included marine equipment - startseitethe new me-gi generation of man b&w two-stroke dual fuel...

German

Marine EquipmentADVANCED TECHNOLOGY FOR WORLDWIDE SHIPPING AND SHIPBUILDING

Marine and OffshoreEquipment Industries

GREENGUIDEincluded

ffshoredustries

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GREEN GUIDE

Comment04 VDMA: Leading in innovation for the

highest effi ciency and a clean environment

1 Engines & power generation06 MAN Diesel & Turbo: Propulsion

solutions for all requirements

09 MTU: Rescue cruiser for Sassnitz search and rescue station

2 Propulsion & manoeuvring technology11 HEINZMANN: Innovative dual-fuel

developments

14 Schottel: Sophisticated propulsion systems for various types of vessels

16 KBB: Turbochargers for IMO Tier II and III

18 Imtech Marine: Sustainable propulsion concept for Scottish ferries

19 Becker Marine Systems: Innovative energy-saving device

20 ABB: Active air management: Shifting the NOx-fuel tradeoff

22 MMG: Tailor-made energy savings package

23 Jahnel-Kestermann: New gear series

3 Ship equipment24 KSB: Valves for process chain of LNG

production

26 J.D. Neuhaus: Handling solutions for ship yards

28 Körting: Maintenance-free ejectors for bilging and ballasting

30 Leistritz: Direct-driven screw pump for diesel engines

31 Schwepper: Customised lock solutions

32 Mahle: Effi cient water treatment systems

34 RWO: Sustainable ballast water treatment

36 GEA Westfalia: Chemical-free ballast water treatment

37 DVZ: Certifi ed water treatment

4 Electrical engineering & automation38 Bosch Rexroth: Full speed ahead to

individual control solutions

40 Noris: Engine monitoring based on open automation platform

42 Rittal: Housing and enclosure units for conversion project

44 Bachmann electronic: Integrated auto-mation and condition monitoring system

46 INTERSCHALT: Fuel savings through trim optimisation

47 SAM Electronics: Emission reduction for berthed vessels

5 Deck & safety equipment48 Siemens: A linear direct drive for active

damping

53 Liebherr: Cranes and winches for marine applications

56 d-i davit international: Electric driven and lightweight davits presented

57 WISKA: Full IP camera surveillance for marine surroundings

6 Navigation & communication58 Raytheon Anschütz: IMO-compliant

integrated navigation system

7 Offshore61 Andritz Ritz: Space-saving pumps for

offshore platforms

62 Friesland Kabel: Certifi ed cables for various weather conditions

The protection of the environ-ment 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 environmental-ly friendly characteristics of the presented technologies.

Greenhouse gas reduction

Sustainability/conserva-tion of resources

Emission reduction of sulphur oxide

Reduction of marine contamination/pollution

Effi ciency

Avoidance of the spread of non-native marine organisms

Noise reduction in the ocean

Emission reduction of nitrogen oxide

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GERMAN MARINE EQUIPMENT | DIRECTORY

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Leading in innovation for the highest effi ciency and a clean environment

German suppliers are world champions in innovation with the priority aim of signifi cantly improving economy and the environmental footprint of the international ship-ping industry. The main topics here are lower fuel consumption, more

onboard safety, a higher degree of automation, longer periods between overhauls, comprehensive onboard environmental protection and the reduc-tion of ship operational costs. It is with the same aim in mind that German suppliers are optimis-ing the product-related, globally fl exible service networks and concluding forward-looking coopera-tion deals.With this publication, we would like to bring inter-national shipowners, ship-

yards, institutes and all those interested in shipbuilding up to date on the current technological situation and the further development of a number of important ship sys-tems offered by the German industry. On board modern commercial ships, more than 30 equip-ment systems need to be dovetailed into a single, com-plex “fl oating plant” and operate to a very high degree of reliability. These equipment systems – from propulsion, energy supply, automation and intelligent loading sys-tems to navigation and communication equipment as

well as safety systems – need to work perfectly around the clock. This is the job of a highly capable and special-ised shipbuilding equipment industry, which cooperates closely with national and international shipyards and with shipowners when products and systems are being de-veloped. In Germany through the decades this has resulted in the creation of a highly qualifi ed marine industry whose globally recognised competence stems largely from a combination of experience and innovation. More than 400 companies, scattered throughout the whole country, make up the German equipment supply industry. In the past decades, they have succeeded in boosting exports to more than 70 % of production, with a yearly turnover of EUR 11 billion.German equipment suppliers are working consistently to direct the thinking and working practices of their em-ployees into a future-oriented form of cooperation. The fact that shipowners, as customers, along with capable technology partners in German universities and class societies are also closely involved in this challenging but necessary process and cooperate within a “shipbuilding network” is a quite unique and important competitive factor for the German shipbuilding industry. As well as making efforts to constantly improve their prod-ucts and system competence, German equipment suppli-ers are also increasing their market presence worldwide in order to meet the demands of international customers for “on-site” professional consultancy and service. We hope this publication will provide readers with in-teresting, practical and future-oriented information and arouse interest in seeking and deepening contact with our capable German marine equipment companies.

Marine and Offshore Equipment Industries

This branch association is a special division of the well-known non-profi t organisation VDMA (German Engineering Federation). This special group represents the whole industry with member companies from all branches such as the mechanical engineering, electrical and electronic industries. VDMA supports its member companies with a wide range of activities and services:

• intensifying mutual cooperation with yards and operators in technological as well as commercial fi elds,

• supporting worldwide customers in arranging contacts with German marine equipment manufacturers,

• fostering the free and fair market principles in the world marine market by means of close contacts with various international organisations,

• sponsoring important international exhibitions in the shipbuilding sector.

VDMA is also a member of SEA Europe (Ships and Maritime Equipment Association)

Contact:

VDMA – Marine and Offshore Equipment Industries

Weidestraße 13422083 Hamburg

Germany

phone: +49-40-50 72 07-0

fax: +49-40-50 72 07-55

email: [email protected]

web: www.vdma.com/marine-equipment

online directory: www.german-marine-equipment.de

Hauke Schlegel and Dr Joerg MutschlerManaging Directors VDMA

4 Special VDMA | Schiff & Hafen | 2013/14

GERMAN MARINE EQUIPMENT | COMMENT

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The Future is ClearME-GI dual fuel done right

MAN B&W MC/MC-C Engines MAN B&W ME/ME-C/ME-B Engines MAN B&W ME-GI/ME-C-GI/ME-B-GI Engines

The new ME-GI generation of MAN B&W two-stroke dual fuel ‘gas injection’ engines are characterised by clean and ef�cient gas co�bustion control with no gas sli�� The fuel �e�ibility and the inherent reliability of the two-stroke design ensure good longter� o�erational econo�y� �ind out �ore at www��andieselturbo�co�

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Propulsion solutions for all requirementsMAN DIESEL & TURBO Looking back on more than 250 years of industrial history, MAN Diesel & Turbo, with its business units, is today one of the world‘s leading suppliers of state-of-the-art propulsion and power generation solutions for the maritime industry

For the shipping industry, the choice of fuel is becoming in-creasingly challenging. Growing demand for energy around the world has pushed up prices. In addition, rising environ-mental awareness has led to stricter national and international regulations. In particular, the International Maritime Organiza-tion (IMO) has imposed tougher thresholds on NOx and SOx emissions from marine traffi c. These limits are to be successively lowered over the next few years. So shipowners, shipbuilders and classifi cation societies are considering various means to re-duce emissions that are economically viable for new and exist-ing vessels.

MAN Diesel & Turbo makes every effort to reduce the fuel con-sumption and emissions of its marine engines. Technology from MAN Diesel & Turbo already makes it possible to comply with the stringent IMO Tier III limits due to enter into force in 2016. Selective catalytic reduction (SCR) and exhaust gas recirculation (EGR) are two highly effective measures that reduce NOx emis-sions, and the company is also working with partners to develop various desulphurisation technologies. A drastic reduction in sul-phur emissions can be achieved primarily by switching to fuels with lower sulphur content, e.g. marine diesel or natural gas. For this purpose, MAN Diesel & Turbo offers dual-fuel engines that run on both liquid and gaseous fuels.

MAN 35/44DF – the new medium-speed, four-stroke, dual-fuel engineAlthough there are many methods currently on the market that enable ships to comply with emission regulations while oper-ating economically, there is no one-size-fi ts-all solution. How-ever, highly fl exible dual-fuel engines offer an eco-friendly yet cost-effective solution, especially dual-fuel engines using clean-burning liquefi ed natural gas (LNG). Not only do they satisfy all emission requirements when running on gas, including the future IMO Tier III regulations, they also offer low operational and maintenance costs. Dual-fuel engines also have several ad-vantages over engines that run only on gas. Most importantly, should there be any problems with gas operation or a shortage of gas, the ship can simply switch to liquid fuel. However, every ship has different requirements in terms of its design, shipping route and operations. This demands a careful consideration of the LNG systems available in order to fi nd the most benefi cial solution for customers’ needs. MAN Diesel & Turbo’s 35/44DF engine offers a high output while meeting strict emissions regulations. This makes it ideal for applications where it can be used as a main propulsion en-gine and/or an auxiliary genset. The design of MAN Diesel & Turbo’s new medium-speed, four-stroke engine is focused on gas operation: In this mode, the engine uses a separate pilot ignition system based on a well-proven high-pressure injection technol-ogy employed in the truck industry. However, the engine is also equipped with a fully functional common rail injection system. An output of 530 kW/cylinder makes the 35/44DF the engine with the highest power output in its segment. Yet it still fulfi ls the current IMO Tier II emissions limit in liquid fuel mode, and the future IMO Tier III limit in gas operation, without the need for any additional after-treatment systems. In addition, the engine is designed to offer a high degree of fuel fl exibility: It operates reliably on all kinds of marine fuels, such as HFO, MDO, MGO and LNG. All of these factors make the 35/44DF ideal for ships needing a clean yet effi cient form of propulsion: ferries, RoRo vessels, cruise ships, gas tankers, and offshore service and sup-ply and production vessels. The new 35/44DF marks the next stage in the expansion of MAN Diesel & Turbo’s dual-fuel en-MAN Alpha CP propeller


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gines portfolio, perfectly complementing the power range of the 51/60DF engine.

Low-speed, dual-fuel ME-GI engineOriginally unveiled during a major event at MAN Diesel & Turbo’s Copenhagen Diesel Research Centre in May 2011, the low-speed, dual-fuel ME-GI engine represents the culmination of many years’ work that began in the 1990s with the company’s prototype MC-GI dual-fuel engine that entered service at a pow-er plant in Chiba, near Tokyo, Japan, in 1994. Depending on relative price and availability as well as environmental consid-erations, the ME-GI engine gives shipowners and operators the option of using either HFO or gas – predominantly natural gas but also, eventually, LPG. Previous research indicates that the ME-GI engine delivers signifi cant reductions in CO2, NOx and SOx emissions. Furthermore, the ME-GI engine has no methane slip. MAN Diesel & Turbo predicts a broad, potential market for its ME-GI engine, extending from LNG and LPG carriers to other oceangoing vessels such as container ships and ships that ply a fi xed trade. As such, the ME-GI engine is a highly effi cient, fl exible, propulsion-plant solution that can be retrofi tted on all existing ME engines.

Propeller design and propulsionAn optimised propeller design makes a major contribution to highly effi cient and eco-friendly marine propulsion systems. To-gether with shipping companies, shipbuilding testing institutions and universities, MAN Diesel & Turbo constantly works on im-

proving the performance of not only its en-gines and turbochargers but also of its propel-ler portfolio.MAN has held the patent for controllable pitch propellers (CPPs) since 1903. With this

type of propeller, the blades can be varied and adapted independently of the speed, making the manoeuvrability of the ship much easier. The principle has remained

but has been continuously adapted to the requirements of the shipbuilding industry.

To achieve the highest possible degree of effi ciency and therefore to save fuel as well as cut emissions, MAN’s development engi-neers need to know what tasks the new ship will primarily execute, be it entering large seaports on a regular basis with very strict ex-haust restrictions, or slow sailing through channels such as the one between the Baltic and North seas, for example. Based on these specifi cations, the experts use CAD programs to determine the op-timum fl ow behaviour for the propellers. MAN Diesel & Turbo uses new discoveries in propeller design both for newbuildings and ships already in service. The switch-ing of old propeller blades to high-tech replacements with sig-nifi cantly smoother surfaces bevelled to match the line of fl ow can save up to 10% in fuel – a switch that especially adds up for propellers that are ten or more years old. MAN Diesel & Turbo’s many years of experience enable it to design and build ideally suited propellers for all kinds of ships and for every type of ap-plication. As well as the level of effi ciency, the main focus lies on the avoidance of propeller noise and vibration. After all, not only is the electronic equipment on board a ship very sensitive to this type of pollution, but so are some sea creatures and cruise �

MAN HIGH-CLASS MARINE ENGINES �

For yachts and leisure craft in the 12m to 24m class, MAN’s high-speed business unit (actually part of MAN Truck & Bus AG) offers powerful and compact high-speed diesel engines with ratings of 537 kW to 1,324 kW. For medium-duty applica-tions, such as ferries, passenger boats and fi shing boats, MAN offers engines with power outputs of 294 kW to 1,213 kW, while units rated at 190 kW to 662 kW are available for ferries, tugs, freight ships and other workboats. MAN high-speed ma-rine engines feature rapid acceleration but extremely low fuel consumption. Supplied ready for installation, the engines are optimally designed for the intended conditions of operation and deployment. All engines meet the various regulations on exhaust-gas emissions in force around the world.

MAN Diesel & Turbo’s waste heat recovery system

Compressed Air Receivers

TDI-Engine Air Starters

Gastight BulkheadPenetrations

Compressors

- starting air

- control air

- working air

Solutions forShipbuilding and industry

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

Tel. +49 (0) 5941 604-0 • Fax +49 (0) 5941 604-202e-mail: [email protected]

www.neuenhauser.de • www.nk-air.com

Special VDMA | Schiff & Hafen | 2013/14 7

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liner passengers who feel their comfort is disturbed by loud noise and vibrations.Propellers from MAN Diesel & Turbo also offer an additional bo-nus for the environment: They use extensively tested, biodegrada-ble lubricants that do not pollute the sea in the event of accidental leakage. Ships fi tted with these propellers are therefore perfectly suited for navigation through highly sensitive waters, such as the North Sea. MAN Diesel & Turbo offers complete propulsion packages, com-prising the engine, gears, shaft and CP propeller.

Waste heat recovery systemsIn times of steadily increasing fuel oil prices, energy effi ciency is playing a decisive role in global competition. Diesel engines for ships and power plants produce large amounts of wasted energy via exhaust gas. Waste heat recovery systems (WHRS) extract some of the energy that otherwise would be wasted. The exhaust gas of the main engine is used in a boiler system to produce superheated steam to drive the effi cient, reaction-type, bladed, dual-pressure steam turbine. In the combined WHRS, an exhaust gas bypass spins a power turbine, which enhances the to-tal output. Using this method, a recovery rate of up to 12% of the main engine power is achievable.Thus a fuel reduction of 4 to 11% is possible, depending on the WHRS solution selected. The larger the engine power, the greater the possible fuel savings. In addition to fuel savings, a WHRS re-duces CO2, NOx, SOx and particulates signifi cantly.

About MAN Diesel & TurboMAN Diesel & Turbo SE, based in Augsburg, Germany, is one of the leading providers of large-bore diesel engines and turboma-chinery for marine and stationary applications. It designs two-stroke and four-stroke engines with power outputs from 47 kW to 87 MW. MAN Diesel & Turbo also designs and manufactures gas turbines up to 150 MW, steam turbines and compressors. The product range is completed by turbochargers, CP propellers, gas engines, engines for locomotives and chemical reactors. MAN Diesel & Turbo’s range of goods includes marine propulsion sys-tems and turbomachinery units. Customers receive worldwide after-sales services marketed under the MAN PrimeServ brand. www.mandieselturbo.com

The MAN L35/44DF dual-fuel engine exhibited at SMM 2012

www.mwb.ag

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

ENGINE SERVICESHIP EFFICIENCY & EMISSION REDUCTIONENERGY TECHNOLOGY


GERMAN MARINE EQUIPMENT | ENGINES & POWER GENERATION

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Based in Sassnitz on the island of Rügen, the 36.5m-long and 7.8m-wide rescue cruiser Harro Koebke operates in the Baltic Sea between Rügen’s Cape Arkona and the island of Greifswalder Oie. Three MTU engines deliver a top speed of 25 knots. The design and construction of the Harro Koebke took about fi ve years. Construction began in 2009 at the Fassmer shipyard in Berne, Germany. The MTU engines were fi tted in November 2011. The vessel was built using a longitudinal and transverse construc-tion method based on a frame of longitudinal and lateral struts, which ensures the vessel’s required stability. This method, which uses seawater-resistant aluminium for the hull, deck and super-structure, also reduces the weight of the vessel. Like all rescue cruis-ers, the Harro Koebke is self-righting. Five monitors enable the crew to check the radar, electronic navi-gation charts, operating conditions and thermal night vision cam-era. The bridge is equipped with a main console and a control console on each of the bridge wings.A biological wastewater treatment facility ensures that the DGzRS vessel complies with increasingly strict environmental requirements.

Power to spare with MTU engines Three MTU Series 4000 engines – one 16-cylinder engine and two eight-cylinder engines – provide the power for the rescue cruiser. The central 16V 4000 M71 unit delivers an output of 2,465 kW, while the side units – both 8V 4000 M70 engines – each develop 1,160 kW. Each engine is connected to the fi xed propeller by a separate shaft. Only during a routine exercise can the MTU engines be brought up to full power in stages. When the vessel is on search and rescue duty, full power is needed in-stantly, so the engines are always in standby mode – pre-warmed and then started at the sound of the alarm signal. As soon as the vessel has left the harbour, the coxswain shifts to full speed. This requires the MTU engines to be absolutely reliable and deliver high power immediately.Special attention has been paid to state-of-the-art electronic sys-tems such as the Callosum automation system, which monitors and controls the propulsion and shipboard systems. Controlling the propulsion systems is particularly important when a high-speed start is required in emergencies. Callosum also matches ac-

celeration and handling optimally to the immediate circumstances and ensures that all shipboard systems – e.g. the tank, bilge water systems, heating and ventilation systems – are fully functional at all times.

Everything needed to rescue people in distress at seaWith a permanently installed thermal night vision camera, the crew can search for people in distress. When they see someone, they use the “daughter boat”, which is kept on a stern launching ramp. A rigid, infl atable boat with a covered berth, it has a maxi-mum speed of 32 knots. Back on board, the paramedic or a doc-tor will take care of the victim in the onboard hospital, which is designed specifi cally for emergencies. It includes everything from a fully equipped doctor’s medical kit and oxygen fl asks to warm-ing blankets, defi brillator and ECG. In more serious cases, a res-cue helicopter with a doctor on board can land on the helideck or the patient can be winched up and taken quickly to a land-based hospital. Since a doctor is not always available, at least one crew member is a qualifi ed paramedic. In addition, all members of the crew are required to attend fi rst aid courses regularly and other courses of instruction on rescuing people in distress at sea. An emergency call is always transferred to the crew from the Maritime Rescue Coordination Centre (MRCC) in Bremen. Every year, the SAR service in Sassnitz carries out between 60 and 80 search and rescue operations, including the return of sick and injured persons to land. For the DGzRS as a whole, a total

Rescue cruiser for Sassnitz search and rescue station MTU The German Maritime Search and Rescue Service (DGzRS) is continuously modernising its fl eet. After 34 years in service, the rescue cruiser Wilhelm Kaisen has been replaced by the Harro Koebke. This latest addition to the DGzRS fl eet, like its predecessor, is powered by MTU engines.

New rescue cruiser for the German Maritime Search and Rescue Service

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of some 180 fully employed and 800 volunteer crew members perform over 2,000 search and rescue operations annually with 60 rescue cruisers and boats between the North Sea mouth of the Ems River in western Germany and the Pomeranian Bight in the east.

The rescue cruiser’s crew consists of 11 men. Five of them are on duty on the Harro Koebke for 14 days at a time. A cabin for each crew member on duty, sanitary facilities, a canteen and galley make the Harro Koebke a spacious home away from home for the crew. The SAR service has been in Sassnitz since 1873. In 1912, the station received its fi rst motor rescue vessel – exactly 100 years before the Harro Koebke.

The DGzRS fleet: 30 MTU engines in regular serviceAfter the Hermann Marwede – a 46m-long vessel – the Harro Koeb-ke is the second largest of the 60 vessels that make up the DGzRS fl eet. Hermann Marwede is equipped with two MTU 12V 4000 M90 engines and one MTU 16V 4000 M90 engine. In total, the DGzRS fl eet has 30 MTU Series 396 and 4000 engines in regular service. They provide the power for the 23 to 46m-long vessels. A rescue cruiser remains in service for about 30 years before it is replaced.

About MTUMTU is the brand name under which Germany’s Tognum Group markets engines and propulsion systems for ships, for heavy land, rail and defence vehicles and for the oil and gas industry. They are based on diesel engines with power outputs of up to 10,000 kW and gas turbines of up to 45,000 kW. The company also develops and produces electronic monitoring and control systems for the engines and propulsion systems. www.mtu-online.com

Three MTU Series 4000 engines are installed in the engine room of the Harro Koebke

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

[email protected] www.zeppelin-powersystems.com

ENGINES - SYSTEMS - SALES - SERVICE

ALL FROM ONE SOURCE.

MARINE

OIL & GAS

LOCOMOTIVES

POWER GENERATION

MOBILE & STATIONARY APPLICATIONS


GERMAN MARINE EQUIPMENT | ENGINES & POWER GENERATION

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Innovative dual-fuel developments HEINZMANN Comprehensive solutions for ma-rine propulsion – including engine control, monitoring and safety devices – remain the focus of engine manufacturers and system suppliers. The following article by HEINZMANN, a specialist in engine and turbine management solutions, discusses dual-fuel conversion as well as fuel consumption monitoring and reporting for marine engines.

Reducing operating costs and comply-ing with emissions legislation are of key interest to marine carriers. Cost transparency and reliability are, too. The use of LNG (liquifi ed natural gas) in-stead of diesel or heavy fuel oil can reduce fuel costs and also decrease emissions in compliance with current environmental requirements.Highly sophisticated dual-fuel solutions al-low the conversion of diesel engines to gas operation with a high diesel-to-gas conver-sion ratio and improved effi ciency. Together with supporting technologies, online fuel consumption monitoring helps to keep an engine operating at its most effi cient.With extended engine monitoring, a high level of engine availability is ensured and damaging faults can be detected at an ear-ly stage.

Dual-fuel engine for ships with direct propulsion The engine manufacturer ABC (Anglo Belgian Corporation) and system sup-

plier HEINZ-MANN have developed a special dual-fuel engine for ships with direct propul-sion. For this project, diesel engines optimised for du-al-fuel operation were used. These optimisations enable conversion rates of steady state 95% (95% gas/5% diesel).The key challenges for the engine man-agement system are the variable speed/load and the fact that the torque/power output of the engine is not known. Main-taining a high conversion rate in dynamic operation calls for sophisticated control concepts. In addition, rapid switching functions back to 100% diesel are used, for example to prevent misfi res due to in-suffi cient pilot injection.

A gas metering control unit is used to con-trol the gas mass fl ow rate. The gas fl ow rate provides a similar linear relationship to the power output as for the diesel level. This enables the diesel and gas power produced to be calculated and the engine to be pro-tected against overload.A specially optimised engine was used for this dual-fuel project. The engine has been successfully used for a long time as a

ons for ma-trol, in thestemNZMANN, agemention as and

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dual-fuel engine for stationary generator applications. For use in the marine sector, the concept was signifi cantly revised and adapted to refl ect the ambient conditions. The diesel side is powered by a mechanical injection system connected to an electric actuator. Figure 2 shows a schematic view of the system. In dual-fuel mode, the diesel controller is still responsible for the actual speed/power control. An additional control loop then monitors the optimum gas quantity. This enables the diesel injection system to re-spond dynamically to rapid fl uctuations or step changes. If the load is disconnected, the engine can quickly be switched back to pure diesel operation. This prevents the diesel level from falling below the mini-mum required for combustion and thus causing misfi res. A key factor in dual-fuel use is protecting the engine against overload. In a fully op-timised and utilised system, both the die-sel injection system and gas system (with a small diesel proportion as pilot fuel) can handle almost the entire engine load. When combined, the engine can easily be overloaded. In generator applications,

the load signal from the generator man-agement system is then used as a limit. However, in directly powered ships, there is no such torque/load signal. Therefore, the dual-fuel control unit determines the power generated by the diesel and gas fu-els dynamically during operation. To cal-culate the power generated by the diesel fuel, the power depending on fi ll level and speed is recorded on the test bench and plotted in a characteristic map. To record the power generated by the gas, a gas fl ow metering unit is used, which uses a differential pressure measurement to deter-mine the gas fl ow and can control it using a throttle valve. The gas data (density and calorifi c value) can be used to calculate the gas power from the gas fl ow. The dual-fuel controller transmits these data along with a gas power setpoint. The total power that the engine delivers at the crankshaft is calculated from the actual gas power and the diesel power.As the gas quality will fl uctuate according to the gas types in different ports, a facil-ity has been provided for specifying the gas quality using the visualisation unit. A conceivable scenario would be that an en-

gineer receives a measuring report for the gas when refuelling and has to enter the corresponding quality. Otherwise, a cor-responding safety factor would have to be maintained.

Emissions reduction In dual-fuel operation, NOx emissions are sharply reduced. A further major advantage is the reduction of CO2 due to the design principle. The diesel process produces soot particles, which are also signifi cantly re-duced. Another way to cut emissions is an improved gas/air mixture. Optimising the ignition point in dual-fuel mode is another option. This would require a common rail system or an electronic pump pipe nozzle (E-PPN) system. The E-PPN system that is currently in development would be an eco-nomical alternative, which could also be retrofi tted.

Fuel performance system FuelMACS In July 2011, the MEPC decided to change MARPOL convention’s Appendix VI to include effi ciency requirements (EEDI – Energy Effi ciency Design Index) on new ships. For existing ships, owners have to

Figure 2: Dual-fuel system overview


GERMAN MARINE EQUIPMENT | PROPULSION & MANOEUVRING TECHNOLOGY

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develop a plan for improving effi ciency, the SEEMP (Ship Energy Effi ciency Man-agement Plan).To meet these requirements, HEINZMANN Data Process AS has developed fuel con-sumption monitoring functions as a part of its maritime alarm and monitoring system SeaMACS, called FuelMACS. SeaMACS is very fl exible and scalable and can be used on all sizes and types of vessels. The Fuel-MACS system can be delivered both as an integrated part of a complete SeaMACS marine automation system and as a stand-alone version.Processing, calculation and presentation of data in the FuelMACS system are done on a computer-based operator station. For a stand-alone FuelMACS system, this is done on a dedicated computer located where suitable (e.g. engine control room, bridge).Monitoring of necessary data is performed by distributed I/O modules located as close to the process as possible. The I/O-modules are connected to the computer with a data communication bus (i.e. Eth-ernet). HEINZMANN’s dual-fuel appli-cations can easily be integrated with the FuelMACS to monitor both gas and diesel consumption.The system can also be extended by sepa-rate displays showing selected fuel per-formance indicators. This can be an option if the computer is located in the engine control room and the operators on the bridge also need instant data.

FuelMACS functions To ensure that the practical use and imple-mentation of FuelMACS is fl exible, the soft-ware is modularised in such a way that the system is easy to adapt to the various needs of different shipowners, and it can also be extended/modifi ed over the lifetime of the vessel.Modularisation of the functions is struc-tured according to the kind of perform-ance indicators the shipowner wants and the kind of instrumentation needed. Fuel-MACS currently has four main function blocks:

Fuel consumption: This option meas- �ures the fuel consumption on each con-sumer (engine), and calculates param-eters/indexes such as accumulated fuel consumption, accumulated emissions and costs over time. FuelMACS is designed to monitor different types of fuel, and can easily be integrated with HEINZMANN’s dual-fuel applications.

Vessel performance: By implementing �measurement of the ship speed in addi-tion to the above, performance relative to travelled distance can be calculated, such as fuel consumption per nautical mile, EEOI, etc.

Engine performance: If the produced �power of the different engines/consumers is measured, fuel performance indicators will be calculated relative to the produced power, such as specifi c fuel consumption, load utilisation, etc.

Hull performance: Measurement of �propulsion power compared with the ves-sel’s speed enables calculation of perform-ance indicators that, if trended over a long time, will indicate if hull resistance is in-creasing.In order to support the shipowners’ SEEMP, the data analysis and longtime trending have to be performed on land. FuelMACS will export data via the shipowner’s WAN. The staff onshore will then be able to per-form long-term trending and analysis of each vessel’s behavior over time, and will

also be able to compare different vessels. The shipowner will then see the effect of the measures implemented to reduce fuel consumption.

About HEINZMANNThe HEINZMANN Group was founded in 1897 and is headquartered in Schönau, Germany. In the fi eld of engine and turbine management, HEINZMANN ranks among the leading suppliers worldwide. The company’s product range includes compo-nents and system solutions for optimised management of diesel, gas and dual-fuel engines, and gas, steam and hydro tur-bines. www.heinzmann.com

Full speed ahead.

For more than 75 years, we have specialized in marine technology. Today we offer the complete product range from plates, clutches and clutch systems in ship drives to brakes and clutches in decks machinery.

With COMPact – our new shifting clutch system – we have taken another step toward the future. The hydraulically actuated, wet-running clutch unit with fl ange connection, integrated oil supply and hydraulic control can be installed on a ship as a ready-to-use compact unit.

www.ortlinghaus.com


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The new Schottel rim thruster (SRT) is an electric propulsion system without a gearbox or drive shaft. The stator of the electric motor is installed on the outer part of the tunnel. The propeller blades are at-tached to the inside of the rotor. This results in a space-saving, lower-weight thruster that converts the electric energy directly into propulsive power without transmission losses and with minimal noise emissions. The optimised hydrodynamic design with external propeller blades also substantial-ly reduces cavitation. This low-noise and low-vibration thruster is in particular de-mand for vessels that frequently operate in DP mode or when a high level of comfort is required. Initially four sizes (200–800 kW) of the SRT will be introduced in 2013.

New generation of azimuth propulsion systems The new generation of Series 4000 Schot-tel rudder propellers (SRP) and Schot-tel twin propellers (STP) was unveiled at SMM 2010. Now the SRP and STP 3000 as well as the electric Schottel combi drive (SCD) 4000 and 5000 are also available in a new design. They are characterised by their compact, modularised construction, signifi cantly lower weight (about 20%), noise-optimised gearbox, integrated steer-ing hydraulics and a reduced oil charge. Having been optimised using CFD tech-niques, the system of nozzle, propeller and hub provides greater thrust. All of the thrusters are designed for a large range of possible input speeds. Featuring almost the same dimensions and weights, the SRP 3000 is rated for a higher input power of 2,100 kW than its predecessor (1,980 kW) and provides a bollard pull of 60 tonnes for tug applications.

Combi drive for high-performance vesselsThe electric Schottel combi drive is based on the proven SRP. In addition, a fre-quency-controlled electric motor is verti-cally integrated into the support tube. This means that the combi drive has just one reduction stage, resulting in increased me-chanical effi ciency. At the same time, the SCD offers the same compact design as a Z-type rudder propeller. The result is a powerful thruster that eliminates the need for an above-water gearbox and shafting, and sets itself apart with its slim line and maintenance-friendly design. The SCD is a technically mature product that is not only becoming increasingly popular in offshore applications and fer-ries but is also steadily gaining accept-ance as an environmentally friendly and robust alternative to mechanical propul-

sion systems in the tug sector. This is a process that is underpinned by the cur-rent innovations offered by these thrust-ers. As a replacement for the SCD 2020, the SCD 4000 stands out from its pred-ecessor not only through its increased input power (up to 2,700 kW twin ver-sion/2,600 kW single version) but par-ticularly on account of the considerably reduced weight.The SCD 5000, likewise available as a sin-gle propeller version with a nozzle and as a twin propeller version, completes the cur-rent product line. This model features plan-etary gearing, which develops more thrust from a comparatively lower input power. The input power ratings range from 2,800 to 3,500 kW. The drive has a particularly low weight of just 55 tonnes (twin propel-ler version) or 59 tonnes (single propeller with nozzle) without oil.

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SCHOTTEL Propulsion specialist Schottel recently introduced new versions of various propulsion and manoeuvring systems, including propeller solutions and a rim thruster

Sophisticated propul-sion systems for various types of vessels

Schottel combi drive SCD 4000 single version (left) and twin version (right)


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New nozzle for more thrustThe nozzle of a ducted propeller contrib-utes about 50% of the overall system thrust under bollard pull conditions. Innovations in this area therefore decisively benefi t the customer. A new nozzle design for greater thrust has been developed for the new SRP and SCD generation. Based on the reliable and robust design of Schottel’s standard nozzle, a new nozzle geometry has been engineered with the aid of model tests and 3D CFD fl ow calculations. The primary goal was to increase the thrust under static or bollard pull conditions, which is particu-larly advantageous for tugs and vessels that are dynamically positioned. An additional aim was to increase the nozzle effi ciency under way – without changing the outer and propeller diameters. The hydrodynam-ically favourable principle of the Kaplan propeller with long profi le sections towards the blade tips has been retained.

Successful ”green tug” projectsThe shipping companies Svitzer and Kotug set the highest environmental standards for their fl eets. To do this, they make use of Schottel’s expertise. The two new Svitzer ECOtugs® have each been equipped with two electric SCD 1515s (2,100 kW each) to reduce fuel consumption. Three independ-ent generators supply the propulsion system with energy. If suffi cient for the task in hand, only one generator is used in this diesel-elec-tric concept. During work, further generators are connected if required, which results in substantially reduced pollutant emissions. Kotug recently presented Europe’s fi rst hy-brid tug. It is a conversion of the 80-tonne BP Rotor®Tug RT Adriaan, which was fi rst commissioned in 2010. The comprehensive modernisation also involved Schottel con-verting the existing hydraulic 360° steering system to state-of-the-art frequency control that can operate with both direct and alter-nating current. Originally equipped with a direct diesel drive, the tug, with three rud-der propellers of type 1215 FP, can now be operated in hybrid or diesel mode.

Controllable pitch propellerControllable pitch propeller systems have been in the product portfolio of the Schot-tel Group for more than ten years. They are used wherever the utmost requirements in terms of variable modes of application and high manoeuvrability have to be met, from conventional freighters to fast ferries and powerful tugs, and can even be implement-ed for continuous operation under extreme loads in demanding offshore service with dynamic positioning. For applications re-quiring both a lightweight construction and high power, e.g. military vessels or yachts, Schottel has extended its product range to include a fi ve-blade variant. It is based on

the proven design principles of the standard systems and offers a high-power density and weight reduction of up to 15% while retain-ing the accustomed reliability and robust-ness. The propellers have been optimised in accordance with the latest technology in hy-drodynamics and structural mechanics, and are characterised by improved effi ciency, reduced pressure pulses and structurally op-timised hubs. At the same time, the simple, maintenance-friendly design and functional principle of the classic Schottel CP propeller systems have been retained.Schottel’s controllable pitch propeller sys-tems of the 5-X series are available in sizes from SCP 046 5-XG to SCP 154 5-XG for power ratings from 1,000 to 30,000 kW. For all sizes there is an optional version with feathering capability. This makes it

possible to satisfy the requirements of dif-ferent operational states in the case of mul-ti-shaft systems and combined propulsion concepts such as a CP propeller in combi-nation with an SCD.

About SchottelThe Schottel Group is one of the world’s leading manufacturers of propulsion and steering systems for ships and off-shore applications. Founded in 1921, the company has been developing and manufacturing azimuth propulsion and manoeuvring systems, complete propul-sion systems with power ratings of up to 30 MW and steering systems for vessels of all sizes and types. Some 100 sales and service locations worldwide ensure cus-tomer proximity. www.schottel.com

L’Orange GmbH, P.O. Box 40 05 40, D-70405 Stuttgart, Germany Tel. +49 711 82609-0, Fax +49 711 82609-61, www.lorange.com

L’Orange – Leading in fuel injection technology

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With its pioneering achievements in injection technology, L’Orange has again and againmet the most demanding challenges, setting milestones in the history of technology. Asa leading supplier of injection systems in the off-highway segment, we contribute to ourcustomers’ success with innovative technology and efficient processes. Our injectionsystems are found in high- and medium-speed engines from all successful manufacturersworldwide. We are committed to building on this trust as market leader and as a reliablepartner to all our international cus tomers offering unmatched expertise and innovation.


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Turbochargers for IMO Tier II and IIIKBB Upcoming Tier II and III regulations can be met by higher charge pressure inside the engine, which can be generated by a highly effi cient turbocharging system

Stricter exhaust emission requirements (IMO Tier II/III) and related NOx emission reductions can be met in the majority of applications by internal engine measures. Among other solutions, engines need a higher charge pressure, which has to be generated by a higher pressure ratio of the turbocharging system. Higher effi ciencies, enhanced performance, high reliability, ease of maintenance and good response behaviour are the main demands on turbocharging systems.

ST27 range for IMO Tier II enginesWith its seventh generation of turbochargers, KBB (Kompressoren-bau Bannewitz GmbH) provides single-stage and high-pressure turbocharging systems. The turbochargers of the ST27 series are suitable for engines with an output range from 300 to 4,800 kW and have been developed for operation with pressure ratios of up to 5.5:1 to satisfy the demands on IMO II engines. Figure 1 shows the increase in pressure ratio from the HPR series (4.2:1) to the ST27 series (5.2:1) for the 100% engine working point. The compressor‘s effi ciency level was maintained at the same time. Impairment of the map width that was to be expected from the increased pressure ratio demands was compensated for by making use of recirculation at the compressor inlet. In addition to the compressor, the turbine had to be dimensioned for the new, higher turbine expansion ratios. The effi ciency was clearly improved, especially for high expansion ratios. Figure 1: ST5 compressor map


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Shaft motion measurements were carried out to confi rm the rotor bending characteristics of the two rigid body modes. The rotors‘ stability was investigated in experiments by varying the rotor im-balance and the oil parameters in the bearings. As a consequence, and following evaluation of the experiments, KBB had to abandon its previous stand-ard design for a compact bearing and change to a radial bearing with squeeze fi lm dampers. The profi led, stationary bushings in the squeeze fi lm damper bearings showed some very good stability characteristics in the experiments. The oil parameters and the balance state of the rotor were varied in numerous other trials. Even with ten times the permissible imbalance, the dynamic radial shaft motion is consider-ably below the KBB limit. Proof of the ST27 series‘ containment safety on the compressor and turbine sides was fur-nished on the basis of the requirements defi ned by classifi cation societies. In addition to hardware tests, ex-tensive use was made of simulations. The simulation was carried out with LS-DYNA software. The plausibility of the simulation and thus the correct choice of material parameters and boundary conditions were confi rmed by a direct comparison of the global and local damage. Apart from the “three-disc fracture“, various potential fracture patterns were also simulated and their result-ing structural stress determined so as to achieve a high degree of certainty. The turbocharger qualifi cation also includes engine tests, e.g. endur-ance tests with Wärtsilä engines. An inspection after 16,000 running hours showed all turbocharger parts to be in an excellent condition.

Two-stage turbocharging for IMO Tier IIIDifferent technologies currently under trial are known for IMO III engines. They include extreme Miller cycle timing, exhaust gas recirculation, water injection and exhaust gas cleaning (SCR, scrubber) as well as the use of gas (LNG) in gas or dual-fuel engines.

Among the different approaches to ensure compliance with IMO Tier III exhaust gas regulations, high-pressure turbocharging with overall pressure ratios of 6 to 10 is the biggest challenge for turbo-charger development. These pressure ratios can only be achieved

with two compressor stages. Apart from two turbochargers, this type of turbocharger

system also contains an intermedi-ate cooler and advisably a bypass control for the high-pressure and low-pressure turbine. Should

high-pressure exhaust gas recircula-tion (HP EGR) be added, the sys-tem becomes very complex and the match between the turbocharging system and engine clearly more so-phisticated than in the past. KBB is rising to this challenge and has in-vested more in 1D simulation.High-pressure chargers are the spe-cial challenge when actually devel-oping turbochargers. A new gener-ation of compressors and turbines is needed for the large map widths

and best effi ciencies required at low pressure ratios. New design solutions have to be worked out so as to ensure oil and gas tight-ness under the very high absolute pressures.KBB is working on the development of a low-pressure turbocharg-er series and a high-pressure series. The turbochargers in the low-pressure series are based on the HPR series and complemented by a size 7 axial turbine charger. The turbochargers in the high-pressure series will comprise the sizes 2 to 6 with changed outline dimensions due to the higher absolute pressures that have to be controlled.The fi rst prototypes of the two series were built in 2012. After tests on the TC test rig, engine trials started. Figure 2 shows the turbo-charger installation on a new ABC engine, which is supercharged with a two-stage charging group from KBB.

About KBBKBB is a producer of turbochargers for medium-speed and high-speed diesel and gas engines in the performance range of 500 to 4,800 kW. www.kbb-turbo.de

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Figure 2: ABC engine 6DL36 with KBB turbochargers HPA7000 and HSR6


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Sustainable propulsion concept for Scottish ferries

IMTECH MARINE | The Scottish company Caledonian Maritime Assets Limited (CMAL) has selected Imtech Marine to build an ef-fi cient propulsion system for two seagoing hybrid ferries. Since the new ferries are meant to emit less CO2 by using less fuel, alterna-tive energy sources were considered. The ferries, to be operated by Clyde and Hebrides Ferry Services’ CalMac Ferries, will be designed for the numerous short routes around the Clyde and Hebridean islands. With a service speed of 9 knots, they will be able to accommodate 150 passengers and 23 cars or two heavy goods vehicles. CMAL’s ambitious ideas inspired Imtech to create a new energy management system that controls the power sources in the most effi cient way, together with a user-friendly human interface.

Flexible control of power sourcesNowadays, a variety of power sources are available on board a ves-sel, including diesel-electric, LNG, fuel cells, solar cells and wind energy, in combination with batteries. “The recently developed en-ergy management system makes it possible to select the ideal com-

bination of these various power sources, taking specifi c customer requirements into account. It has been designed to fl exibly control the power in the most effi cient way. Every type of vessel, with any combination of energy sources, can be monitored by the system. For instance, when a vessel leaves the harbour, the operator can choose to sail without any emissions. When entering the opera-tional fi eld, the operator can then change to a mode that optimises the combination of power sources to use them most effi ciently and have low emissions as well. Meanwhile, instant additional power is available when environmental conditions change.The new ferries are propelled by two Voith Schneider Propellers of 375 kW each, which in turn will be powered by a permanent mag-net (PM) motor of 400 kW. Three diesel electric generator sets of 368 kVA each feed power to a 400 V switchboard, which supplies power to the frequency converters that turn the PM motor. Imtech Marine’s scope of supply also includes delivery of two lithium-ion battery banks per ferry with a total capacity of 700 kWh. Each bat-tery bank is directly connected to its own frequency drive DC bus. For the development of the batteries’ current control application, Imtech Marine cooperated with its partners Vacon and European Batteries. To test the system, a test bench was built to verify the complete propulsion system, including the main components de-livered by European Batteries (batteries and battery-monitoring system) and Vacon (drive system). The hybrid ferries are expected to be fully operational in the sum-mer of 2013, some 18 months after the project got under way.

About Imtech MarineRotterdam-based Imtech Marine is a leading company in the global maritime market, operating as a full-service provider and system integrator of tailor-made, innovative and sustainable tech-nology solutions for the entire ship. Imtech Marine specialises in automation (platform and bridge), navigation and communi-cation including connectivity, energy and drive solutions, HVAC solutions, fi re-protection technology, entertainment, lighting and maritime services. www.imtechmarine.com

The “green” battery rack for the Scottish CMAL project under construction Image: CMAL’s hybrid ferry

Image of the seagoing hybrid ferry to be built for the Scottish company CMAL

www.jastram-group.com

Save Manoeuvring ...Rudder Propellers Transverse Thrusters Low-Noise Thrusters

Azimuth Grid Thrusters Thruster Drivesand Controls

Condition Monitoring

High PerformanceShaft Seals

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Innovative energy-saving deviceBECKER MARINE SYSTEMS | After two years of research and three years of operational experience with the Becker Mewis Duct®, Becker Marine Systems has now developed another energy-saving unit, tailor-made for container ships and other types of fast vessels with a bulbous stern: the Becker Twisted Fin®.Since energy savings from the Becker Mewis Duct® are reduced at speeds above approximately 20 knots, it is especially suitable for slower ships such as tankers, bulk carriers and heavy load vessels. Becker Marine Systems’ new Becker Twisted Fin®, however, is for faster ships with speeds above 18 knots. Like the Becker Mewis Duct®, the Becker Twisted Fin® has no moveable parts, is also in-stalled in front of the propeller and generates a pre-swirl. The sys-tem thus provides fast ships with substantial energy savings. The nozzle ring is signifi cantly smaller than that of the Becker Mewis Duct® and has a special, fl at profi le with much lower drag. The fi ns, familiar from the Becker Mewis Duct® on the inside of the nozzle ring, extend outwards beyond the nozzle. To prevent for-mation of a swirl with cavitation at the ends of the fi ns, Becker has developed special end caps for the fi ns. The small nozzle ring gen-erates thrust, provides stability to the fi ns and reduces vibrations.

Possible fuel savingsComputational fl uid dynamics (CFD) tests, model tests and full-scale operation have shown fuel savings averaging 3% for contain-er ships. Even better results can be obtained with the combination of a Becker Twisted Fin® and the Becker TLKSR® Twisted Rudder.The well-proven Becker Mewis Duct® business model will be con-tinued with Becker Marine Systems’ guarantee of the vessel’s power reduction as verifi ed by a model test.

Each Becker Twisted Fin® system is individually designed accord-ing to hull geometry, propeller design and engine data. The design takes into account the newest strength, fatigue and vibration re-quirements from classifi cation societies.After the successful model test of the Becker Twisted Fin® proto-type in early 2012, Becker Marine Systems signed a contract with Hamburg Süd to retrofi t the Becker Twisted Fin® system on a series of ten 7,100-TEU container vessels in June 2012. The tank tests were conducted at the HSVA (Hamburg Ship Model Basin) in Oc-tober 2012, and the fi rst installation took place at Damen Ship-yard in Rotterdam the following December. The big challenge was the installation time of three days and a total docking time of fi ve days. The complete installation was carried out during the normal class docking of the vessels.The power savings measured in the model test were reproduced during the vessel’s fi rst journeys.With Becker Marine Systems’ energy-saving devices – the Becker Mewis Duct® and the Becker Twisted Fin® – customers are pre-pared to fulfi l the newest EEDI regulations.

About Becker Marine SystemsThe Hamburg-based company is the market leader for high-performance rudders and manoeuvring solutions for any type of ship. Becker’s rudder systems are well established on the world market and the top choice for supertankers, container ships, pas-senger ferries, large cruise ships and luxury yachts. www.becker-marine-systems.com

The Becker Twisted Fin® improves propeller performance The Becker Twisted Fin®


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Active air management: Shifting the NOx-fuel tradeoff

ABB | Two-stage turbocharging is used to increase pressure and therefore power in an engine. As with single-stage turbocharging, however, two-stage turbocharging compromises volume fl ow and air pressure. The result to date has invariably been a tradeoff be-tween fuel effi ciency and NOx emissions in which a turbocharger’s potential can never be fully exhausted. ABB Turbocharging’s recent efforts around optimising two-stage turbocharging has shown that there is in fact a way to create a turbocharging solution that makes full use of the turbocharger’s potential. The answer lies in combin-ing the company’s two-stage turbocharging solution, Power2, with a new technology called valve control management (VCM), i.e. a variable valve train system. This combination works on either gas or diesel engines.Three years ago, Power2 opened up new possibilities to increase the performance of diesel and gas engines in every major aspect and application through two-stage turbocharging. It helped to reduce emissions and so enabled customers to meet increasingly stringent IMO regulations. Power2 raised mean effective pressures in gas and diesel engines by combining Miller timing, increased pressure and turbocharger effi ciency. Power2 also made engines more powerful through higher output density. Thanks to this development, customers were able to re-duce their material costs, for example by choosing a smaller en-gine with fewer cylinders.Now in its second generation, Power2 continues to ensure high effi ciency at high-pressure ratios. Compared with the fi rst genera-tion, pressure ratios have now become higher and effi ciency greater.

Second-generation Power2 pressure ratios can climb to 12. Turbo-charger effi ciency reaches 75%. On its own, VCM is a smart solution that responds adaptively to an engine’s valve timing and offers many benefi ts in turbocharg-ing. Unlike other engine platforms with multiple control units, the VCM’s design has been streamlined into a single control ele-ment that makes the engine platform more straightforward and reliable. VCM enhances customers’ options for an engine’s operating and application range. It also increases the range of application for higher-performance engines that are used, for example, on tug-boats, pump drives and compressor drives, in which either large operating ranges or fast load responses are major requirements. With VCM, a turbocharger can supply the air optimally for op-eration at different speed loads and ambient conditions. VCM fa-cilitates transient behaviour so that engines can accelerate more rapidly from one load point to the required load. A turbocharging solution with VCM can take an idling engine to full load in half the time it normally takes – in some cases even more quickly. VCM makes the most of every load point because it can optimise the turbocharger for every load. In short, it increases effi ciency. Additionally, VCM increases the durability and reliability of cer-tain components in the engine and turbocharger by reducing thermal load. Since this technology can be used to optimise the confi guration of the engine for every load point, it can be used to reduce exhaust gas temperature, too. It also makes the air cleaner by reducing the particle imissions in exhaust gas.In combination, Power2 and VCM generate active air management that considerably improves the tradeoff between NOx emissions and fuel consumption. It shifts the entire tradeoff downwards so that fuel effi ciency can be increased without compromising on emissions. Without this combination, either NOx increase and fuel effi ciency decreases, or fuel consumption decreases but NOx in-crease. Together, Power2 and VCM improve effi ciency up to 10% on both gas and diesel engines. The more an engine runs with this solu-tion, the more can be saved. Alternatively, emissions can be reduced by up to 60%. A solution in between is also an option. So when Power2 and VCM work in conjunction, there is a way to fully utilise the potential of high-pressure turbocharging for a range of different fuels, applications and engines in different environments.

About ABB TurbochargingABB Turbocharging is a global leader in the manufacture and maintenance of turbochargers for 500 kW to 80+ MW diesel and gas engines on ships, power stations, gensets, diesel locomotives and large, off-highway vehicles. This unit has over 100 service stations in 50 countries. www.abb.com/turbocharging

Power2 pressure ratios can reach 12

Y O U R C H O I C E F O R L U B E O I L P U M P S & S Y S T E M S


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Explosion-proof pneumatic or hydraulic hoists and crane systems from J.D. Neuhaus are reliable in the extreme. Our equipment performs when used to build massive sea vessels or in any one of 70 additional industrial sectors across 90 countries world-wide. www.jdngroup.com

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Tailor-made energy savings packageMMG | Mecklenburger Metallguss GmbH (MMG) and Van der Velden® Barkemeyer have joined forces to increase the overall hy-drodynamic effi ciency of propeller and rudder. MMG, a propeller manufacturer, and Van der Velden® Barkemeyer, a rudder manu-facturer, combine the advantages of an optimised, highly effi cient fi xed pitch propeller and an asymmetric, leading-edge rudder with a propulsion bulb and adapted hub caps.The main aim of the collaboration is to optimise the propulsive power demand of this coupled system in consideration of the in-teractions. Optimisations are based on state-of-the-art fl ow simula-tions using computational fl uid dynamics (CFD). The simulations involve a fully slipstream-adapted, twisted leading-edge rudder blade, a propulsion bulb design also considering off-design condi-tions, and a specially shaped junction cap between propeller hub and propulsion bulb enhancing low-load operation (Figure 1). The device will bring 3 to 4% power savings compared with a stand-ard rudder. In case of a retrofi t, much higher savings can be expected. This depends mainly on the performance of the original confi gura-tion. And because serious consideration has been given to different operating conditions in the optimisation process, the improved effi -ciency will be nearly constant within the entire operational range.To verify the wide range of benefi ts in the design, MMG and Van der Velden Barkemeyer have expanded the abilities of the design tools used. Despite the conventional defi nition of the specifi cation point, a statistical approach developed at the Hamburg University of Technology, allows consideration of multi-point specifi cations up to a fully histogram-based description of the projected vessel’s desired operational profi le (Figure 2). For a proper representation of the transportation task, this statistical description has to cover distributions for vessel speed, fl oating condition and environmen-tal factors such as wind and sea state. Based on this design task formulation, a simulation algorithm is used as input data to evalu-

ate the performance of all manoeuvring and propulsion compo-nents considered. The calculation also results in system responses like rudder angles for coursekeeping or situational power demand within this operational profi le (Figure 3). After averaging, a clear comparison of different design options can be made based on the sum of losses and benefi ts in a realistic operation scenario.Besides these holistic considerations, numerical effort has gone into the optimisation process especially as regards the design and evaluation of fl ow details and interactions between hull, propeller and rudder. Together with researchers at the Hamburg University of Technology, basic investigations were carried out to improve the reliability of the simulation methods used.The applied CFD-based design procedure requires a suitable simu-lation setup that takes into account all of the main infl uences of propeller infl ow and slipstream, geometry details like smaller gaps, and also unsteady fl ow phenomena and vertices. Based on this nu-merical approach, simplifi ed, rapid design tools were developed suitable for use even for projects with a tighter design schedule. This allows an evaluation of a large number of design options without model costs, reducing the chances of missing the optimum option.Increasing the availability of the propulsive benefi t is mainly followed by a numerical investigation of the hub near the fl ow around the junction cap and propulsion bulb. Based on this wider perspective, power savings can be achieved even under off-design conditions. As vessels often sail under non-tank conditions, these considerations and simulations will strengthen the link between ship design and ship operation.

About MMGMMG - Mecklenburger Metallguss GmbH has been manufacturing propellers for the shipping industry since 1948. www.mmgprop.de

Figure 1

Figure 3Figure 2


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JAHNEL-KESTERMANN | Especially for workboats, the company Jahnel-Kestermann – Ja)(Ke –has developed gear units for smaller sizes in a standardised design. This new transmission line, with a capacity ranging from 1,000 kW to 6,000 kW, is based on gear-boxes equipped with roller bearings on the main shafts as well as with integrated thrust bearing to accommodate the propeller thrust. All gearboxes have a terminal connection for the OD box, which is not in their scope of supply, and can also be equipped with hydraulically operated multi-plate clutches. They are also available with secondary or primary PTO.For the fi rst time Ja)(Ke is now offering stand-ardised reverse reduction gearboxes. The maximum available ratio is 6:1, the maxi-mum centre distance is fi xed at 1,060mm. As an additional option, these gearboxes can be built in lightweight design with aluminium housing.Besides gear units made to catalogue, JaKe specialises in custom-made or small-lot production of special gear units (maxi-mum unit weight now approximately 225 tonnes). Another speciality is gear wheels with a maximum outer diameter of 3,000mm in welded, case-hardened and ground/skived design. Gear wheels with an outer diameter of up to 4,500mm, maxi-

mum module 30 – also double helical gearing – can also be delivered.

About Jahnel-KestermannFor decades, Jahnel-Kestermann has been an innovative compa-ny in the development and production of gear units for all indus-trial and maritime applications. The company was founded in 1910 and has approximately 200 employees. www.jakegear.de

New gear series

Reverse reduction PRVC 600 gearbox PWVC-630 with secondary PTO

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Joh. Heinr. Bornemann GmbHP.O. Box 116231683 Obernkirchen, Germany

Fon: +49 5724 390-0Fax: +49 5724 390-290

[email protected]

The success of Bornemann pumps in the marine and shipbuild-ing industry did not come out of nowhere, in fact, our company is a pioneer when it comes to Twin-Screw Pumps. Whether in new ships or refurbished ships, Bornemann pumps have always covered a broad range of tasks for filling and emptying tankers as well as providing reliable solutions in the machine room.

Bornemann’s flagship product is its Twin-Screw Pump, which comes in various design and performance sizes and is used depending on the task on hand and the requirements.

Nowadays, Bornemann pump solutions can be found in almost all ships, particularly supply ships used in the world’s oil industry.

Bornemann Twin-Screw Pumps have proven their worth inter-nationally as loading pumps on tankers, as transfer pumps for heavy-duty HFO qualities and as lubricating pumps for supply-ing the main engine. Bornemann progressive cavity pumps are used as sludge pumps, bilge pumps, as pumps to feed oil extractors, and to empty tanks.

If efficiency and reliability are a top priority, then the decision has to be Bornemann


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Valves for process chain of LNG productionKSB To turn natural gas to its liquid form, it must be cooled to below -161°C. This extremely cold liquid requires special plants and equipment. To effectively shut off pipes, reliable valves are required that are designed to cope with the special physical and chemical properties of this medium. Under the brand AMRI, KSB has been producing butterfl y valves for the entire process chain of LNG (liquefi ed natural gas) production for decades. In cooperation with the companies Technip and Eurodim, KSB has also developed the offshore loading system Connectis.

At the exceptionally cold tempera-tures of LNG, most metals become brittle and have little strength. Ma-terials that are especially cold-resistant are therefore essential for manufacturing the mechanical parts and seals. Very few met-als fulfi l the high standards that guarantee operating reliability, a long service life and functional safety. As every valve undergoes a test with liquid nitrogen, the valves are required to work safely and properly at temperatures as low as -196°C. Accidental leakages of LNG constitute a high risk to the environment due to the large volume of cold liquid and the risk of explosions and fi re.

Different requirements in the logistics chainAs well as being able to withstand low temperatures, all components involved in the process must also be able to cope with substantial heat expansions. These occur during the transitional phases through the process of being cooled and then warmed up again to ambient temperature. Another strain factor placed on the valves is the op-erating pressure and the resulting differen-tial pressure. The pressure classes applied in such systems are ANSI Class 150, 300

and 600, which correspond to 20, 50 and 100 bar. The current trend among valves for these applications is even towards com-pliance with ANSI Class 900 (150 bar). De-velopments are accordingly already under way. Depending on where they are used, the valves are either fl anged or welded into the pipe.After the natural gas has been purifi ed, it is turned into its liquid state via a complex liquefying train. At the present time, these liquefying trains are located on land. How-ever, the construction of offshore plants is envisaged on FPSO (fl oating production, storage and offl oading) tankers for natu-ral gas fi elds that are located far offshore.Such plants are capable of handling all pressure classes and a wide range of diam-eters. At the ports, the LNG is loaded onto tank-ers via fl exible loading arms fi tted with valves.Only valves to ANSI pressure class 150 with diameters from 6 to 36 inches (DN 150 to DN 900) are used for this operation. Each liquefi ed gas tanker is equipped with 60 to 80 valves.Upon arrival at the terminals, the liquid natural gas is fed into huge LNG tanks by means of fl exible loading arms. These ter-

minals are currently located on shore and have their own ports. To save space but also for safety reasons and to avoid the proximity to cities, plans are under way to construct FSRUs (fl oating storage regasifi -cation units) or offshore terminals several kilometres out to sea. The demands placed on valves for these terminals are the same as those for liquefying trains.

Technical development of double-offset and triple-offset valvesThe design of cryogenic valves is deter-mined by three factors:

Low temperatures (materials), �Operating pressure (body design), �Differential pressure (tight shut-off). �

In the case of liquefi ed gas and the associ-ated temperatures, tight shut-off can only be ensured by a metal seat. This requires three design features that clearly distin-guish these butterfl y valves from soft-seat-ed, centred variants:

The stem is offset relative to its passages �through the valve body, i. e. it is not in the centreline of the seat axis. It is equipped with a graphite joint ring and O-rings. In the event of a fi re, this solution ensures that the valve provides tight shut-off for a limited amount of time. Operators are

Assembly of a large cryogenic butterfl y valve Cryogenic butterfl y valve undergoing liquid nitrogen test


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therefore offered a reliably sealing, main-tenance-free valve.

A further offset refers to the stem, which �is laterally offset relative to the pipe axis. It helps reduce the angle at which the disc is in contact with the seat during closing and opening; this angle is only 35° compared with 70° in the case of a single-offset but-terfl y valve. The contact pressure and wear are thus reduced while the service life is prolonged.

To achieve shut-off at even higher �pressures, triple offset is required. It re-fers to the disc’s geometry and reduces the angle at which the seal element is in contact with the seat/disc interface to as little as 5°. Despite higher pressures, this helps increase the valve’s service life. This “conical offset” is employed worldwide by the most important valve manufactur-ers. KSB uses this technology for butterfl y valves of the Triodis series 300 and 600. It will also be using it for the 900 range very soon. All of these valves are built and tested in La Roche-Chalais, France. Each valve un-dergoes a test in a liquid nitrogen bath to check whether it is absolutely leak-tight.

Offshore loading using the Connectis systemThe motion of tankers at sea loading LNG onto FPSOs, FSRUs or offshore terminals necessitates fl exible loading equipment with an extremely safe connection system. Connectis is the loading system developed for this purpose as a joint industrial project of Technip, Eurodim and KSB. It allows fast connection and removal. If emergency release is required, the amount of lique-fi ed gas that may escape is very low – less than 2 litres. Perfect sealing is ensured by a double-disc butterfl y valve. The loading

system comprises a facility that allows the hose to be precisely aligned via a loading arm and a remote locking device. Devel-opment of this system started in 2000 and was completed in 2008 following testing at the Montoir terminal and type-approval certifi cation by Det Norske Veritas.

The system could also be used in other areas, for example for loading liquid products from one ship to the next at sea. Heavy mechanical loading equipment would no longer be necessary. Applica-tions in offshore facilities would also be conceivable. To enable large volume loading, a fl oating tandem variant of the Connectis system has been developed in cooperation with Petrobas.

About KSB:KSB is one of the leading suppliers of pumps, valves and associated systems. They are used in a large variety of applica-tions ranging from building services, in-dustry and water transport to wastewater treatment and power plant processes.Founded in Frankenthal, Germany, in 1871, the company has a presence on all con-tinents with its own sales and marketing organisations, manufacturing facilities and service operations. KSB currently manu-factures pumps and valves in 20 countries and has a total workforce of about 16,000. The company also has 140 service centres and 3,000 service staff to provide inspec-tion, maintenance and repair services worldwide. www.ksb.com

LNG: LIQUEFICATION ON SHIPS �

Natural gas essentially contains methane CH4. In gas form, it is transported in gas pipelines over thousands of kilometres (e.g. gas from Russia). The geographi-cal (deep sea) and political conditions make it more diffi cult to construct pipelines, as they depend on the goodwill of the countries they cross. This therefore leaves tankers as a transport solution. However, tankers can only be used in an economi-cally viable manner if the volume of gas is reduced through liquefaction by cooling to a temperature of -161°C. This reduces the volume by approximately 600 times and the density of the liquid is 423kg/m3, less than half that of water. LNG contains small quantities of other light hydrocarbons (5 to 10 % ethane, a little propane and butane). On the tankers, the LNG is subjected to a pressure of 10 bar.

The transport costs can be broken down as follows: - 60% for the liquefaction process,- 20% for transportation on the tankers and - 20% for regasifi cation and interim storage before the natural gas is fed into the distribution network.

A liquefaction plant consumes around 12% of the natural gas for the liquefaction process itself.


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Handling solutions for ship yardsJ. D. NEUHAUS | Providing lifting capaci-ties from 250 kilograms to 100 tonnes, J.D. Neuhaus (JDN) has a comprehensive range of hoists for the shipbuilding and offshore industries. Compared with electrically operated hoists, JDN’s air-powered equipment can be safely employed outdoors at damp, dirty or even hazardous locations as well as indoors in dusty or potentially explosive environ-ments. Typical advantages include simple installation and robust, low-maintenance, compact designs combining reduced weight and easy handling with 100% duty rating toughness. Air pressure from 4 to 6 bar and lube-free performance ensure pollution-free operation since exhaust air is oil-free.A number of optional pendant controllers are available to provide sensitive, infi nite-ly variable speed control for the safe and precise positioning of suspended loads. General insensitivity to dust, humidity and temperatures from -20°C to +70°C helps to ensure an unlimited duty-cycle capacity.Profi Ti is JDN’s major hoist series. It cov-ers 19 products with load capacities from 250 kilograms to 100 tonnes per unit. These hoists all incorporate a top suspen-sion hook mounting so that multiple hoists can be utilised for single load handling, ac-commodating the oblique hoisting typi-cally required for ship rudder or propeller mount/dismount operations (compliance with special safety precautions will also apply). These rugged products can also be used for horizontal pulling. When horizon-tal movements of suspended loads of up to 20 tonnes are necessary, Profi Ti hoists can be mounted on trolley units for operation on overhead support rails, even including curves. The horizontal trolley movements can be achieved manually, by reel chain or fully motor-operated, while anti-climb and anti-drop features are also incorporated. These are particularly suited for ship engine room operations, for which an optional low-headroom trolley mount can also be made available.These high-performance, low-headroom products can be used wherever safety is a priority. They combine strength, reliabil-ity and speed with near-silent operation, plus high-speed lifting and lowering func-tions. For units with a capacity of up to 20 tonnes, an integrated emergency stop switch is included in the main air supply.

For all hoists with a capacity of more than 1 tonne, overload protection is standard. Controlled load lowering in the event of total power loss can also be provided. The products are compact and have a modern design minimising protruding parts that could be susceptible to damage. They offer fail-safe starting with a low-maintenance vane motor. A planetary gearbox features long-life grease lubrication, and gears are manufactured from tempered or hardened high-grade steel. Load chains and hooks are also high-tempered with a breaking strength fi ve times the nominal loads. An Ex classifi cation according to EC Directive on Hazardous Locations 94/9/EEC is pro-vided as standard to levels Ex II 2 GD IIA T4 / II 3 GD IIB T4, or with increased spark protection to Ex II 2 GD IIC T4.For general lighter-duty lift operations, the JDN Mini series hoists are ideal. With load capacities of 125, 250, 500 and 980 kilo-grams, these handy, fl exible products are universally deployable as a general tool for shipyard operations. Their compact, light-weight construction ensures easy operation while providing the same degree of per-formance, reliability, durability and safety

as the heavier-duty Profi range. The Mini Manipulator version allows loads to be lifted, manually traversed and positioned using only one hand, and an explosion rat-ing Ex II 3 GD IIA T4 is ensured.Other marine-related products that can be supplied include hoists for underwater op-eration, which have successfully been de-ployed for the removal, repair and eventual replacement of a damaged 50-tonne rudder on a fully loaded bulk cargo vessel moored off the coast of Venezuela. Other specialised equipment includes hydraulically powered hoists designed for operation in extreme temperatures as low as -45°C.

About J.D. NeuhausJ.D. Neuhaus is a privately owned com-pany that was founded in 1745. For over 265 years, it has been using its experti-se and experience to manufacture the highest quality hoists and cranes. Its products offer solutions to almost every material-handling problem irrespective of the driving medium: from air, manual and hydraulic hoists up to complete crane in-stallations with explosion-proofness. www.jdngroup.com

Mounting a rudder blade with two JDN Profi 100 Ti air hoists

The JDN Profi 100 Ti air hoists offer a wide range of lift capacities up to 100t


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

Pumps � Valves � Service

www.ksb.com

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.

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Maintenance-free ejectors for bilging and ballasting KÖRTING Ejectors are used in a wide variety of shipbuilding applications. The following article by Körting Hannover AG provides some specifi cations of ejector designs and evaluations of energy consumption for the various applications.

The main fi eld of application for ejectors in shipbuilding in-cludes bilging and ballasting processes, where ejecto

included marine equipment - startseitethe new me-gi generation of man b&w two-stroke dual fuel...

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