VDMA - 20111272

German

GREEN GUIDE included

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GERMAN MARINE EQUIPMENT | DIRECTORY

Editorial 03

VDMA: Leading technologies for marine industries around the world

1

Engines & power generation

06 08 12 15

VDMA: Gas-powered engines for marine applications MAN Diesel & Turbo: Focus on green technology MTU: Standardised diesel gensets for commercial applications SICK: Continuous emission monitoring system

2

Propulsion & manoeuvring technology

16 18 20 21 22 23 24 26

Schaeffler: Targeted rolling bearing optimisation VULKAN Couplings: Integrated shaft coupling design ZF Marine: Product portfolio of marine transmissions extended REINTJES: Alternative drive for slow speeds Schottel: Reliable azimuth propulsion and manoeuvring systems Becker marine systems: Significant fuel saving potential Andritz Hydro–Escher Wyss Propellers: Increased performance for propellers Voith Turbo: Improved manoeuvrability and economical operation

3

Ship‘s equipment

28 30 32 33 34 36 38 39

GEA Group: Cooling technology for low viscosity fuels Mahle Industrial Filtration: Efficient water treatment systems RWO: CleanBallast system successful in operation Herborner Pumpenfabrik: Compact vacuum and wastewater block pump Körting: Reliable ejector technology on ships HATLAPA: Advanced VFD technology for large AHT winches Liebherr: Range of heavy lift offshore cranes extended Oventrop: Hydronic balancing systems for cruise ships

4

Electrical engineering & automation

40 42 44 46 48 50 52

Phoenix Contact: Control technology for exhaust gas system Schaller Automation: Bearing monitoring system WAGO: Catamaran with modern automation technology NORIS Automation: Open automation platform fosters fuel reduction Bachmann electronic: Next generation redundancy system Rittal: Protection of sensitive electronics on ships Eaton: Reliable power protection solutions for cruise vessels

5

Navigation & communication

54 56 58 59

Raytheon Anschütz: New generation of integrated navigation SAM Electronics: One solution for automation and navigation Siemens: Green fleet management INTERSCHALT: Enhanced maritime satellite communication

6

Special outfitting

61 62

SCHWEPPER: Lock and hardware concepts for ships Podszuck: Large fire doors successfully tested and approved

GreenGuide The 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 environmentally friendly characteristics of the presented technologies.

CO2

SOx

Greenhouse gas reduction

Efficiency

Sustainability/ conservation of resources

Avoidance of the spread of non-native marine organisms

Emission reduction of sulphur oxide

Noise reduction in the ocean

Reduction of marine contamination/pollution

NOx

Emission reduction of nitrogen oxide

1 2 3

5 6 Special VDMA | Schiff & Hafen | 2011/12

3

GERMAN MARINE EQUIPMENT | COMMENT

Leading technologies for marine industries around the world Safety, reliability and energy efficiency as well as lowest environmental impact in all systems on board – this is the focus in today’s shipping industry. Modern commercial ships are hightech transport systems, comparable in their complexity to aircraft. As many as 30 equipment systems need to be dovetailed into a single, complex “floating plant” and operate to a very high degree of reliability. These equipment systems – from propulsion, energy supply, automation and intelligent loading systems to navigation and communication equipment, safety and

German suppliers are intensifying innovation with the priority aim of significantly improving 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 flexible service networks and concluding forward-looking co-operation deals.

German equipment suppliers are therefore working consistently to direct the thinking and working practices of their employees into this future-oriented form of co-operation. The fact that shipowners, as customers, along with capable technology partners in German universities and class societies are also closely involved Hauke Schlegel and Dr. Joerg Mutschler Managing Directors VDMA – German Engineering Federation in this difficult but Marine and Offshore Equipment Industries necessary process and co-operate withfire prevention systems and so on – need to in a “shipbuilding network” is a quite unique work perfectly around the clock. This is the job and important competitive factor for the Gerof a highly-capable and specialised shipbuilding man shipbuilding industry. equipment industry which co-operates closely with national and international shipyards and As well as making efforts to constantly improve with shipowners when products and systems their products and system competence, German are being developed. equipment suppliers are also increasing their market presence world-wide in order to meet In Germany through the decades this has rethe demands of international customers for sulted in the creation of a highly qualified ma“on-site” professional consultancy and service. rine industry whose globally recognised competence stems largely from a combination of With this publication we would like to bring inexperience and innovation. The predominantly ternational shipowners, shipyards, institutes and medium-sized companies which make up the all those interested in shipbuilding up to date German equipment supply industry have sucon the current technological situation and the ceeded in boosting exports to more than 70% further development of a number of important of production in the past 30 years. The sector ship systems offered by the German industry. groups about 400 companies which together We hope this will provide readers with interestturn over 12 billion Euro a year and employ ing, practical and future-oriented information about 72,000 people. They are located not only and arouse interest in seeking and deepening in coastal areas but scattered throughout the contact with our capable German marine equipwhole country. ment companies.

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Special VDMA | Schiff & Hafen | 2011/12

VDMA – Marine and Offshore Equipment Industries This branch association is a special division of the well-known non-profit organisation VDMA (German Engineering Federation). This special group represents the whole industry with the member companies from all branches like mechanical engineering, electrical and electronic industry. VDMA is supporting its mainly medium-sized member companies with a wide range of activities and services: X intensifying mutual cooperation with yards and operators in technological as well as commercial fields, X supporting worldwide customers in arranging contacts with German marine equipment manufacturers, X fostering the free and fair market principles in the world marine market by means of close contacts with various international organisations, X sponsoring important international exhibitions in the shipbuilding sector. The group is also a member of EMEC (European Marine Equipment Council). Contact

VDMA – Marine and Offshore Equipment Industries Weidestraße 134, 22083 Hamburg, Germany phone: +49-40-50 72 07-0 fax: +49-40-50 72 07-55 [email protected] email: web: www.vdma.com/ marine-equipment www. german-marine-equipment.de

online directory:

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GERMAN MARINE EQUIPMENT | ENGINES & POWER GENERATION

CO C O2

Gas-powered engines for marine applications

SOx NOx

VDMA 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.

T

he 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 Baltic to expand this SOx ECA area so that it is also a NOx ECA. The coastline of North Ameri-

and solutions to conform with the limit values in the ECAs. However, a standard solution for all requirement profiles will not be possible in this connection. Depending on the application, a combination of inengine solutions, exhaust-gas aftertreatment systems and use of clean fuels will need to be considered. Liquefied natural gas (LNG) is becoming an increasingly attractive option as a fuel for ships considering its advantages with respect to complying

This LNG carrier is powered by five dual-fuel engines

ca will soon also be an ECA. It is thus becoming increasingly necessary for the shipping industry to find practical and low-cost options for reducing emissions. Solutions for complying 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 industry are developing technologies

6

with the more stringent limit values for air pollutants. This is because the exhaust gases from the combustion of liquefied 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 reliably met. Using gas engines on ships is also an option when these environmental 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 loading at the gas-field terminals, while bunkered liquid fuel is burned during empty voyages. LNG carriers are thus independent and do not rely on a gas infrastructure.

Photo: MAN Diesel & Turbo SE

Creating such an infrastructure would be one of the challenges with the widespread introduction of gas as a marine fuel. Suitable terminals still have to be built in many cases. Considerable market penetration is initially expected in the Baltic. Here it would be possible to make a fast introduction of gas for powering numerous ships. Some neighbouring countries have their own gas resources and support the introduction of gas-powered

engines, while other countries have, at the very least, a shorebased gas infrastructure. A limited sea area is involved here with heavy shipping traffic on specified 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 implementation, however, there are considerable uncertainties when it comes to filling up with and storing the gas. Appropriate rules are currently being formulated 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 challenges. Thanks to their experience with dual-fuel and stationary gas engines, wellfunded in-house development departments and an effective network of research facilities, universities of applied sciences, suppliers, service providers and ship builders, they have the best prerequisites for designing and manufacturing suitable marine engines. The proximity to specialised shipyards and the Baltic as a possible application area will facilitate 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

GEA Heat Exchangers

View of engine room

around the world with routes suitable for ships with gaspowered engines. Use of natural gas also offers additional benefits compared with liquid fossil fuels apart from the environmental aspects. Its longer-term availability is one advantage. It is currently estimated that conventional gas resources will last for approximately 60 years, i.e. longer than petroleum reserves. New deposits of gas are being discovered and procedures are being developed for also extracting natural gas from non-conventional resources, 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 factor can also not be discounted. Shipowners can appeal to new customer groups by investing in particularly clean technologies and also benefit from this by implementing a consistent concept. The ecological and economic advantages can be achieved in a CO2-neutral manner. Natural gas is composed mainly of methane, which is one of the greenhouse gases that are harmful to the climate. Owing to the combustion engine design, a small part of the methane is discharged unburned, via the discharge valves, into the exhaust gas flow and thus

Photo: MAN Diesel & Turbo SE

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 fuels. The R&D departments of engine manufacturers, universities of applied sciences and collaborative basic research projects are working intensively on ways of further reducing the methane slip. Ultimately, the greatest possible degree of gas burning would mean an efficiency increase in the engine and thus ready savings for the customer. The maritime applications can benefit here from the fact that stationary gas engines for generating electricity and heat onshore are already a mature and widely available technology, and improvements 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 significant 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 customised and environment-friendly solutions for marine propulsion systems and onboard energy supply. In cooperation with their customers, the firms develop optimal solutions for the overall ship system. Dualfuel or gas engines are increasingly becoming part of this solution.

Heat Transfer is our Passion GEA Heat Exchangers – the greatest extent and depth of product ranges for customized heat exchangers in the world. For all feasible marine and offshore applications, GEA Heat Exchangers – the heat-exchanger segment of the GEA Group – offers optimal solutions as your one-stop supplier, and in addition provides you with powerful support in all areas of heat exchange.

The largest assortment of heat exchangers Great innovation capability through close collaboration among GEA companies Production plants around the world Maximum proximity to our customers and to the market

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Focus on green technology

CO2

SO Ox NOx

MAN DIESEL & TURBO Protecting the environment is a crucial concern of MAN Diesel & Turbo. As such, the company consistently invests significant 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.

S

ince the introduction of “IMO Tier-I”, the first stage of the “IMO MARPOL 73/78 Annex VI” emissions regulations for marine diesel engines dating from 2000, MAN Diesel & Turbo has significantly 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 shipping 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 foremost 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 centre

MAN Diesel & Turbo’s new emissions test centre at its headquarters in Augsburg, Germany officially started operations in March 2011. The Clean Exhaust Test Centre 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 technology, exhaust-gas recirculation and particulate filtration. 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 department to help optimise technologies. Slow steaming

MAN Diesel & Turbo’s IMO Tier-III solution – presented at SMM 2010

8


In recent years, slow steaming has demonstrated that environmental protection and customer benefit do not have to be mutually exclusive. By reducing the speed at which ships travel, operators of container ships, tankers and bulk carriers with twostroke engines can significantly cut fuel costs and therefore CO2 emissions. Fuel savings of 50% have already been achieved by reducing speed by 20%. However, because engines and turbochargers are generally optimised for full-load operation, part-load operation demands that systems undergo a certain degree of technical adaptation. With its MAN PrimeServ after-

extremely high efficiency (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 dramatically reduced CO2 emissions: the degree of efficiency 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 significantly reduce fuel consumption and thus the volume of greenhouse gases produced. These include the optimisation of fuel injection with common rail technology or an increase in combustion efficien-

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 efficiency and reduce CO2 emissions. They also help to reduce oxides of nitrogen (NOx) to a minimum. However, because this represents a classical conflict of interests – although efficiency increases at high combustion temperatures, so unfortunately do NOx emissions – the aim is to create a compromise that X

L’Orange – Leading in fuel injection technology

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

PQ 8/2010

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

The diesel principle of compression ignition is the most efficient 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 efficiency over other propulsion technologies. Indeed, MAN Diesel & Turbo systems currently have a degree of efficiency 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. Nevertheless, MAN Diesel & Turbo engineers constantly strive to improve the already

With its pioneering achievements in injection technology, L’Orange has again and again met the most demanding challenges, setting milestones in the history of technology. As a leading supplier of injection systems in the off-highway segment, we contribute to our customers’ success with innovative technology and efficient processes. Today our injection systems are found in high-speed and medium-speed engines from all successful manufacturers worldwide. We are committed to building on this trust as market leader and as a reliable partner to all our international customers offering unmatched expertise and innovation.

L’Orange GmbH, P.O. Box 40 05 40, 70405 Stuttgart, Germany Tel. +49 711/8 26 09-0, Fax +49 711/8 26 09-61, www.lorange.com


9

GERMAN MARINE EQUIPMENT | ENGINES & POWER GENERATION of sulphur oxide (SOx) emissions depends solely on the quantity of sulphur present in the fuel. Consequently, SOx emissions cannot be influenced 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 projects

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

is best for the environment through a harmonious overall package of measures. Secondary measures

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

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

MAN 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 primarily on the large, two-stroke engines of the type used in large, ocean-going container ships and tankers. In the port of the Spanish city Algeciras, MAN Diesel & Turbo service technicians installed a pioneering exhaust gas recirculation system on the container ship Alexander 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 initiative, including businesses and research institutes, and are now collaborating on developing the green shipbuilding technologies of the future.

About MAN Diesel & Turbo

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

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MAN Diesel & Turbo SE, based in Augsburg, 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 flows 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

When it really counts. Wind force: 11-12 Wave height: 14 m rising Humidity: 97% Controller: >99,96% availability

www.bachmann.info/nolimits


CO2

SO Ox NOx

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

Standardised diesel gensets for commercial applications MTU Diesel gensets are becoming more and more widely used for both diesel-electric propulsion and on-board power generation. MTU now offers standardized solutions specifically 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.

A

dverse weather conditions, 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 urgently needed supplies such as drilling mud, fresh water, drilling rods, spare parts and provisions. Stringent requirements such as extreme robustness and absolute reliability apply not just to the vessels but also to their heart, the propulsion system. Diesel gensets are becoming more and more widely used for both diesel-electric propulsion and on-board power generation. MTU Friedrichshafen

12

has many years of experience with diesel gensets. They are being used with several thousand operating hours per year in many commercial applications such as rail, power generation, and in the oil and gas industry. Other gensets provide propulsion power and electrical energy in mega-yachts and military vessels. MTU now also offers standardised solutions specifically 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 output

The gensets consist of a highspeed workboat engine from the


well proven MTU Series 4000 “Ironmen” with eight, twelve or sixteen cylinders, a generator and the electronic control system. All three units are mounted on a common baseframe. These gensets are available with output powers ranging from 760 to 2,240 kW, with project-specific power increases to 3,000 kW possible. Resilient mounting of the main components on the baseframe minimises structureborne noise emissions. In addition, the genset is very compact as the baseframe also carries additional components such as the fuel pre-filter 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 interface. Further advantages are the low costs as well as full compliance with classification society requirements. The gensets meet all valid emission regulations such as IMO 2 and EPA Tier 2. Flexible and highly manoeuverable

Offshore supply vessels must be extremely flexible and highly manoeuverable. The robust MTU gensets are predestined for this task: a modern power management system ensures that they are run at the optimum operating point whatever the requirement. Take the dynamic positioning at the plat-

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 systems which can create very high torques very quickly; a challenge the new MTU genset can easily rise to due to its excellent load application characteristics. 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, highspeed diesel engines such as those of MTU are at a clear advantage here. This also applies to the weight of the gensets. Optimum combination for power requirements

Low fuel consumption as well as minimum maintenance and operating costs are key characteristics for commercial applications. With the wide genset output power range MTU is able to offer with its different cylinder variants, the quantity and type of engines can be combined so intelligently, that they are an optimum match for the power requirement result-

1 2 3 4 5 6 7 8 9 10 11 12 13

ing from the vessel load profile. In addition, the combination of several gensets permits finetuning 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 flexible. Under full load conditions, the vessel has the same power. However, under partial load, engines that are not required can be switched off. This flexible power distribution has several advantages for the operator: It lowers the fuel consumption and increases the genset lifetime. 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 concept

The new genset is based on a cost-optimised, modular platform concept. Many of the components, which must all meet the strict MTU quality standards, are pre-defined. Due to its large production network, MTU therefore has the possibility to produce and assemble the gensets in the key markets X

Coolant inlet Coolant outlet Engine control & management Air inlet with integrated silencer Crankcase ventilation Centrifugal oil filter Priming pump Duplex fuel prefilter Base frame Resilient mounts, basic layer Control panel, LOP Generator Terminal box

ZF Technology – the intelligent choice. Because we set highest standards in propulsion systems.

www.zf.com/marine Fleet operators as well as ship owners want efficient vessels with high availability and reliability. The installed equipment must be easy to maintain, have low through-life costs and perform around the clock in most demanding conditions. ZF Marine provides complete propulsion systems with both traditional shaft line systems and azimuth thrusters. A large variety of gearboxes, shafts, bearings, propellers and control systems is at your choice, meeting all Classification Society requirements. With a worldwide sales and service network in place, ZF Marine helps you run a smooth and successful business.

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

Driveline and Chassis Technology

GERMAN MARINE EQUIPMENT | ENGINES & POWER GENERATION themselves, thereby ensuring short delivery times. The concept also leaves room for individual customer requirements.

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.

Precisely tailored maintenance

High vessel availability and drive system efficiency 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 operating hours can be achieved), the modern MTU gensets set standards for this application. In addition, genset maintenance is tailored to the customer’s requirements. A 24-hour service hotline as well as more than 1,200 service centers world-wide ensure minimum downtimes and maximum availability – key to efficient operation. Large order from Brasil

A current large order for the new diesel gensets comes

About MTU

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, workboats and ferries, in addition to government vessels, police and patrol boats (shown here: 12V 4000 Ironmen)

from Brasil. In 2011 MTU will deliver a total of 17 gensets for four platform supply vessels 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

MTU Friedrichshafen GmbH based in Friedrichshafen, Germany is the core company of the Tognum Group. The Tognum Group with its two business units “Engines” and ”Onsite Energy & Components” is among the world’s leading suppliers of engines and propulsion systems for off-highway applications and of distributed 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.

Imtech Marine Germany THE SHIPOWNERS CHOICE

ROCK SOLID PERFORMANCE 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

Hamburg: Albert-Einstein-Ring 6, D-22761 Hamburg, Phone: +49 (40) 8 99 72-0, Fax: +49 (40) 8 99 72-199 Kiel: Fraunhoferstraße 16, D-24118 Kiel, Phone: +49 (431) 88 60-0, Fax: +49 (431) 88 60-199 Bremerhaven: Am Seedeich 39, D-27572 Bremerhaven, Phone: +49 (471) 9 72 63-0, Fax: +49 (471) 9 72 63-33

www.imtechmarinegermany.com

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www.mtu-online.com

CO2

Continuous emission monitoring system

MCS100E HW from SICK

SICK | Reliable emission meas-

urement on vessels is a crucial part of reducing emissions. SICK´s continuous emission monitoring system MCS100E HW fulfills the demands corresponding to MARPOL Annex VI and the revised NOx Technical Code 2008, as certified by the classification society Germanischer Lloyd. The system also fulfills the requirements of the Marine Equipment Directive (MED approval: 0098 11). To observe the stricter emission limits valid beginning in 2015, exhaust purification is an economical alternative to using

expensive, low-sulfur fuels. Like onshore, dry and wet scrubbers are used for exhaust gas purification. These technologies are approved and available on the market and as well their accompanying measurement methods. Due to the existing and expanding price difference between HFO and MDO (low in sulfur), the investment is quickly amortised. Apart from investment costs, low operation costs for the corresponding measurement technology are vital. Continuous emission measurement means significantly lower manpower necessary for measurement and maintenance than discontinuous measuring devices, 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 emissions. It continuously measures SO2, CO2 and NOx for extended periods and with high precision. From sampling to the cuvette, 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 filter. This saves time and expensive calibration gases. They are only required for semiannual and annual checks.

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

H 2O

0-5 vol.-%

0-40 vol.-%

SOx NOx

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 usually measures one single gas flow, can however switch between different exhaust channels. This can be done either automatically 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 nitrogen oxides in the future, the analyzing system could take over control here too. The injection quantity of ammonia or urea can be regulated by the measurement of NH3.

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

Measuring ranges of exhaust gas monitoring device MCS100E HW


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GERMAN MARINE EQUIPMENT | PROPULSION & MANOEUVRING TECHNOLOGY

Targeted rolling bearing optimisation

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SCHAEFFLER In order to optimise the friction characteristics of bearing systems and to further increase the energy efficiency of applications, the Schaeffler Group’s bearing calculation and simulation program, Bearinx®, now also offers a new friction calculation function. This enables users to calculate the energy efficiency of different bearing supports in a specific application under realistic operating conditions. Bearing friction in marine gearboxes can thus be reduced by up to 40 percent.

R

educing the emissions of marine gearboxes has become an increasingly important focus of attention during the past years. The International Maritime Organization (IMO) has specified 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 regulating 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-specific and optimised bearing supports are crucial for ensuring compliance with these stringent future limits. For instance, reduced rolling bearing friction in marine gearboxes can make an immediate and significant contribution to lowering emissions from marine vessels. It is not sufficient, however, just to use rolling bearings that feature a lower

frictional torque. Rather, the entire system 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 efficiency, performance, 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 complex practical tests or cost and time-consuming calculations using multi-body simulations. Calculation of friction in complex systems

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 efficiency, as well as a longer rating and operating life Picture: Schaeffler Group

The Schaeffler Group has therefore developed an analytic model for calculating rolling bearing friction and has integrated it into its own bearing calculation program, Bearinx®, which has existed for many years now. This opens up new approaches in bearing calculation to Schaeffler engineers. When designing complete systems, such as gearboxes, they can now take into account not only the operating life, static load carrying capacity, internal load distribution and lubricant film formation, but they can also calculate the power loss of entire shaft systems or gearboxes with a view to bearing friction and energy efficiency. Thus is it possible to select a bearing concept with optimised friction characteristics at an early stage

Transverse and Azimuth Thrusters ... for save manoeuvring Visit us at SMM 2010 in Hamburg A3.251

16


www.jastram-group.com Germany

a specific bearing support. Factors such as osculation, tribology, surface quality, loads, tilting, speeds and cage design also play a crucial role. The holistic consideration and calculation of a marine gearbox with the help of Bearinx® enables engineers to optimise each individual bearing position for the given operating conditions in terms of operational life and low friction. This reduction in bearing friction can amount to up to 40% in marine gearboxes. The Schaeffler Group’s application and field service engineers can draw on a wide range of premium quality catalog products, for example X-life quality bearings, and can also advance the development of special bearing solutions together with the customer.

About Schaeffler Group Industrial Schaeffler Group Industrial, based in Schweinfurt, offers a comprehensive portfolio of application-specific bearing solutions 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 bearing supports and bearing supports for the opening and tilting of ship stabilizers. Bearings for cranes, winches, windlasses and hatchway supports also form part of the special bearing range. www.schaeffler.com

YOUR PROPULSION EXPERTS

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

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 boundary, mixed and full-film lubrication. The method is based on the elastohydrodynamic lubrication theory (EHL), which deals with the formation of lubricant films in heavily loaded contact points of bodies rolling against one another at high speeds. This considers both the formation of a hydrodynamic lubricant film and the elastic deformation of the bodies in contact. Since pressure, sliding speed, viscosity, temperature etc. are not constant over the contact area of a specific contact, every single contact in the bearing is analysed. As a result, all the frictional forces at the discrete contact area points are available.

THE DRIVE YOU DESERVE Our product range comprises azimuthing propulsion systems, manoeuvring and take-home devices as well as complete conventional propulsion packages rated at up to 30 MW.

SRP

SCP

STP

SCD

SPJ

STT

We offer economical and ecofriendly solutions for vessels of a wide range of different types and sizes. Thus we can provide the right thrust for your vessel.

Elmer A. Sperry Award

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 bearing sizes best suitable for the operating conditions in question. This potential can yield up to 60% friction reduction at

SCHOTTEL GmbH D-56322 Spay/Germany www.schottel.de


17


Integrated shaft coupling design

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VULKAN 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 damping of the torsional vibration, overall reduced weight and significant reduction of parts.

U

p to now designs of VULKAN RATO R couplings with directly connected 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 fig. 1 VULKAN recently introduced a new combination of the well proven RATO DS rubber coupling with a directly connected drive shaft. In contrast to the RATO R coupling the torque transmission of RATO DS is characterised by rubber shear stresses with a pre-

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

18


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

pling without radial support. The angular deflection 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 misalignment coupling is required between RATO DS and shaft and the shaft can be directly

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

Fig. 3: Finite element analysis of a RATO DS A33D5 undergoing angular deflection 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

connected to the inner ring of the coupling. The resulting coupling combination is called Integrated Shaft Coupling (ISC) system (fig. 2).

Fig. 3 depicts the misalignment 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 composite shaft will be the preferred solution for the intermediate shaft. In order to get a double cardanic design the intermediate shaft is connected at the rear end to a steel membrane or a METAFLEX coupling (fig. 4). The advantages of the new ISC design are a significant reduction of parts, bearing less design and weight saving. With the ISC design there is no noise transmission path over metallic or bearing parts between engine flywheel and gearbox. Thus the ISC provides sound isolation against structure borne noise by the RATO DS rubber element. The combination of the torsional 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 design 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 composite shaft used for the ISC design will feature a recently developed new design for the joint between the Composite shaft and the metallic end flange. This new design connects the steel flange to the CS by means of an axially pre-stressed bolted joint bonded to the CS shaft face. The steel flange does not protrude into the inner side of the shaft. This design reduces the size of the flange and thus the shaft weight. Furthermore it makes the flange design especially well suited for the connection to all types of misalignment couplings.

About VULKAN Couplings VULKAN Couplings represents the marine activities for flexible couplings, mounts, composite shafts, dampers and engineering services within the Vulkan group. www.vukan.com

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19


Product portfolio of marine transmissions extended ZF 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 PTI

The newly launched ZF 9350 PTI and ZF 24300 PTI models allow, under specific cruising conditions, for both diesel engine 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 variety of ratio combinations for matching the requirements of all electric motor power ranges. ZF 24000 series

The new ZF 24000 series was on display to the public for the first time in September 2010 at SMM in Hamburg even though the first 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 additional spur gear stage. Now input torque is rated at 48,700 Nm and gear ratios up to 8.7:1 are available.

ZF 5300

An outstanding product feature is the multitude of variants available to the market. The series consists of 14 geometrically different types varying in vertical, diagonal and horizontal center distance, a vertical U-drive version and a coaxial version. This level of flexibility 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 designed for such marine applications as public authority ships, yachts and ferries. Other benefits of the 24000 family are compact design, low weight, high running smoothness and low operating cost. All gearboxes 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 series

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

20


CO2

SOx NOx

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 performance applications in all types of fast craft, motoryachts, patrol vessels and crew boats, the ZF 5000 marine transmission is fully works tested, reliable and simple to install. It is compatible with all types of engines and propulsion systems, including water jets, surface-piercing propellers and CPPs. It is fully equipped with oil cooler, pump and full flow filter. Electrical actuation is standard equipment, while electrical trolling/ autotroll, trailing pump, top PTO and live PTO are retrofit options. Airborn and structure born noise generation is in accordance with ISO 8579. The PTI version, ZF 5300, is scheduled for 2012, complementing the line of “hybrid ready” ZF marine gear units. It also complies with the requirements of international classification societies.

About ZF Marine ZF Marine Propulsion Systems, as a business unit of ZF Friedrichshafen AG, supplies complete propulsion systems and components for all types of vessels in a power range from 10 kW to 14,000 kW. The product portfolio includes a comprehensive range of transmissions (reversing, non-reversing and hybrid), propellers (controllable and fixed pitch) together 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

CO2

Alternative drive for slow speeds

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

REINTJES | Focusing on eco-

friendly and efficient drive technology, REINTJES has developed an electrically driven hybrid system solution for maritime conditions to be used in yachts and commercial applications, 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 interesting 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 motor and the gearbox reduction.

SO Ox NOx

Operation via the electric motor results in a significant decrease in CO2 and NOx emissions. This is particularly important when cruising in so-called “green areas”, e.g. the Great Barrier Reef, the Canary Islands or the Wadden Sea off the Danish coast. In electromotive operation the propeller’s direction of rotation 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 engine the electric motor can also be used as a generator to supply 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 complete package for the new, high-

ly compact hybrid drives. All components, from the gearbox via the electric motor to the frequency converter, are optimally adjusted to each other, which considerably reduces projecting and assembly costs. To enable easy installation the electric motor has been flanged 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 REINTJES REINTES GmbH based in Hameln was founded in 1879 and is one of the major independent manufacturers and suppliers of power train solutions, in particular marine gearboxes for engine outputs from 250 to 30,000 kW, worldwide. www.reintjes-gears.de

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Reliable propulsion and manoeuvring systems SCHOTTEL | Propulsion specialist Schot-

tel recently introduced a number of new versions of propulsion solutions and manoeuvring systems to its portfolio. Propellers for small vessels

The 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 operation, installation and service. For instance it is the first 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 eliminates the need for any further installation work onboard the vessel (“Plug & Play”). Maintenance too has been simplified thanks to an easily exchangeable underwater gearbox and the freely accessible coupling. Propellers for high-performance ships

With the SRP 4000, Schottel has succeeded in developing a very compact rudderpropeller 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 applications, 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

22


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

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Transverse thrusters for the high-power range

For the high-power range Schottel has introduced a completely re-engineered series of transverse thrusters from 600-1,500 kW Controllable-pitch with the new designation propellers STT 1-5, available with either Controllable-pitch FP or CP propellers. Propelpropeller systems ler designs were hydroare used wherever dynamically optimised utmost requirewith improved efficienments in terms of cies and reduction of variable modes of the noises and also the application and losses at no or low prohigh manoeuvrabilpeller pitch. ity have to be met, For the tough DP refrom conventional quirements in offshore apfreighters to fast ferries plications the thrusters have and powerful tugs, and been designed with ample recan even be implemented Schottel 4000 series for serves. The propeller blade tip for continuous operation high-performance vessels speed and propeller load have under extreme loads in been reduced to a minimum, demanding offshore servwhich substantially increases ice with dynamic positioning. For applica- the service life of the drive seals and beartions requiring a lightweight construction ings, and of the propeller hub and blades. at the same time as high power, i.e. mili- Schottel STTs can be powered by diesel entary vessels or yachts, Schottel has extended gines, electric motors or hydraulic motors. its product range to include a five-blade Electric motors are included optionally in variant. It is based on the proven design the scope of supply. 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 About Schottel propellers are characterised by improved efficiency, reduced pressure pulses and The Schottel Group based in Spay/Rhine is one of the world’s leading manufacturstructurally optimised hubs. Schottel SCP controllable-pitch propeller ers of propulsion and steering systems for ships and offshore applications. Founded systems of the 5-X series are available in sizes in 1921, the company has been developfrom SCP 046 5-XG to SCP 154 5-XG for ing and manufacturing azimuth propulpower ratings from 1,000-30,000 kW. For all sion and manoeuvring systems, complete sizes there is an optional version with feath- propulsion systems with power ratings ering capability. This makes it possible to sat- of up to 30 MW, and steering systems for isfy the requirements of different operational vessels of all sizes and types. Around 100 states in the case of multi-shaft systems and sales and service locations worldwide encombined propulsion concepts such as a CP sure customer proximity. www.schottel.com propeller in combination with an SCD.

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Significant fuel saving potential

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BECKER MARINE SYSTEMS | In 2008

Becker Marine Systems introduced the innovative power-saving device Becker Mewis Duct®, named after its inventor Friedrich Mewis. A high potential for significant fuel saving has since been verified in practice. The Becker Mewis Duct® has already been implemented on a number of ships worldwide. 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 coefficient (CB) and high propeller thrust coefficient (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 improving the water flow 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 nonmovable fins that create a pre-swirl. This means that they change the angle of the flow towards the propeller in such a manner that the Becker Mewis Duct® operates as a counter-rotating device with a more favourable angle of attack. The effect of the duct is to increase the velocity of flow 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 design phase using Computational Fluid Dynamic (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 opportunity to test the „AS Vincentia“ with and without the energy-saving device Becker Mewis Duct® installed. Both trials took place within five 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 operation). After the general sea trial without the Becker Mewis Duct® the ship was docked again. Five days later, after the device was installed, the sea trial was repeated in the same sea area. The draught and trim of both trials were identical. The performance measurements were recorded by MARIN (Maritime Research Institute Netherlands, Wageningen,) and the final reporting was done by the German research institute HSVA (Hamburgische Schiffbau-Versuchsanstalt, Hamburg), where the model test had already been car-

The driving force on all seas. Installation of a Becker Mewis Duct®

ried out. The measurements of the sea trial indicated a power saving of 5% at a speed of 14.4 kn. The result confirmed the positive model test results performed after the CFD design phase. This exellent correlation between 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 statistical statement can be formed. The average of achieved fuel saving is at 6%. This also means 6% less emissions of greenhouse gases. Combined with a Becker Rudder, the propulsion improvement and fuel saving could be further enhanced, with fuel savings of up to 8%. Compared to other types of fuel saving devices and experiences with similar devices 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 significant reduction in cavitation occurrance at the blade tips of the propeller and a significant reduction of harmonised vibrations up to 80% – almost eliminating them – during a pressure pulse measurement. An enhancement of the course-stability was proven during manoeuvring tests at SSPA with a 43,000 dwt bulk carrier in 2010.

About Becker Marine Systems Becker Marine Systems, based in Hamburg, is one of the market leaders for highperformance 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.

MMG is constructing and manufacturing 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, computer 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!

Mecklenburger Metallguss GmbH www.mmgprop.de

www.becker-marine-systems.com

23

MMG_11_3828_Anz_58x251.indd 1 14.04.11 08:52 Special VDMA | Schiff & Hafen | 2011/12 Prozessfarbe CyanProzessfarbe MagentaProzessfarbe GelbProzessfarbe Schwarz


Increased performance for propellers

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ANDRITZ 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, efficiency and noise in the design of high performance propellers can be unlocked.

A

dvanced 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 influence the quality of the wake field of a ship. This way it is ensured that the propeller design goes beyond the optimisation of the propeller for an existing wake field. Thus, for example a contribution is made towards the hy-

drodynamic improvement of the appendages, or the relationship between speed and diameter may be explicitly defined so that the potential of the wake field is maximised for the respective requirements. The wake field of a ship is the focal point for high performance propeller designs. Wake field data is determined based on Computational Fluid Dynamics (CFD) calculations or measurements using scale models of ships at marine research Fig. 1: Propeller design with simulated suction side pressure distribution

Solutions for Shipbuilding and industry

Compressors - starting air - control air - working air Compressed-Air-Receivers TDI-Engine Air Starters Gastight Bulkhead Penetrations Neuenhauser Kompressorenbau GmbH Hans-Voshaar-Str. 5 • D- 49828 Neuenhaus Tel. +49(0)5941 604-0 • Fax +49(0)5941 604-202 e-mail: [email protected] • www.neuenhauser.de • www.nk-air.com

24


institutes such as in Hamburg (HSVA) and Potsdam (SVA). The character of a wake field is visualised with the help of colored diagrams of local velocities, with the water flow being split into its axial, radial and tangential components. The greater the differences in current velocities and directions, the more inhomogeneous the inflow, and the more negative is the impact of such wake field characteristics on the performance of the propeller. Case studies

In the follwing two examples of wake fields and their influence upon the performance of a propeller are compared by using five characteristic criteria. Cavitational volume (the amount of cavitation in volumetric terms), pressure pulses (the intensity of pressure pulses emitted by the propeller), propeller efficiency (efficiency of the propeller, where power is converted into propulsion), ship speed (maximum possible speed of the ves-

sel) and propeller noise levels are considered. Case Study A: average, non-optimised wake field

Cavitational volume Cavitational volume should generally be kept as low as possible in the design process of a propeller. Fig. 2 shows an example of a rather average wake field. The differences shown in velocities are relatively high, i.e. rather abrupt changes of velocity and direction are observed effectively supporting an expected cavitation inception to happen rather early. An early cavitation inception is the first sign of a relatively high cavitational volume. On this basis alone, a powerful propeller design is not easily feasible. Here, an early AWAD approach could certainly be used for potential improvement. Pressure pulses The amount of the cavitational volume and the intensity of

vx 1.05 1 0.95 0.9 0.85 0.8 0.75 0.7 0.65 0.6

Fig. 2: Average to poor wake field

vx 1.05 1 0.95 0.9 0.85 0.8 0.75 0.7 0.65 0.6

Fig. 3: Very good wake field

pressure pulses are directly linked. In Case Study A the resulting pressure pulses of the propeller in the wake field will turn out to be relatively high. The relatively high cavitational volume and the resulting strong pressure pulses of a propeller in this wake field indicate that there is little room for a noiseoptimised design. Efficiency and speed Unfortunately, the intensity of the pressure pulses and propeller efficiency are in direct opposition to each other: an efficiency-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 efficiency is increased, very high or unacceptable pressure pulse values would result. Therefore, due to the direct correlation between the efficiency and speed of the vessel, there may also be a need to compromise on the achievable speed of the vessel. Propeller noise Based on characteristics described above, the propeller designer may decide that the wake field of Case Study A provides hardly any ground for designing a propeller with reduced 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 volume Fig. 3 shows an example of a very good wake field. The differences in speed are relatively low, i.e. no abrupt changes in direction and speed are observed. The expected delay in the cavitation inception is the first sign of a relatively low cavitational volume, which means that there is a good basis for a high performance propeller. Pressure pulses The expected low cavitational volume suggests that the resulting pressure pulses of a pro-

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peller in this wake field (Case Study B) will also be relatively low. Relatively low cavitational volume and weak pressure pulses are the basis for a „quiet“ propeller design, with corresponding low propeller noise. Efficiency and speed The relatively weak pressure pulses in Case Study B provide the propeller designer with expanded design possibilities. Efficiency can be increased without unacceptable pressure pulse values. As efficiency and speed of the vessel correlate, a respective increase of vessel speed can be achieved. Furthermore the increased propeller efficiency allows for reduced fuel consumption within any speed range (compared to the previous Case Study A). Propeller noise The wake field of Case Study B offers the propeller designer significantly more potential. A very good basis is given for designing a noise-optimised controllable pitch propeller with

Fig. 4: AWAD optimised propeller and propeller strut

reduced cavitational volume and weak pressure pulses. Summary

An optimised wake field is decisive for a high performance controllable pitch propeller. Merely fitting the design for a controllable pitch propeller to an existing wake field means that a substantial potential for optimisation is wasted. If the propeller designer is given the opportunity to be involved in the early design stage, the characteristics of the wake field can be positively influenced. The consulting principle of the AWAD approach allows this providing an overall optimised propulsion system comprising of controllable pitch propeller and wake field. If the AWAD approach is impossible or not desired, the key task of a propeller designer remains: to design a well performing propeller, even with only an average wake field, which cannot be further optimised, available.

About Andritz Hydro Escher Wyss Propellers by Andritz 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 power between 2,000 to 30,000 kW. Up to seven blades, optional air emission and feathering capability are only some of the additional possible features. www.escherwysspropellers.com

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25


Improved manoeuvrability and economical operation VOITH TURBO | Economical ship operati-

on due to reduced fuel consumption, lower 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 concept with Voith Schneider Propellers (VSP) for their double-ended ferry of the FöhrAmrum 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 Tholund, captain of the Uthlande. “There are no delays caused by reversing the engines, no need of bow thrusters and no separate operation 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 five to ten minutes of sailing time, as time and fuel consuming turning manoeuvres in the port are no longer required. Cars can leave the ferry in driving direction via a ramp. This makes crossings more efficient and allows lower sailing speeds, as a result of which fuel consumption and exhaust emissions are reduced. Higher stability in bad weather conditions

With 1.75m, the draught of the Uthlande is lower than the draught of other car ferries 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 benefit, since the Uthlande sails whatever the weather. “In winter, adverse weather conditions are the order of the day. Sometimes we have to fight 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 departing are “narrow shipping lanes with fairway 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

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is now less problematic, because the thrust of the Voith Schneider Propeller is instantly available. High capacity for passengers and cars

The shipping company states that the capacity of the Uthlande, offering room for 1200 passengers and 75 cars that can be moved to the North Friesian Islands Amrum and Föhr, is significantly higher than that of the currently largest ferries Nordfriesland and Rungholt. A fifth 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 pedestrians 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 passengers 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 another double-ended ferry currently under construction. This new vessel will also be fitted with four Voith Schneider Propellers size 16R5 EC/100-1.

About Voith Turbo Voith Turbo, the specialist for hydrodynamic 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 energy, 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. The Uthlande is driven by four Voith Schneider Propellers

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www.voithturbo.com/marine

GERMAN MARINE EQUIPMENT | SHIP‘S EQUIPMENT

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Cooling technology for low viscosity fuels

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GEA 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.

A

s the world constantly strives to reduce emissions, the next round of regulation to restrict the emission of NOx and SOx in exhaust gasses is upon us. New ‘reduced sulphur’ heavy marine 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 regulations. Although this helps meet the regulations, using the lower viscosity fuel has its own difficulties. Viscosity adjustment in marine fuels

Engine manufacturers require the viscosity of fuel oils to be above 2 centistokes otherwise the combustion process might

5.5 centistokes and 1.4 centistokes (at 40°C) depending on the source. So to ensure that the fuel’s viscosity is more than 2 centistokes, thereby preventing damage and maintaining engine reliability, the temperature 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 water With the FuelCoolingMaster, GEA Westfalia Separator Group has launched a system which reliably adjusts the necessary viscosity of low-sulphur light diesel oil

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

cosities of modern diesel oils and gas oils vary, in accordance with ISO 8217, between

GEA Westfalia Separator Group recently introduced the Westfalia Separator® FuelCoolingMaster. The system incorporates a Plate Heat Exchanger (PHE), Chiller and relevant pumps and control equipment to ensure that the viscosity never falls below the 2 centistoke

Setting the Standard in Marine Air

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 …

Contact us for further information: Atlas Copco Kompressoren und Drucklufttechnik GmbH Langemarckstraße 35 · 45141 Essen, Germany Tel. +49(0)201 2177-410 · Fax +49(0)201 290671 [email protected] · www.atlascopco.de

… 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 kW Up to 30 bar(e) working pressure from 7,2–2812 m³/h Tailor-made Air Treatment Solutions, such as Air Dryers, Air Receivers, Air Filters, etc. Global Presence in more than 150 Countries Worldwide, Service and Spare Parts Availability in all Major Ports Around the World Approved acc. to all Major Classification Societies: ABS, BV, CCS, DNV, GL, LRS, PRS, RINA, SMRS, …

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 during changeover. Cooling with sea water

GEA PHE Systems offers effective Plate Heat Exchangers using seawater as the direct cooling medium for the fuel oil. Up to 32°C seaweater inlet 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. Therefore GEA PHE Systems offers compact, highly-efficient heat exchangers made with seawater-resistant plates that can be quickly fitted within existing cooling circuits at a comparatively low cost. The system can also be modified to use fresh water as the cooling medium when available. Pump systems to meet varying demands

The 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 currently operate in slow-steaming mode, that enables the ship to achieve fuel savings of up to 50%. This reduces the flow rate of fuel and, therefore, the cooling requirement. Pumping systems, however, have been traditionally designed to operate in ‘on-off’ mode, with flow adjusted by orifice plates, so they could not be optimised for operation in slow-steaming mode. GEA Westfalia Separator Group has recognised that a flexible pump speed, perhaps varying by no more than 20%, could reduce power consumption by up to 50%. Pumps controlled by frequency converters in this way would be more able to meet the operational requirements of modern vessels. Developing the technology

GEA PHE Systems has, therefore, formed an alliance with a leading marine pump manufacturer to develop a new holistic approach to marine cooling

systems for both newbuilds and retrofit. 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 configurations to better suit today’s changing vessel operation modes. The PHEs can easily be adapted from a 50/50 configuration to 60/40 or even 65/35 mode to offer improved operation for part load operation. Achieving an optimum configuration in this way also supports the self-cleaning effect that reduces scaling and bio fouling of the PHEs to extend service intervals. Conclusion

The 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 without any loss of lubrication efficiency, 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 operating requirements.

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

About GEA PHE Systems GEA PHE Systems is responsible for plate heat exchanger technology within the GEA Heat Exchangers segment of the GEA Group AG. The manufacturing locations in Germany, USA, Canada and India produce gasketed, fully-welded and brazed plate heat exchangers for different industrial applications. www.gea-phe.com


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Efficient water treatment systems

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MAHLE 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

S

ince 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 filtration within the process of ballast water treatment. Not only because the convention states to eliminate sediments but also looking to the removal of organisms with mechanical – environmental friendly – technologies there is no way to operate without effective filters. As

a specialist for filtration solutions Mahle offers today one of the most effective systems 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 OPS

Mahle´s three-stage ballast water treatment system “OPS” works as an in-line system during uptake and discharge of ballast water. During uptake the first step of treatment is a pre-filtration for separating particles larger than 200 μm, followed by a second filtration 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 discharged at the same place where the ballast water was taken on board. The uptake treatment finishes by disinfection via UV light with low pressure lamps. The factors of success in this process are the selfcleaning filters that are designed for a continuous filtration and which guarantee low reduction of flow rate, low pressure drop, low maintenance, and low wear. Continuous test results are showing that these filters remove already over 90% of organisms 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-

MARINE OIL & GAS LOCOMOTIVES

ENGINES - SYSTEMS - SALES - SERVICE POWER GENERATION

ALL FROM ONE SOURCE.

MOBILE & STATIONARY APPLICATIONS

Zeppelin Power Systems is the official partner of Caterpillar engines (Cat and MaK) for over 50 years, offering their customers individual, highly efficient system solutions with comprehensive services and an engine power range of 15 kW to 16 MW. [email protected]

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TRI-R Ultra-flexible Ring Coupling

Skid mounted OPS can be delivered as one unit

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

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 filtration the OPS uses low pressure UV lamps which emit a special wavelength of 254 nm for disinfection with the key benefits of X very low power consumption (only 20% of consumption compared to medium pressure), X low operating temperature in the UV lamps, X 100% removal of all critical organisms, X long lifetime of the UV lamps (up to six times more than medium pressure). The UV lamps are automatically cleaned by a cleaning fluid which is filtered after each operation and can be used for multiple cleaning processes. No mechanical scrapers are necessary. Experiences in the use of this technologycombination show that save and reliable treatment can be realised for sea, brackish and fresh water without changing the parameters of the water, e.g. ph value. Following benefits 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.

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 empty the bilge water holding tank and secure ships operation. And this should be done without changing filters (such as absorbers or similar) frequently because operating 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 addition 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 according 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 first companies to comply.

Compact premium-solution The coupling is best suitable for resiliently mounted engines. The elasticity of the ring element is determined by the rubber composition. The axial rigidity is adjustable by the perforation of membrane.

Bilge water separator MPEB

The 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 first 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 “testfluid C” – showing residual oil contents below 15 ppm reliably and

About Mahle Mahle Industriefiltration GmbH based in Öhringen is part of the Mahle Group and has been producing high-quality industrial filters for fluid technology, air filtration, and process technology since 1962. The environmental management is certified in compliance with ISO 14001 and EMAS. www.mahle-industrialfiltration.com

Stromag AG Hansastraße 120 D-59425 Unna Tel. +49 2303 102-0 Fax +49 2303 102-201 [email protected]

stromag.com Special VDMA | Schiff & Hafen | 2011/12

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CleanBallast system successful in operation RWO | The ballast water treatment system CleanBallast was developed by RWO GmbH - Marine Water Technology, Bremen and has proven successful in operation on several vessels. It consists of a special mechanical filter 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 operation since the end of 2009, making CleanBallast one of the few systems that can demonstrate a longer operational duration in commercial application. According to RWO, CleanBallast is the only commercially available German manufactured and type-certified ballast water treatment system.

Because of the increasing negative impacts of alien marine organisms transported in the ballast water of oceangoing ships, the International Maritime Organization (IMO) spent many years working on a Ballast Water Convention. This convention adopted in 2004 is aimed at preventing the unintended transport of microorganisms in ballast water. It is commonly expected that full ratification of the convention will be reached during 2011. The CleanBallast technology was developed by RWO from 2003, refined over the years and extensively tested under real-life conditions. Even under extreme conditions, such as high sediment concentrations, CleanBallast exceeded the IMO test requirements. The design and testing

CleanBallast – Advanced electrolysis disinfection

of the plant under real environmental conditions is an essential prerequisite to guarantee a fast and safe loading of ballast water and short times alongside in port. In addition, the efficient removal of the sediment considerably 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 treatment system, which is available 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 retrofitting. Extensive corrosion tests

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

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ment system does not increase the corrosive properties. Accelerated corrosion studies were carried out by RWO in cooperation with the Swedish corrosion institute Swerea-KIMAB, Stockholm, and the classification society Germanischer Lloyd (GL), Hamburg. 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-BWWG, as part of the guidance for other vendors developing ballast water treatment studies, to be included in their respective approval 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 CleanBallast, compared to untreated seawater and thus CleanBallast does not increase corrosion in ballast water tanks. Furthermore, CleanBallast is certified and classified by the GL as compatible with epoxy-based ballast water tank coating systems. In order to guarantee leading edge technology, plant reliability and short delivery times RWO designs and manufactures all CleanBallast plants in Germany at the company´s main site in Bremen.

About RWO RWO – 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 retrofitting. The product 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

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Compact vacuum and wastewater block pump

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

About Herborner Pumpenfabrik Combined vacuum and wastewater block pump UNICUT-V

HERBORNER PUMPENFABRIK | Finding solutions

for the complexity of transporting and cleansing wastewater in the marine industry as well as the constantly rising energy efficiency requirements demands wide-ranging knowhow along the entire process chain in the development of every single component. Herborner Pumpenfabrik has a great many years of experience in the equipping of both passenger and military ships. With the UNICUT-V it offers a combined vacuum and wastewater block pump solution that features a built-in cutting device. The UNICUT-V is a dependable solution, particularly at sea, where space is at a premium and a high degree of operating reliability is required of each component. Uniquely designed, the UNICUT-V from Herborner Pumpenfabrik is especially suitable for use in small to medium-sized vacuum dewatering 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 blockage. The combined unit of cutting knife and cutting ring is manufactured from hardened, precision-cast stainless steel and therefore highly robust and long lasting. Furthermore, the UNICUT-V can be installed in the latest treatment plants, which specify 4 mm as the maximum size of any particles in the wastewater. The sophisticated design of the UNICUT-V guarantees continual operating reliability as well as the trouble-free functioning of wastewater transportation systems, making 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 wastewater transportation. The motor is the heart of the unit and located between the vacuum 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-

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

Herborner Pumpenfabrik manufactures and distributes centrifugal pumps for clean water, wastewater and industrial engineering applications. The company is also an international market leader in the field of wastewater pumps for the shipping industry. www.herborner-pumpen.de


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Reliable ejector technology onboard ships

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KÖRTING 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 fluidic-type device that can be used to pump, mix and dose liquids, gases, vapours and solids. As the drive is provided by liquids, gases or vapours under high pressure and not by electricity or a mechanical drive unit. Ejectors are reliable and largely maintenance-free and thus ideal for shipboard operation. As ejectors exhibit a different curve behaviour from mechanical pumps, tailor-made and individually manufactured ejectors are the prerequisite for guaranteeing optimal performance behaviour in ship operation. A possible error in dimensioning is to treat these flow devices in the same way as mechanical pumps, integrating a standardised ejector with performance behaviour similar to that of mechanical pumps. As ejectors do not have the same curve behaviour as mechanical pumps, such a standardisation can lead first of all to considerable underperformances compared with the possible 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 fittings and preformed parts, possibly increased investment in the capacity of the fire extinguishing system. Mechanical pumps usually have a curve characteristic showing a constant Δp=H=PD-PS independent of prevailing suction pressure. Therefore only one characteristic curve exists. Compared with this, ejectors are, however, fluidic devices.

34

Abbreviations used PS = Suction pressure

VS = Suction flow (water)

PD = Discharge pressure

VTR = Motive flow (water)

PTR = Motive pressure

H = PD - PS

The curve behaviour of an ejector is therefore different to that of a mechanical pump. It is significant that the generated H=PD-PS depends on the different suction pressure PS. In each case, a separate characteristic curve will apply for different suction pressures PS. Calculation example

The curve field of a ballast ejector in the figure below shows the typical operating behaviour. 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 constant suction flow, for this example 57 m³/h, the discharge pressure PD depends on the suction pressure PS, so H= PDPS 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 water head, depending on the suction pressure PS. The diagram shows another important effect: the attainable suction flow at a constant

counter pressure PD also changes considerably. At a constant PD=1.5 bar abs. the suction flow ranges from VS =148 m³/h at PS=0.9 bar abs. up to 57 m³/h at PS= 0.2 bar abs. In addition, 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 characteristic curve. The motive water pressure supplied also represents a further variable that can lead to alterations in curve behaviour. The integration of an ejector in the total manometric head “H” should therefore consider suction pressure and information about the curve behaviour. Design flaws will inevitably cause negative effects on ship

Curve field of a ballast ejector showing typical operating behaviour


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

operation. During ballast operations, practically all pressure values are subject to alterations – a minor error can quickly lead to longer ballasting times and thus also longer lay times. A carefully designed

ejector always pays off and prevents unnecessary followup costs. Variety of types

Apart from the ejectors described, 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 transporting liquids, gases, vapours and solids. Wide ranges of applications for transporting, mixing, dosing and vacuum technology and gas cleaning/ purification are covered by this. Possible shipbuilding applications include: X bilging and ballasting technology, X tank mixing operations, X continuous dosing and transporting of additives in the inline process mode, X aeration of liquids during ballast water treatment and for biological waste water treatment technology, X generating vacuums and vapour suction removal for seawater evaporators for production of potable/ drinking water,

X washing particles and odour substances out of waste gas flows. Conclusion

Ejectors must always be designed on an individual basis. This is the only way in which it is possible to ensure optimal energy saving and operational reliability. Every form of standardisation may lead to considerable losses in energetic efficiency.

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

Lechler – Your competent Partner for

Spray Nozzle Technology on Ships Lechler spray nozzles and systems are used successfully in many processes of ship building technology: ■ Window cleaning on container ships, yachts and cruisers ■ Fire protection ■ NBC protection ■ Cooling ■ Reduction of infrared signature Please contact us for further information.

Lechler GmbH Precision Nozzles · Nozzle Systems 72544 Metzingen / Germany Phone +49 (07123) 962-0 Fax +49 (07123) 962-444 [email protected] · www.lechler.de


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Advanced VFD technology for large AHT winches

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HATLAPA 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.

T

he demand for large Anchor Handling, Towing and Supply vessels (AHTS) has increased significantly 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 floating facilities that are either anchored to the ground or dynamically positioned. The installation and maintenance of subsea modules, such as blowout preventers, pumps- and stimulation units, is done by installation 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 anchor handling is to be done in deeper water. Due to the specific weight of high tension steel wires, the payload decreases constantly with the paid out wire. Therefore the power output 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 specific weight than steel wires. Due to the larger diameters of these ropes, the size of winch drums increases significantly. For dynamic positioning (DP), a small part of the installed driving power of an AHT is used. Additionally, the generated power

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hydraulic components, which are under much higher pressures (up to 420 bar) and are significantly smaller than LPH components. The overall efficiency of HPH systems is slightly higher than that of LPH systems. The electrically (EL) driven winch, on the other hand, transfers electric energy directly into mechanical energy and thus has a far better overall efficiency than the hydraulic systems. Efficiency of electric drives

500 tons ECO Pull winch during assembly at HATLAPA

must be distributed to various consumers (propulsion, steering gear and thrusters), which can be done electrically. Traditionally, power generation 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 efficient as the propulsion system is running at low load far from a good efficiency. This circumstance leads to an increasing acceptance of so-called diesel-electric vessels, using a number of smaller and often identical engines with generators 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/EL

Most 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, filters, valves and coolers. Due to very high volume flows of oil at comparably low pressures (max. 70 bar), piping diameters are in the range of DN 150. The piping required for low-pressure installations needs a lot of space and adds considerable weight to the vessel. The efficiency 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

The following table gives an overview of the overall efficiencies for the different drive systems and shows the electrical 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 control

In the past, the biggest disadvantage of EL drives with threephase 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 difficult environmental conditions is, however, a crucial feature of AHT winches. Applying the latest technologies 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

Drive concept

Over-all efficiency η

Installed power for pull 4500kN @ 9m/min

ECO-Pull

0.7

956 kW

HPH

0.65

1040 kW

LPH

0.54

1250 kW

Efficiency of electric drives

control the rotational speed of standard three-phase asynchronous 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 directly be influenced by controlling the current fed to the machine. The stator phase currents are measured and converted into a complex vector. Knowing the position of the rotor in the magnetic field by integrating the measured speed, this vector is transformed into a coordinate system fixed to the rotor. Using a very fast mathematical model, the vector can be used to control the stator phase currents 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 characteristics for winch drives with VFD can be obtained that are fully comparable with known hydraulic characteristics. Interference

Another topic to deal with is the interference of VFD drives with the power grid on board, known as Total Harmonic Distortion (THD). The diode rectifier of the VFD takes almost square wave current impulses out of the grid. This leads to harmonic distortions 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 motors, the starting current is reduced by 75%.

Reverse power

The last challenge to qualify VFD drives for AHT winches is the issue of reverse power during 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. Hydraulic winches use the motor as a brake, thus converting the mechanical power into hydraulic 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 flow through the brake chopper to the external brake resistor where the electric energy will be changed into heat and dissipate. The chopper switches the pulsed DC link to the resistor.

REPAIR, CONVERSION & MAINTENANCE from traditional ships to state of the art speed ferries

About HATLAPA HATLAPA Uetersener Maschinenfabrik GmbH & Co. KG is headquartered near Hamburg, Germany, and is a globally recognised marine equipment manufacturer with more than 90 years experience in supplying deck machinery, towing winches, research winches, compressors and steering gear. The company offers customer service, technical advice and fleet support worldwide. The HATLAPA fleet support team looks after all installed equipment: offshore winches, deck machinery, steering gear, compressors and cranes on approximately 12,000 vessels in operation all over the world.

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

www.hatlapa.de


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Range of heavy lift offshore cranes extended

CAL 64000 – 1500 Litronic on jack-up vessel Innovation

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 assembly and maintenance times will be significantly reduced, thus productivity increased. Maximum lifting capacities up to 1,500 t

The CAL 64000 – 1500 Litronic® 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 order 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. Moreover, the crane is designed as ‘Crane Around the Leg’, i.e. it

38

is built around one of the vessel‘s four legs. Up to now the CAL 64000–1500 Litronic® is the first heavy lift offshore crane in the world to be built according to this design. Advantages and performance characteristics

This specially developed crane type, which is able to rotate 360° around the vessel‘s leg, offers a relatively small obstruction area of 12m, which – together 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 solution prevents the crane from obstructing free space on deck which can be used for loading the jack-up vessel. Besides the powerful electrohydraulic drive with 4,000 kW, the Litronic® control system developed by Liebherr as well as the integrated power management provide optimum performance in all operating conditions.


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

Per 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 installation of over 5 MW strong turbines and rotors as well as the loading and subsequent safe installation of the heaviest foundations. Apart from the installation of offshore wind power stations the crane is also suitable for the oil and gas market, e.g. for assembly and disassembly of platforms or other structures. Production, transportation and set-up

The size and weight of the individual components of the CAL

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64000–1500 Litronic® partly required the adaptation of the company‘s own production facilities at Liebherr-MCCtec Rostock GmbH. Not only special machines for mechanical processing were necessary but also the enlargement of clearance 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 Shipyard in Gdynia/ Poland in one piece. For this reason, the crane will be transported 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 Innovation the assembly of the crane is closely co-ordinated with the completion of the jack-up vessel as the ‘Crane around the Leg’ must be positioned before the vessel leg. With the CAL 64000–1500 Litronic® Liebherr offers a further representative of its extensive range of offshore heavy lift cranes featuring maximum lifting capacities of up to 3,000 t.

About Liebherr Liebherr builds various types of special-purpose cranes for material handling tasks in the maritime sector. The range of ship cranes is designed to cover demands on board all types of vessels and extends up to heavy lift requirements. The offshore industry is served by individually designed lifting equipment from Liebherr, constructed to suit customers’ requirements. A comprehensive range of floating cranes is available for bulk-handling and transshipping purposes. www.liebherr.com/MCM

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Hydronic balancing systems for cruise ships

Oventrop supplied hydronic balancing systems for AIDA ships

OVENTROP | Efficient hydronic balancing systems from Oventrop are installed on the cruise ships of AIDA Cruises, which recently introduced the “AIDAsol” as the newest member of its fleet. On board AIDA´s cruise ships Oventrop´s bronze double regulating and commissioning 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 Hydrocontrol FR are also suitable for salt water (up to a maximum of 38°C) and domestic water. The calculated flow rate or pressure loss can be preset for each individual circuit, ensuring an effective hydronic balance. The valves can be installed either in the supply or in the return pipe.

Oventrop provides all valves and valve combinations necessary to achieve a hydronic balance of heating and cooling systems. The products can be delivered separately or as a system. For the shipbuilding industry, Oventrop offers seawater resistant valves for hydronic balancing approved by the classification society Det Norske Veritas (DNV) and a pipe system approved by Germanischer 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 fixing plate.

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About Oventrop Oventrop GmbH & Co. KG based in Olsberg is one of the leading European manufacturers of valves and controls. The company´s portfolio includes cast iron gate valves (PN 16, sizes DN 40 – DN 300, both ports flanged), butterfly valves (PN 16, sizes DN 50 – DN 400), ball valves “Optibal”, metering stations (PN 16/PN 25 as wafer type to fit between flanges made of stainless steel or cast iron, sizes DN 65 – DN 900), bronze strainers, automatic airvent and pipe systems. www.oventrop.de

Hydrocontrol FR


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GERMAN MARINE EQUIPMENT | ELECTRICAL ENGINEERING & AUTOMATION

Control technology for exhaust gas system

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PHOENIX CONTACT Innovative control technology from Phoenix Contact is part of a newly developed exhaust system which significantly contributes to the reduction of ship´s emissions

A

s part of a large-scale project, the Norwegian company Mecmar AS, which is specialised in the designing and manufacture of custom-specific exhaust systems for diesel engines and gas turbine systems, developed an exhaust system together with the shipbuilding company Ulstein and the classification society Det Norske Veritas (DNV) that fulfils all requirements of the IMO-Green-Ship agreement. ILC 150 ETH compact controllers from Phoenix Contact control the exhaust gas purification.

Reduction of NOx emission

The system is based on the direct injection of ammonia into the exhaust gas stream to refine the selective catalytic reduction (SCR) application in the marine 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 temperatures above 900°C; however, reaction can also be achieved at a much reduced exhaust gas temperature of about 280°C when using a catalyst. To accelerate

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

the reaction with a catalyst the exhaust gas is mixed with ammonia gas. The mixture is then passed over a honeycomb structure containing vanadium pentaoxide 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 Mecmar system is that the exhaust pipe outlets can be located under 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 additional space can then be used for other purposes. Furthermore, the operating staff has all-round visibility from the bridge and the command position. Altogether, the exhaust filtering system from Mecmar reduces ecologically dangerous emissions as follows: X SOx 90-95%, X aldehydes 60-70%, X aromatic hydrocarbons 3050%,

X NOx 6-10%, X particles (not quantified but considerable). Monitoring/operating via autonomous touch panel

The exhaust gas purification procedure described is controlled 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 autonomous. Information on the properly conducted purification process is forwarded via an Ethernet network to the higherlevel IAS controller from Ulstein. There, the data is monitored and recorded so that the ecologically proper operating principle of the ship is secured irrespective of its current loca-

marine propulsion

tion. The runtime of the Visu+ visualisation software is already integrated into the TP 6T. In addition to SCADA functionality such as operating and monitoring, the visualisation of trend and the alarm handling, Visu+ also features additional functions for acquiring, operating and logging data as well as connecting to database systems. OPC serves the purpose of connection to the control level. Open interfaces allow seamless communication

The controller portfolio from Phoenix Contact provides five compact controllers with high communication capability for all users who are interested in introducing a modern automation system into their system environment. ILC 1xx‘s are programmed with the free PC Worx Express software that, due to its limited scope of functions, simplifies introduction into the Phoenix Contact controller world. It is therefore possible to quickly and easily implement various different automation solutions with the help of intuitive editors. Of course, all programs created with PC Worx Express can be used in the PC Worx standard programming 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

automotive

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Conclusion

An innovative exhaust purification system requires a just as modern and powerful control technology with open interfaces to enable seamless communication from the bridge to the engine 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. Mecmar and Ulstein are therefore totally convinced by the automation solution that was developed together with Phoenix Contact.

About Phoenix Contact Phoenix Contact Electronics GmbH based in Bad Pyrmont is a leading developer and manufacturer of industrial electrical and electronic technology. Founded more than 80 years ago in Germany, the company´s product range includes components and system solutions for industrial and device connection, automation, electronic interface and surge protection. www.phoenixcontact.de

Leading brands around the globe are already reaping the benefits: Thermamax solutions combine technical and economic features that meet your needs: quick and effective compliance with standards (SOLAS), precise thermal design and better sound-proofing result in optimised systems. Simplified installation/removal and longer service life reduce life cycle costs! Regardless of whether you have single-cylinder engines or large engines installed, operate on the high seas or on land, we have the experience and the expertise. Talk to us at Thermamax:

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

consistent data transmission without system breakdowns. The application possibilities for the compact controller with Interbus 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 automation systems. These must only be connected to the DIN rail after the controller. Mutual snapping-in and diagonal routing of the logic and periphery supply takes place automatically when placing the modules next to each other. The compact controller certified for maritime applications also distinguishes itself by its compact design since space is limited in the control cabinets of ships. However, the essential argument in favour of Mercmar and Ulstein was the excellent price/ performance ratio regarding to Phoenix Contact.

power generation


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Bearing monitoring system

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SCHALLER AUTOMATION With BEAROMOS Schaller Automation offers a

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reliable bearing monitoring system that recognises friction at an early stage. This way the operator can react before noticeable mechanical damage occurs.

L

arge engines being built and tested in major factories and engines being operated in ships and power stations around the world occasionally suffer immense damage, despite well-intended application of control, monitoring and condition based maintenance systems installed for their protection against such damage. Experiments and pilot tests conducted in the field with a revolutionary new type of bearing friction monitoring system have revealed that signals, from sliding components of an engine, can be extracted for evaluation to judge their operational condition. 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 lubricating oil film between these components is interrupted. With an appropriated evaluation method it is possible to provide 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 operation there are numerous instants where major components, whether they are semi-lubricated or run under partial friction, produce a thermo-electric effect which can be measured to the extent that the evaluation provides a diagram whether there is a normal operative condition

or a serious damage is under development. Lately, some interesting field experience could be gained on 4-stroke GenSet engines 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 monitoring 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 measurement principle did. Schaller´s BEAROMOS (Bearing Overheating Monitoring System) is a sensor developed with the objective to obtain information of signals that become noticeable when the rotating crankshaft is touching the metallic surface of main bearings. It is also intended to obtain signals of connecting rod bearings or a shaft/bearing combination, assumably 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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Fig. 2: Example of parameters showing the slide bearing typically approaching its fatigue life end at test bed shown in fig. 1

electricity generators or other similar combinations. The basic principle of the system, applied to an engine, is to measure the thermo-electric effect produced by a thermo-couple formed with the crankshaft (steel) when sliding on the soft metal alloy of the bearing shells (fig. 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 bearing shell at the instant when the oil film is partly interrupted. As soon as the oil film is complete, the thermo-electric current is interrupted and the BEAROMOS registers a normal operation. Should at any moment the oil film 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 behaviour of BEAROMOS in case of provoking repeatable failures of slide ring bearings, a cooperation was established end of 2008 with the German university Rheinisch-Westfälische Technische Hochschule Aachen (RWTH), at the Institute for Machine Elements and Machine Design (IME). While operators at the previously shown installations 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 previous investigations at University Karlsruhe where the comparison of the different bearing monitoring 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: X temperature measurement 2mm below sliding surface, X particle counter, X BEAROMOS sensor.

To simulate real engine built-in situation in best possible manner, tested bearings had to accept radial dynamic loads of pmax=33MPa at a frequency of 50Hz, generated by 2x hydro pulsers, installed at a 90° arrangement. In fig. 2, parameters of a tested bearing are shown while the bearing is typically approaching its fatigue end. It is clearly visible that the fatigue life end approach of the bearing is indicated 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 engines showed that what remains to be added to the method of monitoring is definitely the localisation of the emerging anomaly or damage within an engine. Further analyses of the signals have revealed that this task can be achieved in near future.

About Schaller Automation Schaller Automation is a pioneer in the field 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

www.interschalt.de

INTERSCHALT offers a wide range of products and services: Complete Bridge Equipment Reefer Container Monitoring Systems Voyage Data Recorders Engine Control Consoles Integrated Automation Systems Switch Gears Loading Computer Systems Ship- and Fleet Management Systems World wide after sales services Education & Training for the crew Innovation for shipping

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

Catamaran with modern automation technology WAGO 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.

T

he 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 PlanetSolar, 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-theart engineering was required to control the complicated and innovative technology. Using solar energy efficiently

On the Tûranor PlanetSolar, it is very important to use energy as efficiently as possible. Therefore, the developers had to optimise

44


the efficiency of the entire system, from the solar panels to the transformers to the motors and propellers. Under optimal conditions, 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 ensure that the ship can also sail at night and in poor weather. The batteries store a portion 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 significant 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 solar catamaran, the Swiss company Drivetek was responsible for project management of the entire electrical power and propulsion system. CAN control engineering

The individual components of the system communicate via CAN bus. Four industry PCs (IPC) from WAGO control the entire system. Two IPCs redundantly configured for safety reasons function as energy managers. 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

fied 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 officially 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

Point Trackers (MPPT) also developed by Drivetek are very efficient 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 operating point, i.e. the voltage and current that the panels generate, so that the solar panels 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 constantly informs the crew about the current status of the system. The other two IPCs control the redundant propulsion. In each float, 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 suitability for shipbuilding,“ explains Thomas Schafroth, Drivetek Project Manager for PlanetSolar. The IPCs are certified by Germanischer Lloyd and can therefore be used in the marine sector.

About WAGO WAGO Kontakttechnik GmbH & Co. KG based in Minden is one of the world market leaders in the field 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 construction, in building services and in many more demanding applications. www.wago.com

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Positive experiences during the world tour

During the initial stops of the Tûranor PlanetSolar, technicians had the opportunity to check and maintain the installed systems. 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 included an inspection by the battery supplier 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-

TILSE Industrie- und Schiffstechnik GmbH Sottorfallee 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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CO2

Open automation platform fosters fuel reduction NORIS 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 savings can be reached by optimisation of a consistent engine power. NORIS Automation GmbH, Rostock, has developed an open automation platform, which fosters reduced fuel consumption.

and PC technology. This reduces possible error sources. Visualisation is also included in the system, as a result, data can be accessed from any Ethernet port using neutral PC technology, e.g. notebooks. NORISYS 4 brings web technology onto the ship. The communication interface is redundant at both field 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 sufficient capacity for highly dynamic applications and reserve capacity for progresses.

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the control computer‘s USB interface and a SDHC card slot. Further, the NORISYS 4 supplies thorough network integration directly on the control unit. It is represented as a network node with an integrated FTP server and web server. System functions being displayed in the ship‘s network, remote maintenance, and web-enabled visualisation complete the offer with corresponding on-board infrastructure. The deployment of libraries with basic functions and the development of customer specific 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 efficient control system, tightly bound to the IEC 61131-3 norm, with the result that programming the system complies a global standard. Eco-friendly solutions

NORISYS 4 CPU with extension modules

System integration

Shipping companies, shipyards and captains call for integrated, open and easy-touse systems which facilitate their daily work and guarantee a high safety level. Modern automation systems regularly offer numerous options in addition to process monitoring and control functions without flooding the user with data. Thus, system integration, common for a long time in the industry sector, 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 control 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 advantages of a modular concept with the latest hard- and software technology. The system incorporates field bus and Ethernet and removes the strict separation between PLC

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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 field bus connection as well as vertical process integration from field level to control and management levels. Communication between control computer and the newly developed extension boxes is based on the MODBUS standard. The efficiently implemented communication structure to the extension boxes allows for data exchange rates of more than 500 data words in less than 250 ms. The extension boxes and the software make a compact and customer-specific setup possible. Digital channels are separately switchable between input and output using the software. Likewise, analog channels for industrial norm signals are conditionable by software and are constructed electrically isolated. As a result, the engineering for the shipyard is simplified and errors during construction phase can be avoided. Added values and benefits

Apart from the classic tasks the new control system offers added values through its secure data logging function, supported by

The automation system for the engine control 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 profile for the voyage. The automation systems facilitate the job of captains and chiefs, help to save fuel and are a contribution to Green Shipping.

About NORIS Automation The NORIS Group based in Nuremberg develops, produces and sells devices for use in the fields of sensors, signal processing and the visualisation of temperature, speed and pressure, along with complete integrated automation and control systems. 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

A10/13I

Power efficiency is ready to board your fleet

www.eaton.com

Maritime solutions for secure, reliable, and efficient onboard power management Eaton is present in more than 150 countries – with its Electrical, Hydraulic, Aerospace, and Vehicle Groups. On board ships of any tonnage our products, systems, and services conjointly establish the most 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 innovative 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!


Next generation redundancy system

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

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edundancy as the main method to gain high-availability ensures optimal working conditions for interacting and highly efficient processes. Bachmann electronic has developed a new redundancy system complementing its “M1” marine control system, which offers flexibility and high performance by minimising downtimes and maximising productivity. 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 scalable in controller and network performance. By providing powerful integrated system functionalities like voting, high-resolution time synchronisation and detailed debugging information, the redundancy package is able to cut down valuable time in development, engineering and maintenance through the whole lifecycle.

Controller redundancy

The Bachmann M1 system provides a family of state of the art redundant controllers

which minimise the failover time and guarantee bump-less high speed real time control. Development efforts have been concentrated 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 network variables make it possible to reduce complex read and write operations on remote stations to simple assignments like working with local variables. This variable mapping is completed with a built in voting-mechanism which reduces complexity in programming. Simple but powerful Application Programming Interfaces (APIs) give access to integrated error detection functions on controllers, network and remote I/O stations. Cycle times of the redundant runtime system on the master controllers are configurable 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 Modbus protocols.

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Network redundancy

The main requirement on the network level is to assure a lossless real-time communication between master and slaves. Minimisation of the failover time is the critical point. A free selection of network topologies like bus, tree, ring and combinations of them are desirable for the engineering process. Copper wiring, fibre 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 fibre optics, components with lower demands like maintenance terminals by copper wiring. Beside the requirements on real time network capabilities parallel data exchange is needed. HTML-configurable network devices and supervision equipment such as video cameras are two examples for Ethernet based devices equipped in the vessel. The M1 system complies with all those conditions. Failover time is zero milliseconds using just standard commercial offthe-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 freely and economically to every device. The application range reaches from duplicated fibre optical connection of remote I/O stations to HMI’s with a single copper connection to a dedicated station. No matter which implementation is selected there is no drawback in availability and functionality. Sustainability in mind the redundant protocol 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 configurable by the user how much of the overall traffic is dedicated to real time operations. Standardised Quality of Service (QoS) technology ensures parallel Ethernet services and protocols without interfering real time capabilities.

Flexible high-level redundancy system by Bachmann electronic

I/O redundancy

Complete units like engines, generators, pumps, valves or process facilities are connected either via a fieldbus 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 synchronisation abilities of the connecting network. To keep a system running under any circumstances 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 highest time resolution even if they are logically separated. The intelligent Bachmann electronic M1 system makes it even possible to synchronise redundant masters and intelligent slave stations within the sub-millisecond range. Each substation can be connected to established fieldbusses like Profinet, Profibus, CANopen, NMEA, J1939. Next to that a substation itself could be enlarged by using the configuration free real time fibre 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 integrated emergency sequences and even an otherwise fatal total loss of connection to the master controllers allow smooth emer-

System Competence Made in Germany

SAM Electronics GmbH Behringstrasse 120 22763 Hamburg . Germany

Phone: +49 - (0)40 - 88 25 - 0 Fax: +49 - (0)40 - 88 25 - 40 00 [email protected] www.sam-electronics.de

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 maintenance and process control are connectable to the I/O stations or directly to the redundant network. This allows fast and flexible access to diagnostic functions wherever needed. Simple connection of a maintenance notebook to the next network 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 complete system solutions in the field of automation technology. Bachmann electronic’s innovative controller systems and visual solutions are used globally in a wide variety of industrial engineering applications like in offshore and maritime automation, wind energy applications and in environmental technologies. www.bachmann.info


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

Protection of sensitive electronics on ships RITTAL Enclosure specialist Rittal provided stainless steel enclosures for a naval communication system to protect sensitive electronic components against environmental influences

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owadays, 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 technology. DEV Systemtechnik, which supplies the electronic components for communications systems in the context of military

projects, relies on Rittal‘s system and industry expertise. The medium-sized company DEV Systemtechnik from Friedberg specialises in equipment and systems for transmitting and distributing radio-frequency signals. The company was commissioned to provide modular systems consisting of subracks and plug-in cards to transmit high-

frequency signals via optical fibres for a naval communication system. The challenges faced in this project differ significantly from those of other DEV Systemtechnik ventures. They include specific 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-

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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 first delivered two prototypes of the enclosure concept to test the installation of the components. A foamed door seal and a compression seal ensure the high defence afforded by IP66 protection category, while an additional EMC gasket inside the door seal itself meets the high EMC requirements. IP, shock and vibration tests

Rittal‘s service also includes the tests conducted in its accredited laboratory to confirm that the necessary specifications 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 Rittal Rittal GmbH & Co. KG, which has its headquarters 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 market are making use of system solutions from Rittal. www.rittal.de

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

ards on EMC and resistance to shock and vibration must also be observed. Two independent power packs supplying the electronic equipment meet the high demands on redundancy. So-called TFOCA II connectors are used to connect the optical fibres. These have been primarily developed for military purposes and are very robust. Securely protecting components

Protection category IP66 is provided because 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 protect all the electronic components against environmental influences. That is why Rittal 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 industry management sector. Engineering process supported

Consulting 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 because 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 first performed finite element method (FEM) simulations to precisely determine the strains caused by

HEINZMANN‘s Oil Mist Detection System protects your diesel, gas or dual fuel engine from damage and explosion

TRITON I Oil Mist Detection Pipeless and suction free: direct detection Online and continuous monitoring Applicable for different diesel fuel qualities, including heavy fuel oil Self-redundant measurement system ATEX version available Marine-classified Minimising engine maintenance and service costs

HEINZMANN - trusted for more than 100 years

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www.heinzmann.com


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Reliable power protection solutions for cruise vessels EATON | 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 registered tons, accommodates 6,360 passengers 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 power 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 (uninterruptible 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. Onehundred-percent reliable, continuous and clean power has to be guaranteed for the ship’s safety and cruising-related applications as well as commercial applications 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 situations at sea.

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

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

UPS system on board

Challenges of installation

Conditions on board a ship differ significantly from those on shore: the power distribution 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, inclination, temperature variation and very limited space present further challenges for the setup. In addition, every device securing safety and cruise-related systems need to meet the stringent requirements set by various classification 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 configured 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 emergency lighting, navigation equipment, ship automation and HVAC applications as well as casinos, theatres and other entertainment venues against disruptive power interruptions. The delivery consisted of a set of Eaton 9395, 9390, 9355 and 9155 marine UPSs, including 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 transformers as well as PowerVision management software for system performance monitoring.

Oasis of the Seas is constructed of 181 grand blocks, each weighing approximately 600 metric tons. Each block was first finished as far as possible, including the installation of electrical devices, and then the blocks were brought together. This colossal construction 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 construction 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 employed in five of the Royal Caribbean International 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 Eaton Eaton‘s Electrical, Hydraulic, Aerospace and Vehicle businesses supply products, systems and services in over 150 countries. As an energy management company, Eaton is a key supplier of solutions approved 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 solutions. www.eaton.eu/marine

Pumps

Valves Systems

Wherever you sail, we‘re on board – pumps and valves from KSB. 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 transport 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. YYYMUDEQO

GERMAN MARINE EQUIPMENT | NAVIGATION & COMMUNICATION

New generation of integrated navigation

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RAYTHEON 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 flexibility for most individual bridge configurations. Innovative functions were added, that contribute to voyage optimisation and to increased fuel efficiency.

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he Integrated Navigation System (INS) features new wide-screen, taskorientated multifunctional workstations, which allow full scalability and future expandability. Possible configurations are ranging from a stand-alone radar or ECDIS workplace to a full integrated workstation that provides access to all the nautical tasks. A newly developed Bridge Integration Platform

features common interfaces to further ship systems that enable the integration of additional data from automation, DP system or CCTV. The central change of colors as well as central 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 workstation. Having all informa-

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P.B. 10 06 61 · 42571 Heiligenhaus · Germany · Phone + 49 - 20 56 - 58 55 - 0 · Fax + 49 - 20 56 - 58 55 - 41

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tion consistently available throughout the whole navigation network provides full flexibility in creating new shipborne applications. As an example, to increase fuel efficiency Raytheon Anschütz presents the unique Voyage Efficiency Monitor for the joint display of navigation data with engine automation data and loadmaster computer data. The Voyage Efficiency Monitor is to enhance bridge operations, particularly with regard to the rudder steering, which can help to reduce hull resistance and fuel consumption. In a typical configuration the Voyage Efficiency Monitor shows basic navigation data and autopilot settings, wind and drift, steering correction angles, roll stability, draft and trim, yawing (heading swing), rudder resistance, rudder action and fuel consumption. The Voyage Efficiency Monitor makes all the data available at a glance to increase situation awareness and to support the navigator in right decision making. Together with the new system architecture, also a new generation of radar, ECDIS and steering control systems is launched. All new Synapsis workstations use a standardised solid-state PC with passive cooling which was designed to increase reliability and lifetime. Both, new Synapsis ECDIS and new Synapsis Radar, are now fitted with an integrated data management. The new Consistent Common Reference System (CCRS) con-

tinuously observes the availability, validity and integrity of all sensor data and calculates a quality indicator for each sensor. 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 different 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 efficiency and finally 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 planning 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 fitted with take-over function and include wire break and steering failure monitoring. The new adaptive Anschütz autopilot series NautoPilot 5000 with its color TFT and touch screen operation seamlessly integrates into the system. The large display fea-

Latest generation of navigation technology launched: Synapsis Intelligent Bridge Control

tures an integrated heading and rudder plotter, which provides a graphical indication of heading changes and all used rudder angles. This indication instantaneously indicates the steering performance of the autopilot and simplifies the optimisation of autopilot parameters such as rudder, counter rudder and yawing. Another contribution to fuel efficiency is made by the ECO-mode of the autopilot,

which provides the automatic adaptation to the current seastate and weather. Subsequently 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 Anschütz launches innovative products that were not only developed to set highest standards of safety but also to con-

tribute to voyage optimisation, reduced fuel consumption and hence increased energy efficiency. The company itself maintains an Environmental Protection Management, which has been certified according to the standards of ISO14001. Subsequently, all processes and products are continuously optimised 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 Systems. 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

Valves, controls + systems Isolating and regulating valves for the shipbuilding industry With the hydronic balancing system, Oventrop offers almost all valves and valve combinations necessary to achieve a hydronic balance of heating and cooling systems. For the shipbuilding industry, Oventrop offers seawater resistant valves for hydronic balancing and a pipesystem approved by DNV.

Balancing valves

Ball valves

Combi-System

Gauge cock

Butterfly valves

Bronze strainer

OVENTROP GmbH & Co. KG Paul-Oventrop-Straße 1 D-59939 Olsberg Telefon +49 (0)29 62 82-0 Telefax +49 (0)29 62 82-403 E-Mail [email protected] Internet www.oventrop.de


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One solution for automation and navigation

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SAM ELECTRONICS A significant 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 significantly improved standards and ease of operation while greatly reducing any need for spare parts.

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he NACOS Platinum series typically provides a complete range of ship control systems and functions, running on a shared set of standardised workstations with multi-function displays supported by a common Ethernet network. Based on SAM’s experience in the development of integrated navigation systems for ships of all types and sizes, this latest development both expands and simplifies the concept of combining differing components into a single collective assembly – one capable of managing an increased number of operational functions in a much more costefficient way. While ship owners still retain the option of installing and connecting separate standalone equipment aboard vessels, true functional integration of complete all-purpose

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

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 activities. This means of amalgamating operations extends equally

to introduction of an integrated software platform with which a novel Graphical User Interface (GUI) ensures consistent performance of individual system components. The development is particularly innovative since it is no longer reliant upon traditional keyboard or mouseoperated switching procedures. User centred design

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D- 22844 Norderstedt • Oststraße 73 Tel. +49 40 / 3259 4444-0 • Fax. +49 40 / 3259 4444-9 • [email protected] • www.Friesland-Kabel.de

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All NACOS Platinum series components have been developed as part of a radical user centred design approach involving extensive research into ergonomics as a basis for product development and usage. As a result of teaming with experts from world-class institutes and software design specialists, a series of systems has been conceived which is instinctively responsive to the needs of users under the umbrella, “Captain’s Choice”. All system mechanisms, dialogues and interfaces have thus been developed by acknowledged experts in the fields

| BA12-10E |

PC Control: Scalable control technology for the shipbuilding industry.

NACOS Platinum Chartradar display

of human behaviour, leading to development of intuitive systems ensuring higher standards of stress-free operational reliability and safety. Scalability and network

Products of the NACOS Platinum series are all assembled by networked components, making a typical system of whatever size scalable to an unprecedented degree. Thus a combination of networked architecture and modular components, for instance, provides the means for designing a variety of configurations ranging from a simple stand-alone ECDIS-type system to highly sophisticated assemblies combining navigation and automation functions supported by numerous identical workstations and many thousands 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 Radar 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 automation workstation or even, if so desired, from the Captain’s office. Moreover, functional simplicity and effectiveness of any type of configuration extends equally to an “out of the box” concept of operation, something which has hitherto been generally confined to highly specialised systems or those for the cruise industry.

Hardware and software

With a NACOS Platinum assembly, considerable efforts have been made to harmonise its individual components. The aim here has been not only to reduce costs, but also to simplify installation and servicing requirements along with faultfinding procedures. One result is that it is much easier for crews to operate a system throughout its lifetime without being burdened by, say, tiresome and unwelcome demands for numerous differing spare parts. Together with harmonised components, a system’s hardware and software provide an unprecedented range of selfdiagnostics as well as spare part replacement procedures, all of which can be readily activated. This is made possible by continuous automatic monitoring of all operational parameters and hardware integrity within individual modules. The effects are accessible at any workstation and are shown in easily understandable graphic form together with a precise indication of location, type of fault and the means of correction or replacement.

www.beckhoff.com For the shipbuilding industry Beckhoff offers scalable control technology 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.

About SAM Electronics SAM Electronics GmbH based in Hamburg is one of the world´s leading manufacturers and suppliers of maritime electrical and electronic systems. The company´s portfolio includes electrical power packages, electrical drive systems, automation systems, navigation and communication equipment.

IPC I/O Automation

www.sam-electronics.de


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EcoMAIN collects heterogeneous field data by means of a standard hardware using various specific data-collection interface modules

Green fleet management SIEMENS | Siship EcoMAIN is a technical and economical operational management system for ships and fleets. 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 emissions. 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 environmental regulations, ship owners and operators are looking for efficient and effective solutions to significantly improve their bottom line and to lower fuel consumption and emissions. Several applications are already offered on the market, but they do not fully take advantage of the available data in the existing systems. The reason is that field data is inconsistent at the ship level as well as at the fleet management level. In fact, often an application for a specific

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data arrangement is designed for each ship individually, which means that investments have to be made repetitively for each application or installation. In line with the company policy of providing solutions that protect the environment, Siemens expanded its maritime portfolio of power generation and distribution, propulsion and automation systems to include Siship EcoMAIN. This innovative product makes it easy to install already proven applications on different ships in a fleet. Furthermore, EcoMAIN is also able to collect heterogeneous field data by means of a standard hardware using various specific datacollection 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 application interface (API), all applications can access and return information stored in the Eco-


MAIN database to perform optimisation routines. Furthermore, output from one application can be used as input data for another application. The onboard visualisation of each application is shown on the EcoMAIN graphical user interface (GUI), which provides consistent presentation of historical data, trend data, reports and, last not least, operational decision support for the crew and superintendents to achieve the most efficient ship and fleet performance possible. EcoMAIN collects data from various applications on a ship, yet the individual applications can still be accessed directly and independently. In a second step, the EcoMAIN system securely transmits data from each ship to the fleet headquarters. The data can be used to compare the individual ship operation data, thus enabling best practice sharing and efficient fleet operation. The EcoMAIN fleet management platform also

provides remote access. Using remote access, crews can receive support via remote diagnostics from the customer’s fleet operations center. Service support from the respective equipment manufacturers can also be provided with remote access.

About Siemens Marine Solutions For more than a hundred years Siemens Marine Solutions has been specialising in the design, manufacture and commissioning of electrical equipment for all types of merchant vessels, naval vessels and submarines worldwide. This includes turnkey projects and conversions 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 communication INTERSCHALT | Satellite communication from one source is offered by INTERSCHALT maritime systems AG in cooperation with the Italian communications company Telespazio S.p.A. The solution includes full data service (content and transmission 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 shipto-shore data exchange. In accordance with the concept of the company´s value chain, the cooperation allows INTERSCHALT to offer air time, software solutions, 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, including planning, configuration, logistics (on-time delivery of all components), installation (implementation and connection), support, maintenance contracts upon expiration of warranty periods and help desk support. Successful installation on first ships

The installation of the complete package for satellite communication has already been successfully completed on the first ships. They were fitted with Kuband or C-band antennas from SeaTel and integrated into the on-board computer network. In a second step, special software for satellite data exchange ‘Blueconnect’, developed by INTERSCHALT, was installed. ‘Blueconnect’ gives users conducting on-shore inspections the capability of retrieving a large variety of ship-related data (e.g. from automation, VDR, ECDIS or our technical management system ‘Bluefleet’). ‘Blueconnect’ retrieves data in an auto-

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

INTERSCHALT employs 45 service technicians based at five international 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 welltrained, capable service technicians, whose services range from system installations, to annual performance tests (APTs) all the way to complete retrofits. Bluefleet: modern technology for fleet management

In addition to its well-established IS seacos loading computer system ‘MACS3’, INTERSCHALT supplies software solutions for scheduling maintenance of commercial vessels. The IS seacos fleet management system ‘Bluefleet’ combines modern software technology with many years of experience in developing comprehensive plannedmaintenance systems that meet the complex requirements of the maritime market. The system features a modular structure that can be configured by different systems: from a simple PMS system up to a comprehensive system with ISM document management, order management, dockyard management and condition-based maintenance. Central database

By means of modern software technology with a central SQL database, users can obtain information on the technical condition of individual ships across a whole fleet. The system automatically 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 replacement parts and other items, are stored in the central database, where they are processed once and then replicated for all applicable ships. This centralised process yields a better picture of on-board conditions and simplifies 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 training (CBT) software will help crew members to quickly become familiar with the system.

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About INTERSCHALT INTERSCHALT maritime systems AG represents one of the leading suppliers to the shipbuilding and shipping industry. The product portfolio ranges from hardware electronic switchboards, automation applications to software solutions, global services from owned service stations to crew training. Based in Schenefeld near Hamburg and with more than 50 years of experience 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

more than 45.000 engines well protected by VISATRON® Oil Mist Detection Systems

Schaller Automation GmbH & Co. KG

! "#$ %' ((( %'


59

Compendium Marine Engineering Operation – Monitoring – Maintenance Editors: Hansheinrich Meier-Peter | Frank Bernhardt

According to the German edition this book represents a compilation of marine engineering experience. It is based on the research of scientists and the reports of many field engineers all over the world. This book is mainly directed towards practising marine engineers, principally within the marine industry, towards ship operators, superintendents and surveyors but also towards those in training and research institutes as well as designers and consultants.

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

Find out more about this compendium and order your copy at www.shipandoffshore.net/cme.

Just fill out the form and fax it to: +49 40/2 37 14-450 or e-mail to [email protected] Yes, I would like to order _____ cop(y)ies of ”Compendium Marine Engineering”.

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First Name/Name

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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]

Seehafen Verlag

GERMAN MARINE EQUIPMENT | SPECIAL OUTFITTING

CO C O2

Lock and hardware concepts for ships SCHWEPPER | Every main

Three-point locking in stainless steel

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 basically from a lock, handles, plates and hinges to more refined and adjusted products according to the functionality or design planned or required. Additionally other „areas“ of the accommodation section are involved in order to be accessible, like furniture, etc. that needs to be secured with locks operating 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, fire 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 varying or inferior quality. The

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marine environment leaves no chance for the choice of inferior quality – each one of these external influences will bring out any flaw immediately 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 counterparts from the land construction industry. Whereas cost cutting may be justified on land-based projects (domestic/industrial), locks and hardware in marine applications must guarantee reliability in an emergency situation 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 factors 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 first 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 flexibilty. Many shipowners neglect this kind of product – but in the end, when others decide the quality the effort to re-install Schwepper products after the initial launch brings extra expenses that could be avoided. Recent developments comprise the refinement of existing product types towards more design appeal as well the integration of electronics into their systems.

About Schwepper Schwepper Beschlag GmbH & Co based in Heiligenhaus is one of the worldwide leading 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, custommade locks and electronic components. www.schwepper.com

Good partnership

is about more than just working together. R&M – a reliable partner for turnkey solutions - worldwide: HVAC Insulation Engineering Interior outfitting Accommodation systems R&M Ship Technologies GmbH · Witternstraße 2 · 21107 Hamburg / Germany www.shiptec.info


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GERMAN MARINE EQUIPMENT | SPECIAL OUTFITTING

CO C O2

Large fire doors successfully tested and approved

The new A60 hinged door model successfully passed the fire test

PODSZUCK | Podszuck GmbH

supplies an extensive range of fire doors for the maritime sector. The doors can be used in interior and exterior areas on all types of ships and vessels, including yachts, cruise ships and

merchant ships, as well as on offshore platforms. Recently, two large A60 hinged door models successfully passed the fire 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 fire test lasting 60 minutes at a temperature of up to 960°C. Each of the two hinged doors was tested for 70 minutes, although 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 minutes, during which neither of the doors exceeded the permitted maximum temperature at the various measuring points. Individual measuring points must remain below 180°C, and the average of all measuring points must not exceed 140°C. In addition, the doors flawlessly passed other mandatory checks during the tests: a wad of cotton wool pressed against the door leaf must not catch fire, and the door leaf must not bend out of the frame. The two A60 hinged door models, which are also available in smaller dimensions, expand Podszuck‘s comprehensive portfolio of single leaf and double leaf hinged doors and sliding doors, offering a wide range of

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

About Podszuck Podszuck GmbH, headquartered in Kiel, specialises in the designing, engineering and manufacturing of high quality doors for all kinds of ships like container vessels, ferries, yachts and for platforms. All fire doors are certified by ABS, BV, GL, LR, RINA, RRS, SBG, TC and USCG. www.podszuck-gmbh.de

smm-hamburg.com

keeping the course 4 – 7 sept 2012 hamburg shipbuilding • machinery & marine technology international trade fair

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

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Special Edition of

X IMPRINT

X INSERTS

PUBLISHER DVV Media Group GmbH Postbox 10 16 09, D-20038 Hamburg Nordkanalstraße 36, D-20097 Hamburg Phone: +49 (0) 40 2 37 14 - 02

2 18 28

MANAGEMENT Dr. Dieter Flechsenberger (CEO) Detlev K. Suchanek (Publishing Director) Email: [email protected] EDITOR IN CHIEF Dr.-Ing. Silke Sadowski Phone: +49 (0) 40 237 14-143 Email: [email protected] ADVERTISING Florian Visser Phone: +49 (0) 40 2 37 14 - 117 Email: fl[email protected] READERS‘ AND SUBSCRIBERS‘ SERVICE Riccardo di Stefano Phone: +49 (0) 40 2 37 14 - 101 Email: [email protected] PRINT Stürtz GmbH, Würzburg COPYRIGHT by DVV Media Group, Hamburg, Germany INTERNET www.schiffundhafen.de www.shipandoffshore.net www.dvvmedia.com CO-PUBLISHER VDMA e.V. Marine and Offshore Equipment Industries Weidestraße 134, D-22083 Hamburg, Germany Phone: +49-(0) 40 50 72 07-0 Fax: +49-(0) 40 50 72 07-55 Email: [email protected], Web: www.vdma.com/marine-equipment

11 33 57 60,63 47 56 7 62 51 14 43 16 22 20 25 53 35 9 39 5 23 37

Alfa Laval Tumba AB, SE-Tumba Andritz Hydro GmbH, D-Ravensburg Atlas Copco Kompressoren und Drucklufttechnik GmbH, D-Essen Bachmann electronic GmbH, A-Feldkirch J.A. Becker & Söhne Maschinenfabrik GmbH & Co.KG, D-Neckarsulm Beckhoff Automation GmbH, D-Verl DVV Media Group GmbH, D-Hamburg Eaton Industries GmbH, D-Bonn Friesland Kabel GmbH, D-Norderstedt GEA Heat Exchangers GmbH, D-Herne Hamburg Messe und Congress GmbH, D-Hamburg Heinzmann GmbH & Co. KG, D-Schönau Imtech Marine Germany GmbH, D-Hamburg INTERSCHALT maritime systems AG, D-Schenefeld Jastram GmbH & Co KG, D-Hamburg Karberg & Hennemann GmbH & Co.KG, D-Hamburg Kompressorenbau Bannewitz GmbH, D-Bannewitz Körting Hannover AG, D-Hannover KSB AG, D-Pegnitz Lechler GmbH , D-Metzingen L‘Orange GmbH, D-Stuttgart Hans Lutz Maschinenfabrik GmbH & Co., D-Reinbek MAN Diesel & Turbo, DK-Kopenhagen Mecklenburger Metallguß GmbH, D-Waren (Müritz) MWB Motorenwerke Bremerhaven AG, D-Bremerhaven

24 32 55 48 61 15 29 49 59 50 17 54 27 19 31 41 45 42 21 64

Neuenhauser Kompressorenbau GmbH, D-Neuenhaus NORIS Group GmbH, D-Nürnberg Oventrop GmbH & Co.KG, D-Olsberg Podszuck GmbH, D-Kiel R&M Ship Tec GmbH, D-Hamburg Reintjes GmbH, D-Hameln RWO GmbH Marine Water Technology, D-Bremen SAM Electronics GmbH, D-Hamburg Schaller Automation Industrielle Automationstechnik GmbH &Co.KG, D-Blieskastel Schoenrock Hydraulik Marine Systems GmbH, D-Schenefeld Schottel GmbH, D-Spay/Rhein Schwepper Beschlag GmbH & Co., D-Heiligenhaus Siemens AG, D-Erlangen SKF Lubrication Systems Germany AG, D-Berlin Stromag AG, D-Ulm Thermamax Hochtemperaturdämmungen GmbH, D-Mannheim Tilse Industrie & Schiffstechnik GmbH, D-Hamburg Veinland GmbH, D-Seddiner See VEM Sachsenwerk GmbH, D-Dresden 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

Offshore Wind Farm Operations & Maintenance Benchmarks, costs and best practices for current and future wind farms

The offshore wind industry is an industry in transition. For the first time gain reliable data, forecasts on offshore wind farm operations and maintenance. This study acts as an indispensable reference guide for O & M service providers, wind farm operators, energy utility companies, investors, researchers, engineers, distributors and many more, who participate in the offshore wind energy industry.

Order your copy now on: www.shipandoffshore.net/study ` Where you´ll find more information and an executive summary 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.

DVV Media Group GmbH | Phone: +49 40 237 14-440, Fax: +49 40 237 14-450, [email protected] DVV Media Group

I/O Aboard? 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! 1SVIXLERHMKMXEPEREPSKERHWTIGMEPX]-3QSHYPIWEVIEPVIEH]

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Ideal for demanding automation solutions in shipbuilding applications and onshore/offshore installations. -RXIVJIVIRGIMQQYRMX]VIUYMVIQIRXWEGGSVHMRKXSGVMXIVME%EVIJYPJMPPIH

WMKRMJMGERXP]I\GIIHMRKEPPMRHYWXVMEPVIUYMVIQIRXW -RWXEPPHMVIGXP]SRGSQFYWXMSRIRKMRIWZMFVEXMSRW[MXLEGGIPIVEXMSRWYT

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Open for all standard fieldbus systems '%2STIR(IZMGI2IX)8,)62)813(&97ERH463*-&97

www.wago.com

VDMA - 20111272

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