached to an electrical gen-erator, acting as a first Power Take Off (PTO).

At the same time, waves ex- Xceed the freeboard and green water flows onto the deck. Green water moves from the front and sides and forms a high velocity water jet. This concentrated jet, together with

the upward pitch motions, al-lows the green water to flow into a higher reservoir at the centre of the structure.

The green water in the res- Xervoir then flows back into the sea through low water head tur-bines (second PTO). The concept was initially devel-oped using diffraction theory and VOF simulations with the ComFLOW method. Last year,

Testing of the green Water Concept including its Power Take Off

Phases of the green Water Concept and the model before it went into the basin


OFFSHORE & maRinE TEcHnOlOGy | reNewable eNergy

the first successful model tests were carried out, including the modelling of an electrical and hydraulic Power Take Off (PTO).

Power Take Off modelling An important aspect of wave energy conversion is accurate modelling of the Power Take Off (PTO). When energy is converted into electricity in the PTO, the hydrodynamic behav-iour of the structure changes. A few basic PTO types can be identified:

Grid connected PTO run- Xning at a fixed RPM, used in tidal current stream systems. Energy is delivered to the grid when the environmental con-ditions “try” to increase the generator RPM above the fixed RPM.

PTO based on hydraulic cyl- Xinders delivering high pressures to smoothing accumulators. Hydraulic motors connected to these accumulators are used to

drive an electric generator. This is often used in wave energy conversion systems.

Linear PTOs based on di- Xrect-driven, standalone electric generators. The damping force produced in the PTO will have a linear relation to the PTO speed in case of a constant re-sistive load.During scale model tests a flex-ible system is desired in order to simulate different PTO types and allow easy modification of settings. MARIN works with complete electric equivalents of PTO types using electric mo-tors, feedback devices, digital controllers and dedicated soft-ware programs. These systems exert a realistic force on the structure as a function of mo-tions and PTO characteristics. From an electric point of view, these simulators will not pro-duce real energy that can be used to predict full-scale fig-ures. Therefore, damping forces and a complete set of structure

motions are measured to deter-mine the dissipated mechani-cal energy, independent of converter efficiency. In this way measurement and control tech-nology work closely together to make PTO modelling possible in model scale testing.With the Green Water Concept MARIN wants to stimulate the development of wave energy. Therefore, the Dutch maritime and offshore industry was in-vited to take over the further development of the project. At this point, the complete range of companies needed to make wave energy a success are work-ing together, including Blue-water Energy Services, Damen Shipyards, Heerema Marine Contractors, Huisman Equip-ment, Imtech Marine & Off-shore, Meteoconsult and TU Delft. MARIN will stay involved as advisor: applying its knowledge but also learning more about the challenges of wave energy.

This way Marin will be ready to give independent advice to any company that wants to bring this form of renewable energy a step further.

references:[1] Energie survival gids, Inzicht in energie en uitzicht voor de toekomst’, Jo Hermans, 2008 [2] ‘Inverse Concept: Wave Energy Generation by Motion and Green Water Maximisa-tion’, Bas Buchner and Freder-ick Jaouen, OMAE2009-79579, OMAE, June 2009, Honolulu, Hawaii[3] ‘Green water on ship-type offshore structures’, Buchner, Bas, PhD thesis, Delft Univer-sity of Technology, 2002.

Modelling of the green Water Concept with diffraction theory and ComFLOW simulations

The author:Dr. Bas Buchner,vice president, Marin,Wageningen,The netherlands

Schematic model of a hydraulic Power Take Off and actual PTO in a test modelling its hydraulic characteristics


Windlifter system and F2F for offshore

wind park installationUlSTEin | Norwegian-based Ulstein has developed two concepts for turbine in-stallations for the offshore wind energy market: the Windlifter system and the F2F (Floating to Fixed) concept.The Windlifter is a dynamically positioned vessel suitable for single lift offshore wind turbine installations, and unlike jack-up units is not limited by water depth. The vessel with an ULSTEIN X-BOW® trans-ports four turbines at the same time and uses a modular, mechanical system to skid the turbines from the vessel onto the foun-dation.The installation system is said to excel in its simplicity and to allow for a considerable reduction in power demand and installa-tion time. And, as the installation system is modular, it is said to provide the vessel with the flexibility to operate in other mar-kets as well, such as subsea construction or deepsea-mining.Ulstein’s ultimate vision towards the future of offshore wind turbine installation is the F2F concept, an alternative to fixed foun-dations. F2F targets a significant overall cost reduction related to offshore turbine installation, operation, maintenance, re-

pair and decommissioning. Using proven technologies from the offshore oil and gas industry, the unit is completely construct-ed and commissioned inshore and then floated out to its location by using a tug. So no dedicated (hence expensive) instal-lation units like the currently used jack-ups are required. Moreover, the impact on the marine environment is minimal as no pile driving is required. And when decommis-sioned, no remains are left on or in the seabed.Ulstein also offers designs for the offshore wind commissioning and maintenance market. Recently Ulstein signed a letter of intent with SeaEnergy Marine to develop new maintenance service vessels for the offshore wind industry, based on Ulstein´s SX128 design. The X-BOW® allows for smoother vessel motions, which is report-ed to be an important factor, because when the offshore wind industry moves further from the coastline, service vessels must be more versatile in their operations and of-fer greater crew comfort. This way they can stay longer offshore instead of sailing back and forth into port every day, increasing uptime.

The Ulstein F2F wind turbine installation concept

Two jack-up installation vessels with VSPlamPREll EnERGy | During the second and third quarter of 2012, two jackup ves-sels for the installation of offshore wind energy plants will be built and launched by the Dubai shipyard Lamprell Energy. They will be the first vessels of this kind fitted with three Voith Schneider Propel-lers (VSP) each.Approximately 131m in length, a width of 39m, an input power of 11.4 MW, 5,300t maximum load, an operating platform covering some 3,200m2 and an installation crane capable of lifting loads weighing up to 800t to a height of 24m. Delivery is scheduled for May and Sep-tember 2012. The future task of the jack-up vessel will include the transport and installation of offshore wind energy plants, especially in the North Sea. This is their intended end purpose according to their owner, Fred Olsen Windcarrier AS in Norway.Three VSP are said to ensure propulsion and accurate positioning and to bring the

jackup vessels to a sailing speed of 12 kts during crossings.A typical design characteristic of these ves-sels are the four columns or “jack-up legs“, which can be lowered to the bottom of the sea, lift the vessel and turn it into a stable operating platform in the sea. For this pro-cess, the vessels have to hold their positi-on with extreme precision. This is where, according to the manufacturer’s data, the advantages of the VSP in direct combina-tion with the dynamic positioning system come into play. It only takes three seconds for the drives to reverse. This prevents the ship from making leeway, which is nor-mally inevitable due to the swell of the sea. The moment when the vessel is lifted from the water is particularly critical. Du-ring this transitional phase of lifting, it is said that the VSP delivers significantly bet-ter thrust than other propulsion concepts.The VSP also allow a simple hull shape. These ships can thus be built with an hy-drodynamically efficient design, which has

a positive impact on consumption figures and emissions. Another feature of the jack-up vessel is the intelligent Voith Roll Sta-bilisation (VRS) that reduces the rolling motions of the vessel in difficult weather conditions.

Wind park installation vessel


OFFSHORE & maRinE TEcHnOlOGy | reNewable eNergy

Well intervention units become more efficientDnV | Driven by insatiable global demand for energy, subsea exploration and well con-struction has experienced a boom in the past decade. According to consultants In-field Systems and Douglas Westwood, the total number of subsea wells will increase to more than 5,500 by the end of 2010. While some projects may be delayed in some areas due to financing issues related to the global financial downturn, the rapid construction of new wells is likely to continue, if not ac-celerate, in the years to come.This growth has created challenges for ener-gy companies and suppliers alike. Increased demand for energy has forced many energy companies to re-evaluate stranded or mar-ginal fields, work in deeper waters, use more complex tie-back solutions and improve re-covery rates for aging wells, which are about 10-20% less up to date technology wells.These emerging demands have pushed op-erators of well intervention units to devel-op new technologies to improve access to subsea wells, creating a demand for more efficient subsea well intervention systems, including Riserless Light Well intervention (RLWI) units. While not appropriate for deep water, RLWI units are optimal for repair, scale removal, installation and manipulation of some equipment (such as valves, plugs, screens, etc.), re-perforations, zone isolation, fluid sampling, PLT, chemical treatment and well abandonment, among other services.In the past, this work was performed by mammoth, slow-moving semi-submersible drilling rigs, but developments in dynamic positioning systems, ROVs and onboard sys-tems on smaller, mono-hulled vessels that can move quickly from one well to the next have helped to reduce chartering costs and improve well recovery rates by up to 50%. Riser well intervention units are still pre-ferred for some kinds of work and in depths

below 500m, but new composites now be-ing developed for wire lines may soon allow RLWI units to work in deeper waters.The first monohull well intervention unit (Seawell) was built in 1986 by WellOps. The concept proved a success, and over the next ten years demand for LWI units grew. However, because these units are often simi-lar in design to Offshore Supply, Support or Multi-Purpose vessels, there was uncertainty on how to class them: Are they vessels or mobile offshore units?Based on experience, technical research and feedback from the industry, DNV concluded that if the unit is capable of taking control of subsea equipment, such as opening or closing valves on a producing well, it would be classed as offshore, not maritime. These criteria are consistent with the way many na-tional authorities differentiate between off-shore operation and maritime ships/vessels operation, and Mobile Offshore Develop-ment Units (MODUs) code compliance ap-plies to offshore. Once developed, the new rules were then submitted to external hear-ings for review and comments were solicited from owners and operators.At present, DNV is the only class society of-fering the Well Intervention Unit class no-tation. And based on experience gained by developing the new rules, DNV released a new, optional notation known as WELL In-tervention in October 2009.The WELL class notation includes design verification of the well intervention equip-ment and systems and survey and follow-up during fabrication. Once completed or certi-fied, the equipment will follow traditional classification principles and be inspected on a regular basis. By introducing the volun-tary WELL class notation together with the revised and mandatory Well Intervention Unit notation, DNV was able to offer owners

and operators of well intervention units the same options that owners of drilling units have had in the past. While the commercial benefits for owners sailing with the optional WELL notation is difficult to measure, some well intervention unit operators are hopeful the notation will not only ensure the safe operation of their vessels, but help their bot-tom line at the same time.One early adopter of the new DNV rules was Aker Oilfield Services. Established in 2006 to meet the rapidly growing global demand for services to subsea fields, the company offers fully integrated services ranging from subsea installation and completion to advanced well intervention operations provided by the company’s monohull well intervention units. Aker Oilfield Services has two well in-tervention units classed by DNV – the new-build Skandi Aker, and its sister vessel, Skandi Santos, now under charter with Petrobras in Brazil.

Per Jahre nilsenBusiness Development Manager

Dnv, Oslo, norway

Semi-submersible Photo: DNV Hamburg


OFFSHORE & maRinE TEcHnOlOGy | ClaSSifiCatiON

Floating production platform powered from landGJØa PROJEcT | With its Vega satellite, Gjøa is the largest cur-rent North Sea development. Its location in a new area for oil and gas production means that the technical excellence employed to bring the project to fruition has been significant. Gjøa is the first floating production platform to be completely powered from land. The Gjøa project lies in North Sea blocks 35/9 and 36/7, approximately 100 miles north-west of Bergen. Interestingly, it shares its name with the first ever vessel to transit the North West passage, the Norwegian ex-plorer Roald Amundsen’s, Gjøa. Like the Gjøa before it, the new Gjøa platform is breaking new ground – it opens a new sector of the North Sea to oil and gas production and is the first float-ing production platform to be completely powered from land.The field, which has been de-veloped by Statoil and will be operated by GDF SUEZ E&P Norge, was proven in 1989 and reserves are estimated to be 82 million barrels of oil and con-densate and 40 billion cubic metres of gas. The Gjøa field has been devel-oped with a semi-submersible production platform and five subsea templates, and is expect-ed to be online before the end of 2010. Three main contracts were awarded by Statoil in 2006 to build the technically advanced platform. Aker Solutions was giv-en the task of producing the plat-form deck and the mating of the topside and hull. Leirvik Module Technology was contracted to build the living quarters while Samsung Heavy Industries in South Korea was chosen to build the hull. With the primary work underway, Statoil and Aker Solu-tions selected Kongsberg Mari-time to provide a large package of systems, not least the Safety & Automation System (SAS), which, with over 40,000 I/Os, is one of the most extensive of its kind ever installed.

Onshore PowerAs is common in newbuild oil and gas platforms, and indeed offshore vessels, the Gjøa plat-form is packed with sophisticat-ed technology and innovations. What perhaps is talked about most is the fact that the platform is the first ever to be powered entirely by electricity from land, using a 100km power cable to a shore side transformer station at Mongstad, just north of Bergen. Statoil believes that electrifying new installations on the Norwe-gian continental shelf is one of the most important measures to reduce further carbon emis-sions from Norwegian oil and gas production. Specifically for the Gjøa platform, it will mean a reduction in emissions to the environment of 250,000 tonnes of carbon dioxide per year. With the electrification of the Troll A platform and Kollsnes too, Sta-toil is a front-runner with a view to reducing emissions of nitro-gen oxides and carbon dioxide.The power cable also houses fi-bres that are an intrinsic part of the Gjøa platform’s SAS network. Within the transformer station in Mongstad is an SAS console

that provides safety monitoring, alarm and shutdown and can be remotely operated from onboard the platform. Should there be a problem that would require the power to be shutdown, for instance a fire in a critical area onboard, then the SAS can au-tomatically or manually turn the power off at the transformer sta-tion without any personnel hav-ing to be present there. Although the likelihood of this happening is slim, an important part of the SAS aboard the platform is to ensure that every eventuality is prepared for.The direct connection to the power transformer station, al-though undoubtedly the longest leg, is only a small portion of the SAS network itself. A total of 190 cabinets, 102 real-time comput-ers and about 50 operator sta-tions have been tested, delivered, installed and commissioned by Kongsberg Maritime so far. Stag-gered delivery dates have led to 48 hardware and 60 software FATs (Factory Acceptance Tests).The platform has a dedicated SAS Office which is currently manned by Kongsberg engineers, and the system is controlled by

GDF SUEZ operators in a cen-tral control room. There are ap-proximately 50 consoles located at various positions on board, enabling authorised personnel to enter the system while away from the central control room or the SAS office.

remote accessThis in itself is an extensive SAS for any vessel or platform, but operator GDF SUEZ also had strong requirements to enable remote access to all of the data from the platform – so that it could support operations and maintenance from its centre in Stavanger and so that its suppli-ers can act without having to be onboard. For instance, it’s pos-sible for Kongsberg engineers to sit in their own offices and do updates, diagnostics and follow-up of the systems.According to GDF SUEZ, it has been a desire to move as much of the work as possible from offshore to onshore because it’s safer and cheaper. To do that, all the data from the platform is needed onshore, requiring a high bandwidth, which is why fibre is used.

after mating of gjøa topsides and jacket Photo: tommy Solstad, Statoil


OFFSHORE & maRinE TEcHnOlOGy | Oil & gaS

Oil & gas maps and field atlas diaryinFiElD SySTEmS | Build-ing upon the Asia Pacific, West Africa and Gulf of Mexico wall maps, Infield Systems Ltd is publishing three new wall maps from the Offshore Energy Gateway:

The Offshore Latin America XOil & Gas Activity Map To 2015

The Offshore Asia Pacific Oil X& Gas Activity Map To 2015

The Arctic Oil & Gas Activity XMap To 2015. As part of each wall map, Infield is offering a number of adver-tising opportunities. The maps will be distributed through the Infield Shop and free of charge

at various conferences and exhibitions during 2010 and 2011. Further to the maps, Infield is producing an atlas diary for those involved in the off-shore oil and gas industry. It comprises 39 pages of field development maps covering all of the important regions and basins of the world.The diaries are available in a week-to-view or page-a-day format and can be supplied as the ‘2011 Infield Offshore Oil & Gas Diary’ or as a personal-ised diary which can include company name and logo.

installation works in 2,500m waterdepth in Gulf of mexico

caScaDE & cHinOOK Oil FiElDS | Technip USA, supported by its contractor Jumbo Offshore, has com-pleted the installation of five Free Standing Hybrid Risers (FSHRs) for the Petrobras America Inc. Cascade & Chi-nook ultra-deepwater project in the Gulf of Mexico. Trans-portation of the five buoyancy

cans was handled by Jumbo’s Fairplayer. Technip’s construc-tion vessels Deep Blue and Deep Pioneer, together with the Fairplayer, installed the buoyancy cans and risers in winter conditions and with zero HSE recordable. The five FSHRs are said to be the deepest risers of this type in-stalled in the world to date.

The Fairplayer loaded the buoy-ancy cans from Technip’s yard in Pori (Finland) and trans-ported them to the Cascade

and Chinook offshore location in the Gulf of Mexico (USA). There, she met up with Tech-nip’s Deep Blue and Deep Pio-neer to commence installation. The installation started with the Deep Blue deploying the riser in its entirety. The Fair-player then moved in for a wet handshake, lifting the 2,300m riser with the fore crane and placing it in a hang-off struc-ture for connection to the buoyancy can. The whole as-sembly was then overboarded and lowered safely through the splash zone. Jumbo Off-shore broke its own record, lifting over 700t load offshore. After lowering the assembly to 200m, Technip made the con-nection between the riser and its foundation in the seabed at 2,500m water depth.

One of the five Free Standing Hybrid risers


alliance for offshore installations & vessels

UPTimE | Marine Aluminium AS and TTS Energy are forming an alliance called Uptime Alli-ance. This technology and mar-keting collaboration will con-tribute to increased efficiency and safety for offshore vessels and marine installations.The Haugesund-based compa-ny Marine Aluminium AS has expertise in the production of aluminium products, especially marine helidecks and telescopic gangways for the offshore seg-ment, while TTS Energy has a unique technology for motion compensation systems. On this platform of comple-mentary expertise and expe-

rience, Uptime Alliance will develop and market solid and cost-effective solutions that in-crease safety, accessibility and uptime for offshore installa-tions and vessels.The alliance currently offers two systems, the Uptime Helideck and the Uptime Gangway.The Uptime Helideck is said to be the world’s only mo-tion compensated helideck. Uptime Helideck utilises real-time control technology to keep the helideck steady relative to the helicopter, and safe landing is possible under conditions where the vessel would otherwise be moving too much. So far the patented system has been delivered to two advanced vessels owned by the seismic company Pe-troleum Geo-Services, PGS, namely Ramform Sovereign and Ramform Explorer. Uptime Helideck is compatible with all types of helidecks, and will now be introduced world-wide.Uptime Gangway is an active motion-compensated telescop-ic gangway in aluminium, espe-cially designed to facilitate ac-cess between vessels and fixed installations, such as offshore windmills and oil rigs

Uptime Helideck

Uptime gangway

cleanup with oil- degrading microbesEnSOlVE BiOSySTEmS | A new line of products de-signed to facilitate cleanup of oil from shorelines, beaches, marshes and open waters has been introduced by US-based EnSolve Biosystems.The EnSolve ShoreClean™ products are designed to release concentrated levels of naturally occurring oil-degrading microbes and nutrients into the waters and beaches along the con-taminated shoreline. The mi-crobes break down the par-ticles of oil, converting it to water and trace amounts of carbon dioxide.The ShoreClean products are derived from the US Coast Guard-approved bioremedia-tion technology, which has been used for more than ten-years to treat ships’ oily bilge water.The ShoreClean products in-clude booms and bags, which are filled with oil-consuming microbes and slow-release nutrients. When properly de-ployed, wave action releases the microbes and nutrients to

stimulate oil degradation in the environment. The float-ing booms contain a natural oleophilic and hydrophobic sorbent capable of absorb-ing eight times its weight in oil. The microbes inside the booms break down the ab-sorbed oil, permitting the boom to continue soaking up more oil. The bags are an-chored on the beach along the tidal line and are effective for two to four weeks, after which they can easily be replaced.The microbes are said to be identical to those that live naturally in the oceans of the world. They are claimed to be non-pathogenic, pose no threat to workers handling the products and have no adverse effect on the environ-ment. There are said to be no harmful by-products from the process.Bioremediation techniques were also utilised effectively in combating the Exxon Val-dez oil spill in 1989. EnSolve’s engineers have worked to en-hance the process and speed up the oil removal.

ShoreClean™ products include booms and bags which are filled with oil-consuming microbes and slow-release nutrients


OFFSHORE & maRinE TEcHnOlOGy | iNDuStry NewS

Portable offshore crane simulator caRGOTEc | A new simula-tor has been developed by Cargotec to provide realistic training for operators of off-shore load handling equip-ment employing advanced ac-tive heave-compensated (AHC) technology, such as AHC off-shore and subsea cranes.The new simulator is an en-hancement of Cargotec’s inte-grated approach to the offshore support sector, such as main-tenance and operator training, both theoretical and practical. The simulator was designed, constructed and tested in house by a team of system engineers at Cargotec’s offshore load handling site in Kristiansand. The company says training in the proper use of equipment has great benefits in terms of safety and efficiency and also reduces the likelihood of dam-

age, downtime and repair costs due to incorrect operation. By allowing crane operators to gain more realistic, varied experience in a few days than they would in weeks of live training, the simulator has a major role to play in Cargotec’s wider training programme for offshore load handling. This includes training in failure and emergency scenarios in various environmental conditions. The simulator features a full-scale crane cabin interior with multiple high-resolution dis-plays, which provide an un-restricted view of the entire operating area through numer-ous windows. The complete simulator package, including all the necessary hardware and HVAC systems, is housed in a single 20ft container. This gives it the great advantage of being

autonomous and transport-able. This means that while it can be employed at Cargotec’s training centre in Kristiansand, it can also be taken directly to the customer so that train-ing can take place where most convenient, with a minimum of disruption to the customer’s operations. Realistic sounds enhance the experience and a head track-ing feature means that when the seated operator looks out any of the windows, the view changes seamlessly according to the movement of his head. In addition to its primary train-ing function, the simulator also enables Cargotec to dem-onstrate and assess the various functions of its products, plan marine operations, and log data for playback to evaluate and improve future operations.

It can also be used for the rapid design and testing of new con-cepts.

Cargotec’s first full aHC offshore crane simulator

www.omae2011.com

30th International Conference on Ocean, Offshore and Arctic Engineering

Rotterdam, 19-24 June 2011The 30th International Conference on Ocean, Offshore and Arctic Engineering (OMAE 2011) will be held in the Rotterdam from 19-24 June 2011. OMAE 2011 is the ideal forum for offshore engineers, researchers, managers and students to meet and present their progress in technology and its scientific support. The OMAE is considered to be the ideal mix of people from the industry and academia and we expect to welcome more than 750 people from all over the world. We would like to invite you to submit your abstract for a paper on your recent progress in offshore, ocean and arctic engineering. This can be done in the 10 regular OMAE Symposia, as well as in the special Symposia that will be organized to honor three Dutch researchers who gave important contributions to offshore research: Jan Vugts, Jo Pinkster and Johan Wichers. The abstract deadline is 27 September 2010. We are looking forward to your abstracts and to meeting you in Rotterdam!

Updated offshore and ship design software inTERGRaPH | A new version of the Smart-Marine® 3D enterprise engineering and manufacturing software has been released by Intergraph®. The new update has ex-panded automation capabilities to further increase design quality, consistency, pro-ductivity and accelerate project schedules.SmartMarine 3D is the rule-based design and fabrication component of Intergraph’s SmartMarine Enterprise software portfolio that enables offshore platform providers, fabricators and shipbuilders to increase their productivity. The software offers a multidiscipline, integrated, worksharing-enabled environment for the modular design of structures, piping, equipment, HVAC and electrical modeling with auto-mated detailing drawing capabilities. The newest version of SmartMarine 3D is said to further increases productivity with enhanced rule-based design automation capabilities. Graphical programming capa-

bilities, referred to as “geometric construc-tions” enable the efficient definition of complex elements and structures based on engineering, construction and manufactur-ing rules. Once defined, the geometric con-structions can be applied to other similar situations in the model. With Intergraph’s patented associativity engine, the geomet-ric construction will be fully adapted to the new situation using other objects as input parameters, saving time and preserving de-sign integrity. The new features in SmartMarine 3D also include expanded multi-3D model referencing and model data reuse capa-bilities. SmartMarine 3D now can refer-ence external data from many sources for visualisation, clash detection and routed systems connections. Supported formats include PDS, PDMS, ACIS (.sat), Micro-Station (dgn. V7 & V8), AutoCAD (.dwg) and Intergraph SmartPlant Review (.vue). This capability is very powerful when undertaking repeated 3D designs or for joint venture projects where multiple companies may be using different design products.Often in offshore structure and ship-building buildups, the elements created are treated as single entities during the pre-FEED and FEED phase, but are sepa-rated into independent parts at the detail design and manufacturing stage. By using the advanced design, planning and manu-facturing capabilities of SmartMarine 3D, users can bring these new features all the way from design to manufacturing with-

out remodelling. This ensures consistency of designs and as-built situations, which improve the overall quality as well as the productivity of the project. For extended model data reuse, SmartMarine 3D can copy 3D data within a model or to an-other model while maintaining relation-ships within the design. Entire modules or even units of a platform or vessel can be replicated with all their associated in-telligence, reducing valuable engineering design effort while accelerating project schedules.Other notable expanded capabilities of the newest version of SmartMarine 3D include:

Grid system enhancements XEnhancements to geometric construc- Xtions and advanced plate systemsAdditions to rule-based gaps XManufacturing of closed cross-sections XAutomated rule-based drawing en- XhancementsSplitting of buildups XRule-based tubular connections X(CANS).

3D image of an FPSO using SmartMarine 3D engineering and design software

Close-up 3D view of a nodal connection using ring plates for ship structure design

aveva acquires companiescaD/cam | The oil and gas business of ADB Systemer AS has been acquired by Aveva. This strategic acquisition will expand the Aveva Net enterprise solu-tion while bringing Operations Integrity Management to owner operators in the oil and gas industry. The acquisition includes the WorkMate product suite, which complements and extends the current information man-agement capabilities of Aveva Net. The WorkMate suite will be tightly integrated with Aveva Net to provide owner opera-tors with an Operations Integrity Man-agement solution that supports the en-

tire lifecycle of their plant assets. As part of Aveva’s Enterprise Solutions group, the ADB oil and gas business, based in Stavanger, Norway, will form the centre of excellence for Aveva’s Operations In-tegrity Management solutions.Further to this, Aveva announces the ac-quisition of Logimatic’s Mars business from Logimatic Holdings A/S. This stra-tegic acquisition of the Mars products and services will also be merged into Aveva’s Enterprise Solutions Group and tightly aligned with Aveva Net solution. This new combination will create an engineering and information manage-

ment offering for the marine and plant industries, with integrated materials and project management as well as opera-tional planning for design, production and construction.The new Aveva Mars offering, in combi-nation with Aveva Net and the broader Aveva Marine portfolio, provides a fully integrated PLM solution to the ship-building industry. Mars will also be integrated with Aveva’s VPRM products to create a complete ma-terial management, construction man-agement and planning solution for the plant industries.


OFFSHORE & maRinE TEcHnOlOGy | iNDuStry NewS

Safe transport, handling and storage of biofuelsFAME AND BIOETHANOL | The produc-tion and use of biofuels has increased dramatically in recent years and is set to continue, meeting growing consumer de-mand. As most biofuels will be transported by sea, the industry needs to develop safe and efficient shipping, loading, handling and storage practices.Demand for biodiesel is expected to grow at an estimated annual compound rate of 15 per cent, rising from 20 million metric tonnes in 2010 to 45 million tonnes in 2015. The UK government is stepping up its tar-gets for forecourt sales of fuels from renew-able sources to five per cent by 2013-14. The EU Renewable Energy Directive would like it to be more as new sustainable biofu-els come to market. By 2030, Lloyd’s Regis-ter predicts global demand for 100 million tonnes of biofuel, requiring an extra 400 handysize tankers to transport it.Blends of biofuels and conventional fuels are essentially mixtures of mineral-oil-based hydrocarbons and noxious liquid substances. The two main classes of ‘first-generation’ biofuels in widespread use are biodiesel and bioethanol.Biodiesel is derived from vegetable oils, such as palm, coconut, rapeseed, soy-bean and tallow, and from animal fats. Better known as Fatty Acid Methyl Esters (FAMEs), these are produced by reacting vegetable oil or animal fat with an alcohol, usually methanol. The transesterification process brings the properties of the raw materials closer to those of conventional petroleum diesel. FAMEs can be used neat as a fuel but are more commonly blended with petroleum diesel for use in diesel en-gines.The different chemical compositions of FAMEs raw materials and their blend lev-els mean the end products vary in terms of stability, degradability and cold tempera-ture performance. This will affect storage, handling, treatment, engine operations and emissions.Bioethanol refers to ethanol produced by fermenting renewable sources of sugar or starch crops, such as sugar cane, sugar beet, sorghum, corn, wheat and cassava.Unlike FAMEs, bioethanol is a single chemical compound, which is volatile, colourless, miscible with water and hy-groscopic. Again, bioethanol can be used neat but is generally blended with con-ventional gasoline.

P&I club executives are beginning to receive insurance claims stemming from biofuel problems, most of which emanate from FAMEs. There is no standardised analytical technique for detecting FAME materials in fuel oils and data on their effect on marine fuel systems is limited.Water contamination is the main problem as FAMEs absorb water via sea water in-gress, tank-washing residues, atmospheric humidity in tanks’ ullage spaces and other sources. FAMEs can hold high levels of water in sus-pension, rendering cargo off-specification. Water can promote hydrolytic reactions, breaking down the FAMEs to form free fatty acids. Such species are corrosive and may attack exposed metal surfaces. Water can separate out from FAMEs, promoting un-wanted microbiological growth, which may lead to filter blocking and corrosion.Potential shipping problems include deg-radation reactions by trace metals, such as copper heating coils or zinc-containing tank coatings. Thermal stability will be affected if FAMEs cargoes are stored next to heated tanks. Dry nitrogen blankets can help to prevent degradation reactions through air contact.FAMEs can adsorb onto the walls of tanks or pipelines and de-adsorb into subsequently carried products, causing problems for multi-product pipelines or storage tanks, necessitating great care with tank cleaning and flushing and draining common lines. Switching from B5 diesel to jet fuel requires at least a hot water tank wash. Some would advocate at least three intermediate FAME-free cargoes plus the hot water wash before loading jet fuel.Tankers carrying multiple products risk in-advertently contaminating jet fuel cargoes with traces of FAME. The EN590 specifica-tion for ultra-low sulphur diesel (ULSD) allows up to 7 per cent FAME content by value. A ship’s tanks and lines should be completely stripped of all ULSD before loading jet fuel.FAME acts as a solvent, taking up any organ-ic residue, dirt or scale that may have accu-mulated on surfaces of tanks or pipelines. It attacks and quickens the ageing process of certain materials, including elastomers.Unwanted water is also a major problem with bioethanol. The ethanol itself is hy-groscopic and highly soluble in water. Small quantities of water can be dissolved in gasoline/bioethanol blends, but, if there

is too much, the ethanol will separate from the gasoline, forming an alcohol-rich wa-ter/ethanol aqueous phase and an alcohol- poor gasoline phase.The former will collect at the bottom of the ship’s tank or storage tank and is likely to be highly corrosive and not usable as fuel. The gasoline phase may be considered a minor hazard to either marine resources or human health if discharged into the sea from tank cleaning or deballasting operations. Bioethanol also acts as a solvent, cleaning out dirty storage tanks and lines but be-comes contaminated itself in the process.As volumes increase and new fuel sources such as jatropha and algal oil enter the market, the UK Club expects new sources of claims. The production and distribution of biofuels, particularly on board ship, will continue to provide a very real challenge. A knowledge of these products’ properties are said to be very beneficial in minimising the risk of unwanted claims.

A major percentage of biofuel is shipped internationally by sea


SHIp & pOrT OpErATION | taNker ShippiNg

Container securing and stowageLLOyD’S rEgISTEr | New container-secur-ing rules and software to provide a robust framework for safer, more effective modern ship designs have been developed and re-leased by Lloyd’s Register.The new rules and supporting software, which were developed after detailed consul-tation with major container-shipping lines and manufacturers of lashing equipment, come as the container-shipping market shows early signs of emerging from a pro-longed slowdown.According to the classification society, these new rules were created to combine safety and flexibility, allowing more sophisticated and varied container stows to save time and expense in port.Despite the slowdown in demand growth during the past two years, container ship-ping continues to be a fast-growing segment of world shipping, closely linked to the glo-bal economy. If world trade grows, so will the box trades. Helping to ensure continued improvements in safety and protecting cargo is a paramount concern for members of the Lloyd’s Register Group as the industry faces the next wave of container ship ordering.The main benefits in providing the new container securing rules are said to be:

a reduced risk of losing containers over- Xboard, with associated environmental risks and cost

a reduced risk of loss of life or serious Xinjury to stevedores and crew engaged in container lashing

more effective lashing techniques for Xnew, much larger, container ships

increased potential for innovative and Xflexible lashing designs and arrangements

increased flexibility in the allowable Xweight of containers in certain configura-tions.Lloyd’s Register’s LashRight software is the Group’s new dedicated container-securing software. It calculates the forces acting in lashed and unlashed stacks on deck and vali dates the results against the require-ments contained in Part 3 of Lloyd’s Regis-ter’s Rules and Regulations for the Classifi-cation of Ships.LashRight is reported to quickly identify areas which have failed the assessment, help-ing designers to make the required changes to container arrangement, weight distribu-tion or lashing equipment. This helps to ensure compliance with requirements and reduces the risk of containers being dam-aged or lost overboard.

Funnel smoke monitoring systemEMISSIONS | Many boilers have funnel smoke monitoring facilities installed at the newbuilding stage by the boiler OEM. Less than 1% of new tonnage, however, is currently estimated to have installations covering the main and auxiliary engines, although the number is expected to rise steadily. Both newbuilding and retrofit markets will be driven by intensifying lo-cal legislation as well as pressure from charterers for owners to adopt best envi-ronmental practices. A funnel smoke monitoring system meas-ures the density of smoke using opacity monitoring techniques based on a trans-mitter and receiver, installed on either side of the funnel. The transmitter sends a beam of light towards the receiver and the ob-scuration - the amount of light that reaches the receiver - is measured. The thicker and darker the smoke, the less light received by the transmitter: very dark smoke will result in a very low amount of light or even no light received by the receiver. Martek Marine offers a smoke monitoring system called Vigilant in which the read-ings are sent via serial communications protocol and cabling to a control system, where the software converts the signalled values to representation in terms of the

Ringelmann Scale, which grades densities of smoke. Readings can be stored by the system for defence in the event of accusations made by authorities that the ship was exhaust-ing black smoke in contravention of local or international regulations. The values are displayed on a liquid crystal display, and historical data can be recalled and viewed via the menu system. A wide range of parameters can also be initialised or altered via the menu system, such as alarm levels to alert operators that the smoke densities are approaching illegal levels.Martek Marine’s Vigilant system can also receive signals from oxygen analysers in-stalled in the boiler exhausts to monitor for higher than expected levels of oxygen, which indicate that combustion in the boiler is not as efficient as it should be. Multiple exhausts can be monitored at the same time, a facility of importance in cruise ships that may have ten or more engines. A single PC controller is said to simplify in-stallation and is reported to provide greater clarity of results for the user and allows monitoring of smoke in terms of the ship’s specific location and recording of this data for production to the authorities.

A Vigilant funnel smoke monitoring system control panel with transmitter and receiver


SHIp & pOrT OpErATION | cONtrOl & mONitOriNg

Electronic small ship propulsion control systemVOLVO pENTA | The fourth version of the company’s electronic platform, the EVC-D, has been introduced by Volvo Penta. EVC-D offers a complete series of new controls with a high level of styling, ergonomics and over-all driver experience. New EVC functions, all easily managed through push buttons on the control head, have also been introduced. The new controls are said to be robust and ergo-nomic. Facing the driver is the push-button panel. Here the driver can easily select the cruise control, single-lever mode, low-speed mode, power trim assistant as well as throttle only. With multiple helm stations, the con-trol station can be activated as well as locked, so that it’s not possible to activate another station by mistake. With sterndrive there is a drive trim button on the lever (port lever in twin) to control single or twin drives. The top-mounted control is designed so the hand rests naturally on top of the control head. This gives easy access to the buttons on the back of the control head: fine tuning of speed while in cruise control and (for twin sterndrive) individual starboard and port trim buttons. The new controls are for all

Volvo Penta propulsion systems: IPS, stern-drive and inboard shaft. There are twin and single top-mounted plus single side-mount-ed (sterndrive only) controls. Handling twin engines with a port and a starboard lever is sometimes considered to be challenging. With the new single-lever mode activated, all engines are handled with one lever (the one the driver chooses). This makes it easier to fine-tune engine speed, es-pecially since the new controls offer a steady hand rest.

Single-lever mode also automatically syn-chronises the engines’ rpm. This greatly re-duces both vibrations and noise. It is avail-able at any engine speed and is easily turned on or off. According to the company, there are some major benefits with the Volvo Penta cruise control option: all engines are auto-matically synchronised to run and hold the same rpm. The driver can change the chosen rpm in small increments with a +/- button on the front of the new control. In practice, this means very relaxed and safe driving with the hand rested on the control and fingertip command of engine speed with the button.The function is equally useful at low and high speeds. While driving with a speed lim-it, adjusting to the exact limit is now much easier. And at high speed, the driver can find the most relaxing rpm and fine-tune for the best fuel economy, checked on the Volvo Penta trip computer. The new EVC-D is fully classified and ap-proved for commercial operations. Instal-lation is said to be easy with the HCU in-tegrated in the control unit, which radically reduces the amount of wiring and also en-hances reliability. The new EVC-D control by Volvo Penta

Catalyst fine particle size distribution screening FUEL MONITOrINg | DNV Petroleum Services (DNVPS) launches a catalyst fine particle size distribution screening service as a complement to its Fuel System Check pro-gramme.Used in combination, the DNVPS Catalyst Fine Particle Size Distribution Screening and Fuel System Check provide a particle-size-and-quantity profile of catalyst fines in the fuel – before and after the separators. The resulting data is said to paint a more accu-rate picture of the efficiency at which the fuel treatment plant is operating on board the ship.Composed of highly abrasive aluminium and silicon oxides (Al+Si) and almost as hard as diamonds, catalyst fines are largely spherical particles originating from the cata-lytic cracking units in refineries. On entering the engine with the fuel, catalyst fine parti-cles can quickly wear down piston rings, ring grooves, liners and fuel pumps if they exceed five microns in size and are present in suf-ficient quantities. Engine experts say parti-cles in the 10-25 micron range are especially harmful to machinery components.Up to now, commercial fuel system check services in the market have been focusing on the quantities of catalyst fines remaining in the fuel after onboard purification. This is

usually done by analysing and comparing fuel samples taken before and after the sepa-rators in order to assess the overall efficiency levels of the fuel treatment plant.Even as major engine makers commonly recommend a post-treatment catalyst fine content of no more than 15 ppm, there have been incidents where ships and power plants experienced anomalous component wear de-spite meeting this limit.Such cases are one of the factors prompting the International Council on Combustion Engines (CIMAC) to consider a shift from focusing on fuel quality ‘as delivered’ to the ship, to fuel quality ‘at the engine inlet’. This proposal has found resonance among major engine makers, according to DNVPS.With two important fuel regulations imple-mented this year – the EU Directive 2005/33/EC 0.1% sulphur limit on Jan 1 and the MARPOL Annex VI 1.00% sulphur cap in the Emission Control Areas on July 1 –the demand for low sulphur fuel is steadily ris-ing, and this could in turn cause catalyst fine contents in blended products to go up.Residual fuels and particularly low sulphur products are made by blending residues with cutter stocks like cycle oil slurry, which may contain large quantities of catalyst fines. If the fuel treatment plant is not operating at an

efficiency required to reduce the catalyst fines to safe levels before the fuel is consumed, the risk of increased engine wear and damage is reported to be very real.Catalyst fine particles in the fuel may be forced into the running surfaces of cylinder liners and piston rings. These particles are said to act like sandpaper on contact with the surfaces, escalating wear rates and hence shortening the time between overhaul.By coupling the new Catalyst Fine Particle Size Distribution Screening with DNVPS’ existing Fuel System Check programme, in-formation on catalyst fine particle size and quantity will help the ship crew make more precise adjustments to improve the fuel treat-ment plant’s performance. For example, the crew may be alerted to increase the centri-fuge operating temperature or to change the throughput so as to better protect the engine from serious wear situations. In some cases, increased wear rates that Fuel System Check results attribute to insufficient fuel treatment efficiency, have led ship owners to replace old or undersized separators with those of more recent design and larger capacity.Major ship owners like Odfjell and engine makers such as MAN Diesel & Turbo are sup-porting DNVPS’ latest innovation through R&D collaborations.


Openport connected with Vizada SolutionsSATCOM | Vizada is now of-fering shipping customers the full range of Vizada Solutions™ with the Iridium OpenPort™ service through a direct inter-connection with the Iridium network.Shipping companies can now use their Iridium OpenPort terminal with one, or a com-bination of, Vizada Solutions

to help better manage broad-band communications at sea. In addition to high-speed data connectivity with global coverage, they now benefit from online traffic manage-ment and monitoring sys-tems, crew welfare solutions, e-mail compression services and solutions to increase data security.

Vizada has established an inter-connection between Vizada’s global backbone and Iridium’s network, providing customers access to the following Vizada Solutions:

Terralink™ Data Manager, Xcompressing Web content by up to four times to help crew get more for their prepaid com-munications credit.

Terralink™ Interconnect, Xproviding an end-to-end secure bandwidth interconnection.

The Source®, a Web-based Xinformation management sys-tem to help partners track and manage end-user accounts: SIM card details, activation, deactivation, suspension.

SkyFile® Anti Virus, pro- Xtecting PCs and networks on board from viruses, spam, Tro-jan Horses, etc.

SkyFile® Mail: compressing Xemails, SMS and fax by up to 90% to reduce data transmis-sion costs.Iridium OpenPort™ is now offered with several services by Vizada

Enhanced featuresIrIDIUM | The Iridium 9555 satellite handset has recently received a number of new features. The latest firmware release for the Iridium 9555 includes the ability to directly inter-face with computers running on Windows XP, Vista and Windows 7, as well as Mac Version 10.4 or later. The up-grades now make it easier for users to send and receive e-mails and exchange compu-ter files through the Iridium satellite phone. The Iridium 9555 connects to the laptop with a standard mini-USB cable.In addition, the Iridium 9555 has enhanced short-message service (SMS) text capabili-ties. Iridium 9555 users can now send and receive long SMS texts up to 1,000 char-acters in length to an e-mail address or mobile phone. Previously, the Iridium 9555 offered the ability to text up to 160 characters.

Auto routeingTrANSAS | Auto routeing soft-ware from AtoBviaC is now in-corporated in a new navigation solution from Transas. Transas Navi-Planner 4000 is a part of Transas Navi-Sailor ECDIS 4000 and is said to set a new standard for safe and efficient voyage planning. Combining a set of databases, applications and services for voyage plan-ning, the Navi-Planner 4000 is said to be easy to use for naviga-tors and efficient for ship own-ers. AtoBviaC has adapted its world-Distance Table program to allow it to be incorporated within the new Navi-Planner 4000, enabling users to gener-ate initial routes for modifica-tion and analysis within Navi-Planner 4000.

Compact EpIrBJOTrON | A new 406 Emer-gency Position Indication Radio Beacon (EPIRB), Tron 60S/GPS has been developed and was launched at the SMM Hamburg 2010. It is the lat-est contribution to Jotron’s product range. The unique feature of Jotron’s Tron 60S/GPS is the combi-nation of its small compact hand-held size and technical capability. The device is only 340 mm high and weighs 680 gram. With its new hand-held size Tron 60S/GPS, along with the existing Tron 40S MK II, Jotron will be able to meet the needs of all segments of vessels, from commercial and fishing vessel to recreational boats. Totally sealed and with five-

year warranty are among the features Jotron offer. The new Tron 60S/GPS is designed to meet IMO SOLAS requirements and can be offered with the latest GPS-technology, as an option for enhanced posi-tion location. In an emer-gency, your registered, digitally-coded distress message is broadcast via a five Watt, 406 MHz signal. An in-tegrated 121.5 MHz homing signal then guides local search and rescue efforts

to its location. The unit is claimed to have outstand-ing visibility with its high–intensity LED located at the top of the antenna. Tron 60S/GPS is reported

to be a supplement to meet the growing

demand for small-er size EPIRBs.

In the range of accessories, Jo-tron offers both

a manual and a float-free brack-et, along with a

battery replacement kit and a hydrostatic release kit.

The new Tron 60S/GPS


SHIp & pOrT OpErATION | NavigatiON & cOmmuNicatiON

New autopilot with Ip67 protectionNAVIS ENgINEErINg | A new autopilot has been launched by Navis Engineering with a substantial redesign. The front panel has been given a more modern look, materials and technology and a 6.5’-high contrast and resolution colour display with a 150º viewing angle. In addition, the level of front panel protection has been increased from IP44 up to IP67, which makes the AP4000 suit-able for outdoor installations (at flybridge or port/starboard wings). The user-friendly GUI complies with all the industry ergonomic standards and is very easy to read and operate. Day and night colour palettes are available.The software part of the au-topilot has also been greatly upgraded. The functional-ity of network control transfer between up to five network

connected control panels has been added. To facilitate the fine-tuning of the autopilot performance, only one param-eter, sensitivity, is used, which allows for covering all the known yawing, steering and counter rudder settings of the autopilots of other brands. The AP4000 has a built-in Head-ing Monitor System (HMS) functionality, which makes it possible to constantly receive and monitor the data coming from two heading data sources (Gyro+Gyro, Gyro+Magn.Compass, Gyro+Fluxgate etc.). Several speed sources can also be used during operation (GPS, water speed log or bottom tracking log).In addition to the control modes present in the previ-ous generation of the AP4000, three more control modes have been added: the Course Pilot

control mode, which allows for steering by a preset COG value, the Windvane mode for sailing yachts, making it possible to steer by setting the relative wind angle, and the River Pilot mode, allowing the operator to steer the vessel by a preset ROT value using an external ROT tiller or a knob in the control panel.In the Track and Autonav modes the AP4000 acts like a TCS of the ‘A’ and ‘C’ categories, respectively. The AP4000’s fully self-adjust-ing Auto Tune algorithm is said to allow for easy adaptability of the autopilot performance to the hydrodynamic parameters of any vessel, irrespectively of its displacement and dimen-sions. This makes it possible to use the AP4000 on board of any commercial or leisure ves-sel with a single rudder, linked rudder, independent rudder or

stern azimuth Z-drives configu-ration.The AP3000 autopilot, the predecessor of the AP4000, has had the DNV MED-B and MED-D Wheelmark type-ap-proval examination. It has also been certified as a Track Con-trol System of the ‘C’ category. Full certification of the AP4000 is expected to be finished by the end of the year.

The new AP4000 autopilot by Navis Engineering

portable satellite broadband solution

THUrAyA | A new portable satellite broadband solution called Thuraya IP is said to be among the most competitive and cost-effective broadband devices currently available in the market. The device, reput-edly the world’s smallest, is A-5 sized and weighs a mere 1,300 grams for the utmost in portability. According to the company, Thuraya IP is the only satel-

lite broadband solution that provides asymmetric stream-ing capabilities, which allows users to control their upload and download streaming bandwidths, contributing to significant savings – a particu-larly useful feature for vertical industries, such as the broad-cast sector.Customers are able to control their streaming speeds and can select a high bandwidth for streaming videos from the field, for example. If the re-quired bandwidth on the re-turn path is low, however, then the user is charged accordingly, reflecting how much they are billed for the service.Thuraya IP provides Standard IP at 444 kbps. The device is supported by an advanced net-work that automatically allo-cates resources in areas where there is high demand, ensuring reliability of service.

The Thuraya IP providing 444 kbps


Transfer of battle tanks between ships CArgOTEC | Designed to transfer military vehicles between ships at sea to support US Army and Marine Corps land forces as part of the US Navy’s ‘Sea Base’ strategy, Car-gotec’s Test Article Vehicle Transfer System (TAVTS) has successfully completed sea tri-als. These were carried out by the US Navy’s Strategic and Theater Sealift Program Of-fice (PMS 385), which is part of Program Executive Office Ships (PEO Ships). TAVTS is part of a risk-reduction effort by the US Department of Defense Maritime Prepositioning Force (Future) when trans-ferring military vehicles between ships at sea. The aim of the tests and the pro-gramme is to provide the US military with the capability for large-scale logistics move-ments from sea to shore without depend-ency on foreign ports. TAVTS is said to have resulted from close co-operation between Cargotec’s ramp technology experts and its offshore specialists, who contributed in-depth knowledge of heave-compensation technologies. During the trials, the US Navy demon-strated the transfer of vehicles between the surrogate Mobile Landing Platform (MLP) Mighty Servant 3 and the Large Medium-Speed Roll-on/Roll-off (LMSR) ship, USNS Soderman. The test demonstrated a self-deploying ramp system installed on the

MLP and a new self-deploying sideport platform installed on the LMSR vessel. De-ployment and retrieval of the ramp is con-trollable by one person. In case of failure, the system can safely continue to support vertical and horizontal design loads and allow emergency ship separation while car-rying a vehicle weighing up to 72.5 tonnes (160,000 lbs) anywhere along the length of the ramp. Cargotec conducted rigorous harbour trials in Norway, and PEO Ships’ full-scale test-ing was successfully completed in Febru-ary this year. All test procedures were per-formed using the graduated ‘crawl, walk, run’ approach: starting with demonstra-tions alongside and at anchor, progressing to low sea state conditions in open water, and finishing with increasing sea states in open water. Personnel and vehicles were successfully transferred between the ships in high Sea State 3 and low Sea State 4 during several days of testing in the Gulf of Mexico. Ve-hicles transferred included high-mobility multi-purpose wheeled vehicles (HM-MWVs), HMMWVs with trailers, medium tactical vehicle replacements, logistics ve-hicle system wreckers, amphibious assault vehicles, M88 tank recovery vehicles and M1A1 main battle tanks.

During PEO Ships’ full-scale trials, personnel and vehicles were successfully transferred between the ships in the Gulf of Mexico

Naval (W)ECDIS certified IMTECH | A new Electronic Chart Display and Information System (ECDIS), which will be marketed under the name ECDIS 4500, has been developed by Imtech Ma-rine & Offshore. The naval (W)ECDIS version of the system includes integrated Warship (W) functionality. The company recently received the certificate for the (W)ECDIS 4500 from the Bundesamt für Seeschifffahrt und Hydrographie (BSH).Enhanced features of the ECDIS 4500 include an advanced menu structure to support manual update of data prod-ucts, advanced support for position fix-ing and dead reckoning, route planning (ETA, speed, propulsion, etc.), monitor-ing by intelligent anti-grounding settings, transfer of planned route to (integrated) adaptive autopilot and extensive informa-tion on chart objects like buoys, cables, areas, etc. The data products are also au-tomatically shared between workstations, avoiding time-consuming chart update sessions.The PC systems, including the network, graphic and other Imtech-specific inter-face cards, were environmentally tested to make sure that they continue to work un-der most of the environmental conditions imaginable. ECDIS 4500 is said to be an easy to use system, while at the same time meeting the requirements of safe naviga-tion regulations. Full integration in Imtech’s digital bridge systems is possible, providing Radar over-lay and direct Autopilot control. For naval applications, the WECDIS meets the chal-lenging requirements of mission-critical military navigation.

Screenshot of the new ECDIS 4500 by Imtech


SHIp & pOrT OpErATION | iNduStry NewS

Scandinavian universities focus on human factorsSIMULATION | Kongsberg Maritime AS, Simulation & Training has made an agree-ment with the Research Council of Norway to form a user-directed research program called SIMAR - Simulation of Demanding Maritime Operations – which is aimed at improving simulation training by enhanc-ing focus on human factors. The main goal of the research project is to obtain new and improved knowledge of human factors in a learning environment based on simulated complex maritime operations, in order to develop a new generation of research-based, maritime simulators for demanding and risky op-erations, e.g. anchor handling in offshore environments. The aim is to be able to as-sess and measure the effect of the simula-tor training, both in the simulator (based on the specific learning objectives) and during the actual maritime operations (such as reduced risk, reduced number of accidents, fewer oil spills, reduced costs related to loss of equipment and more ef-ficient operations). To achieve this, the project has defined four sub-goals:

Defining and developing human learn- Xing objectives based on relevant parameters available in the simulator

Designing and controlling the exercise/ Xscenario

Increasing the knowledge of how simu- Xlator training affects human learning

Strategies for implementing knowledge Xof human factorsResearch has proven that simulator train-ing is an important tool to build compe-tence and reduce accidents. SIMAR could

improve simulator training further by in-troducing competence in the education process through extensive testing on new and efficient education methods. Today, the success or failure of simulator train-ing depends on the quality of the psy-chological teaching principles used and the psychological factors in the simulator software (training programme). Through the SIMAR project, Kongsberg Maritime hopes to develop a simulator that com-bines state-of-the-art simulator technol-ogy with state-of-the-art human factors knowledge.

The task of defining and developing hu-man learning objectives based on relevant parameters available in a simulator will primarily be carried out by Chalmers University of Technology. The University in Vestfold will, in cooperation with the University in Oslo, be responsible for per-forming research on the education process in the simulator based on the knowledge of mechanisms and methods in educa-tion. Testing of new training exercises, based on the competence of educational mechanisms, will be executed at the simu-lator centre at Vestfold University College.

Using psychological teaching principles when designing simulators

The Royal Institution of Naval Architects published the 20th edition of its annual Signifi cant Ships series in February 2010. Produced in our usual technically-orientated 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.

E-mail: [email protected] 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

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Control of HCFC chemicalsUNEp | Efforts to help ships move away from using ozone- depleting HCFC (hydrochlo-rofluorocarbon) chemicals, such as R-22, have been rein-forced by the recent actions of the United Nations Environ-mental Programme (UNEP), which has started putting in place initiatives for preventing illegal trade in the substances.At the end of April, members of the UNEP met in Istanbul to promote inter-regional cooperation between South-Asian, Central Asian, Cauca-sus and Balkan countries on the control of ozone-depleting substances. The delegates were aware of illegal trade and will be increasing their efforts to prevent this activity.The meeting allowed Ozone Officers from more than 30 countries to exchange their experience in phasing out the use of ozone-depleting substances such as CFCs and HCFCs widely use in refrig-eration, air-conditioning and foam production. It would ap-pear that significant amounts of CFCs (chlorofluorocar-bons) and HCFCs have been illegally traded between coun-tries, often mis-declared as re-cycled substances, which are not controlled under the Mon-treal Protocol. Russia, China and other countries are now investigating these cases in or-der to identify the responsible organisations.Wilhelmsen Ships Service is assisting in this process through its R-22 changeover programme and its efforts to inform the maritime industry about the HCFC phase-out schedule and how it applies to the various flag states. The ships services agency offers advice and solutions to ship owners and operators on ret-rofitting their vessels to more environmentally acceptable solutions from its Unicool range of refrigerants.

Improving vessel performanceDNV BENCHMArk | Building on DNV’s vessel database (NPS) the organization has launched DNV Benchmark, a benchmark-ing tool to allow ship owners and managers access to valuable performance data to reduce op-erational costs and improve ves-sel safety.DNV Benchmark is a decision support tool, allowing shipown-ers and managers to identify un-derperforming vessels in their fleet across a broad range of criteria. By benchmarking fleet performance against other simi-lar vessels of similar age, owners and managers can make better decisions specifically targeted to improve the performance of individual vessels that do not meet performance expectations.

According to DNV, the project grew out of DNV’s survey-report-ing system NPS, a comprehen-sive vessel database covering all DNV-classed ships. The industry is reported to have become in-creasingly focused on reducing costs and improving safety, cre-ating a demand for better, more specific information about ves-sel performance. DNV’s database is said to in-clude hundreds of thousands of findings from surveys all over the world, detailing a broad range of issues impacting vessel performance. DNV’s product model struc-ture is reported to enable ex-traction of survey findings that indicate the performance of a vessel within five main areas:

safety, pollution, machinery, hull and safety management. The performance of a vessel is then compared with the bench-mark performance of similar ships of similar age from the ship owner`s fleet, or all vessels classed by DNV. No informa-tion of any particular vessels is said to be shared with anyone but the owner – it is only used for benchmarking purposes. In addition, DNV Benchmark al-lows owners to monitor vessel performance over time.While DNV offers the bench-marking service free of charge to customers, DNV also pro-vides more specialised services based on the benchmarking data to help owners achieve better results.

Helicopter operations surveillance JHSV | The first Joint High Speed Vessel (JHSV) Helicopter Operations Surveillance System (HOSS) has been delivered by Kongsberg Maritime to General Dynamics Advanced Informa-tion Systems. Camera hard-ware and logistical support have been provided to success-fully complete the first-in-class system, following the contract award in November 2009.The JHSV will be capable of transporting troops and their equipment, supporting hu-manitarian relief efforts, op-erating in shallow waters and reaching speeds in excess of 35 kts fully loaded.Austal USA is the prime con-tractor for the 103m high-speed catamaran. General Dynamics Advanced Information Systems is the platform mission systems engineering agent responsi-ble for the design, integration and test of the ship‘s electronic systems, including an open architecture computing infra-structure, internal and external

communications, electronic navigation, aviation and arma-ment systems.Installation of the JHSV HOSS system will provide compre-hensive flight deck coverage of critical helicopter operations, even in very low light condi-tions, from the control room compartment. The system has

been enhanced for the JHSV configuration by inclusion of a MIL-S-901D shock qualified 19“ SXGA liquid crystal display (LCD) monitor. The monitor is suitable for Night Vision Device (NVD) operations in ship com-partments directly overlooking the flight deck, by virtue of its NVD optical filter.

The JHSV has been delivered by Kongsberg Maritime image: austal


SHIp & pOrT OpErATION | iNduStry NewS

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