GUIDE Marine Equipment - shipandoffshore.net · 18 VULKAN Couplings: Integrated shaft coupling design 20 ZF Marine: Product portfolio of marine transmissions extended 21 REINTJES:

Marine and OffshoreEquipment Industries

in cooperation with

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ADVANCED TECHNOLOGY FOR WORLDWIDE SHIPPING AND SHIPBUILDING

Marine Equipment

GREEN GUIDE included

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SHF_006-11_1_27_20110427113110_459974.indd 2 27.04.2011 11:31:29

123

56

Editorial03 VDMA: Leading technologies for marine industries around the world

1 Engines & power generation06 VDMA: Gas-powered engines for marine applications08 MAN Diesel & Turbo: Focus on green technology12 MTU: Standardised diesel gensets for commercial applications15 SICK: Continuous emission monitoring system

2 Propulsion & manoeuvring technology16 Schaeffl er: Targeted rolling bearing optimisation18 VULKAN Couplings: Integrated shaft coupling design20 ZF Marine: Product portfolio of marine transmissions extended21 REINTJES: Alternative drive for slow speeds22 Schottel: Reliable azimuth propulsion and manoeuvring systems23 Becker marine systems: Signifi cant fuel saving potential24 Andritz Hydro–Escher Wyss Propellers: Increased performance for propellers26 Voith Turbo: Improved manoeuvrability and economical operation

3 Ship‘s equipment28 GEA Group: Cooling technology for low viscosity fuels30 Mahle Industrial Filtration: Effi cient water treatment systems32 RWO: CleanBallast system successful in operation33 Herborner Pumpen fabrik: Compact vacuum and wastewater block pump34 Körting: Reliable ejector technology on ships36 HATLAPA: Advanced VFD technology for large AHT winches38 Liebherr: Range of heavy lift offshore cranes extended39 Oventrop: Hydronic balancing systems for cruise ships

4 Electrical engineering & automation40 Phoenix Contact: Control technology for exhaust gas system42 Schaller Automation: Bearing monitoring system44 WAGO: Catamaran with modern automation technology46 NORIS Automation: Open automation platform fosters fuel reduction48 Bachmann electronic: Next generation redundancy system50 Rittal: Protection of sensitive electronics on ships52 Eaton: Reliable power protection solutions for cruise vessels

5 Navigation & communication54 Raytheon Anschütz: New generation of integrated navigation56 SAM Electronics: One solution for automation and navigation58 Siemens: Green fl eet management59 INTERSCHALT: Enhanced maritime satellite communication

6 Special outfitting61 SCHWEPPER: Lock and hardware concepts for ships62 Podszuck: Large fi re doors successfully tested and approved

CO2

NOx

Greenhouse gas reductionGreenGuideThe protection of the environment and the reduction of emissions have become a focal point of the marine industry’s interest. This edition is featuring a “GreenGuide” that emphasises the environmen-tally friendly characteristics of the presented technologies.

SOx Emission reduction of sulphur oxide

Reduction of marinecontamination/pollution

Avoidance of the spread of non-native marine organisms

Emission reduction of nitrogen oxide

Noise reduction in the ocean

Efficiency

Sustainability/conservation of resources

Special VDMA | Schiff & Hafen | 2011/12 3

GERMAN MARINE EQUIPMENT | DIRECTORY

SHF_006-11_1_27_20110427113110_459974.indd 3 27.04.2011 11:31:29

Safety, reliability and energy effi ciency as well as lowest environmental impact in all systems on board – this is the focus in today’s shipping industry. Modern commercial ships are high-tech transport systems, comparable in their complexity to aircraft. As many as 30 equipment systems need to be dovetailed into a single, complex “fl oating plant” and operate to a very high degree of reliability. These equipment sys-tems – from propulsion, energy supply, automa-tion and intelligent loading systems to naviga-tion and communication equipment, safety and

fi re prevention systems and so on – need to work perfectly around the clock. This is the job of a highly-capable and specialised shipbuilding equipment industry which co-operates closely with national and international shipyards and with shipowners when products and systems are being developed.

In Germany through the decades this has re-sulted in the creation of a highly qualifi ed ma-rine industry whose globally recognised com-petence stems largely from a combination of experience and innovation. The predominantly medium-sized companies which make up the German equipment supply industry have suc-ceeded in boosting exports to more than 70% of production in the past 30 years. The sector groups about 400 companies which together turn over 12 billion Euro a year and employ about 72,000 people. They are located not only in coastal areas but scattered throughout the whole country.

German suppliers are intensifying innovation with the priority aim of signifi cantly improv-ing economy and exploitability for national and international shipowners beyond that of a ship’s normal life cycle. Dominating thinking here are lower fuel consumption, more on-board safety, a higher degree of automation, longer periods between overhauls, comprehensive on-board environmental protection and the reduction of ship operational costs. It is with the same aim in mind that German suppliers are optimising the product related, globally fl exible service net-

works and conclud-ing forward-looking co-operation deals.

German equipment suppliers are there-fore working con-sistently to direct the thinking and working practices of their employees into this future-oriented form of co-opera-tion. The fact that shipowners, as cus-tomers, along with capable technology partners in German universities and class societies are also closely involved in this diffi cult but necessary process and co-operate with-

in a “shipbuilding network” is a quite unique and important competitive factor for the Ger-man shipbuilding industry.

As well as making efforts to constantly improve their products and system competence, German equipment suppliers are also increasing their market presence world-wide in order to meet the demands of international customers for “ on-site” professional consultancy and service.

With this publication we would like to bring in-ternational shipowners, shipyards, institutes and all those interested in shipbuilding up to date on the current technological situation and the further development of a number of important ship systems offered by the German industry. We hope this will provide readers with interest-ing, practical and future-oriented information and arouse interest in seeking and deepening contact with our capable German marine equip-ment companies.

Leading technologies for marine industries around the world

Hauke Schlegel and Dr. Joerg MutschlerManaging Directors VDMA – German Engineering Federation

Marine and Offshore Equipment Industries

VDMA – Marine and Offshore Equipment IndustriesThis branch association is a special division of the well-known non-profi t organisa tion VDMA (German Engineer ing Federation). This special group repre-sents the whole industry with the member compa-nies from all branches like mechanical engineering, electrical and electronic industry. VDMA is suppor-ting its mainly medium-sized member companies with a wide range of activities and services:

intensifying mutual co- �operation with yards and operators in technological as well as commercial fi elds,

supporting worldwide �customers in arranging con-tacts with German marine equipment manufacturers,

fostering the free and �fair market principles in the world marine market by m eans of close contacts with various international organisations,

sponsoring important �international exhibitions in the shipbuilding sector.The group is also a member of EMEC (European Marine Equipment Council).

ContactVDMA – Marine and Offshore Equipment IndustriesWeidestraße 134, 22083 Hamburg, Germanyphone: +49-40-50 72 07-0fax: +49-40-50 72 07-55email: [email protected]: www.vdma.com/ marine-equipmentonline directory: www.german-marine-equipment.de

4 Special VDMA | Schiff & Hafen | 2011/12

GERMAN MARINE EQUIPMENT | COMMENT

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Gas-powered engines for marine applicationsVDMA Due to the increasingly strict emission limits, LNG is becoming more and more interesting as a fuel for ships. While LNG offers many advantages for the shipping industry, the infrastructure remains a challenge.

The International Maritime Organisation (IMO) has reduced the limit values

for sulphur content in fuel and nitrogen oxide emissions in line with global requirements. More stringent requirements apply in this connection in the designated emission control areas (ECA). The North Sea and Baltic have long been a SOx ECA, and there are now plans in the states bordering the Bal-tic to expand this SOx ECA area so that it is also a NOx ECA. The coastline of North Ameri-

ca will soon also be an ECA. It is thus becoming increasingly necessary for the shipping in-dustry to fi nd practical and low-cost options for reducing emissions. Solutions for com-plying with the sulphur limit values must be found by 2015, while the more stringent nitric oxide limit values will apply in the zones indicated just one year later. Shipowners, ship builders and the marine equipment indus-try are developing technologies

and solutions to conform with the limit values in the ECAs. However, a standard solution for all requirement profi les will not be possible in this connec-tion. Depending on the appli-cation, a combination of in-engine solutions, exhaust-gas aftertreatment systems and use of clean fuels will need to be considered. Liquefi ed natural gas (LNG) is becoming an increasingly attractive option as a fuel for ships considering its advan-tages with respect to complying

with the more stringent limit values for air pollutants. This is because the exhaust gases from the combustion of liquefi ed natural gas are practically free of sulphur oxide and particles and the nitric oxide emissions could therefore be reduced by approx. 90%. The statutory regulations would thus be reli-ably met.Using gas engines on ships is also an option when these envi-ronmental advantages of LNG are taken into account. LNG

is already well-established as a fuel in LNG carriers. Part of the load in these gas tankers leaks out as so-called boil-off gas due to heating up during transport. Dual-fuel engines, which can be operated with both gas and heavy fuel oil, use this leaked gas as a fuel. It is utilised for propulsion purposes after load-ing at the gas-fi eld terminals, while bunkered liquid fuel is burned during empty voyages. LNG carriers are thus inde-pendent and do not rely on a gas infrastructure.

Creating such an infrastruc-ture would be one of the chal-lenges with the widespread in-troduction of gas as a marine fuel. Suitable terminals still have to be built in many cases. Considerable market penetra-tion is initially expected in the Baltic. Here it would be possi-ble to make a fast introduction of gas for powering numer-ous ships. Some neighbour-ing countries have their own gas resources and support the introduction of gas-powered

engines, while other countries have, at the very least, a shore-based gas infrastructure. A lim-ited sea area is involved here with heavy shipping traffi c on specifi ed routes. Ferries and feeder ships usually always call at the same ports, so it would be obvious where to locate the gas terminals. With regard to practical im-plementation, however, there are considerable uncertainties when it comes to fi lling up with and storing the gas. Appropriate rules are currently being formu-lated under the auspices of the IMO. The International Code of Safety for Gas-fuelled Engine Installations (IGF Code) is due to come into force in 2014. The lower energy density of LNG has proved to be unfavourable from an economic perspective. Twice the space is required for bunkering LNG compared with diesel fuel. The engine manufacturers and their suppliers in the VDMA are optimally equipped for tackling the upcoming chal-lenges. Thanks to their ex-perience with dual-fuel and stationary gas engines, well-funded in-house development departments and an effective network of research facilities, universities of applied sci-ences, suppliers, service pro-viders and ship builders, they have the best prerequisites for designing and manufacturing suitable marine engines. The proximity to specialised ship-yards and the Baltic as a possi-ble application area will facili-tate the worldwide marketing of these technologies. This is because, regardless of whether or not an area is designated as an emission control area, there are in general numerous areas

This LNG carrier is powered by fi ve dual-fuel engines Photo: MAN Diesel & Turbo SE

CO2

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GERMAN MARINE EQUIPMENT | ENGINES & POWER GENERATION COOCCO2OO

SHF_006-11_1_27_20110427113110_459974.indd 6 27.04.2011 11:31:45

around the world with routes suitable for ships with gas-powered engines.Use of natural gas also offers additional benefi ts compared with liquid fossil fuels apart from the environmental as-pects. Its longer-term avail-ability is one advantage. It is currently estimated that con-ventional gas resources will last for approximately 60 years, i.e. longer than petroleum re-serves. New deposits of gas are being discovered and pro-cedures are being developed for also extracting natural gas from non-conventional re-sources, so reserves of natural gas could last even longer. LNG currently has a price advantage vis-à-vis liquid fuels, which offsets the higher investment costs, as these are recouped due to the savings achieved in operating costs. The image fac-tor can also not be discounted. Shipowners can appeal to new customer groups by investing in particularly clean technolo-gies and also benefi t from this by implementing a consistent concept.The ecological and economic advantages can be achieved in a CO2-neutral manner. Natu-ral gas is composed mainly of methane, which is one of the greenhouse gases that are harmful to the climate. Owing to the combustion engine de-sign, a small part of the meth-ane is discharged unburned, via the discharge valves, into the exhaust gas fl ow and thus

into the atmosphere. However, this so-called methane slip is offset by the CO2 savings that can be achieved with natural gas compared with diesel fu-els. The R&D departments of engine manufacturers, univer-sities of applied sciences and collaborative basic research projects are working intensive-ly on ways of further reducing the methane slip. Ultimately, the greatest possible degree of gas burning would mean an ef-fi ciency increase in the engine and thus ready savings for the customer. The maritime appli-cations can benefi t here from the fact that stationary gas en-gines for generating electricity and heat onshore are already a mature and widely avail-able technology, and improve-ments achieved there can be transferred to marine engines. It must be expected that it will be possible in the next few years generally to continue to make a signifi cant reduction in the methane slip and thus the gas emissions harmful to the atmosphere.The member companies of VDMA Engines and Systems offer a wide range of custom-ised and environment-friendly solutions for marine propul-sion systems and onboard energy supply. In cooperation with their customers, the fi rms develop optimal solutions for the overall ship system. Dual-fuel or gas engines are increas-ingly becoming part of this solution.

View of engine room Photo: MAN Diesel & Turbo SE

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Focus on green technologyMAN DIESEL & TURBO Protecting the environment is a crucial concern of MAN Diesel & Tur-bo. As such, the company consistently invests signifi cant sums in R&D because, in the face of increasingly stringent emissions legislation, it is believed that this is the capacity for innovation that will determine how a competitive edge in the future can be secured.

Since the introduction of “IMO Tier-I”, the fi rst stage of the “IMO MARPOL 73/78 Annex VI” emis-

sions regulations for marine diesel en-gines dating from 2000, MAN Diesel & Turbo has signifi cantly expanded its range of NOx-optimised engines. Indeed, every engine in MAN Diesel & Turbo’s portfolio already meets Tier-II emissions

requirements. However, emission limits are set to become even stricter in future with IMO Tier-III, the third generation of the emissions limits for global ship-ping set by the International Maritime Organisation (IMO), set to come into force in 2016. This also means that NOx emissions in coastal waters will have to be 80% lower than in 2010.

MAN Diesel & Turbo showcased what such technical solutions might look like in the future at SMM (shipbuilding, machinery and marine technology) – the world’s fore-most shipping trade fair – in Hamburg in September 2010. A lightweight version of the four-stroke type 20V32/44CR engine was specially produced for the trade fair, together with an SCR catalytic converter, to illustrate the company’s IMO Tier-III solution of the future.

CentAur: new emissions test centreMAN Diesel & Turbo’s new emissions test centre at its headquarters in Augsburg, Germany offi cially started operations in March 2011. The Clean Exhaust Test Cen-tre in Augsburg, dubbed ‘CentAur’, will be used to develop and test measures aimed at reducing emissions from medium-speed marine and power-generation engines. The new centre has the optimisation and further development of environmental technologies as a primary target. With a view to meeting future challenges, the new CentAur facility will test various emission reduction options, including catalyst tech-nology, exhaust-gas recirculation and par-ticulate fi ltration. To this end, two engines will be associated with the facility and subjected to various tests during operation. Subsequently, results will be sent straight back to MAN Diesel & Turbo’s R&D depart-ment to help optimise technologies.

Slow steamingIn recent years, slow steaming has demon-strated that environmental protection and customer benefi t do not have to be mu-tually exclusive. By reducing the speed at which ships travel, operators of container ships, tankers and bulk carriers with two-stroke engines can signifi cantly cut fuel costs and therefore CO2 emissions. Fuel savings of 50% have already been achieved by reducing speed by 20%. However, be-cause engines and turbochargers are gen-erally optimised for full-load operation, part-load operation demands that systems undergo a certain degree of technical ad-aptation. With its MAN PrimeServ after-MAN Diesel & Turbo’s IMO Tier-III solution – presented at SMM 2010

CO2

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GERMAN MARINE EQUIPMENT | ENGINES & POWER GENERATION

OOSOSOxx

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sales brand, MAN Diesel & Turbo offers slow-steaming retrofi t solutions for older engines.In addition to the primary measures adopt-ed to meet the forthcoming strict limits of the IMO, secondary measures will also be used from 2016 onwards.

Primary measuresThe diesel principle of compression igni-tion is the most effi cient way of converting fuel into mechanical energy. MAN Diesel & Turbo has continued perfecting this technology since its initial development in 1893-1897 on the site of its Augsburg plant by Rudolf Diesel, and has since then steadily improved its effi ciency over other propulsion technologies. Indeed, MAN Diesel & Turbo systems currently have a degree of effi ciency over 50%, and as such the diesel engine’s pole position in terms of fuel economy is not set to change at any time in the foreseeable future. Nev-ertheless, MAN Diesel & Turbo engineers constantly strive to improve the already

extremely high effi ciency (that is, the high ‘exploitation rate’ of the energy contained in fuel) of the company’s engines.Fuel savings not only make transporting goods cheaper, but also lead to dramati-cally reduced CO2 emissions: the degree of effi ciency of a diesel engine and its CO2 emissions are directly related to one another. MAN Diesel & Turbo offers its customers a range of solutions that sig-nifi cantly reduce fuel consumption and thus the volume of greenhouse gases pro-duced. These include the optimisation of fuel injection with common rail technol-ogy or an increase in combustion effi cien-

cy thanks to sophisticated turbocharger technology such as variable turbine area (VTA). In May 2010, this innovation won MAN Diesel & Turbo the Seatrade Award 2010 in the category “Protection of the Marine and Atmospheric Environment”.Improvements inside the engine, however, do more than merely boost effi ciency and reduce CO2 emissions. They also help to reduce oxides of nitrogen (NOx) to a mini-mum. However, because this represents a classical confl ict of interests – although effi -ciency increases at high combustion temper-atures, so unfortunately do NOx emissions – the aim is to create a compromise that

VTA nozzle rings with adjustable vanes for MAN Diesel & Turbo‘s radial TCR and axial TCA turbochargers

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is best for the environment through a har-monious overall package of measures.

Secondary measuresThis goal can be achieved with exhaust gas after-treatment systems such as selective

catalytic reduction (SCR) or exhaust gas recirculation (EGR). These so-called ‘sec-ondary measures’ are integrated into the required engine confi guration and achieve a further reduction of more than 80% in the NOx content of exhaust gas. The level

of sulphur oxide (SOx) emissions depends solely on the quantity of sulphur present in the fuel. Consequently, SOx emissions cannot be infl uenced by internal-engine measures. The only option for reducing these harmful substances is therefore the use of after-treatment technologies or a change from heavy fuel oil to low-sulphur fuels such as natural gas.In terms of cutting emissions through the use of low-sulphur fuels, such as natural gas, MAN Diesel & Turbo offers the option of dual-fuel engines to two-stroke and four-stroke customers. These engines can utilise gas as well as conventional liquid fuels and can switch from one fuel type to another at the press of a button – even during running operation.

Research projectsMAN Diesel & Turbo applies its knowledge of green technology to numerous, national and international research projects. This is the case, for example, with the ‘Green Ship of the Future’ initiative, which focuses pri-marily on the large, two-stroke engines of the type used in large, ocean-going con-tainer ships and tankers.In the port of the Spanish city Algeciras, MAN Diesel & Turbo service technicians installed a pioneering exhaust gas recircu-lation system on the container ship Alexan-der Mærsk. The installation was part of the Green Ship of the Future initiative, which aims to reduce CO2 emissions by 30% and nitric oxide and sulphur oxide emissions by 90%. The project was launched in 2008 by MAN Diesel & Turbo in conjunction with the Danish shipping company A.P. Møller-Mærsk Group. More than 15 other project partners have now joined the ini-tiative, including businesses and research institutes, and are now collaborating on developing the green shipbuilding tech-nologies of the future.

About MAN Diesel & TurboMAN Diesel & Turbo SE, based in Augs-burg, Germany, is the world’s leading provider of large-bore diesel engines and turbomachinery for marine and stationary applications. It designs and manufactures two-stroke and four-stroke engines with power outputs ranging from 450 kW to 87 MW. MAN Diesel & Turbo also designs and manufactures gas turbines of up to 50 MW, steam turbines of up to 150 MW and compressors with volume fl ows of up to 1.5 million m³/h and pressures of up to 1,000 bar. The product range is rounded off by turbochargers, CP propellers, gas engines and chemical reactors. www.mandieselturbo.com

MAN Diesel & Turbo’s dual-fuel engine 51/60DF, which can utilise gas as well as conventional liquid fuels and can switch from one fuel type to another

Within the ‘Green Ship of the Future’ initiative onboard the container ship Alexander Mærsk, a pioneering exhaust gas recirculation system was installed by MAN Diesel & Turbo service technicians



SHF_006-11_1_27_20110427113110_459974.indd 10 27.04.2011 11:31:56

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Standardised diesel gensets for commercial applicationsMTU Diesel gensets are becoming more and more widely used for both diesel-electric propulsion and on-board power generation. MTU now offers standardized solutions specifi cally for commercial vessel applications, e.g. for offshore wind turbine installation vessels or platform supply vessels for the oil and gas industry based on a modular platform concept.

Adverse weather condi-tions, high waves and low visibility – about

the worst possible conditions for precise manoeuvering out at sea. However, it is precisely these conditions, that offshore supply vessels encounter when they dock to platforms to provide ur-gently needed supplies such as drilling mud, fresh water, drill-ing rods, spare parts and provi-sions. Stringent requirements such as extreme robustness and absolute reliability apply not just to the vessels but also to their heart, the propulsion sys-tem. Diesel gensets are becom-ing more and more widely used for both diesel-electric propul-sion and on-board power gen-eration. MTU Friedrichshafen

has many years of experience with diesel gensets. They are being used with several thou-sand operating hours per year in many commercial applications such as rail, power generation, and in the oil and gas industry. Other gensets provide propul-sion power and electrical energy in mega-yachts and military ves-sels. MTU now also offers stand-ardised solutions specifi cally for commercial vessel applications, e.g. for offshore wind turbine installation vessels or platform supply vessels for the oil and gas industry.

Compact gensets with 760 to 3,000 kW outputThe gensets consist of a high-speed workboat engine from the

well proven MTU Series 4000 “Ironmen” with eight, twelve or sixteen cylinders, a generator and the electronic control sys-tem. All three units are mounted on a common baseframe. These gensets are available with out-put powers ranging from 760 to 2,240 kW, with project-specifi c power increases to 3,000 kW possible. Resilient mounting of the main components on the baseframe minimises structure-borne noise emissions. In addi-tion, the genset is very compact as the baseframe also carries additional components such as the fuel pre-fi lter or the oil priming pump. Engine control and monitoring is via the MTU “Genoline” system designed for gensets used in commercial

shipping: It is easy to install, has full decentralised functionality and a comfortable user inter-face. Further advantages are the low costs as well as full compli-ance with classifi cation society requirements. The gensets meet all valid emission regulations such as IMO 2 and EPA Tier 2.

Flexible and highly manoeuverableOffshore supply vessels must be extremely fl exible and high-ly manoeuverable. The robust MTU gensets are predestined for this task: a modern power management system ensures that they are run at the opti-mum operating point whatever the requirement. Take the dy-namic positioning at the plat-

The supply vessel Eldborg is powered by a diesel-electric propulsion plant with four 12-cylinder MTU Series 4000 engines and a total power output of 5,520 kW

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OOSOSOxx

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form as an example: With the help of a computer-controlled system, the vessel maintains its position despite wind and waves, even though making fast or anchoring are not possible. This requires propulsion sys-tems which can create very high torques very quickly; a chal-lenge the new MTU genset can easily rise to due to its excellent load application characteris-tics. This is also important for the on-board power generation when powerful consumers such as winches for unloading are cut in abruptly. Compared to medium-speed engines, high-speed diesel engines such as those of MTU are at a clear ad-vantage here. This also applies to the weight of the gensets.

Optimum combination for power requirementsLow fuel consumption as well as minimum maintenance and operating costs are key charac-teristics for commercial appli-cations. With the wide genset output power range MTU is able to offer with its different cylinder variants, the quan-tity and type of engines can be combined so intelligently, that they are an optimum match for the power requirement result-

ing from the vessel load profi le. In addition, the combination of several gensets permits fi ne-tuning to the ideal operating point. If, i.e., instead of using three gensets with 16 cylinder engines, two gensets with 16V engines are combined with two gensets with 8V engines, the captain is more fl exible. Under full load conditions, the ves-sel has the same power. How-ever, under partial load, en-gines that are not required can be switched off. This fl exible power distribution has several advantages for the operator: It lowers the fuel consumption and increases the genset life-time. In addition, the increased redundancy allows the use of the other propulsion units in the event of maintenance or repair work being required on one unit.

Modular platform conceptThe new genset is based on a cost-optimised, modular plat-form concept. Many of the components, which must all meet the strict MTU quality standards, are pre-defi ned. Due to its large production network, MTU therefore has the possibil-ity to produce and assemble the gensets in the key markets

Genset with a type 16V 4000 engine of the MTU Series 4000 Ironmen

1 Coolant inlet 2 Coolant outlet 3 Engine control & management 4 Air inlet with integrated silencer 5 Crankcase ventilation 6 Centrifugal oil fi lter 7 Priming pump 8 Duplex fuel prefi lter 9 Base frame10 Resilient mounts, basic layer11 Control panel, LOP12 Generator13 Terminal box

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themselves, thereby ensuring short delivery times. The con-cept also leaves room for indi-vidual customer requirements.

Precisely tailored maintenanceHigh vessel availability and drive system effi ciency are of ever increasing importance in the offshore business. With the lowest fuel consumption in their engine class and the long maintenance intervals (TBOs of more than 30,000 operat-ing hours can be achieved), the modern MTU gensets set standards for this appli-cation. In addition, genset maintenance is tailored to the customer’s requirements. A 24-hour service hotline as well as more than 1,200 serv-ice centers world-wide ensure minimum downtimes and maximum availability – key to effi cient operation.

Large order from BrasilA current large order for the new diesel gensets comes

from Brasil. In 2011 MTU will deliver a total of 17 gensets for four platform supply ves-sels for Petrobras, one of the world’s leading oil compa-

nies. The gensets are based on 16V 4000 M33S MTU engines with a power of 2,080 kW each and will be assembled by the MTU subsidiary MTU do

Brasil. The supply vessels with four MTU gensets each have been designed from scratch by Guido Perla & Associates and will be built by Detroit Brasil in Santa Catarina before being handed over to the Petrobras service run by Starnav in Macaé and Rio de Janeiro.

About MTUMTU Friedrichshafen GmbH based in Friedrichshafen, Ger-many is the core company of the Tognum Group. The Tog-num Group with its two busi-ness units “Engines” and ”On-site Energy & Components” is among the world’s leading suppliers of engines and pro-pulsion systems for off-high-way applications and of dis-tributed energy systems. These products are based on diesel engines with up to 9,100 kW power output, gas engines up to 2,150 kW and gas turbines up to 45,000 kW. www.mtu-online.com

The 4000 series with its 8, 12, 16 and 20 cylinders covers a power range of 700 to 4,300 kW and is used in yachts, work-boats and ferries, in addition to government vessels, police and patrol boats (shown here: 12V 4000 Ironmen)

ROCK SOL ID PERFORMANCE

Hamburg: Albert-Einstein-Ring 6, D-22761 Hamburg, Phone: +49 (40) 8 99 72-0, Fax: +49 (40) 8 99 72-199

Bremerhaven: Am Seedeich 39, D-27572 Bremerhaven, Phone: +49 (471) 9 72 63-0, Fax: +49 (471) 9 72 63-33

Kiel: Fraunhoferstraße 16, D-24118 Kiel, Phone: +49 (431) 88 60-0, Fax: +49 (431) 88 60-199

THE SHIPOWNERS CHOICE

Imtech Marine Germany

Complete system packages, diesel-electric propulsion systems, automation systems, warning and safety systems,electrical power distribution, communication systems, navigation systems, IT on board, control panels,lighting systems, spare parts supply, life cycle management

www. imtechmar inegermany . com



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Continuous emission monitoring system

SICK | Reliable emission meas-urement on vessels is a crucial part of reducing emissions. SICK´s continuous emission monitoring system MCS100E HW fulfi lls the demands corre-sponding to MARPOL Annex VI and the revised NOx Technical Code 2008, as certifi ed by the classifi cation society Germa-nischer Lloyd. The system also fulfi lls the requirements of the Marine Equipment Directive (MED approval: 0098 11).To observe the stricter emis-sion limits valid beginning in 2015, exhaust purifi cation is an economical alternative to using

expensive, low-sulfur fuels. Like onshore, dry and wet scrubbers are used for exhaust gas purifi -cation. These technologies are approved and available on the market and as well their accom-panying measurement meth-ods. Due to the existing and expanding price difference be-tween HFO and MDO (low in sulfur), the investment is quick-ly amortised. Apart from invest-ment costs, low operation costs for the corresponding meas-urement technology are vital. Continuous emission measure-ment means signifi cantly lower manpower necessary for meas-urement and maintenance than discontinuous measuring de-vices, especially for vessels with several engines.With its proven robust measuring technology, the MCS100E HW is the perfect solution to ideally tune motor power and control toxic emis-sions. It continuously measures SO2, CO2 and NOx for extend-ed periods and with high preci-sion. From sampling to the cu-vette, all paths in contact with the measuring gas are heated over the dew point and thus protected against corrosion. The MCS100E HW is provided with an automatic calibration check fi lter. This saves time and expensive calibration gases. They are only required for semi-annual and annual checks.

Additionally the system offers further advantages: the direct measurement of water to allow calculations of standardised conditions. Checking CO in exhaust helps to optimise the incineration process. The data transfer via bus connection to the vessel’s process control works quickly and smoothly.The MCS100E HW which usual-ly measures one single gas fl ow, can however switch between different exhaust channels. This can be done either automati-cally or manually. Apart from the compulsory components, the system can measure up to eight additional components. If natural gas low in sulfur is used as a fuel, the analysing system can even reliably measure the methane slip, which escapes

the incineration. If the exhaust is catalytically cleaned from ni-trogen oxides in the future, the analyzing system could take over control here too. The in-jection quantity of ammonia or urea can be regulated by the measurement of NH3.

About SICKThe Process Automation seg-ment of SICK AG based in Reute, Germany, is a major manufacturer of continuous emission monitoring systems. The company has a long ex-perience for power plants, waste incinerators and cement plants. The product portfolio is completed with gas analysers, dust and fl ow measurement. www.sick-pa.com

Component Smallest range Typical range

NO 0-150 vol.-ppm 0-2000 vol.-ppm

NO2 0-50 vol.-ppm 0-250 vol.-ppm

CO 0-60 vol.-ppm 0-500 vol.-ppm

CO2 0-5 vol.-% 0-15 vol.-%

O2 0-5 vol.-% 0-21 vol.-%

CH4 0-150 vol.-ppm 0-500 vol.-ppm

SO2 0-30 vol.-ppm 0-1000 vol.-ppm

HCL 0-15 vol.-ppm 0-100 vol.-ppm

NH3 0-30 vol.-ppm 0-100 vol.-ppm

H2O 0-5 vol.-% 0-40 vol.-%

MCS100E HW from SICK

Measuring ranges of exhaust gas monitoring device MCS100E HW

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Targeted rolling bearing optimisationSCHAEFFLER In order to optimise the friction characteristics of bearing systems and to further increase the energy effi ciency of applications, the Schaeffl er Group’s bearing calcula-tion and simulation program, Bearinx®, now also offers a new friction calculation function. This enables users to calculate the energy effi ciency of different bearing supports in a specifi c application under realistic operating conditions. Bearing friction in marine gearboxes can thus be reduced by up to 40 percent.

Reducing the emissions of marine gearboxes has become an increas-ingly important focus of attention

during the past years. The International Maritime Organization (IMO) has speci-fi ed limiting values for harmful marine emissions that have been laid down in IMO guidelines Tier-I to Tier-III. Since the year 2000, these guidelines have been regulat-ing the gradual reduction in sulfur dioxide (SO2), carbon dioxide (CO2) and nitrogen oxide (NOx) emissions. Tier-II will come into effect in 2011. It demands, for example, a further 20% reduction in NOx emissions compared with IMO Tier-I. The third stage,

planned for 2016, will require totally new technical solutions. From then on, the IMO regulations will stipulate another reduction of NOx emissions in Emission Controlled Areas (ECAs) down to a level of 80% below the former Tier-I value.Application-specifi c and optimised bear-ing supports are crucial for ensuring com-pliance with these stringent future limits. For instance, reduced rolling bearing fric-tion in marine gearboxes can make an immediate and signifi cant contribution to lowering emissions from marine ves-sels. It is not suffi cient, however, just to use rolling bearings that feature a lower

frictional torque. Rather, the entire sys-tem must be taken into consideration and optimally adjusted to the prevailing basic conditions. Aspects such as load carrying capacity and operating life must be considered in addition to friction. Only in this way is it possible to select rolling bearings that will ultimately lead to maximum system effi ciency, perform-ance, reliability and economy. In the past, the calculation of rolling bearing friction under realistic operating conditions was possible only to a limited extent. Precise determination of friction required com-plex practical tests or cost and time-con-suming calculations using multi-body simulations.

Calculation of friction in complex systemsThe Schaeffl er Group has therefore de-veloped an analytic model for calculat-ing rolling bearing friction and has inte-grated it into its own bearing calculation program, Bearinx®, which has existed for many years now. This opens up new ap-proaches in bearing calculation to Schaef-fl er engineers. When designing complete systems, such as gearboxes, they can now take into account not only the operating life, static load carrying capacity, inter-nal load distribution and lubricant fi lm formation, but they can also calculate the power loss of entire shaft systems or gearboxes with a view to bearing friction and energy effi ciency. Thus is it possible to select a bearing concept with optimised friction characteristics at an early stage

Extra long-lived: FAG cylindrical roller bearing with optmised polyamide cage in X-life quality Picture: Schaeffler Group

E1 radial spherical roller bearings in X-life quality: increased robustness and effi ciency, as well as a longer rating and operating life Picture: Schaeffler Group

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Transverse and Azimuth Thrusters

www.jastram-group.com � Germany

... for save manoeuvring

Visit us atSMM 2010in HamburgA3.251


GERMAN MARINE EQUIPMENT | PROPULSION & MANOEUVRING TECHNOLOGY COOCCO2OO

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in the design process. This new method backed by physical principles combines short computing times with high model quality.The new friction calculation method takes into consideration both rolling and sliding friction, and both of these under bound-ary, mixed and full-fi lm lubrication. The method is based on the elastohydrody-namic lubrication theory (EHL), which deals with the formation of lubricant fi lms in heavily loaded contact points of bodies rolling against one another at high speeds. This considers both the formation of a hydrodynamic lubricant fi lm and the elastic deformation of the bodies in con-tact. Since pressure, sliding speed, viscos-ity, temperature etc. are not constant over the contact area of a specifi c contact, every single contact in the bearing is analysed. As a result, all the frictional forces at the discrete contact area points are available.

Friction reduced by up to 40%Friction calculations carried out using the new Bearinx® program have shown that the greatest optimisation potential lies in the selection of bearing types and bear-ing sizes best suitable for the operating conditions in question. This potential can yield up to 60% friction reduction at

Bearinx® calculation model of an azimuth thruster bearing system (out-board and inboard gearbox, incl. PTO) Picture: Schaeffler Group

a specifi c bearing support. Factors such as osculation, tribology, surface quality, loads, tilting, speeds and cage design also play a crucial role. The holistic considera-tion and calculation of a marine gearbox with the help of Bearinx® enables engi-neers to optimise each individual bearing position for the given operating condi-tions in terms of operational life and low friction. This reduction in bearing friction can amount to up to 40% in marine gear-boxes.The Schaeffl er Group’s application and fi eld service engineers can draw on a wide range of premium quality catalog prod-ucts, for example X-life quality bearings, and can also advance the development of special bearing solutions together with the customer.

About Schaeffl er Group Industrial

Schaeffl er Group Industrial, based in S chweinfurt, offers a comprehensive port-folio of application-specifi c bearing solu-tions under the INA and FAG brand names. In addition to bearing supports, this also includes the required housings, necessary documentation and release procedures. The product spectrum spans from rudder and shaft bearings via transverse thrusters through to water jet drives. Furthermore, it offers solutions for engine shaft bear-ing supports and bearing supports for the opening and tilting of ship stabilizers. Bear-ings for cranes, winches, windlasses and hatchway supports also form part of the special bearing range. www.schaeffler.com

YOUR PROPULSION EXPERTS

Our product range comprisesazimuthing propulsion systems, manoeuvring andtake-home devices as well as complete conventionalpropulsion packages rated at up to 30 MW.

We offer economical and eco-friendly solutions for vesselsof a wide range of differenttypes and sizes. Thus we canprovide the right thrust foryour vessel.

SCHOTTEL GmbH D-56322 Spay/Germanywww.schottel.de

THE DRIVE YOU DESERVE

SRP SCP

STP SCD

SPJ STT

Elmer A. Sperry Award


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Integrated shaft coupling designVULKAN COUPLINGS A unique combination of the proven RATO DS coupling with a directly connected composite shaft has recently been introduced by VULKAN Couplings. The new integrated shaft coupling design is characterised by a perfect sound isolation, tuning and dam-ping of the torsional vibration, overall reduced weight and signifi cant reduction of parts.

Up to now designs of VULKAN RATO R cou-plings with directly con-

nected composite shafts need a radial bearing integrated to the RATO R. The latter takes the weight of the shaft. Fig. 1 shows a typical design of this kind for a coupling between Diesel engine and gearbox or thruster gear.

As an alternative to the design shown in fi g. 1 VULKAN re-cently introduced a new com-bination of the well proven RATO DS rubber coupling with a directly connected drive shaft. In contrast to the RATO R cou-pling the torque transmission of RATO DS is characterised by rubber shear stresses with a pre-

dominant radial/circumferen-tial component. This makes the rubber element of the RATO DS stiff in radial (transverse) direc-tion compared to the RATO R coupling.The combination of RATO DS and a directly connected shaft works as an integrated tor-sional and misalignment cou-

pling without radial support. The angular defl ection of the RATO DS causes – even at high misalignment levels – a rather low strain level compared to the torque load and thus a low power loss. Therefore no mis-alignment coupling is required between RATO DS and shaft and the shaft can be directly

Fig. 1: RATO R coupling with radial support and composite intermediate shaft

Fig. 2: Integrated shaft coupling design based on RATO DS combined with a VULKAN composite shaft

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connected to the inner ring of the coupling. The resulting cou-pling combination is called In-tegrated Shaft Coupling (ISC) system (fi g. 2).

Fig. 3 depicts the misalign-ment coupling functionality of the RATO DS on hand of the Finite Element Analysis result of an ISC undergoing

angular misalignment. The calculations were performed for a RATO DS 33D5 (dual coupling with double torque capacity).The mass of the intermediate shaft is limited by the radial natural frequency of half the shaft and the inner part of the RATO DS. The design radial natural frequency is selected not to be less than 120% of design rpm. In most cases a light weight VULKAN compos-ite shaft will be the preferred solution for the intermediate shaft. In order to get a double cardanic design the intermedi-ate shaft is connected at the rear end to a steel membrane or a METAFLEX coupling (fi g. 4).The advantages of the new ISC design are a signifi cant reduc-tion of parts, bearing less de-sign and weight saving. With the ISC design there is no noise transmission path over metallic or bearing parts between engine fl ywheel and gearbox. Thus the ISC provides sound isolation against structure borne noise by the RATO DS rubber ele-ment.The combination of the tor-sional compliance of the RATO DS together with the torsional compliance of the composite shaft results in an advantageous torsional system which leads to a reduction of the vibratory torque in all parts

of the drive train. Depending on the shaft speed the ISC de-sign based on RATO DS can normally be combined with composite shafts up to 7m length. All RATO DS coupling elements whether single row or dual couplings can be used for the ISC design.In the near future the compos-ite shaft used for the ISC design will feature a recently devel-oped new design for the joint between the Composite shaft and the metallic end fl ange. This new design connects the steel fl ange to the CS by means of an axially pre-stressed bolted joint bonded to the CS shaft face.The steel fl ange does not pro-trude into the inner side of the shaft. This design reduces the size of the fl ange and thus the shaft weight. Furthermore it makes the fl ange design espe-cially well suited for the con-nection to all types of misalign-ment couplings.

About VULKAN CouplingsVULKAN Couplings represents the marine activities for fl ex-ible couplings, mounts, com-posite shafts, dampers and engineering services within the Vulkan group.

www.vukan.com

Fig. 3: Finite element analysis of a RATO DS A33D5 undergoing angular defl ection of about one degree. Schematically shown is the connected composite shaft with a membrane coupling at the rear end.

Fig. 4: Integrated shaft coupling design based on RATO DS combined with a composite shaft and a METAFLEX coupling


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Product portfolio of marine transmissions extendedZF MARINE | In addition to its hybrid propulsion solutions for yachts, ferries and government vessels introduced in 2009, the supplier of marine propulsion systems ZF Marine has released an extensive line of “hybrid ready” marine transmissions

ZF 9350 PTI and ZF 24300 PTIThe newly launched ZF 9350 PTI and ZF 24300 PTI models allow, under specifi c cruising conditions, for both diesel en-gine and electric motor drive of propeller shafts. With the ZF 9350 this is achieved by linking the PTI gearbox to an additional fourth shaft, or in the case of the ZF 24300 model, to the existing intermediate shaft. As required, the PTI can be provided with an

additional spur gear. Overall, this concept allows a huge va-riety of ratio combinations for matching the require-ments of all electric motor power ranges.

ZF 24000 seriesThe new ZF 24000 se-ries was on display to the public for the fi rst time in September 2010 at SMM in Hamburg even though the fi rst transmissions were supplied to customers in June 2009 and have been in operation since September 2009. However, the power and ratio range has since been extended by an addition-al spur gear stage. Now input torque is rated at 48,700 Nm and gear ratios up to 8.7:1 are available.

An outstanding product fea-ture is the multitude of variants available to the market. The series consists of 14 geometri-cally different types varying in vertical, diagonal and horizon-tal center distance, a vertical U-drive version and a coaxial version. This level of fl exibility allows the customer increased freedom to create an optimal arrangement for the drive line in the vessel concerned. The reversing reduction gear units, available for FPP and CPP as well as water jet drives, are de-signed for such marine applica-tions as public authority ships, yachts and ferries. Other ben-efi ts of the 24000 family are compact design, low weight, high running smoothness and low operating cost. All gear-boxes can be supplied with a mechanical trailing pump and an additional PTO connection. Further options include a shaft brake or a PTI hybrid module.

ZF 5000 seriesThe latest addition to the ZF Ma-rine product line is the ZF 5000 series, an versatile and com-pact marine gearbox. Hydraulic shifting with electric actuation ensures improved shifting com-fort at reduced shifting times. The ZF 5000 reverse reduction transmissions is a three shaft design with hydraulic clutch mounted on the input shaft and

another clutch mounted on the reverse shaft. Input drive

is located on the opposite side to the output drive. A non-reversing NR version is also available.Suitable for high per-formance applications in all types of fast craft,

motoryachts, patrol ves-sels and crew boats, the ZF

5000 marine transmission is fully works tested, reliable and

simple to install. It is compat-ible with all types of engines and propulsion systems, includ-ing water jets, surface-piercing propellers and CPPs. It is fully equipped with oil cooler, pump and full fl ow fi lter. Electrical actuation is standard equip-ment, while electrical trolling/autotroll, trailing pump, top PTO and live PTO are retrofi t options. Airborn and structure born noise generation is in ac-cordance with ISO 8579. The PTI version, ZF 5300, is scheduled for 2012, comple-menting the line of “hybrid ready” ZF marine gear units. It also complies with the require-ments of international classifi ca-tion societies.

About ZF MarineZF Marine Propulsion Systems, as a business unit of ZF Frie-drichshafen AG, supplies com-plete propulsion systems and components for all types of vessels in a power range from 10 kW to 14,000 kW. The prod-uct portfolio includes a com-prehensive range of transmis-sions (reversing, non-reversing and hybrid), propellers (con-trollable and fi xed pitch) to-gether with associated shafts, seals and bearings. Also, ZF Marine supplies POD-drive systems, steering systems and CANbus-compatible electronic control systems, azimuth thrusters, tunnel thrusters, bow thrusters and sail drives. www.zf.com/marine

ZF 5300

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Alternative drive for slow speeds

REINTJES | Focusing on eco-friendly and effi cient drive technology, REINTJES has de-veloped an electrically driven hybrid system solution for maritime conditions to be used in yachts and commercial ap-plications, e.g. research vessels and governmental ships. When developing the new hybrid system, great store was set by smooth running and low noise

development. Particularly with respect to ever more stringent environmental requirements, hybrid gearboxes offer an inter-esting propulsion solution.While traditional main drives with a diesel engine can only be operated up to idle speed, the hybrid drive can be reduced to quasi zero speed at the propeller by means of the three-phase mo-tor and the gearbox reduction.

Operation via the electric motor results in a signifi cant decrease in CO2 and NOx emissions. This is particularly important when cruising in so-called “green ar-eas”, e.g. the Great Barrier Reef, the Canary Islands or the Wad-den Sea off the Danish coast.In electromotive operation the propeller’s direction of rota-tion is smoothly changed to astern operation by reversing the electric motor. The reverse gearbox traditionally used here does not come into play. While proceeding with the main en-gine the electric motor can also be used as a generator to sup-ply the ship with electricity and recharge onboard batteries and serves to optimise the ship grid. The charged battery can also be used for highly eco-friendly and silent operation, e.g. when manoeuvring in the harbour. With the hybrid drive the ship can easily be manoeuvred, also at extremely slow speed.REINTJES supplies the com-plete package for the new, high-

ly compact hybrid drives. All components, from the gearbox via the electric motor to the fre-quency converter, are optimally adjusted to each other, which considerably reduces project-ing and assembly costs. To enable easy installation the electric motor has been fl anged directly to the gearbox. The electric drive does not need a separate foundation.The new REINTJES hybrid drives will be available from 2011 for main engines up to 1,500 kW with an electric drive up to 100 kW.

About REINTJESREINTES GmbH based in Ha-meln was founded in 1879 and is one of the major indepen-dent manufacturers and sup-pliers of power train solutions, in particular marine gearboxes for engine outputs from 250 to 30,000 kW, worldwide. www.reintjes-gears.de

Yachts are only one of the possible application areas for REINTJES hybrid systems

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Reliable propulsion and manoeuvring systemsSCHOTTEL | Propulsion specialist Schot-tel recently introduced a number of new versions of propulsion solutions and ma-noeuvring systems to its portfolio.

Propellers for small vesselsThe new rudderpropeller SRP 0320, also available in twin propeller version (STP) is the uprated successor to the SRP/STP 110. Featuring a diameter of 0.65-0.85m and a weight of 1.50 t, the thruster provides a power of 150-220 kW at 1800/2300 rpm. The new system is intended primarily for use on small work vessels, barges, push boats, passenger ships or double-ended ferries and meets the requirements of the users in terms of opera-tion, installation and service. For instance it is the fi rst time that a rudderpropeller of this size is also available with a nozzle and has furthermore been developed specially for shallow waters. That results in more thrust for propulsion and manoeuvring.Installation has been facilitated by means of an integrated hydraulic system. This elimi-nates the need for any further installation work onboard the vessel (“Plug & Play”). Maintenance too has been simplifi ed thanks to an easily exchangeable underwater gear-box and the freely accessible coupling.

Propellers for high-performance shipsWith the SRP 4000, Schottel has succeeded in developing a very compact rudderpropel-ler with a weight reduction of some 20% in relation to the equivalent model from the current series. Besides the noise-optimised gearbox, which is designed for a large range of possible input speeds, and the compact construction, which allows an approximately 35% reduction of the oil charge, this new SRP generation is also characterised by integrated steering hydraulics. For high-speed applica-tions, a propeller nozzle tailored to these requirements is available. The SRP 4000 T variant has been specially developed for tug applications to cover the power range of terminal tugs with a bollard pull of 80 t or more. The new SRP 4000 generation is

also available as a Schottel Twin Propeller STP for vessels with relatively high speeds. The Program is currently being extended and will be avail-able to the market soon.

Controllable-pitch propellersControllable-pitch propeller systems are used wherever utmost require-ments in terms of variable modes of application and high manoeuvrabil-ity have to be met, from conventional freighters to fast ferries and powerful tugs, and can even be implemented for continuous operation under extreme loads in demanding offshore serv-ice with dynamic positioning. For applica-tions requiring a lightweight construction at the same time as high power, i.e. mili-tary vessels or yachts, Schottel has extended its product range to include a fi ve-blade variant. It is based on the proven design principles of the standard systems and offers a high-power density and a weight reduced by up to 15% while retaining the accustomed reliability and robustness. The propellers are characterised by improved effi ciency, reduced pressure pulses and structurally optimised hubs.Schottel SCP controllable-pitch propeller systems of the 5-X series are available in sizes from SCP 046 5-XG to SCP 154 5-XG for power ratings from 1,000-30,000 kW. For all sizes there is an optional version with feath-ering capability. This makes it possible to sat-isfy the requirements of different operational states in the case of multi-shaft systems and combined propulsion concepts such as a CP propeller in combination with an SCD.

Transverse thrusters for the high-power range

For the high-power range Schottel has introduced a completely re-engineered series of transverse thrust-

ers from 600-1,500 kW with the new designation

STT 1-5, available with either FP or CP propellers. Propel-

ler designs were hydro-dynamically optimised with improved effi cien-cies and reduction of the noises and also the losses at no or low pro-

peller pitch.For the tough DP re-

quirements in offshore ap-plications the thrusters have

been designed with ample re-serves. The propeller blade tip speed and propeller load have been reduced to a minimum, which substantially increases

the service life of the drive seals and bear-ings, and of the propeller hub and blades. Schottel STTs can be powered by diesel en-gines, electric motors or hydraulic motors. Electric motors are included optionally in the scope of supply.

About SchottelThe Schottel Group based in Spay/Rhine is one of the world’s leading manufactur-ers of propulsion and steering systems for ships and offshore applications. Founded in 1921, the company has been develop-ing and manufacturing azimuth propul-sion and manoeuvring systems, complete propulsion systems with power ratings of up to 30 MW, and steering systems for vessels of all sizes and types. Around 100 sales and service locations worldwide en-sure customer proximity. www.schottel.com

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Schottel 4000 series for high-performance vessels



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Signifi cant fuel saving potentialBECKER MARINE SYSTEMS | In 2008 Becker Marine Systems introduced the in-novative power-saving device Becker Mewis Duct®, named after its inventor Friedrich Mewis. A high potential for signifi cant fuel saving has since been verifi ed in practice. The Becker Mewis Duct® has already been implemented on a number of ships world-wide. 96 orders have already been placed by January of this year.17 thereof have already been installed. The Becker Mewis Duct® is specially designed for large vessels with a speed of up to 20kn, high block coeffi cient (CB) and high propeller thrust coeffi cient (CTH), such as tankers, bulkers, MPC‘s and small container vessels.The Becker Mewis Duct® is placed in front of the propeller with the purpose of im-proving the water fl ow to the propeller. The advantage of the Becker Mewis Duct® is that it combines two positive devices: a pre-swirl stator and a duct. The stator blades are non-movable fi ns that create a pre-swirl. This means that they change the angle of the fl ow towards the propeller in such a manner that the Becker Mewis Duct® operates as a counter-rotating device with a more favour-able angle of attack. The effect of the duct is to increase the velocity of fl ow towards the propeller, which is again an improvement in the propeller’s working condition. The duct itself creates a forward directed thrust due to its foil section shape. After a thorough de-sign phase using Computational Fluid Dy-namic (CFD) computations, Becker Marine Systems is able to deliver a Becker Mewis Duct® individually adjusted for the actual hull form and propeller.October 2010 presented the unique opportu-nity to test the „AS Vincentia“ with and with-out the energy-saving device Becker Mewis Duct® installed. Both trials took place within fi ve days and under identical conditions. The „AS Vincentia“ is a newly built 57,000 dwt Supramax-Bulker of the Dolphin class (more than 100 vessels of this ship type are in op-eration). After the general sea trial without the Becker Mewis Duct® the ship was docked again. Five days later, after the device was in-stalled, the sea trial was repeated in the same sea area. The draught and trim of both trials were identical. The performance measure-ments were recorded by MARIN (Maritime Research Institute Netherlands, Wagenin-gen,) and the fi nal reporting was done by the German research institute HSVA (Hambur-gische Schiffbau-Versuchsanstalt, Hamburg), where the model test had already been car-

ried out. The measurements of the sea trial indicated a power saving of 5% at a speed of 14.4 kn. The result confi rmed the positive model test results performed after the CFD design phase. This exellent correlation be-tween the CFD, model test and sea trial are proof of the accuracy and technology.Due to the number of propulsion tests for other vessels made with and without the Becker Mewis Duct® a reputable statisti-cal statement can be formed. The average of achieved fuel saving is at 6%. This also means 6% less emissions of greenhouse gas-es. Combined with a Becker Rudder, the pro-pulsion improvement and fuel saving could be further enhanced, with fuel savings of up to 8%. Compared to other types of fuel sav-ing devices and experiences with similar de-vices this is a very good and positive result.Other tests with and without a Becker Mewis Duct® with a 158,000 dwt Bulk Carrier showed a signifi cant reduction in cavitation occurrance at the blade tips of the propeller and a signifi cant reduction of harmonised vibrations up to 80% – almost eliminating them – during a pressure pulse measure-ment. An enhancement of the course-stabil-ity was proven during manoeuvring tests at SSPA with a 43,000 dwt bulk carrier in 2010.

About Becker Marine SystemsBecker Marine Systems, based in Ham-burg, is one of the market leaders for high-performance rudders and manoeuvring solutions for all types of vessels. Becker’s reliable rudder systems are suitable for luxury yachts and super tankers as well as mega container ships, passenger ferries and large cruise vessels. www.becker-marine-systems.com

Installation of a Becker Mewis Duct®

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Mecklenburger Metallguss GmbHwww.mmgprop.de

MMG is constructing and manu-facturing propellers “Made in Germany” with a weight up to 150 tons and a diameter up to 11 1/2 m. With the worldwide largest induction furnace, com puter controlled milling machines and more than 50 years of experience, MMG guarantees highest quality and precision accurate to the hundredth millimetre. So we are able to master every challenge. We look forward to yours!

The driving force on all seas.

MMG_11_3828_Anz_58x251.indd 1 14.04.11 08:52Prozessfarbe CyanProzessfarbe MagentaProzessfarbe GelbProzessfarbe Schwarz


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Increased performance for propellersANDRITZ HYDRO–ESCHER WYSS PROPELLERS One possibility to improve the design process for customised controllable pitch propellers is the use of Advanced Wake Field Adapted Design. The design process can be augmented and further potential for optimisation with respect to cavitation, effi ciency and noise in the design of high performance propellers can be unlocked.

Advanced Wake Field Adapted Design (AWAD) describes the possibility

for an active involvement of the propeller designer in the early planning or construction phases of the vessel. With this approach the propeller designer can infl u-ence the quality of the wake fi eld of a ship. This way it is ensured that the propeller design goes beyond the optimisation of the propeller for an existing wake fi eld. Thus, for example a contri-bution is made towards the hy-

drodynamic improvement of the appendages, or the relationship between speed and diameter may be explicitly defi ned so that the potential of the wake fi eld is maximised for the respective re-quirements.The wake fi eld of a ship is the focal point for high perform-ance propeller designs. Wake fi eld data is determined based on Computational Fluid Dy-namics (CFD) calculations or measurements using scale mod-els of ships at marine research

institutes such as in Hamburg (HSVA) and Potsdam (SVA). The character of a wake fi eld is visu-alised with the help of colored diagrams of local velocities, with the water fl ow being split into its axial, radial and tangential components. The greater the dif-ferences in current velocities and directions, the more inhomoge-neous the infl ow, and the more negative is the impact of such wake fi eld characteristics on the performance of the propeller.

Case studiesIn the follwing two examples of wake fi elds and their infl u-ence upon the performance of a propeller are compared by using fi ve characteristic criteria. Cavi-tational volume (the amount of cavitation in volumetric terms), pressure pulses (the intensity of pressure pulses emitted by the propeller), propeller effi ciency (effi ciency of the propeller, where power is converted into propulsion), ship speed (maxi-mum possible speed of the ves-

sel) and propeller noise levels are considered.

Case Study A: average, non-optimised wake field

Cavitational volumeCavitational volume should gen-erally be kept as low as possible in the design process of a propel-ler. Fig. 2 shows an example of a rather average wake fi eld. The dif-ferences shown in velocities are relatively high, i.e. rather abrupt changes of velocity and direction are observed effectively support-ing an expected cavitation incep-tion to happen rather early. An early cavitation inception is the fi rst sign of a relatively high cavi-tational volume. On this basis alone, a powerful propeller de-sign is not easily feasible. Here, an early AWAD approach could certainly be used for potential improvement.

Pressure pulsesThe amount of the cavitational volume and the intensity of

Fig. 1: Propeller design with simulated suction side pressure distribution

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Neuenhauser Kompressorenbau GmbHHans-Voshaar-Str. 5 • D-49828 Neuenhaus

Tel. +49(0)5941 604-0 • Fax +49(0)5941 604-202e-mail: [email protected] • www.neuenhauser.de • www.nk-air.com

Solutions forShipbuilding and industry

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pressure pulses are directly linked. In Case Study A the re-sulting pressure pulses of the propeller in the wake fi eld will turn out to be relatively high. The relatively high cavitational volume and the resulting strong pressure pulses of a propeller in this wake fi eld indicate that there is little room for a noise-optimised design.

Effi ciency and speedUnfortunately, the intensity of the pressure pulses and propel-ler effi ciency are in direct oppo-sition to each other: an effi cien-cy-optimised propeller design requires compromises towards the amount of allowed pressure

pulses. With already relatively high expected pressure pulses in Case Study A, the discretion of the propeller designer is very limited in this case. If now ef-fi ciency is increased, very high or unacceptable pressure pulse values would result. Therefore, due to the direct correlation be-tween the effi ciency and speed of the vessel, there may also be a need to compromise on the achievable speed of the vessel.

Propeller noiseBased on characteristics de-scribed above, the propeller designer may decide that the wake fi eld of Case Study A pro-vides hardly any ground for designing a propeller with re-duced cavitational volume and weak pressure pulses, which would yield low propeller noise levels.

Case Study B: optimised wake field based on the AWAD principle

Cavitational volumeFig. 3 shows an example of a very good wake fi eld. The dif-ferences in speed are relatively low, i.e. no abrupt changes in direction and speed are ob-served. The expected delay in the cavitation inception is the fi rst sign of a relatively low cav-itational volume, which means that there is a good basis for a high performance propeller.

Pressure pulsesThe expected low cavitational volume suggests that the result-ing pressure pulses of a pro-

peller in this wake fi eld (Case Study B) will also be relatively low. Relatively low cavita-tional volume and weak pres-sure pulses are the basis for a „quiet“ propeller design, with corresponding low propeller noise.

Effi ciency and speedThe relatively weak pressure pulses in Case Study B provide the propeller designer with expanded design possibilities. Effi ciency can be increased without unacceptable pressure pulse values. As effi ciency and speed of the vessel correlate, a respective increase of vessel speed can be achieved. Further-more the increased propeller effi ciency allows for reduced fuel consumption within any speed range (compared to the previous Case Study A).

Propeller noiseThe wake fi eld of Case Study B offers the propeller designer signifi cantly more potential. A very good basis is given for de-signing a noise-optimised con-trollable pitch propeller with

reduced cavitational volume and weak pressure pulses.

SummaryAn optimised wake fi eld is deci-sive for a high performance con-trollable pitch propeller. Merely fi tting the design for a control-lable pitch propeller to an ex-isting wake fi eld means that a substantial potential for optimi-sation is wasted. If the propeller designer is given the opportu-nity to be involved in the early design stage, the characteristics of the wake fi eld can be posi-tively infl uenced. The consulting principle of the AWAD approach allows this providing an overall optimised propulsion system comprising of controllable pitch propeller and wake fi eld. If the AWAD approach is impossible or not desired, the key task of a propeller designer remains: to design a well performing pro-peller, even with only an average wake fi eld, which cannot be fur-ther optimised, available.

About Andritz HydroEscher Wyss Propellers by And-ritz Hydro is a specialist provider of tailor-made controllable pitch propellers and shaft systems for mega yachts, navy, coast guard and special ships. Propellers range from two to seven metres in diameter, with installed pow-er between 2,000 to 30,000 kW. Up to seven blades, optional air emission and feathering capa-bility are only some of the addi-tional possible features. www.escherwysspropellers.com

Fig. 2: Average to poor wake fi eld

Fig. 3: Very good wake fi eld

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1.0510.950.90.850.80.750.70.650.6

vx

1.0510.950.90.850.80.750.70.650.6

Fig. 4: AWAD optimised propeller and propeller strut

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Improved manoeuvrability and economical operationVOITH TURBO | Economical ship operati-on due to reduced fuel consumption, lo-wer emissions, high reliability and no need for time-consuming turning manoeuvres: these were the main reasons for Wyker Dampfschiffs-Reederei (W.D.R.) when the company decided in favor of a drive con-cept with Voith Schneider Propellers (VSP) for their double-ended ferry of the Föhr-Amrum Line.The ferry Uthlande of W.D.R. is driven by four VSPs. Due to the draught limitations in the Wadden Sea, the drive was divided into four propellers type 16R5 EC/100-1, each with an input power of 470 kW. Two propellers each operate in the bow and in the stern of the double-ended ferry. “The better manoeuvrability provided by the VSP is an enormous advantage, because the steering system promptly performs any manoeuvring signal,“ explains Christ Tho-lund, captain of the Uthlande. “There are no delays caused by reversing the engines, no need of bow thrusters and no separate ope-ration of the rudder blades.” Additionally, it is also possible to position the ship in narrow shipping channels – an important aspect on the route Amrum-Föhr, which Tholund sails several times a day.

Lower fuel consumption and reduced emissions The double-ended ferry concept with four VSPs offers another advantage in terms of maneuverability: the 75m long and 15.8m

wide ferry has a sailing speed of 12 knots and saves fi ve to ten minutes of sailing time, as time and fuel consuming turning manoeuvres in the port are no longer re-quired. Cars can leave the ferry in driving direction via a ramp. This makes crossings more effi cient and allows lower sailing speeds, as a result of which fuel consump-tion and exhaust emissions are reduced.

Higher stability in bad weather conditionsWith 1.75m, the draught of the Uthlande is lower than the draught of other car fer-ries of the shipping company. The ship is therefore less sensitive to extreme water levels. Another favorable characteristic of the Voith Schneider Propeller, so Captain Tholund, is that it makes mooring much easier during strong crosswinds compared to screw-driven ships. “The VSP provides more power in the bow than a drive with bow thrusters.” This is a clear benefi t, sin-ce the Uthlande sails whatever the weather. “In winter, adverse weather conditions are the order of the day. Sometimes we have to fi ght against wind speeds of 8 to 10 Beaufort (approx. 60 to 100 km/h),” says Tholund. According to the captain, other critical points during mooring and depar-ting are “narrow shipping lanes with fair-way buoys and sinkers, which might get into the drive systems. And there are also shallows, which can damage the drives when the ship runs aground.” Deeparting

is now less problematic, because the thrust of the Voith Schneider Propeller is instant-ly available.

High capacity for passengers and carsThe shipping company states that the capa-city of the Uthlande, offering room for 1200 passengers and 75 cars that can be moved to the North Friesian Islands Amrum and Föhr, is signifi cantly higher than that of the currently largest ferries Nordfriesland and Rungholt. A fi fth lane on the car deck can accommodate another 25 cars. There is also a saloon deck with a restaurant, as well as a sun deck. Passengers can reach the decks comfortably via two lifts. Apart from these facilities, pedestrians who want to board the ferry will also appreciate a separate side entrance. In the past, cars, trucks and pede-strians had to line up to enter the ferries of the Amrum-Föhr Line. The Uthlande allows simultaneous boarding, which is also safer and quicker.

More comfort for passengers“The VSP also offers advantages for our passengers: there are hardly any vibrations at low pitch and slow speeds. This makes travelling on the ferry more pleasant and comfortable,” adds Tholund. And the pas-sengers clearly appreciate this. W.D.R’s passengers volumes continue on a good level; the shipping company states that any changes are unlikely. In order to replace two smaller and older vessels, there is ano-ther double-ended ferry currently under construction. This new vessel will also be fi tted with four Voith Schneider Propellers size 16R5 EC/100-1.

About Voith TurboVoith Turbo, the specialist for hydrodyna-mic drive, coupling and braking systems for road, rail and industrial applications, as well as for ship propulsion systems, is a Group Division of Voith GmbH.Voith sets standards in the markets en-ergy, oil & gas, paper, raw materials and transportation & automotive. Founded in 1867, Voith employs almost 40,000 people, generates €5.2 billion in sales, operates in about 50 countries around the world and is today one of the biggest family-owned companies in Europe. www.voithturbo.com/marineThe Uthlande is driven by four Voith Schneider Propellers

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Cooling technology for low viscosity fuelsGEA GROUP The use of sulphur reduced fuels is necessary in many shipping zones to minimise emissions and their impact on the environment. The low viscosity of these fuels demands new technologies to ensure reliable engine running. The GEA Group has developed different technical solutions to cool the oil after a changeover from heavy fuel to diesel.

As the world constantly strives to reduce emis-sions, the next round

of regulation to restrict the emission of NOx and SOx in exhaust gasses is upon us. New ‘reduced sulphur’ heavy ma-rine fuels are having an effect, but even these are unable to meet the current required level of 0.1% sulphur content. This has required some vessels to switch to low sulphur distillate oil (LSDO) to meet the regu-lations. Although this helps meet the regulations, using the lower viscosity fuel has its own diffi culties.

Viscosity adjustment in marine fuelsEngine manufacturers require the viscosity of fuel oils to be above 2 centistokes otherwise the combustion process might

be affected and it might not provide suffi cient lubrication for the engine’s needs. The vis-

cosities of modern diesel oils and gas oils vary, in accord-ance with ISO 8217, between

5.5 centistokes and 1.4 centis-tokes (at 40°C) depending on the source. So to ensure that the fuel’s viscosity is more than 2 centistokes, thereby prevent-ing damage and maintaining engine reliability, the temper-ature of the fuel on injection has to be carefully regulated.For cooling the fuel for this purpose GEA has developed different technical solutions to cool the oil after a changeover from heavy fuel to diesel.

Cooling with fresh waterGEA Westfalia Separator Group recently introduced the Westfalia Separator® FuelCool-ingMaster. The system incor-porates a Plate Heat Exchanger (PHE), Chiller and relevant pumps and control equipment to ensure that the viscosity nev-er falls below the 2 centistoke

With the FuelCoolingMaster, GEA Westfalia Separator Group has launched a system which reliably adjusts the necessary viscosity of low-sulphur light diesel oil

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Contact us for further information: Atlas Copco Kompressoren und Drucklufttechnik GmbHLangemarckstraße 35 · 45141 Essen, GermanyTel. +49(0)201 2177-410 · Fax +49(0)201 [email protected] · www.atlascopco.de

Atlas Copco – more than 135 Years of Experience.Atlas Copco Marine Center supplies Compressed Air Equipment for all Kind of Applications on Board of Your Ship …

… such as Starting Air, Working Air, Instrument Air, Bulk Handling Compressors, Feed Air for Nitrogen Generators, etc.Piston and Screw compressors from 2,2–315 kWUp to 30 bar(e) working pressure from 7,2–2812 m³/hTailor-made Air Treatment Solutions, such as Air Dryers, Air Receivers, Air Filters, etc.Global Presence in more than 150 Countries Worldwide, Service and Spare PartsAvailability in all Major Ports Around the WorldApproved acc. to all Major Classifi cation Societies: ABS, BV, CCS, DNV, GL, LRS, PRS, RINA, SMRS, …

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limit. It also ensures that the temperature does not change by more than 2°C per minute to prevent heat shock to the downstream equipment dur-ing changeover.

Cooling with sea waterGEA PHE Systems offers ef-fective Plate Heat Exchangers using seawater as the direct cooling medium for the fuel oil. Up to 32°C seaweater in-let temperatures the fuel oil will be cooled down to approx. 34°C in average in order to reach the required minimum oil viscosity. Seawater itself is, of course, very corrosive. There-fore GEA PHE Systems offers compact, highly-effi cient heat exchangers made with seawa-ter-resistant plates that can be quickly fi tted within existing cooling circuits at a compara-tively low cost. The system can also be modifi ed to use fresh water as the cooling medium when available.

Pump systems to meet varying demandsThe demand on the cooling system is affected by more than just the viscosity of the oil and the temperature of the cooling medium. Many vessels cur-rently operate in slow-steaming mode, that enables the ship to achieve fuel savings of up to 50%. This reduces the fl ow rate of fuel and, therefore, the cool-ing requirement.Pumping systems, however, have been traditionally designed to operate in ‘on-off’ mode, with fl ow adjusted by orifi ce plates, so they could not be optimised for operation in slow-steaming mode. GEA Westfalia Separa-tor Group has recognised that a fl exible pump speed, perhaps varying by no more than 20%, could reduce power consump-tion by up to 50%. Pumps con-trolled by frequency converters in this way would be more able to meet the operational require-ments of modern vessels.

Developing the technologyGEA PHE Systems has, there-fore, formed an alliance with a leading marine pump manu-facturer to develop a new holis-tic approach to marine cooling

systems for both newbuilds and retrofi t. Trials are already in progress to determine the potential savings through the addition of, for example, intake air coolers, both on the Low Temperature (LT) and High Temperature (HT) circuits.It has also proven possible to adapt existing 50% central cooler confi gurations to better suit today’s changing vessel op-eration modes. The PHEs can easily be adapted from a 50/50 confi guration to 60/40 or even 65/35 mode to offer improved operation for part load opera-tion. Achieving an optimum confi guration in this way also supports the self-cleaning effect that reduces scaling and bio fouling of the PHEs to extend service intervals.

ConclusionThe combined technologies of GEA Westfalia Separator Group and GEA PHE Systems enable the use of marine diesel in engines that were originally designed for heavier fuel with-out any loss of lubrication ef-fi ciency, thereby reducing NOx and SOx emissions. Innovative pumping technology from GEA will reduce power requirements and optimise the fuel cooling process to match today’s oper-ating requirements.

About GEA Westfalia Separator GroupGEA Westfalia Separator Group is one of the leading compa-nies in the world in the fi eld of mechanical separation. Since 1893 it has built centrifuges used for separating liquids and liquid mixtures. www.westfalia-separator.com

About GEA PHE SystemsGEA PHE Systems is respon-sible for plate heat exchanger technology within the GEA Heat Exchangers segment of the GEA Group AG. The manufactur-ing locations in Germany, USA, Canada and India produce gas-keted, fully-welded and brazed plate heat exchangers for dif-ferent industrial applications. www.gea-phe.com


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Effi cient water treatment systemsMAHLE INDUSTRIAL FILTRATION With its chemical-free ballast water treatment system OPS and the well established bilge water separator MPEB, Mahle offers reliable onboard systems that comply with IMO´s latest marine environmental regulations

Since the IMO laid out the regulations for ballast water treatment (BWT) with the International Convention

for the control and management of ships ballast water and sediments in 2004, many technologies to treat ballast water have been presented and developed. After a few years of testing and now gaining more and more real life experience it comes obvious that one key to an effective and economical treatment is the fi ltration within the proc-ess of ballast water treatment. Not only because the convention states to eliminate sediments but also looking to the removal of organisms with mechanical – environ-mental friendly – technologies there is no way to operate without effective fi lters. As

a specialist for fi ltration solutions Mahle offers today one of the most effective sys-tems to treat ballast water according to the IMO D2 standards proving zero organisms left in the discharge of ballast water during land based and sea based tests.

Ballast water treatment system OPSMahle´s three-stage ballast water treat-ment system “OPS” works as an in-line system during uptake and discharge of bal-last water. During uptake the fi rst step of treatment is a pre-fi ltration for separating particles larger than 200 μm, followed by a second fi ltration for separating particles larger than 50 μm. With this pre-treatment sediments and most of the organisms are

removed from the ballast water. The sludge from the self-cleaning process will be dis-charged at the same place where the bal-last water was taken on board. The uptake treatment fi nishes by disinfection via UV light with low pressure lamps. The fac-tors of success in this process are the self-cleaning fi lters that are designed for a con-tinuous fi ltration and which guarantee low reduction of fl ow rate, low pressure drop, low maintenance, and low wear.Continuous test results are showing that these fi lters remove already over 90% of or-ganisms larger 50 μm and more than 60% of organisms between 10 and 50 μm.At the onboard installation it has been experienced that existing sludge and sedi-

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Zeppelin Power Systems is the offi cial partner of Caterpillar engines (Cat and MaK) for over 50 years, offering their customers individual, highly effi cient system solutions with comprehensive services and an engine power range of 15 kW to 16 MW.

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ments in the ballast water tanks of a 17 year old ship had been removed by using the OPS for a certain period of time – it was not necessary to clean the tanks before using the OPS.After this effective fi ltration the OPS uses low pressure UV lamps which emit a spe-cial wavelength of 254 nm for disinfection with the key benefi ts of

very low power consumption (only �20% of consumption compared to me-dium pressure), low operating temperature in the UV �lamps,100% removal of all critical organisms, �long lifetime of the UV lamps (up to six �times more than medium pressure).

The UV lamps are automatically cleaned by a cleaning fl uid which is fi ltered after each operation and can be used for multiple cleaning processes. No mechanical scrap-ers are necessary.Experiences in the use of this technology-combination show that save and reliable treatment can be realised for sea, brackish and fresh water without changing the pa-rameters of the water, e.g. ph value. Fol-lowing benefi ts have been realised during the operation on board: It is safe for the crew, easy and simple to operate, with very few maintenance and low operating costs.

Bilge water separator MPEBThe latest IMO resolution for oily water separators (OWS), the MEPC 107 (49), was effective starting January, 2005. According to Mahle, at this moment the company was the fi rst and only manufacturer which could comply with this resolution. Driven by the enhanced technology for separating oil and water Mahle´s technology could cope with the emulsions as laid out with the new “testfl uid C” – showing residual oil contents below 15 ppm reliably and

continuously. And this not only during the IMO testing procedure but also on more than 1450 units installed since then.For the practical use on board the ships systems such as OWS have to be reliable and easy to operate. But most of all they have to be effective in separating oil and water – the crew has to be able to pump cleaned water over board in order to emp-ty the bilge water holding tank and secure ships operation. And this should be done without changing fi lters (such as absorb-ers or similar) frequently because operat-ing costs per ship are crucial nowadays. Coming back to today’s regulations it is obvious to see that even stricter limits of residual oil content are the goal. Several classes laid out a design for clean ships requiring limits down to 5 ppm. In addi-tion many special protected areas (SPA) are requiring this value. Already back in the year 2000 Mahle developed its 5 ppm technology being one of the technology leaders nowadays with more that 230 units installed. And even during testing accord-ing to MEPC 107 (49) these units proved values below 5 ppm continuously in all 18 samples to be taken over a time of more than eight hours. Class societies are now following the demand and are developing a procedure to certify 5ppm units – and it is Mahle´s goal again to be one of the fi rst companies to comply.

About MahleMahle Industriefi ltration GmbH based in Öhringen is part of the Mahle Group and has been producing high-quality industrial fi lters for fl uid technology, air fi ltration, and process technology since 1962. The environmental management is certifi ed in compliance with ISO 14001 and EMAS. www.mahle-industrialfiltration.com

Skid mounted OPS can be delivered as one unit

Bilge Water Separator Deoiler 2000 for residual oil of < 5 ppm

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CleanBallast system successful in operationRWO | The ballast water treat-ment system CleanBallast was developed by RWO GmbH - Ma-rine Water Technology, Bremen and has proven successful in operation on several vessels. It consists of a special mechanical fi lter process and an advanced disinfection unit and has so far been ordered for more than 40 plants. A number of these plants have been installed and are in successful commercial opera-tion since the end of 2009, mak-ing CleanBallast one of the few systems that can demonstrate a longer operational duration in commercial application. Ac-cording to RWO, CleanBallast is the only commercially avail-able German manufactured and type-certifi ed ballast water treat-ment system.

Because of the increasing nega-tive impacts of alien marine or-ganisms transported in the bal-last water of oceangoing ships, the International Maritime Or-ganization (IMO) spent many years working on a Ballast Water Convention. This convention adopted in 2004 is aimed at pre-venting the unintended transport of microorganisms in ballast wa-ter. It is commonly expected that full ratifi cation of the convention will be reached during 2011.The CleanBallast technology was developed by RWO from 2003, refi ned over the years and exten-sively tested under real-life con-ditions. Even under extreme con-ditions, such as high sediment concentrations, CleanBallast exceeded the IMO test require-ments. The design and testing

of the plant under real environ-mental conditions is an essential prerequisite to guarantee a fast and safe loading of ballast wa-ter and short times alongside in port. In addition, the effi cient re-moval of the sediment consider-ably reduces tank cleaning costs and prevents the loss of valuable loading capacities.Many years‘ experience in treating water and wastewater aboard ships and offshore rigs helped RWO in developing the modular ballast water treat-ment system, which is avail-able from capacities of 150m³/hr to 3,750m³/hr. According to RWO, CleanBallast stands out for its technological reliability, sustainability and economical operating and investment costs. The system, which can operate not only in sea water but also in waters with a low salt content, is offered for various capacities and assignments and both for new building and retrofi tting.

Extensive corrosion testsRWO has also been a pioneer in the assessment of ballast water treatment system’s effect on bal-last tank coatings and corrosion. Thorough corrosion tests were undertaken by independent in-stitutes and have proved that the CleanBallast ballast water treat-

ment system does not increase the corrosive properties. Acceler-ated corrosion studies were car-ried out by RWO in cooperation with the Swedish corrosion insti-tute Swerea-KIMAB, Stockholm, and the classifi cation society Germanischer Lloyd (GL), Ham-burg. The tests e.g. simulated operation over an approximate entire lifetime of a ballast water tank/piping structure (approx. 40 years) and these studies were later recommended by the IMO technical group GESAMP-BW-WG, as part of the guidance for other vendors developing ballast water treatment studies, to be included in their respective ap-proval process.Based on the result of these tests, both Swerea-KIMAB and GL concluded that there are no additional corrosive properties of seawater treated with Clean-Ballast, compared to untreated seawater and thus CleanBallast does not increase corrosion in ballast water tanks. Further-more, CleanBallast is certifi ed and classifi ed by the GL as com-patible with epoxy-based bal-last water tank coating systems.In order to guarantee leading edge technology, plant reli-ability and short delivery times RWO designs and manufactures all CleanBallast plants in Ger-many at the company´s main site in Bremen.

About RWORWO – Marine Water Technology based in Bremen is one of the leading suppliers for water and wastewater treatment systems onboard ships and offshore installations, for new buildings as well as retrofi tting. The prod-uct programme encompasses the treatment of drinking and process water as well as bilge, ballast and wastewater. The company is part of Veolia Water Solutions & Technologies (VWS). www.rwo.de

CleanBallast – Advanced electrolysis disinfection

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Compact vacuum and wastewater block pump

HERBORNER PUMPEN-FABRIK | Finding solutions for the complexity of trans-porting and cleansing waste-water in the marine industry as well as the constantly rising energy effi ciency requirements demands wide-ranging know-how along the entire process chain in the development of every single component. Herborner Pumpenfabrik has a great many years of experi-ence in the equipping of both passenger and military ships. With the UNICUT-V it offers a combined vacuum and waste-water block pump solution that features a built-in cutting device. The UNICUT-V is a dependable solution, particu-larly at sea, where space is at a premium and a high degree of operating reliability is re-quired of each component.Uniquely designed, the UNICUT-V from Herborner Pumpenfabrik is especially suitable for use in small to medium-sized vacuum de-watering systems on ships. The compact unit is ideal for both generating a vacuum and transporting wastewater through piping systems. The cutting device integrated in the wastewater block pump quickly and reliably breaks down any solid matter, thus ensuring that the wastewater

is transported without block-age. The combined unit of cutting knife and cutting ring is manufactured from hard-ened, precision-cast stainless steel and therefore highly robust and long lasting. Fur-thermore, the UNICUT-V can be installed in the latest treat-ment plants, which specify 4 mm as the maximum size of any particles in the wastewa-ter.The sophisticated design of the UNICUT-V guarantees continual operating reliabil-ity as well as the trouble-free functioning of wastewater transportation systems, mak-ing it particularly suitable for long-term use on ships.The UNICUT-V is driven by a motor specially designed to withstand long-term strain and features a strengthened shaft and bearings built to handle the rough operating conditions prevalent in waste-water transportation. The motor is the heart of the unit and located between the vac-uum pump and the medium pump. It drives both pumps and its central positioning makes optimum use of space, meaning the UNICUT-V can be easily installed, even in the tightest of spaces on a ship. It also means the UNICUT-V can be easily integrated in ex-

Combined vacuum and wastewater block pump UNICUT-V

isting systems together with treatment equipment.Its low noise level and modest energy consumption combined with a high degree of opera-

tional reliability ensure that the UNICUT-V runs economically even in continuous operation. Herborner Pumpenfabrik offers the UNICUT-V either as a sin-gle pump or as a complete unit combined with a collection tank in a full range of sizes.

About Herborner PumpenfabrikHerborner Pumpenfabrik manufactures and distributes centrifugal pumps for clean water, wastewater and indus-trial engineering applications. The company is also an inter-national market leader in the fi eld of wastewater pumps for the shipping industry. www.herborner-pumpen.de

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Reliable ejector technology onboard shipsKÖRTING With its many years of experience in the production area and ongoing R&D programme, Körting Hannover AG supplies individually manufactured ejectors and sets worldwide standards in ejector technology

A ejector is a fl uidic-type device that can be used to pump, mix and dose

liquids, gases, vapours and sol-ids. As the drive is provided by liquids, gases or vapours under high pressure and not by elec-tricity or a mechanical drive unit. Ejectors are reliable and largely maintenance-free and thus ideal for shipboard opera-tion.As ejectors exhibit a differ-ent curve behaviour from me-chanical pumps, tailor-made and individually manufactured ejectors are the prerequisite for guaranteeing optimal perform-ance behaviour in ship opera-tion.A possible error in dimension-ing is to treat these fl ow devices in the same way as mechanical pumps, integrating a standard-ised ejector with performance behaviour similar to that of mechanical pumps.As ejectors do not have the same curve behaviour as me-chanical pumps, such a stand-ardisation can lead fi rst of all to considerable underperform-ances compared with the pos-sible optimum.There is also a whole range of possible effects, such as high investment and operating costs, reduced service life due to cavitation, enlarged pipeline cross-sections and thus also of fi ttings and preformed parts, possibly increased investment in the capacity of the fi re extin-guishing system.Mechanical pumps usually have a curve characteristic show-ing a constant Δp=H=PD-PS independent of prevailing suc-tion pressure. Therefore only one characteristic curve exists. Compared with this, ejectors are, however, fl uidic devices.

The curve behaviour of an ejec-tor is therefore different to that of a mechanical pump. It is signifi cant that the gener-ated H=PD-PS depends on the different suction pressure PS. In each case, a separate character-istic curve will apply for differ-ent suction pressures PS.

Calculation exampleThe curve fi eld of a ballast ejec-tor in the fi gure below shows the typical operating behav-iour. Design suction pressure is, for example, to be PS= 0.5

bar abs. Each curve is valid for only one suction pressure PS (here PS is 0.2–0.9). At a con-stant suction fl ow, for this ex-ample 57 m³/h, the discharge pressure PD depends on the suction pressure PS, so H= PD-PS ranges from 1.55–0.2=1.35 bar to 1.85–0.9=0.95 bar. The attainable H thus changes by 1.35–0.95=0.4 bar or 4m wa-ter head, depending on the suction pressure PS.The diagram shows another important effect: the attain-able suction fl ow at a constant

counter pressure PD also chang-es considerably. At a constant PD=1.5 bar abs. the suction fl ow ranges from VS =148 m³/h at PS=0.9 bar abs. up to 57 m³/h at PS= 0.2 bar abs. In ad-dition, at the latter mentioned pressure the ejector is already running under cavitation. This can always be expected when the operating point is on the vertical part of the characteris-tic curve.The motive water pressure sup-plied also represents a further variable that can lead to altera-tions in curve behaviour. The integration of an ejector in the total manometric head “H” should therefore consider suc-tion pressure and information about the curve behaviour.Design fl aws will inevitably cause negative effects on ship

Curve fi eld of a ballast ejector showing typical operating behaviour

Abbreviations used

PS = Suction pressure VS = Suction fl ow (water)

PD = Discharge pressure VTR = Motive fl ow (water)

PTR = Motive pressure H = PD - PS

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operation. During ballast op-erations, practically all pres-sure values are subject to al-terations – a minor error can quickly lead to longer ballast-ing times and thus also longer lay times. A carefully designed

ejector always pays off and prevents unnecessary follow-up costs.

Variety of typesApart from the ejectors de-scribed, Körting also manu-

factures all other construction types and forms of ejector. Besides liquids, gaseous and vaporous mediums can also be utilised as a drive medium. Correspondingly designed pumps are suitable for trans-porting liquids, gases, vapours and solids. Wide ranges of applications for transporting, mixing, dosing and vacuum technology and gas cleaning/purifi cation are covered by this. Possible shipbuilding applications include:

bilging and ballasting �technology,tank mixing operations, �continuous dosing and �transporting of additives in the inline process mode,aeration of liquids during �ballast water treatment and for biological waste water treatment technol-ogy,generating vacuums and �vapour suction removal for seawater evaporators for production of potable/drinking water,

washing particles and odour �substances out of waste gas fl ows.

ConclusionEjectors must always be de-signed on an individual basis. This is the only way in which it is possible to ensure opti-mal energy saving and opera-tional reliability. Every form of standardisation may lead to considerable losses in energetic effi ciency.

About KörtingKörting Hannover AG is the oldest supplier worldwide for individually manufactured ejector technology. The com-pany develops, produces and markets practically every type of ejector for the global mar-ket. The pressure in which these ejectors are used ranges from the vacuum zone (0.01 mbar abs.) to system pres-sures of approx. 300 bar abs. www.koerting.de

Körting ballast ejector for 3400 m³ discharge fl ow under ABS hydraulic performance test conditions

Lechler spray nozzles and systemsare used successfully in many pro-cesses of ship building technology:

■ Window cleaning on containerships, yachts and cruisers

■ Fire protection■ NBC protection■ Cooling■ Reduction of infrared

signature

Please contact us for further information.

Lechler GmbHPrecision Nozzles · Nozzle Systems72544 Metzingen / GermanyPhone +49 (07123) 962-0Fax +49 (07123) [email protected] · www.lechler.de

Lechler – Your competent Partner forSpray Nozzle Technology on Ships


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Advanced VFD technology for large AHT winchesHATLAPA Advanced Variable Frequency Drives (VFD) technology has been successfully developed and has proven its suitability in anchor handling and long-distance towing. Electric winch drives require up to 30% less installed power compared with conventional hydraulic drives, less space is required for installation and the variable frequency drives allow intake of substantial reverse power. VFD systems for large AHT winches, called ECO-Pull, have been developed by HATLAPA.

The demand for large Anchor Handling, Tow-ing and Supply vessels

(AHTS) has increased signifi -cantly in recent years. Large in this respect is not only the pure size of the vessel but refers to a bollard pull of more than 300 t and winches with line pulls of up to 500 t and huge rope and wire capacities.Deep-water exploration and production requires fl oating fa-cilities that are either anchored to the ground or dynamically positioned. The installation and maintenance of subsea modules, such as blowout preventers, pumps- and stimu-lation units, is done by instal-lation vessels using dynamic positioning (DP). The move into deeper waters causes new design parameters for the supporting vessels. The winches need to offer much more storage capacity for ropes and wires and higher line pulls are required, especially if an-chor handling is to be done in deeper water. Due to the specif-ic weight of high tension steel wires, the payload decreases constantly with the paid out wire. Therefore the power out-put of the winch needs to be very high. A countermeasure to reduce the decline of payload can be the use of synthetic ropes with a much lower specifi c weight than steel wires. Due to the larger diameters of these ropes, the size of winch drums in-creases signifi cantly. For dynamic positioning (DP), a small part of the installed driv-ing power of an AHT is used. Ad-ditionally, the generated power

must be distributed to various consumers (propulsion, steer-ing gear and thrusters), which can be done electrically. Traditionally, power genera-tion on board ships is divided between propulsion and power supply for the consumers. If a considerable time of operation is done in standby or DP mode this is not very effi cient as the propulsion system is running at low load far from a good ef-fi ciency. This circumstance leads to an in-creasing acceptance of so-called diesel-electric vessels, using a number of smaller and often identical engines with gen-erators to supply the needed electrical power into the main switchboard and an emergency switchboard, respectively. Full use of the advantages can be made if the utmost number of consumers make use of electric drives.

Comparison LHP/HPH/ELMost common today are AHT winches with low-pressure hydraulic (LPH) drives. Their sturdiness is proven. A lot of space below deck is needed for the hydraulic pump unit with e-motors, pumps, fi lters, valves and coolers. Due to very high volume fl ows of oil at com-parably low pressures (max. 70 bar), piping diameters are in the range of DN 150. The piping required for low-pres-sure installations needs a lot of space and adds consider-able weight to the vessel. The effi ciency of LPH systems is limited, as the energy will be transformed from electric to hydraulic and from hydraulic to mechanic, including all of the pressure losses in pipes and valves. High-pressure hydraulic (HPH) systems are also in use. They make use of standard industrial

hydraulic components, which are under much higher pressures (up to 420 bar) and are signifi -cantly smaller than LPH compo-nents. The overall effi ciency of HPH systems is slightly higher than that of LPH systems. The electrically (EL) driven winch, on the other hand, trans-fers electric energy directly into mechanical energy and thus has a far better overall effi ciency than the hydraulic systems.

Efficiency of electric drivesThe following table gives an overview of the overall effi -ciencies for the different drive systems and shows the elec-trical power that needs to be installed for a winch with a maximum pull of 4,500kN at a typical speed of 9m/min. Using the so-called Sankey diagram, the advantages of EL drives can be shown very clearly.

Speed and torque controlIn the past, the biggest disad-vantage of EL drives with three-phase asynchronous motors has been that their speed and torque could not be controlled continuously. If different speeds were required, pole changing motor concepts had to be used as the main drive system. Smooth control of the winch during operation with high loads and in diffi cult environ-mental conditions is, however, a crucial feature of AHT winches. Applying the latest technolo-gies of variable frequency drives has made it possible to develop an electrical drive unit for large winches with fully controllable pull and speed. The inverter technology makes it possible to

500 tons ECO Pull winch during assembly at HATLAPA

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control the rotational speed of standard three-phase asynchro-nous motors with a constant number of poles by varying the frequency of the electric power supplied to the motor. By means of the so-called vector control the torque of the motor can di-rectly be infl uenced by control-ling the current fed to the ma-chine. The stator phase currents are measured and converted into a complex vector. Knowing the position of the rotor in the magnetic fi eld by integrating the measured speed, this vector is transformed into a coordinate system fi xed to the rotor. Using a very fast mathematical model, the vector can be used to control the stator phase cur-rents in such a way that even nominal torque at zero rotation and up to three times nominal speed at reduced load can be adjusted. Operating charac-teristics for winch drives with VFD can be obtained that are fully comparable with known hydraulic characteristics.

InterferenceAnother topic to deal with is the interference of VFD drives with the power grid on board, known as Total Harmonic Dis-tortion (THD). The diode rectifi er of the VFD takes almost square wave cur-rent impulses out of the grid. This leads to harmonic dis-tortions in the power line. As long as the VFD load is small compared with the generator output, the quality of the grid is not noticeably affected. As a rule of thumb it can be said that if the generator output is three times larger than VFD output, THD does not create any problems. A further advantage of VFD drives is seen in respect of the starting current. Compared with usual asynchronous mo-tors, the starting current is re-duced by 75%.

Reverse powerThe last challenge to qualify VFD drives for AHT winches is the issue of reverse power dur-ing the lowering of anchors or loads to the ground. Lowering a load and controlling the speed means that the winch needs to absorb mechanical power. Hy-draulic winches use the motor as a brake, thus converting the mechanical power into hydrau-lic pressure, then throttling into heat and cooling away in large oil coolers. As an example, lowering a 15-tonne anchor with 150m of ground chain and 2,000m of slack rope with an average speed of 20m per minute results in a reverse power of 375kW. The reverse power in the VFD drive system can be taken out from the intermediate direct current (DC) circuit. The voltage within the DC link will rise and will fl ow through the brake chopper to the ex-ternal brake resistor where the electric energy will be changed into heat and dissipate. The chopper switches the pulsed DC link to the resistor.

About HATLAPAHATLAPA Uetersener Maschinenfabrik GmbH & Co. KG is headquartered near Ham-burg, Germany, and is a glo-bally recognised marine equip-ment manufacturer with more than 90 years experience in supplying deck machinery, tow-ing winches, research winches, compressors and steering gear. The company offers customer service, technical advice and fl eet support worldwid e. The HATLAPA fl eet support team looks after all installed equip-ment: offshore winches, deck machinery, steering gear, com-pressors and cranes on ap-proximately 12,000 vessels in operation all over the world.

www.hatlapa.de

Drive concept Over-all effi ciency η Installed power for pull 4500kN @ 9m/min

ECO-Pull 0.7 956 kW

HPH 0.65 1040 kW

LPH 0.54 1250 kW

Effi ciency of electric drives

MWB Motorenwerke Bremerhaven AG | Barkhausenstrasse 60 | 27568 Bremerhaven | Germany Tel: + 49 (0) 471 / 94 50 - 0 | Fax: + 49 (0) 471 / 94 50 - 200 | [email protected] | www.mwb.ag

REPAIR, CONVERSION & MAINTENANCEfrom traditional ships

to state of the art speed ferries


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Range of heavy lift offshore cranes extended

LIEBHERR | The heavy lift off-shore crane, type CAL 64000 – 1500 Litronic®, specially developed by Liebherr for the company BELUGA HOCHTIEF Offshore, will be applied from 2012 on the Innovation, a special jack-up vessel for the quicker assembly of offshore wind power stations. With this innovative jack-up vessel as-sembly and maintenance times will be signifi cantly reduced, thus productivity increased.

Maximum lifting capaci-ties up to 1,500 tThe CAL 64000 – 1500 Li-tronic® achieves a maximum lifting capacity of 1,500 t at a maximum working radius of 31.5m. The boom length of the crane currently on or-der is 105m. The dead weight of the new large size crane is 1,500 t at a lifting height of over 120m above deck.The special feature of the heavy lift crane is its slewing ring with an outer diameter of 13m. The slewing bearing alone weighs over 100 t. More-over, the crane is designed as ‘Crane Around the Leg’, i.e. it

is built around one of the ves-sel‘s four legs. Up to now the CAL 64000–1500 Litronic® is the fi rst heavy lift offshore crane in the world to be built according to this design.

Advantages and perform-ance characteristicsThis specially developed crane type, which is able to rotate 360° around the vessel‘s leg, offers a relatively small obstruc-tion area of 12m, which – to-gether with a slewing ring inner diameter of 11m – allows for ideal positioning of the crane around the vessel‘s leg. Thanks to the special „Twin“ boom design, the boom can even be lowered and parked over one of the vessel‘s front legs. This so-lution prevents the crane from obstructing free space on deck which can be used for loading the jack-up vessel.Besides the powerful electro-hydraulic drive with 4,000 kW, the Litronic® control system developed by Liebherr as well as the integrated power man-agement provide optimum performance in all operating conditions.

As an option a slewing unit (ro-tator) for loads of up to 600 t is available for the CAL 64000–1500 Litronic®.

Flexible applicationPer annum the CAL 64000–1500 Litronic® will be able to install more than 80 wind turbines with heights of over 120m down to a maximum water depth of 50m for the joint venture of HOCHTIEF Construction and the project and heavy lift cargo shipping company Beluga Shipping. The enormous lifting capacity of the heavy lift crane enables the in-stallation of over 5 MW strong turbines and rotors as well as the loading and subsequent safe installation of the heavi-est foundations. Apart from the installation of offshore wind power stations the crane is also suitable for the oil and gas mar-ket, e.g. for assembly and dis-assembly of platforms or other structures.

Production, transportation and set-upThe size and weight of the indi-vidual components of the CAL

64000–1500 Litronic® partly required the adaptation of the company‘s own production facilities at Liebherr-MCCtec Rostock GmbH. Not only spe-cial machines for mechanical processing were necessary but also the enlargement of clear-ance heights and widths in the workshops and, to some extent, on internal site roads.With a dead weight of 1,500 t and a 105m long boom the innovative heavy lift crane is too big to be transported to the Crist Ship yard in Gdynia/Poland in one piece. For this reason, the crane will be trans-ported to Poland in several parts weighing up to 600 t and will be assembled on site.Due to the design of the CAL 64000–1500 Litronic® around the rear vessel leg of the Innova-tion the assembly of the crane is closely co-ordinated with the completion of the jack-up ves-sel as the ‘Crane around the Leg’ must be positioned before the vessel leg.With the CAL 64000–1500 Li-tronic® Liebherr offers a further representative of its extensive range of offshore heavy lift cranes featuring maximum lift-ing capacities of up to 3,000 t.

About LiebherrLiebherr builds various types of special-purpose cranes for material handling tasks in the maritime sector. The range of ship cranes is de-signed to cover demands on board all types of vessels and extends up to heavy lift requirements. The offshore industry is served by individu-ally designed lifting equipment from Liebherr, constructed to suit customers’ requirements. A comprehensive range of fl oating cranes is available for bulk-handling and transship-ping purposes.

www.liebherr.com/MCM

CAL 64000 – 1500 Litronic on jack-up vessel Innovation

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Hydronic balancing systems for cruise ships

OVENTROP | Effi cient hy-dronic balancing systems from Oventrop are installed on the cruise ships of AIDA Cruises, which recently introduced the “AIDAsol” as the newest mem-ber of its fl eet.On board AIDA´s cruise ships Oventrop´s bronze double regulating and commission-ing valves Hydrocontrol R/FR have been implemented. Generally, these valves are installed in hot water central heating systems and cooling

systems in order to provide a hydronic balance between the various circuits of systems. The bronze double regulating and commissioning valves Hydro-control FR are also suitable for salt water (up to a maximum of 38°C) and domestic wa-ter. The calculated fl ow rate or pressure loss can be preset for each individual circuit, en-suring an effective hydronic balance. The valves can be in-stalled either in the supply or in the return pipe.

Oventrop provides all valves and valve combinations nec-essary to achieve a hydronic balance of heating and cool-ing systems. The products can be delivered separately or as a system. For the shipbuilding industry, Oventrop offers sea-water resistant valves for hy-dronic balancing approved by the classifi cation society Det Norske Veritas (DNV) and a pipe system approved by Ger-manischer Lloyd (GL).On demand, the company also designs and manufactures special models, e.g. valves with stem and pressure test point extensions or a bonnet protected against twisting by a fi xing plate.

About OventropOventrop GmbH & Co. KG based in Olsberg is one of the leading European manufactur-ers of valves and controls. The company´s portfolio includes cast iron gate valves (PN 16, sizes DN 40 – DN 300, both ports fl anged), butterfl y valves (PN 16, sizes DN 50 – DN 400), ball valves “Optibal”, metering stations (PN 16/PN 25 as wa-fer type to fi t between fl anges made of stainless steel or cast iron, sizes DN 65 – DN 900), bronze strainers, automatic airvent and pipe systems. www.oventrop.de

Hydrocontrol FR

Oventrop supplied hydronic balancing systems for AIDA ships

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Control technology for exhaust gas systemPHOENIX CONTACT Innovative control technology from Phoenix Contact is part of a newly developed exhaust system which signifi cantly contributes to the reduction of ship´s emissions

As part of a large-scale project, the Norwegian company Mecmar AS,

which is specialised in the de-signing and manufacture of custom-specifi c exhaust sys-tems for diesel engines and gas turbine systems, developed an exhaust system together with the shipbuilding company Ul-stein and the classifi cation so-ciety Det Norske Veritas (DNV) that fulfi ls all requirements of the IMO-Green-Ship agree-ment. ILC 150 ETH compact controllers from Phoenix Con-tact control the exhaust gas pu-rifi cation.

Reduction of NOx emissionThe system is based on the di-rect injection of ammonia into the exhaust gas stream to refi ne the selective catalytic reduction (SCR) application in the ma-rine diesel exhaust system. The nitrous oxide reacts with ammonia (NH3) as a reducing agent. In this way the NOx is transformed to nitrogen gas and water vapour. The components will normally only react at tem-peratures above 900°C; however, reaction can also be achieved at a much reduced exhaust gas tem-perature of about 280°C when using a catalyst. To accelerate

the reaction with a catalyst the exhaust gas is mixed with am-monia gas. The mixture is then passed over a honeycomb struc-ture containing vanadium penta-oxide as a catalyst. The catalytic structure is contained in the SCR reactor where the ammonia and the NOx in the exhaust gas will react and then create nitrogen and water vapour.A further advantage of the Mec-mar system is that the exhaust pipe outlets can be located un-der water – for example, either on the side or at the rear of the ship. This avoids the necessity of laying main lines through the deck structure which would take up a lot of space. The ad-ditional space can then be used for other purposes. Further-more, the operating staff has all-round visibility from the bridge and the command po-sition. Altogether, the exhaust fi ltering system from Mecmar reduces ecologically dangerous emissions as follows:

SOx 90-95%, �aldehydes 60-70%, �aromatic hydrocarbons 30- �50%,

NOx 6-10%, �particles (not quantifi ed but �considerable).

Monitoring/operating via autonomous touch panelThe exhaust gas purifi cation procedure described is con-trolled by four ILC 150 ETH compact controllers from Phoenix Contact whereby one controller is intended for each exhaust duct. The visualisation and regulation of the process parameters – for example, the content of the urea blown in – takes place via the TP 6T touch panel from Phoenix Contact. The modern operator panel equipped with a fully graphical 6.5“ TFT display with 65,535 colours and a resolution of 640 x 480 pixels, is fully au-tonomous. Information on the properly conducted purifi ca-tion process is forwarded via an Ethernet network to the higher-level IAS controller from Ul-stein. There, the data is moni-tored and recorded so that the ecologically proper operating principle of the ship is secured irrespective of its current loca-

The newly developed exhaust system will be installed in a ship built at Ulstein

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tion. The runtime of the Visu+ visualisation software is already integrated into the TP 6T. In ad-dition to SCADA functionality such as operating and monitor-ing, the visualisation of trend and the alarm handling, Visu+ also features additional func-tions for acquiring, operating and logging data as well as con-necting to database systems. OPC serves the purpose of con-nection to the control level.

Open interfaces allow seamless communicationThe controller portfolio from Phoenix Contact provides fi ve compact controllers with high communication capability for all users who are interested in introducing a modern automa-tion system into their system environment. ILC 1xx‘s are pro-grammed with the free PC Worx Express software that, due to its limited scope of functions, simplifi es introduction into the Phoenix Contact controller world. It is therefore possible to quickly and easily imple-ment various different automa-tion solutions with the help of intuitive editors. Of course, all programs created with PC Worx Express can be used in the PC Worx standard program-ming environment. A web and FTP server for exchanging the parameterization and log data is already integrated into the ILC 150 ETH used by Ulstein. Furthermore, additional IT standards such as HTTP, SNMP or SQL are supported allowing

consistent data transmission without system breakdowns.The application possibilities for the compact controller with In-terbus and Ethernet interfaces are practically endless because, in addition to their eight direct inputs and four direct outputs, they can be further expanded with standard and function terminals from the Inline au-tomation systems. These must only be connected to the DIN rail after the controller. Mutual snapping-in and diagonal rout-ing of the logic and periphery supply takes place automati-cally when placing the mod-ules next to each other. The compact controller certifi ed for maritime applications also dis-tinguishes itself by its compact design since space is limited in the control cabinets of ships. However, the essential argu-ment in favour of Mercmar and Ulstein was the excellent price/performance ratio regarding to Phoenix Contact.

ConclusionAn innovative exhaust purifi ca-tion system requires a just as modern and powerful control technology with open interfaces to enable seamless communica-tion from the bridge to the en-gine room. By combining the ILC 150 ETH compact controller with the compact TP 6T touch panel, an inexpensive solution can be provided for operating and monitoring the system. Mec-mar and Ulstein are therefore to-tally convinced by the automa-tion solution that was developed together with Phoenix Contact.

AboutPhoenix ContactPhoenix Contact Electronics GmbH based in Bad Pyrmont is a leading developer and manufacturer of industrial electrical and electronic tech-nology. Founded more than 80 years ago in Germany, the company´s product range in-cludes components and sys-tem solutions for industrial and device connection, automa-tion, electronic interface and surge protection. www.phoenixcontact.de

The ILC 150 ETH compact controller is programmed with the free PC Worx E xpress software

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Bearing monitoring systemSCHALLER AUTOMATION With BEAROMOS Schaller Automation offers a reliable bearing monitoring system that recognises friction at an early stage. This way the operator can react before noticeable mechanical damage occurs.

Large engines being built and tested in major fac-tories and engines being

operated in ships and power stations around the world oc-casionally suffer immense dam-age, despite well-intended ap-plication of control, monitoring and condition based mainte-nance systems installed for their protection against such damage. Experiments and pilot tests con-ducted in the fi eld with a revo-lutionary new type of bearing friction monitoring system have revealed that signals, from slid-ing components of an engine, can be extracted for evaluation to judge their operational con-dition. The experiments, so far, have exposed that sliding surface pairs, not only shaft to bearing, but also such as piston and rings to cylinder liner, gear wheels etc. produce remarkable measurable signals at the time when the lu-bricating oil fi lm between these components is interrupted. With an appropriated evaluation method it is possible to pro-vide the operator with valuable information from the machine

to make an early decision as to when to stop the engine before major damage occurs.It has become clear that during the start-up, stopping or change of load of the engine in opera-tion there are numerous instants where major components, whether they are semi-lubricat-ed or run under partial friction, produce a thermo-electric effect which can be measured to the extent that the evaluation pro-vides a diagram whether there is a normal operative condition

or a serious damage is under de-velopment. Lately, some inter-esting fi eld experience could be gained on 4-stroke GenSet en-gines as well as on several slide bearing test bed installations in co-operation with two German universities. It has been proven that in test bed comparison of different slide bearing monitor-ing systems, such as temperature monitoring or metal partical counting method, the system using the thermo-electric effect indicated a beginning metal-to-

metal friction hours before any system based on other measure-ment principle did.Schaller´s BEAROMOS (Bearing Overheating Monitoring Sys-tem) is a sensor developed with the objective to obtain infor-mation of signals that become noticeable when the rotating crankshaft is touching the metal-lic surface of main bearings. It is also intended to obtain signals of connecting rod bearings or a shaft/bearing combination, as-sumably also in steam turbines,

Fig. 1: Radial slide bearing test bed for determination of fatigue life of highly stressed slide bearings

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electricity generators or other similar combinations.The basic principle of the sys-tem, applied to an engine, is to measure the thermo-electric ef-fect produced by a thermo-cou-ple formed with the crankshaft (steel) when sliding on the soft metal alloy of the bearing shells (fi g. 1). This physical effect takes place for a few seconds at each start and stop of the en-

gine when the crankshaft is still making contact with the bear-ing shell at the instant when the oil fi lm is partly interrupted. As soon as the oil fi lm is complete, the thermo-electric current is in-terrupted and the BEAROMOS registers a normal operation. Should at any moment the oil fi lm be interrupted again, e.g. due to dirt or metal particles within the bearing clearance, or

lack of pressure, overheated oil, etc., the sensor will at an early stage show signals that can be utilised for taking operational precautions, e.g. a pre-alarm or shut-down procedure.In order to determine behav-iour of BEAROMOS in case of provoking repeatable failures of slide ring bearings, a coop-eration was established end of 2008 with the German uni-versity Rheinisch-Westfälische Technische Hochschule Aachen (RWTH), at the Institute for Ma-chine Elements and Machine Design (IME). While operators at the previously shown instal-lations on power plant engines had to fear to suffer costly and unintentional bearing damages, test bed installations at IME did allow the repeated provocation of bearing failures as part of an investigation into the fatigue lifetime of highly stressed radial slide bearings. Unlike the previ-ous investigations at University Karlsruhe where the comparison of the different bearing monitor-ing systems was one of the main targets, IME had the focus on the bearing behaviour itself.IME applied three different sensing systems to the test bed to recognise the tested bearing approaching its acute fatigue life end:

temperature measurement �2mm below sliding surface,particle counter, �BEAROMOS sensor. �

To simulate real engine built-in situation in best possible man-ner, tested bearings had to ac-cept radial dynamic loads of pmax=33MPa at a frequency of 50Hz, generated by 2x hydro pulsers, installed at a 90° ar-rangement.In fi g. 2, parameters of a tested bearing are shown while the bearing is typically approaching its fatigue end. It is clearly vis-ible that the fatigue life end ap-proach of the bearing is indicat-ed by BEAROMOS hours before any other measuring method shows any sign of change in its signal characteristics.Particularly the experience made during study cases on real en-gines showed that what remains to be added to the method of monitoring is defi nitely the lo-calisation of the emerging anom-aly or damage within an engine. Further analyses of the signals have revealed that this task can be achieved in near future.

AboutSchaller AutomationSchaller Automation is a pi-oneer in the fi eld of safety systems for large diesel, gas and dual fuel engines. So far more than 45,000 engines all over the world are protected by VISATRON oil mist detection systems. www.schaller.dew

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INTERSCHALToffers a wide range of products and services:

Complete Bridge EquipmentReefer Container Monitoring SystemsVoyage Data RecordersEngine Control ConsolesIntegrated Automation SystemsSwitch GearsLoading Computer SystemsShip- and Fleet Management SystemsWorld wide after sales servicesEducation & Training for the crew

Fig. 2: Example of parameters showing the slide bearing typi-cally approaching its fatigue life end at test bed shown in fi g. 1


SHF_006-11_28_45_20110426113106_461710.indd 43 26.04.2011 11:34:49

Catamaran with modern automation technologyWAGO With the solar-powered catamaran Tûranor PlanetSolar, the initiators and sponsors have started an ambitious project to prove that renewable energy can also be used reliably and effectively in shipbuilding already today. In addition, they wanted to motivate engineers and scientists to develop innovative technologies in the area of “Renewable Energy“. 537m² of solar panels provide the necessary energy for the ship to achieve an average speed of 8 knots. The automation technology onboard is supplied by WAGO.

The crew of the Tûranor PlanetSolar has been on a trip around the world since the end of September 2010. During

the construction of the Tûranor PlanetSo-lar, the team around the project initiator, Raphael Domjan, had to overcome various technical challenges. Apart from the design of the ship, solar technology, propulsion technology and energy storage, state-of-the-art engineering was required to control the complicated and innovative technology.

Using solar energy efficientlyOn the Tûranor PlanetSolar, it is very impor-tant to use energy as effi ciently as possible. Therefore, the developers had to optimise

the effi ciency of the entire system, from the solar panels to the transformers to the mo-tors and propellers. Under optimal condi-tions, the solar panels generate maximum 120 kW that the ship can use to achieve its maximum speed of 14 knots. High-quality lithium-ion batteries are necessary to en-sure that the ship can also sail at night and in poor weather. The batteries store a por-tion of the energy produced, allowing the ship to achieve an average speed of 8 knots. At a total of 12 tons, the batteries that can store 1.3 MWh of energy make up a signifi -cant portion of the total weight of about 95 tons. Fully loaded, the batteries can power the ship for two to three days even in poor

weather or at night.In developing the so-lar catamaran, the Swiss company Drivetek was responsible for project management of the entire electrical power and propulsion system.

CAN control engineeringThe individual components of the system communicate via CAN bus. Four industry PCs (IPC) from WAGO control the entire system. Two IPCs redundantly confi gured for safety reasons function as energy man-agers. They control the charging process of of the lithium-ion batteries, as well as the DC/DC converters developed by Drivetek. The so-called Maximum Power

The Tûranor PlanetSolar endeavors to circumnavigate the earth using the power of the sun

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Point Trackers (MPPT) also developed by Drivetek are very effi cient over a wide performance range. Because swells cause the solar panels to move, for example, the sunlight often appears at rapidly changing angles. The MPPTs determine the operat-ing point, i.e. the voltage and current that the panels generate, so that the solar pan-els supply as much power as possible. In addition, the IPCs from WAGO control the power circuit and simultaneously record current and voltage via contactors. Data is continuously logged. Visualisation on the bridge of the Tûranor PlanetSolar con-stantly informs the crew about the current status of the system. The other two IPCs control the redundant propulsion. In each fl oat, two electric motors are installed that each drive a shaft and carbon propeller. The propellers, twice as large as usual for ships of this size, are only half immersed in the water and rotate relatively slowly. “Particularly important in the selection of hardware and electronics was the suit-ability for shipbuilding,“ explains Thomas Schafroth, Drivetek Project Manager for PlanetSolar. The IPCs are certifi ed by Ger-manischer Lloyd and can therefore be used in the marine sector.

Positive experiences during the world tourDuring the initial stops of the Tûranor Plan-etSolar, technicians had the opportunity to check and maintain the installed sys-tems. Over Christmas and New Year‘s Eve 2010, the ship remained in port for about two weeks in Cartagena, Colombia, where technicians were able to perform various tests and maintenance work. The work in-cluded an inspection by the battery suppli-er GAIA. “The entire system from the solar panels to the controller to the propulsion has been very good and absolutely stable,“ says Thomas Schafroth, who is very satis-

fi ed to this point with the course of the project. At the stopover in the Galapagos Islands, a Drivetek employer was also on site to perform an inspection of the entire propulsion chain.“We are extremely pleased with the progress of our expedition,“ says Raphaël Domjan. “Before arrival in Miami, we made a brief stop in St. Martin to offi cially register as the fastest ever Atlantic crossing in a solar boat. We arrived in Miami on November 27th, in Cancun on December 7th – just in time for the World Climate Conference of the United Nations.“

Four industry PCs from WAGO control the functions within the propulsion train – from the solar panels to the DC/DC converters to the electric motors

About WAGOWAGO Kontakttechnik GmbH & Co. KG based in Minden is one of the world mar-ket leaders in the fi eld of spring clamp technology and ranks among the leading suppliers of connection technology and automation technology. The products are used worldwide in industry, in vehicle con-struction, in building services and in many more demanding applications.

www.wago.com

TILSE Industrie- und Schiffstechnik GmbHSottorfallee 12 • D-22529 Hamburg Tel.: +49 40 43 20 80 80 • Fax: +49 40 43 20 80 888 e-mail: [email protected] • www.tilse.com

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Open automation platform fosters fuel reductionNORIS AUTOMATION | Diesel engines have reached a high development status in respect of reduced fuel consumption. However, they still release a vast amount of pollutants. Besides other activities to match the upcoming limitations of emissions, the fuel consumption can be reduced by one percent when using an automatic engine control system. Further three percent sav-ings can be reached by optimisation of a consistent engine power. NORIS Automa-tion GmbH, Rostock, has developed an open automation platform, which fosters reduced fuel consumption.

System integrationShipping companies, shipyards and cap-tains call for integrated, open and easy-to-use systems which facilitate their daily work and guarantee a high safety level. Modern automation systems regularly offer numer-ous options in addition to process monitor-ing and control functions without fl ooding the user with data. Thus, system integration, common for a long time in the industry sec-tor, becomes more and more prevalent also on board. Essential conditions are the use of standards, an advanced software and robust hardware, designed to harsh environments.With NORYSIS 4, NORIS Automation has developed a system platform, which can be used for NORISTAR, a remote propulsion control system, as well as for NORIMOS, the company’s alarm monitoring and con-trol system.

On-board web technology NORIS’ new control system NORYSYS 4 was brought from scratch to maturity phase in less than one year. It connects the advan-tages of a modular concept with the latest hard- and software technology. The system incorporates fi eld bus and Ethernet and removes the strict separation between PLC

and PC technology. This reduces possible error sources. Visualisation is also included in the system, as a result, data can be ac-cessed from any Ethernet port using neu-tral PC technology, e.g. notebooks. NORI-SYS 4 brings web technology onto the ship. The communication interface is redundant at both fi eld level and control level.Core of the system is a programmable logic controller (PLC) according to IEC 61131 standard with a 32 Bit, 400 MHz processor and an integrated web-server. It offers suf-fi cient capacity for highly dynamic appli-cations and reserve capacity for progresses.

A free-programmable serial interface, as well as CAN and Ethernet interfaces with two separate transceivers each are part of the system. This facilitates a separate and redundant fi eld bus connection as well as vertical process integration from fi eld level to control and management levels. Com-munication between control computer and the newly developed extension boxes is based on the MODBUS standard.The effi ciently implemented communica-tion structure to the extension boxes allows for data exchange rates of more than 500 data words in less than 250 ms. The exten-sion boxes and the software make a com-pact and customer-specifi c setup possible. Digital channels are separately switchable between input and output using the soft-ware. Likewise, analog channels for indus-trial norm signals are conditionable by software and are constructed electrically isolated. As a result, the engineering for the shipyard is simplifi ed and errors during construction phase can be avoided.

Added values and benefitsApart from the classic tasks the new con-trol system offers added values through its secure data logging function, supported by

the control computer‘s USB interface and a SDHC card slot. Further, the NORISYS 4 supplies thorough network integration di-rectly on the control unit. It is represented as a network node with an integrated FTP server and web server. System functions be-ing displayed in the ship‘s network, remote maintenance, and web-enabled visualisa-tion complete the offer with corresponding on-board infrastructure. The deployment of libraries with basic functions and the development of customer specifi c libraries are a permanent feature in the philosophy of joint system development and facility project planning as OEM partner for or with the customer. NORISYS 4 is an effi -cient control system, tightly bound to the IEC 61131-3 norm, with the result that pro-gramming the system complies a global standard.

Eco-friendly solutionsThe automation system for the engine con-trol can help to save one percent of fuel – this small reduction of fuel consumption will result in a considerable fuel reduction per year. The engine remote control system NORISTAR 4, which is always tailor-made for each propulsion system, whether there is a diesel or gas engine or even additional sails, supports an optimal voyage speed control which helps saving fuel. The adjustment of a constant engine load can bring further three percent of fuel savings. Similar to car cruise control systems it is also possible to integrate a system to control and monitor the fuel consumption on the bridge and to calculate the optimal speed profi le for the voyage. The automation systems facilitate the job of cap-tains and chiefs, help to save fuel and are a contribution to Green Shipping.

About NORIS AutomationThe NORIS Group based in Nuremberg de-velops, produces and sells devices for use in the fi elds of sensors, signal process-ing and the visualisation of temperature, speed and pressure, along with complete integrated automation and control sys-tems. NORIS Automation is specialising in control systems for ship propulsion and is a market leader in remote control systems for four-stroke engines with more than 400 annually sold systems for controllable pitch propeller systems. www.noris-group.com

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Power efficiency is ready to board your fleet

Eaton is present in more than 150 countries – with its Electrical, Hydraulic, Aerospace, and Vehicle Groups. On board ships of any tonnage our products, systems, and services conjointly establish the most efficient, yet robust power management. Electrical energy is securely distributed and made available whenever and wherever it is needed.

Our rugged UPS systems ensure that shipborne facilities operate fail-safe under any circumstances. Furthermore, thanks to our inno-vative automation and hydraulics equipment, vessels maneuver precisely in any weather – thus reaching their destinations on schedule. Discover our ideas and solutions – come aboard with Eaton!

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Next generationredundancy systemBACHMANN ELECTRONIC The new M1 redundancy system by Bachmann electronic ensures high availability in combination with high fl exibility and offers economically viable applications in cost-sensitive business areas as e.g. the merchant marine

Redundancy as the main method to gain high-availability ensures op-timal working conditions for in-

teracting and highly effi cient processes. Bachmann electronic has developed a new redundancy system complementing its “M1” marine control system, which offers fl exibility and high performance by mini-mising downtimes and maximising pro-ductivity. The system is especially designed to meet the requirements of economically sensitive applications like the merchant marine or inland maritime applications.The M1 redundancy system is freely scala-ble in controller and network performance. By providing powerful integrated system functionalities like voting, high-resolution time synchronisation and detailed debug-ging information, the redundancy package is able to cut down valuable time in de-velopment, engineering and maintenance through the whole lifecycle.

Controller redundancyThe Bachmann M1 system provides a fam-ily of state of the art redundant controllers

which minimise the failover time and guar-antee bump-less high speed real time con-trol. Development efforts have been con-centrated to simplify the use in application development and error detection.The engineering of user applications with the programming languages IEC 61131-2 and C/C++ is supported. Mapping of net-work variables make it possible to reduce complex read and write operations on re-mote stations to simple assignments like working with local variables. This variable mapping is completed with a built in vot-ing-mechanism which reduces complexity in programming. Simple but powerful Ap-plication Programming Interfaces (APIs) give access to integrated error detection functions on controllers, network and re-mote I/O stations.Cycle times of the redundant runtime sys-tem on the master controllers are confi g-urable from 200 μs up to 1 s. A connection to process control work stations or Alarm and Monitoring Systems works on base of TCP/IP using e.g. the built in OPC or Mod-bus protocols.

Network redundancyThe main requirement on the network level is to assure a lossless real-time com-munication between master and slaves. Minimisation of the failover time is the critical point. A free selection of network topologies like bus, tree, ring and combi-nations of them are desirable for the engi-neering process. Copper wiring, fi bre optic connections and also a mix is applicable by state of the art solutions. For example core components like remote I/O stations and controllers are redundantly connected via fi bre optics, components with lower demands like maintenance terminals by copper wiring.Beside the requirements on real time net-work capabilities parallel data exchange is needed. HTML-confi gurable network de-vices and supervision equipment such as video cameras are two examples for Ether-net based devices equipped in the vessel.The M1 system complies with all those conditions. Failover time is zero millisec-onds using just standard commercial off-the-shelf managed switches. There is no need for support of redundancy protocols like MRP on network devices because the failover functionality is embedded into the network protocol itself.The network layout can be engineered free-ly and economically to every device. The application range reaches from duplicated fi bre optical connection of remote I/O sta-tions to HMI’s with a single copper con-nection to a dedicated station. No matter which implementation is selected there is no drawback in availability and function-ality.Sustainability in mind the redundant pro-tocol is fully compatible with Ethernet technologies without any dependencies on connection speed. Extensive testing on 100 Mbit and Gbit networks showed that network load is linear dependent. Additionally it is freely confi gurable by the user how much of the overall traffi c is dedicated to real time operations. Stand-ardised Quality of Service (QoS) technol-ogy ensures parallel Ethernet services and protocols without interfering real time ca-pabilities.

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I/O redundancyComplete units like engines, generators, pumps, valves or process facilities are con-nected either via a fi eldbus or direct wired

signals (I/O) to the control system. These goals are often limited by interoperability capabilities, requested maximum overall reachable cycle time, the possible number of connectable I/Os and the synchronisa-tion abilities of the connecting network. To keep a system running under any circum-stances which are required by green-ship rules, an accordingly redundant system is required. A next generation redundant system will accurately assign logging and diagnostics over all sub-stations with high-est time resolution even if they are logically separated. The intelligent Bachmann elec-tronic M1 system makes it even possible to synchronise redundant masters and intelli-gent slave stations within the sub-millisec-ond range. Each substation can be connect-ed to established fi eldbusses like Profi net, Profi bus, CANopen, NMEA, J1939. Next to that a substation itself could be enlarged by using the confi guration free real time fi bre optic FASTBUS from Bachmann. Over all, thousands of signals are manageable just on a single substation.The concept using intelligent substations makes it possible to implement failback systems on each substation. Simply inte-grated emergency sequences and even an otherwise fatal total loss of connection to the master controllers allow smooth emer-

gency stop. This means together with a one fault tolerant network and controller structure that multiple fault tolerance is straightforward reachable.To complete the offer, terminals for main-tenance and process control are connect-able to the I/O stations or directly to the redundant network. This allows fast and fl exible access to diagnostic functions wherever needed. Simple connection of a maintenance notebook to the next net-work access point enables debugging, easy process visualisation or even control of each intelligent sub node.

About Bachmann electronic Founded in 1970, Bachmann electronic GmbH based in Feldkirch (Austria) is an internationally active high-tech company that develops, produces and sells com-plete system solutions in the fi eld of auto-mation technology. Bachmann electronic’s innovative controller systems and visual solutions are used globally in a wide vari-ety of industrial engineering applications like in offshore and maritime automation, wind energy applications and in environ-mental technologies. www.bachmann.info

Flexible high-level redundancy system by Bachmann electronic

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SHF_006-11_46_64_20110426113306_459965.indd 49 26.04.2011 11:36:06

Protection of sensitive electronics on shipsRITTAL Enclosure specialist Rittal provided stainless steel enclosures for a naval communica-tion system to protect sensitive electronic components against environmental infl uences

Nowadays, modern ships – whether in the merchant or military sector – have large amounts of electronic

equipment on board. However, the harsh conditions prevailing on the open sea place huge demands on enclosure technol-ogy. DEV Systemtechnik, which supplies the electronic components for communi-cations systems in the context of military

projects, relies on Rittal‘s system and in-dustry expertise.The medium-sized company DEV Sys-temtechnik from Friedberg specialises in equipment and systems for transmitting and distributing radio-frequency signals. The company was commissioned to pro-vide modular systems consisting of sub-racks and plug-in cards to transmit high-

frequency signals via optical fi bres for a naval communication system.The challenges faced in this project differ signifi cantly from those of other DEV Sys-temtechnik ventures. They include specifi c standards for military applications, such as MIL-STD 167-1A, which determine the resistance to vibrations of ship-mounted components. Of course, all the other stand-

Rittal offers special solutions for naval applications Photo: Marine©npologuy – Fotolia.com

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ards on EMC and resistance to shock and vibration must also be observed. Two in-dependent power packs supplying the elec-tronic equipment meet the high demands on redundancy. So-called TFOCA II con-nectors are used to connect the optical fi -bres. These have been primarily developed for military purposes and are very robust.

Securely protecting componentsProtection category IP66 is provided be-cause the components are located on the deck of the ship, and are thus practically in the open air. The enclosure technology is especially important because it must pro-tect all the electronic components against environmental infl uences. That is why Rit-tal was chosen as cooperation partner. The enclosure specialist has been active in this sector for a long time, and for the last two years has also been increasingly focussed on shipbuilding in the context of a new in-dustry management sector.

Engineering process supportedConsulting played a major role during the course of the entire project. The enclosure specialist supported DEV Systemtechnik throughout the engineering process. Rittal recommended standard enclosures from its AE series made of V4A stainless steel be-cause this is highly resistant to corrosion in aggressive environments, and is thus very well suited to use on the open sea.During the design phase, Rittal fi rst performed fi nite element method (FEM) simulations to precisely determine the strains caused by

The modular communication system from DEV consists of individual plug-in cards for each channel, which are in-serted in a corresponding subrack.

shock and vibration. Using the FEM analysis results, the equipment in the enclosure was adapted to the expected strain.After completing the design stage, Rittal fi rst delivered two prototypes of the enclosure concept to test the installation of the com-ponents. A foamed door seal and a compres-sion seal ensure the high defence afforded by IP66 protection category, while an addi-tional EMC gasket inside the door seal itself meets the high EMC requirements.

IP, shock and vibration testsRittal‘s service also includes the tests conduct-ed in its accredited laboratory to confi rm that the necessary specifi cations have been met. Alongside checks for leaks in the enclosure, its resistance to shock and vibration was also investigated. Rittal was able to save DEV Sys-

temtechnik a great deal of work allowing the company to fully concentrate on developing the electronics. With this support, the project has now been successfully completed.

About RittalRittal GmbH & Co. KG, which has its head-quarters in Herborn, is one of the world‘s leading system suppliers for enclosures, power distribution, climate control, IT infrastructure and software & services. Customers from all sectors of industry, from mechanical and plant engineering, as well as from the IT and telecoms mar-ket are making use of system solutions from Rittal. www.rittal.de

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Reliable power protection solutions for cruise vesselsEATON | The world’s largest cruise ship, the Oasis of the Seas, has a length of 361m, a width of 66m, features 16 passenger decks, encompasses 225,000 gross regis-tered tons, accommodates 6,360 passen-gers and 2,100 crew members, and towers 72m above sea level at its highest point. As well as its massive physical size, the vessel operated by Royal Caribbean International has giant-sized demands in terms of pow-er consumption: its total requirement for uninterruptible power can be as high as 2,000 kVA. The need for power protection devices is equally massive.The Oasis of the Seas and its sister ship, the Allure of the Seas, are equipped with reliable power protection solutions from Eaton. The power management company supplied the cruise ship with more than 20 double-conversion online UPSs (unin-terruptible power supplies), ranging from 1 kVA to 350 kVA. The unparalleled size of the vessel and the variety of high-tech applications on board posed remarkable challenges in terms of power supply. One-hundred-percent reliable, continuous and clean power has to be guaranteed for the ship’s safety and cruising-related ap-plications as well as commercial applica-tions that affect customer satisfaction the most. A power loss in applications such as navigation equipment and emergency power and lighting must not occur, as this would result in highly dangerous situa-tions at sea.

UPS system on boardConditions on board a ship differ signifi -cantly from those on shore: the power dis-tribution network is ungrounded, and the electricity generated by the ship’s engines is not of uniform quality. That is why power needs to be double-converted for all critical applications. Ship vibration, shocks, inclina-tion, temperature variation and very limited space present further challenges for the set-up. In addition, every device securing safety and cruise-related systems need to meet the stringent requirements set by various classi-fi cation organisations.Eaton’s answer is double-conversion online topology. All the marine UPSs incorporate this; it can protect critical marine equipment from all types of power interruptions that may occur in the ship’s supply network. To guarantee continuous, high quality power to the most critical loads, the UPSs can be confi gured to provide parallel redundancy. Every Eaton marine UPS also has a hardened mechanical design, shock absorbers and a drip-proof cover.On board Oasis of the Seas, the UPS systems protect critical applications including emer-gency lighting, navigation equipment, ship automation and HVAC applications as well as casinos, theatres and other entertainment venues against disruptive power interrup-tions. The delivery consisted of a set of Eaton 9395, 9390, 9355 and 9155 marine UPSs, in-cluding the largest marine UPS the company had ever delivered – the 350 kVA Eaton 9395 Marine UPS. The two 9395s on board Oasis of the Seas protect the most business-critical applications, including computer systems and energy-intensive cash registers. Eaton also supplied UPS batteries and transform-ers as well as PowerVision management soft-ware for system performance monitoring.

Challenges of installationOasis of the Seas is constructed of 181 grand blocks, each weighing approximately 600 metric tons. Each block was fi rst fi nished as far as possible, including the installation of electrical devices, and then the blocks were brought together. This colossal construc-tion puzzle took almost four years from contract to delivery. One characteristic of marine projects is that the UPS systems cannot be installed as a whole in one go. Batteries have to be delivered later, a few months before the ship delivery, otherwise they would suffer during the long con-struction period in the shipyard, with all the dust and dirt. They would also be worn unnecessarily and their service life could not be guaranteed. In the case of Oasis of the Seas, Eaton supplied the UPSs in early 2008 and the batteries in autumn 2009.Eaton’s power protection solutions are em-ployed in fi ve of the Royal Caribbean In-ternational cruise line’s Voyager-class ships (completed in 1999–2002), three of its Freedom-class ships (completed in 2006–2008) and in both of its Oasis-class ships.

About EatonEaton‘s Electrical, Hydraulic, Aerospace and Vehicle businesses supply products, systems and services in over 150 coun-tries. As an energy management company, Eaton is a key supplier of solutions ap-proved for shipboard applications and high system availability. Its product portfolio includes UPS systems specially designed for marine and offshore applications and innovative automation and hydraulic s olutions. www.eaton.eu/marine

On board Oasis of the Seas, Eaton‘s UPS system protects critical applications against disruptive power interruptions

Eaton supplied more than 20 double-conversion online UPSs for the Oasis of the Seas

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Ships transport all types of goods all across the seven seas. As diverse as the goods transported are the possible applications of our pumps and valves. Our products are successfully employed on vessels ranging from cargo ships through dredgers to passenger ships whether for the loading and unloading of goods, for transporting lubricating oil and fuel, for water and waste water trans-port or seawater desalination. As a manufacturer of proven and innovative products we are a competent partner of shipyards, shipping lines, dealers and consultant firms for marine applications on a global scale.

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New generation of integrated navigationRAYTHEON ANSCHÜTZ The German navigation system supplier Raytheon Anschütz has recently launched its new generation of Integrated Navigation System (INS). The Synapsis Bridge Control series was designed to add further safety to navigation, to simplify operation for users and to offer highest fl exibility for most individual bridge confi gurations. Innovative functions were added, that contribute to voyage optimisation and to increased fuel effi ciency.

The Integrated Navigati-on System (INS) features new wide-screen, task-

orientated multifunctional workstations, which allow full scalability and future expanda-bility. Possible confi gurations are ranging from a stand-alone radar or ECDIS workplace to a full integrated workstation that provides access to all the nau-tical tasks. A newly developed Bridge Integration Platform

features common interfaces to further ship systems that ena-ble the integration of additio-nal data from automation, DP system or CCTV. The central change of colors as well as cen-tral dimming can be processed from any workstation.Within the INS, all data is distributed by a new dual Ethernet bus to be stored independently at any work-station. Having all informa-

tion consistently available throughout the whole navi-gation network provides full fl exibility in creating new shipborne applications. As an example, to increase fuel effi ciency Raytheon Anschütz presents the unique Voyage Effi ciency Monitor for the joint display of navigation data with engine automation data and loadmaster com-puter data. The Voyage Effi -ciency Monitor is to enhance bridge operations, particu-larly with regard to the rud-der steering, which can help to reduce hull resistance and fuel consumption. In a typi-cal confi guration the Voyage Effi ciency Monitor shows ba-sic navigation data and auto-pilot settings, wind and drift, steering correction angles, roll stability, draft and trim, yawing (heading swing), rud-der resistance, rudder action and fuel consumption. The Voyage Effi ciency Monitor makes all the data available at a glance to increase situ-ation awareness and to sup-port the navigator in right decision making.Together with the new sys-tem architecture, also a new generation of radar, ECDIS and steering control systems is launched. All new Synapsis workstations use a standard-ised solid-state PC with pas-sive cooling which was de-signed to increase reliability and lifetime. Both, new Syn-apsis ECDIS and new Synapsis Radar, are now fi tted with an integrated data management. The new Consistent Common Reference System (CCRS) con-

tinuously observes the availa-bility, validity and integrity of all sensor data and calculates a quality indicator for each sen-sor. The CCRS can be operated not only from conning but also from radar and ECDIS, which are enhanced with a sensor status display and a sensor selection menu.For Synapsis Radar a radar video merging mode is now available to improve detection capabilities when using differ-ent radar sensors on board. The new Synapsis ECDIS features a new integration of weather data and weather forecast symbols, that help to optimise route and voyage planning with regard to fuel effi ciency and fi nally to avoid damages to ship, loading or passenger. The new system architecture also allows the Synapsis ECDIS to interface with a DP system, for example in terms of sharing waypoints of a planned route. In addition, the Synapsis ECDIS includes intelligent features such as AIS own ship data input, NAVTEX display, automatic route plan-ning and online chart update.Synapsis Bridge Control is completed with the recently introduced NautoSteer AS steering control series. Based on CAN-bus, NautoSteer AS was developed with regard to fail-to-safe principles. All components are fi tted with take-over function and include wire break and steering failure monitoring. The new adaptive Anschütz autopilot series Nau-toPilot 5000 with its color TFT and touch screen operation seamlessly integrates into the system. The large display fea-

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tures an integrated heading and rudder plotter, which provides a graphical indication of head-ing changes and all used rudder angles. This indication instan-taneously indicates the steering performance of the autopilot and simplifi es the optimisation of autopilot parameters such as rudder, counter rudder and yawing. Another contribution to fuel effi ciency is made by the ECO-mode of the autopilot,

which provides the automatic adaptation to the current sea-state and weather. Subsequent-ly less rudder action is required, which leads to lower levels of speed reduction and thus less fuel consumption.Within its new Synapsis Bridge Control series, Raytheon An-schütz launches innovative products that were not only developed to set highest stand-ards of safety but also to con-

Latest generation of navigation technology launched: Synapsis Intelligent Bridge Control

tribute to voyage optimisation, reduced fuel consumption and hence increased energy effi ciency. The company itself maintains an Environmental Protection Management, which has been certifi ed according to the standards of ISO14001. Subsequently, all processes and products are continuously opti-mised to achieve a sustainable reduction of energy use and emissions in daily working life.

About Raytheon Anschütz

Raytheon Anschütz GmbH is a leading supplier of Integrated Bridge and Navigation Sys-tems. More than 30,000 ships worldwide are sailing with Raytheon Anschütz navigation systems and are being served by a comprehensive global network of own subsidiaries and service stations. www.raytheon-anschuetz.com

Isolating and regulating valvesfor the shipbuilding industry

Valves, controls + systems

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With the hydronic balancingsystem, Oventrop offers almostall valves and valve combi-nations necessary to achieve ahydronic balance of heating andcooling systems. For the shipbuilding industry,Oventrop offers seawater resi-stant valves for hydronic balan-cing and a pipesystem approvedby DNV.

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One solution for auto-mation and navigationSAM ELECTRONICS A signifi cant new-generation development from SAM Electronics, NACOS Platinum merges a complete range of navigation and automation systems into a common, intuitive assembly. Supported by a new superior software user interface, the series offers standardised integration of common components collectively providing signifi cantly improved standards and ease of operation while greatly reducing any need for spare parts.

The NACOS Platinum se-ries typically provides a complete range of ship

control systems and func-tions, running on a shared set of standardised workstations with multi-function displays supported by a common Eth-ernet network. Based on SAM’s experience in the development of integrated navigation sys-tems for ships of all types and sizes, this latest development both expands and simplifi es the concept of combining dif-fering components into a sin-gle collective assembly – one capable of managing an in-creased number of operational functions in a much more cost-effi cient way.While ship owners still retain the option of installing and connecting separate stand-alone equipment aboard ves-sels, true functional integra-tion of complete all-purpose

systems is now very much the preferred means of assembly. Today, for example, Radar and ECDIS are no longer regarded as separate components. Rather, their complementary functions are consolidated for access via a

switchable workstation which can also be extended – as is the case with NACOS Platinum – to include real-time displays of conning and automation activi-ties. This means of amalgamat-ing operations extends equally

to introduction of an integrated software platform with which a novel Graphical User Interface (GUI) ensures consistent per-formance of individual system components. The development is particularly innovative since it is no longer reliant upon tra-ditional keyboard or mouse-operated switching procedures.

User centred designAll NACOS Platinum series com-ponents have been developed as part of a radical user centred de-sign approach involving exten-sive research into ergonomics as a basis for product development and usage. As a result of teaming with experts from world-class in-stitutes and software design spe-cialists, a series of systems has been conceived which is instinc-tively responsive to the needs of users under the umbrella, “Cap-tain’s Choice”. All system mech-anisms, dialogues and interfaces have thus been developed by ac-knowledged experts in the fi elds

NACOS Platinum Homepage – the function required can be easily selected on each display

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of human behaviour, leading to development of intuitive sys-tems ensuring higher standards of stress-free operational reli-ability and safety.

Scalability and networkProducts of the NACOS Plati-num series are all assembled by networked components, mak-ing a typical system of whatever size scalable to an unprecedent-ed degree. Thus a combination of networked architecture and modular components, for in-stance, provides the means for designing a variety of confi gu-rations ranging from a simple stand-alone ECDIS-type system to highly sophisticated assem-blies combining navigation and automation functions sup-ported by numerous identical workstations and many thou-sands of IOs.Systems effectively separate process control functions and those for display. This has been made possible by new ways of thinking in networked design so that, for example, an IP Ra-dar is directly connected to the Ethernet network from its mast with the data signal being accessible at any workstation within the network.ECDIS displays can likewise be typically monitored from an engine control room, an auto-mation workstation or even, if so desired, from the Captain’s offi ce. Moreover, functional simplicity and effectiveness of any type of confi guration extends equally to an “out of the box” concept of operation, something which has hitherto been generally confi ned to highly specialised systems or those for the cruise industry.

Hardware and softwareWith a NACOS Platinum as-sembly, considerable efforts have been made to harmonise its individual components. The aim here has been not only to reduce costs, but also to sim-plify installation and servicing requirements along with fault-fi nding procedures. One result is that it is much easier for crews to operate a system throughout its lifetime without being bur-dened by, say, tiresome and un-welcome demands for numer-ous differing spare parts.Together with harmonised components, a system’s hard-ware and software provide an unprecedented range of self-diagnostics as well as spare part replacement procedures, all of which can be readily activated. This is made possible by con-tinuous automatic monitoring of all operational parameters and hardware integrity within individual modules. The effects are accessible at any worksta-tion and are shown in easily understandable graphic form together with a precise indica-tion of location, type of fault and the means of correction or replacement.

About SAM ElectronicsSAM Electronics GmbH based in Hamburg is one of the world´s leading manufacturers and suppliers of maritime electri-cal and electronic systems. The company´s portfolio includes electrical power packages, elec-trical drive systems, automation systems, navigation and com-munication equipment. www.sam-electronics.de

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PC Control: Scalable control technology for the shipbuilding industry.

www.beckhoff.comFor the shipbuilding industry Beckhoff offers scalable control tech-nology ranging from Industrial PCs and Embedded PCs to the small controller with integrated interface to the I/O level. The Beckhoff Bus Terminal system enables the connection of the sensor/actuator level in all systems of a ship. Over 400 different Bus Terminals cover the complete range of signal types. Bus Couplers are available for all relevant bus systems for the open and bus-neutral I/O system: from Ethernet and EtherCAT to PROFIBUS.

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Green fl eet managementSIEMENS | Siship EcoMAIN is a technical and economical opera-tional management system for ships and fl eets. With EcoMAIN, shipyards and operators have solutions at their disposal that optimise operating processes on board – to save money and energy as well as to reduce emis-sions. At the heart of EcoMAIN there is a platform that collects all operating data and saves it in a standard format.In times of continuously rising fuel costs and ever-stricter en-vironmental regulations, ship owners and operators are look-ing for effi cient and effective so-lutions to signifi cantly improve their bottom line and to lower fuel consumption and emis-sions. Several applications are al-ready offered on the market, but they do not fully take advantage of the available data in the exist-ing systems. The reason is that fi eld data is inconsistent at the ship level as well as at the fl eet management level. In fact, of-ten an application for a specifi c

data arrangement is designed for each ship individually, which means that investments have to be made repetitively for each ap-plication or installation.In line with the company policy of providing solutions that pro-tect the environment, Siemens expanded its maritime portfolio of power generation and distri-bution, propulsion and auto-mation systems to include Si-ship EcoMAIN. This innovative product makes it easy to install already proven applications on different ships in a fl eet. Further-more, EcoMAIN is also able to collect heterogeneous fi eld data by means of a standard hard-ware using various specifi c data-collection interface modules. Data from different sources is consolidated into the powerful EcoMAIN database.Any application can be installed in EcoMAIN. And thanks to a simple standardised applica-tion interface (API), all appli-cations can access and return information stored in the Eco-

MAIN database to perform optimisation routines. Fur-thermore, output from one ap-plication can be used as input data for another application. The onboard visualisation of each application is shown on the EcoMAIN graphical user in-terface (GUI), which provides consistent presentation of his-torical data, trend data, reports and, last not least, operational decision support for the crew and superintendents to achieve the most effi cient ship and fl eet performance possible. Eco-MAIN collects data from vari-ous applications on a ship, yet the individual applications can still be accessed directly and in-dependently.In a second step, the EcoMAIN system securely transmits data from each ship to the fl eet head-quarters. The data can be used to compare the individual ship op-eration data, thus enabling best practice sharing and effi cient fl eet operation. The EcoMAIN fl eet management platform also

EcoMAIN collects heterogeneous fi eld data by means of a standard

hardware using various specifi c data-collection interface modules

provides remote access. Using remote access, crews can receive support via remote diagnostics from the customer’s fl eet op-erations center. Service support from the respective equipment manufacturers can also be pro-vided with remote access.

About Siemens Marine SolutionsFor more than a hundred years Siemens Marine Solutions has been specialising in the design, manufacture and commission-ing of electrical equipment for all types of merchant vessels, naval vessels and subma-rines worldwide. This includes turnkey projects and conver-sions and covers the entire ship‘s life cycle. Furthermore Siemens Marine Solutions provides Green Ship Solutions featuring low emission electric propulsion systems including waste heat recovery. www.siemens.com/marine

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Enhanced maritime satellite communicationINTERSCHALT | Satellite com-munication from one source is offered by INTERSCHALT mari-time systems AG in cooperation with the Italian communica-tions company Telespazio S.p.A. The solution includes full data service (content and transmis-sion of remote vessel data) with global coverage.In 2010 INTERSCHALT and Telespazio announced their plan to cooperate in satellite communication services for maritime applications and ship-to-shore data exchange. In ac-cordance with the concept of the company´s value chain, the co-operation allows INTERSCHALT to offer air time, software solu-tions, service and integration into existing on-board electrical systems all from one source. The comprehensive service package ensures that customers need to turn to only one provider when it comes to covering all aspects of satellite communications, in-cluding planning, confi guration, logistics (on-time delivery of all components), installation (im-plementation and connection), support, maintenance contracts upon expiration of warranty pe-riods and help desk support.

Successful installation on first shipsThe installation of the complete package for satellite commu-nication has already been suc-cessfully completed on the fi rst ships. They were fi tted with Ku-band or C-band antennas from SeaTel and integrated into the on-board computer network. In a second step, special software for satellite data exchange ‘Blue-connect’, developed by INTER-SCHALT, was installed. ‘Blue-connect’ gives users conducting on-shore inspections the capa-bility of retrieving a large va-riety of ship-related data (e.g. from automation, VDR, ECDIS or our technical management system ‘Bluefl eet’). ‘Bluecon-nect’ retrieves data in an auto-

mated process every 15 minutes, to keep inspectors up-to-date about ship performance.

Global service networkINTERSCHALT employs 45 serv-ice technicians based at fi ve in-ternational service locations. To assure smooth, problem-free use of the satellite communication and further technical equipment and systems, the company has greatly invested in the expansion of its worldwide service network. This ensures fast and reliable on-board service calls by well-trained, capable service techni-cians, whose services range from system installations, to annual performance tests (APTs) all the way to complete retrofi ts.

Bluefleet: modern technol-ogy for fleet managementIn addition to its well-established IS seacos loading computer sys-tem ‘MACS3’, INTERSCHALT supplies software solutions for scheduling maintenance of commercial vessels. The IS sea-cos fl eet management system ‘Bluefl eet’ combines modern software technology with many years of experience in develop-ing comprehensive planned-maintenance systems that meet the complex requirements of the maritime market. The system features a modular structure that can be confi gured by different systems: from a simple PMS sys-tem up to a comprehensive sys-tem with ISM document man-agement, order management, dockyard management and con-dition-based maintenance.

Central databaseBy means of modern software technology with a central SQL database, users can obtain infor-mation on the technical condi-tion of individual ships across a whole fl eet. The system auto-matically compiles statistics and generates diagrams to support easy planning and optimising of on-board maintenance activities.

Documents and maintenance parameters for components, along with information on re-placement parts and other items, are stored in the central data-base, where they are processed once and then replicated for all applicable ships. This centralised process yields a better picture of on-board conditions and simpli-fi es maintenance inspections.The system’s universal structure allows it to be used for different types of ships: Commercial ships, ferries, cruise ships and offshore units. The user interface, which has a layout (look and feel) modeled on MS Outlook 2007, is easy to learn. In addition, the included computer-based train-ing (CBT) software will help crew members to quickly be-come familiar with the system.

About INTERSCHALTINTERSCHALT maritime sys-tems AG represents one of the leading suppliers to the shipbuilding and shipping industry. The product portfolio ranges from hardware elec-tronic switchboards, automa-tion applications to software solutions, global services from owned service stations to crew training. Based in Schen-efeld near Hamburg and with more than 50 years of experi-ence INTERSCHALT holds a long list of reference projects with all major ship owners and operators. Today INTERSCHALT operates globally from nine owned stations in the three time zones. www.interschalt.de

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Seehafen Verlag

According to the German edition this book represents a compilation of marine engineering experience. It is based on the research of scientists and the reports of many fi eld engineers all over the world.

This book is mainly directed towards practising marine engineers, principally within the marine industry, towards ship operators, superintendents and surveyors but also towards those in training and research institutes as well as designers and consultants.

Technical Data: Title: Compendium Marine Engineering, ISBN 978-3-87743-822-0, 1016 pages, hardcoverPrice: € 98,- (plus postage)

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Technical Data: Title: Compendium Marine Engineering, ISBN 978-3-87743-822-0, 1016 pages, hardcover, Price: € 98,- (plus postage)Address: DVV Media Group GmbH | Seehafen Verlag · Germany · Telephone: +49 40/237 14-440 · Fax: +49 40/237 14-45 · eMail: [email protected]

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Lock and hardware concepts for ships

SCHWEPPER | Every main section of a ship is equipped with doors that separate or close one section from the other. In order to keep doors closed or even add more functionality to doors in the architectural layout, a lock and the according hardware is needed. This ranges basi-cally from a lock, handles, plates and hinges to more re-fi ned and adjusted products according to the functional-ity or design planned or re-quired. Additionally other „areas“ of the accommoda-tion section are involved in order to be accessible, like furniture, etc. that needs to be secured with locks oper-ating under the same master key system as the doors. Resulting from the marine environment the demand to a higher standard is obvious: corrosion from sea water or humidity act aggressively on the material, vibrations all over the ship unit act on the structure, fi re safety, weight of the doors and their motion, daily door frequency, shock stability and many other aspects have to merge and blend into one single quality product instead of applying different products of vary-ing or inferior quality. The

marine environment leaves no chance for the choice of inferior quality – each one of these external infl uences will bring out any fl aw immedi-ately in an environment that is more than only dynamic. Because of the sum of all these different parameters in the marine environment, locks and hardware for the ship- and yachtbuilders must be better than their coun-terparts from the land con-struction industry. Whereas cost cutting may be justifi ed on land-based projects (do-mestic/industrial), locks and hardware in marine applica-tions must guarantee reli-ability in an emergency situ-ation and the provision of service – if needed – by the manufacturer. This, however, does not correspond well with cost cutting. The value of life is too high to allow for compromise. Therefore quality, like the worldwide renown Schwepper lock and hardware quality, combined with a corporate service on a global scale, are key fac-tors for any decision maker in procurement – be it at the shipyard, module supplier or for the shipowner himself as the end user. Schwepper has since been the leader in

technology. The fi rst locks in complete stainless steel have come to the market from here. The products and services excel in a claim-rate below 0,1%, long durability, high fl exibilty. Many shipowners neglect this kind of product – but in the end, when others decide the quality the effort to re-install Schwepper prod-ucts after the initial launch brings extra expenses that could be avoided. Recent de-velopments comprise the re-fi nement of existing product types towards more design appeal as well the integra-tion of electronics into their systems.

About SchwepperSchwepper Beschlag GmbH & Co based in Heiligenhaus is one of the worldwide lead-ing manufacturing companies for quality lock and hardware systems. The production and service range comprises door locks, brass cabinet locks, hardware, hinges, skirting board systems, aluminium handrail systems, custom-made locks and electronic components. www.schwepper.com

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R&M Ship Technologies GmbH · Witternstraße 2 · 21107 Hamburg / Germanywww.shiptec.info


GERMAN MARINE EQUIPMENT | SPECIAL OUTFITTING COOCCO2OO

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Large fi re doors successfully tested and approved

PODSZUCK | Podszuck GmbH supplies an extensive range of fi re doors for the maritime sec-tor. The doors can be used in interior and exterior areas on all types of ships and vessels, in-cluding yachts, cruise ships and

merchant ships, as well as on offshore platforms. Recently, two large A60 hinged door models successfully passed the fi re test.The single leaf hinged door model is 1.30 meters wide, 2.80 meters high, with a resultant overall surface area measuring around 3.60 square meters. The double leaf hinged door is 2.50 meters wide, 2.80 meters high, and about 7.00 square meters in total. Both systems withstood a fi re test lasting 60 minutes at a temperature of up to 960°C.Each of the two hinged doors was tested for 70 minutes, al-though International Maritime Organization (IMO) regulations only stipulate a test duration of 60 minutes. Due to the good performance throughout the testing, the decision was made to

extend the test time to 70 min-utes, during which neither of the doors exceeded the permitted maximum temperature at the various measuring points. Indi-vidual measuring points must remain below 180°C, and the average of all measuring points must not exceed 140°C. In addi-tion, the doors fl awlessly passed other mandatory checks during the tests: a wad of cotton wool pressed against the door leaf must not catch fi re, and the door leaf must not bend out of the frame.The two A60 hinged door mod-els, which are also available in smaller dimensions, expand Podszuck‘s comprehensive port-folio of single leaf and double leaf hinged doors and sliding doors, offering a wide range of

equipment options. All fi re doors are subject to the company‘s in-house quality assurance system, which includes two QM systems in compliance with DIN EN ISO 9001: 2000 and Module D (Pro-duction Quality Assurance) of Directive 96/98/EC on maritime equipment.

About PodszuckPodszuck GmbH, headquartered in Kiel, specialises in the design-ing, engineering and manufac-turing of high quality doors for all kinds of ships like container vessels, ferries, yachts and for platforms. All fi re doors are cer-tifi ed by ABS, BV, GL, LR, RINA, RRS, SBG, TC and USCG. www.podszuck-gmbh.de

The new A60 hinged door model successfully passed the fi re test

CO2

SOx

NOx

keeping the course

hamburg4 – 7 sept 2012

shipbuilding • machinery & marine technologyinternational trade fair

smm-hamburg.com

[email protected]: +49 40 35 69-21 47


GERMAN MARINE EQUIPMENT | SPECIAL OUTFITTING COOCCO2OO

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Special Edition of

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Off shore Wind Farm Operations & MaintenanceBenchmarks, costs and best practices for current and future wind farms

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The study is edited by T.A. Cook Consultants and published by DVV Media Group GmbH.ISBN 978-3-87743-827-5; 177 pages ∙ Price: EUR 2,900 excl. V.A.T. (printed version) EUR 7,900 excl. V.A.T. (site licence, open digital version)Members of GMT, VDMA and VSM get 10% discount ∙ Prepayment is necessary.

2 Alfa Laval Tumba AB, SE-Tumba18 Andritz Hydro GmbH, D-Ravensburg28 Atlas Copco Kompressoren und Druckluft-

technik GmbH, D-Essen11 Bachmann electronic GmbH, A-Feldkirch33 J.A. Becker & Söhne Maschinenfabrik GmbH

& Co.KG, D-Neckars ulm57 Beckhoff Automation GmbH, D-Verl60,63 DVV Media Group GmbH, D-Hamburg47 Eaton Industries GmbH, D-Bonn56 Friesland Kabel GmbH, D-Norderstedt7 GEA Heat Exchangers GmbH, D-Herne62 Hamburg Messe und Congress GmbH,

D-Hamburg51 Heinzmann GmbH & Co. KG, D-Schönau14 Imtech Marine Germany GmbH, D-Hamburg43 INTERSCHALT maritime systems AG,

D-Schenefeld16 Jastram GmbH & Co KG, D-Hamburg22 Karberg & Hennemann GmbH & Co.KG,

D-Hamburg20 Kompressorenbau Bannewitz GmbH,

D-Bannewitz25 Körting Hannover AG, D-Hannover53 KSB AG, D-Pegnitz35 Lechler GmbH , D-Metzingen9 L‘Orange GmbH, D-Stuttgart39 Hans Lutz Maschinenfabrik GmbH

& Co., D-Reinbek5 MAN Diesel & Turbo, DK-Kopenhagen 23 Mecklenburger Metallguß GmbH,

D-Waren (Müritz)37 MWB Motorenwerke Bremerhaven AG,

D-Bremerhaven

24 Neuenhauser Kompressorenbau GmbH, D-Neuenhaus

32 NORIS Group GmbH, D-Nürnberg55 Oventrop GmbH & Co.KG, D-Olsberg48 Podszuck GmbH, D-Kiel61 R&M Ship Tec GmbH, D-Hamburg15 Reintjes GmbH, D-Hameln29 RWO GmbH Marine Water Technology,

D-Bremen49 SAM Electronics GmbH, D-Hamburg59 Schaller Automation Industrielle Auto-

mationstechnik GmbH &Co.KG, D-Blieskastel50 Schoenrock Hydraulik Marine Systems

GmbH, D-Schenefeld17 Schottel GmbH, D-Spay/Rhein54 Schwepper Beschlag GmbH & Co.,

D-Heiligenhaus27 Siemens AG, D-Erlangen19 SKF Lubrication Systems Germany AG,

D-Berlin31 Stromag AG, D-Ulm41 Thermamax Hochtemperatur dämmungen

GmbH, D-Mannheim45 Tilse Industrie & Schiffstechnik GmbH,

D-Hamburg42 Veinland GmbH, D-Seddiner See21 VEM Sachsenwerk GmbH, D-Dresden64 WAGO Kontakttechnik GmbH & Co. KG,

D-Minden

40 WISKA Hoppmann & Mulsow GmbH, D-Kaltenkirchen

30 Zeppelin Power Systems GmbH & Co.KG, D-Hamburg

13 ZF Padova S.R.l., I-Caselle D. Selvazzano

SHF_006-11_46_64_20110426113306_459965.indd 63 26.04.2011 11:36:24

I/O Aboard?

www.wago.com

Yes! I/O is aboard and approved...

...from the bridge to the engine room.

The WAGO-I/O-SYSTEM 750 – No other system has more components approved!

Ideal for demanding automation solutions in shipbuilding applications and onshore/offshore installations.

Open for all standard fieldbus systems

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