German Marine Equipment docx

Marine and Offshore Equipment Industries in cooperation with German ADVANCED TECHNOLOGY FOR WORLDWIDE SHIPPING AND SHIPBUILDING Marine Equipment GREEN GUIDE included SHF_006-11_1_27_20110427113110_459974.indd 1 27.04.2011 11:31:26 When ballast water treatment regulations take effect, you’ll want a mature technology to meet them. PureBallast 2.0 is the second generation of Alfa Laval’s market-leading ballast water treatment system, which means it’s even better adapted to your vessel’s real-life needs. Reduced power consumption, more responsive control and a PureBallast 2.0 EX version for explosive onboard environments are just a few of the new advantages. By choosing PureBallast 2.0, you choose the world’s most experienced supplier in ballast water treatment. Behind the updated system are thousands of hours of experience, logged both with shipyards and out at sea. In addition, you select a global working partner. 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PureBallast 2.0 gives you more www.alfalaval.com/pureballast Onboard performance Worldwide experience SHF_006-11_1_27_20110427113110_459974.indd 2 27.04.2011 11:31:29 1 2 3 5 6 Editorial 03 VDMA: Leading technologies for marine industries around the world 1 Engines & power generation 06 VDMA: Gas-powered engines for marine applications 08 MAN Diesel & Turbo: Focus on green technology 12 MTU: Standardised diesel gensets for commercial applications 15 SICK: Continuous emission monitoring system 2 Propulsion & manoeuvring technology 16 Schaeffl er: Targeted rolling bearing optimisation 18 VULKAN Couplings: Integrated shaft coupling design 20 ZF Marine: Product portfolio of marine transmissions extended 21 REINTJES: Alternative drive for slow speeds 22 Schottel: Reliable azimuth propulsion and manoeuvring systems 23 Becker marine systems: Signifi cant fuel saving potential 24 Andritz Hydro–Escher Wyss Propellers: Increased performance for propellers 26 Voith Turbo: Improved manoeuvrability and economical operation 3 Ship‘s equipment 28 GEA Group: Cooling technology for low viscosity fuels 30 Mahle Industrial Filtration: Effi cient water treatment systems 32 RWO: CleanBallast system successful in operation 33 Herborner Pumpen fabrik: Compact vacuum and wastewater block pump 34 Körting: Reliable ejector technology on ships 36 HATLAPA: Advanced VFD technology for large AHT winches 38 Liebherr: Range of heavy lift offshore cranes extended 39 Oventrop: Hydronic balancing systems for cruise ships 4 Electrical engineering & automation 40 Phoenix Contact: Control technology for exhaust gas system 42 Schaller Automation: Bearing monitoring system 44 WAGO: Catamaran with modern automation technology 46 NORIS Automation: Open automation platform fosters fuel reduction 48 Bachmann electronic: Next generation redundancy system 50 Rittal: Protection of sensitive electronics on ships 52 Eaton: Reliable power protection solutions for cruise vessels 5 Navigation & communication 54 Raytheon Anschütz: New generation of integrated navigation 56 SAM Electronics: One solution for automation and navigation 58 Siemens: Green fl eet management 59 INTERSCHALT: Enhanced maritime satellite communication 6 Special outfitting 61 SCHWEPPER: Lock and hardware concepts for ships 62 Podszuck: Large fi re doors successfully tested and approved CO 2 NOx Greenhouse gas reduction 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 environmen- tally friendly characteristics of the presented technologies. SOx Emission reduction of sulphur oxide Reduction of marine contamination/pollution Avoidance of the spread of non-native marine organisms Emission reduction of nitrogen oxide Noise reduction in the ocean Efficiency Sustainability/ conservation of resources Special VDMA | Schiff & Hafen | 2011/12 3 GERMAN MARINE EQUIPMENT | DIRECTORY SHF_006-11_1_27_20110427113110_459974.indd 3 27.04.2011 11:31:29 Safety, reliability and energy effi ciency as well as lowest environmental impact in all systems on board – this is the focus in today’s shipping industry. Modern commercial ships are high- tech transport systems, comparable in their complexity to aircraft. As many as 30 equipment systems need to be dovetailed into a single, complex “fl oating plant” and operate to a very high degree of reliability. These equipment sys- tems – from propulsion, energy supply, automa- tion and intelligent loading systems to naviga- tion and communication equipment, safety and fi re prevention systems and so on – need to work perfectly around the clock. This is the job of a highly-capable and specialised shipbuilding equipment industry which co-operates closely with national and international shipyards and with shipowners when products and systems are being developed. In Germany through the decades this has re- sulted in the creation of a highly qualifi ed ma- rine industry whose globally recognised com- petence stems largely from a combination of experience and innovation. The predominantly medium-sized companies which make up the German equipment supply industry have suc- ceeded in boosting exports to more than 70% of production in the past 30 years. The sector groups about 400 companies which together turn over 12 billion Euro a year and employ about 72,000 people. They are located not only in coastal areas but scattered throughout the whole country. German suppliers are intensifying innovation with the priority aim of signifi cantly improv- ing economy and exploitability for national and international shipowners beyond that of a ship’s normal life cycle. Dominating thinking here are lower fuel consumption, more on-board safety, a higher degree of automation, longer periods between overhauls, comprehensive on-board environmental protection and the reduction of ship operational costs. It is with the same aim in mind that German suppliers are optimising the product related, globally fl exible service net- works and conclud- ing forward-looking co-operation deals. German equipment suppliers are there- fore working con- sistently to direct the thinking and working practices of their employees into this future-oriented form of co-opera- tion. The fact that shipowners, as cus- tomers, along with capable technology partners in German universities and class societies are also closely involved in this diffi cult but necessary process and co-operate with- in a “shipbuilding network” is a quite unique and important competitive factor for the Ger- man shipbuilding industry. As well as making efforts to constantly improve their products and system competence, German equipment suppliers are also increasing their market presence world-wide in order to meet the demands of international customers for “ on-site” professional consultancy and service. With this publication we would like to bring in- ternational shipowners, shipyards, institutes and all those interested in shipbuilding up to date on the current technological situation and the further development of a number of important ship systems offered by the German industry. We hope this will provide readers with interest- ing, practical and future-oriented information and arouse interest in seeking and deepening contact with our capable German marine equip- ment companies. Leading technologies for marine industries around the world Hauke Schlegel and Dr. Joerg Mutschler Managing Directors VDMA – German Engineering Federation Marine and Offshore Equipment Industries VDMA – Marine and Offshore Equipment Industries This branch association is a special division of the well-known non-profi t organisa tion VDMA (German Engineer ing Federation). This special group repre- sents the whole industry with the member compa- nies from all branches like mechanical engineering, electrical and electronic industry. VDMA is suppor- ting its mainly medium-sized member companies with a wide range of activities and services: intensifying mutual co- X operation with yards and oper ators in technological as well as commercial fi elds, supporting worldwide X customers in arranging con- tacts with German marine equipment manufacturers , fostering the free and X fair market principles in the world marine market by m eans of close contacts with various international organisations , sponsoring important X 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: nord@vdma.org web: www.vdma.com/ marine-equipment online directory: www. german-marine-equipment.de 4 Special VDMA | Schiff & Hafen | 2011/12 GERMAN MARINE EQUIPMENT | COMMENT SHF_006-11_1_27_20110427113110_459974.indd 4 27.04.2011 11:31:42 6JGYQTNFoUOQUVXGTUCVKNGVYQUVTQMGGPIKPGRTQITCOOGJCUDGGPHWTVJGTGZVGPFGFYKVJPGYUOCNN DQTG /%% FGUKIPU1WTPGY NQY URGGF  CPF EO DQTG GPIKPGU CTG VCTIGVGF VQ XGUUGNU FGUKIPGFHQTUJQTVUGCCPFEQCUVCNQRGTCVKQP)TGCVOCPQGWXTCDKNKV[ǤGZKDKNKV[CPFWPUWTRCUUGFQR GTCVKPIGEQPQO[sFGNKXGTGFD[EQORCEVCPFTGNKCDNG/#0$9GPIKPGVGEJPQNQI[%QPUKFGTC% (KPFQWVOQTGCVYYYOCPFKGUGNVWTDQEQO /#0$9/%/%%'PIKPGU/#0$9/'/'%/'$'PIKPGU/#0$9/')+/'%)+/'$)+'PIKPGU /#0$9/%%'PIKPGU QRVKOKUGFHQTUJQTVUGCCPFEQCUVCNQRGTC VKQP SHF_006-11_1_27_20110427113110_459974.indd 5 27.04.2011 11:31:45 Gas-powered engines for marine applications 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 Bal- tic to expand this SOx ECA area so that it is also a NOx ECA. The coastline of North Ameri- ca will soon also be an ECA. It is thus becoming increasingly necessary for the shipping in- dustry to fi nd practical and low-cost options for reducing emissions. Solutions for com- plying with the sulphur limit values must be found by 2015, while the more stringent nitric oxide limit values will apply in the zones indicated just one year later. Shipowners, ship builders and the marine equipment indus- try are developing technologies and solutions to conform with the limit values in the ECAs. However, a standard solution for all requirement profi les will not be possible in this connec- tion. Depending on the appli- cation, a combination of in- engine solutions, exhaust-gas aftertreatment systems and use of clean fuels will need to be considered. Liquefi ed natural gas (LNG) is becoming an increasingly attractive option as a fuel for ships considering its advan- tages with respect to complying with the more stringent limit values for air pollutants. This is because the exhaust gases from the combustion of liquefi ed natural gas are practically free of sulphur oxide and particles and the nitric oxide emissions could therefore be reduced by approx. 90%. The statutory regulations would thus be reli- ably met. Using gas engines on ships is also an option when these envi- ronmental advantages of LNG are taken into account. LNG is already well-established as a fuel in LNG carriers. Part of the load in these gas tankers leaks out as so-called boil-off gas due to heating up during transport. Dual-fuel engines, which can be operated with both gas and heavy fuel oil, use this leaked gas as a fuel. It is utilised for propulsion purposes after load- ing at the gas-fi eld terminals, while bunkered liquid fuel is burned during empty voyages. LNG carriers are thus inde- pendent and do not rely on a gas infrastructure. Creating such an infrastruc- ture would be one of the chal- lenges with the widespread in- troduction of gas as a marine fuel. Suitable terminals still have to be built in many cases. Considerable market penetra- tion is initially expected in the Baltic. Here it would be possi- ble to make a fast introduction of gas for powering numer- ous ships. Some neighbour- ing countries have their own gas resources and support the introduction of gas-powered engines, while other countries have, at the very least, a shore- based gas infrastructure. A lim- ited sea area is involved here with heavy shipping traffi c on specifi ed routes. Ferries and feeder ships usually always call at the same ports, so it would be obvious where to locate the gas terminals. With regard to practical im- plementation, however, there are considerable uncertainties when it comes to fi lling up with and storing the gas. Appropriate rules are currently being formu- lated under the auspices of the IMO. The International Code of Safety for Gas-fuelled Engine Installations (IGF Code) is due to come into force in 2014. The lower energy density of LNG has proved to be unfavourable from an economic perspective. Twice the space is required for bunkering LNG compared with diesel fuel. The engine manufacturers and their suppliers in the VDMA are optimally equipped for tackling the upcoming chal- lenges. Thanks to their ex- perience with dual-fuel and stationary gas engines, well- funded in-house development departments and an effective network of research facilities, universities of applied sci- ences, suppliers, service pro- viders and ship builders, they have the best prerequisites for designing and manufacturing suitable marine engines. The proximity to specialised ship- yards and the Baltic as a possi- ble application area will facili- tate the worldwide marketing of these technologies. This is because, regardless of whether or not an area is designated as an emission control area, there are in general numerous areas This LNG carrier is powered by fi ve dual-fuel engines Photo: MAN Diesel & Turbo SE CO 2 SOx NOx 6 Special VDMA | Schiff & Hafen | 2011/12 GERMAN MARINE EQUIPMENT | ENGINES & POWER GENERATION CO O C CO 2 OO SHF_006-11_1_27_20110427113110_459974.indd 6 27.04.2011 11:31:45 around the world with routes suitable for ships with gas- powered engines. Use of natural gas also offers additional benefi ts compared with liquid fossil fuels apart from the environmental as- pects. Its longer-term avail- ability is one advantage. It is currently estimated that con- ventional gas resources will last for approximately 60 years, i.e. longer than petroleum re- serves. New deposits of gas are being discovered and pro- cedures are being developed for also extracting natural gas from non-conventional re- sources, so reserves of natural gas could last even longer. LNG currently has a price advantage vis-à-vis liquid fuels, which offsets the higher investment costs, as these are recouped due to the savings achieved in operating costs. The image fac- tor can also not be discounted. Shipowners can appeal to new customer groups by investing in particularly clean technolo- gies and also benefi t from this by implementing a consistent concept. The ecological and economic advantages can be achieved in a CO 2 -neutral manner. Natu- ral gas is composed mainly of methane, which is one of the greenhouse gases that are harmful to the climate. Owing to the combustion engine de- sign, a small part of the meth- ane is discharged unburned, via the discharge valves, into the exhaust gas fl ow and thus into the atmosphere. However, this so-called methane slip is offset by the CO 2 savings that can be achieved with natural gas compared with diesel fu- els. The R&D departments of engine manufacturers, univer- sities of applied sciences and collaborative basic research projects are working intensive- ly on ways of further reducing the methane slip. Ultimately, the greatest possible degree of gas burning would mean an ef- fi ciency increase in the engine and thus ready savings for the customer. The maritime appli- cations can benefi t here from the fact that stationary gas en- gines for generating electricity and heat onshore are already a mature and widely avail- able technology, and improve- ments achieved there can be transferred to marine engines. It must be expected that it will be possible in the next few years generally to continue to make a signifi cant reduction in the methane slip and thus the gas emissions harmful to the atmosphere. The member companies of VDMA Engines and Systems offer a wide range of custom- ised and environment-friendly solutions for marine propul- sion systems and onboard energy supply. In cooperation with their customers, the fi rms develop optimal solutions for the overall ship system. Dual- fuel or gas engines are increas- ingly becoming part of this solution. View of engine room Photo: MAN Diesel & Turbo SE www.gea-heatexchangers.com GEA Heat Exchangers 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 solu- tions as your one-stop supplier, and in addition provides you with powerful support in all areas of heat exchange. GEA Heat Exchangers 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 Heat Transfer is our Passion SHF_006-11_1_27_20110427113110_459974.indd 7 27.04.2011 11:31:50 Focus on green technology MAN DIESEL & TURBO Protecting the environment is a crucial concern of MAN Diesel & Tur- bo. As such, the company consistently invests signifi cant sums in R&D because, in the face of increasingly stringent emissions legislation, it is believed that this is the capacity for innovation that will determine how a competitive edge in the future can be secured. S ince the introduction of “IMO Tier-I”, the fi rst stage of the “IMO MARPOL 73/78 Annex VI” emis- sions regulations for marine diesel en- gines dating from 2000, MAN Diesel & Turbo has signifi cantly expanded its range of NOx-optimised engines. Indeed, every engine in MAN Diesel & Turbo’s portfolio already meets Tier-II emissions requirements. However, emission limits are set to become even stricter in future with IMO Tier-III, the third generation of the emissions limits for global ship- ping set by the International Maritime Organisation (IMO), set to come into force in 2016. This also means that NOx emissions in coastal waters will have to be 80% lower than in 2010. MAN Diesel & Turbo showcased what such technical solutions might look like in the future at SMM (shipbuilding, machinery and marine technology) – the world’s fore- most shipping trade fair – in Hamburg in September 2010. A lightweight version of the four-stroke type 20V32/44CR engine was specially produced for the trade fair, together with an SCR catalytic converter, to illustrate the company’s IMO Tier-III solution of the future. CentAur: new emissions test centre MAN Diesel & Turbo’s new emissions test centre at its headquarters in Augsburg, Germany offi cially started operations in March 2011. The Clean Exhaust Test Cen- tre in Augsburg, dubbed ‘CentAur’, will be used to develop and test measures aimed at reducing emissions from medium-speed marine and power-generation engines. The new centre has the optimisation and further development of environmental technologies as a primary target. With a view to meeting future challenges, the new CentAur facility will test various emission reduction options, including catalyst tech- nology, exhaust-gas recirculation and par- ticulate fi ltration. To this end, two engines will be associated with the facility and subjected to various tests during operation. Subsequently, results will be sent straight back to MAN Diesel & Turbo’s R&D depart- ment to help optimise technologies. Slow steaming In recent years, slow steaming has demon- strated that environmental protection and customer benefi t do not have to be mu- tually exclusive. By reducing the speed at which ships travel, operators of container ships, tankers and bulk carriers with two- stroke engines can signifi cantly cut fuel costs and therefore CO 2 emissions. Fuel savings of 50% have already been achieved by reducing speed by 20%. However, be- cause engines and turbochargers are gen- erally optimised for full-load operation, part-load operation demands that systems undergo a certain degree of technical ad- aptation. With its MAN PrimeServ after- MAN Diesel & Turbo’s IMO Tier-III solution – presented at SMM 2010 CO 2 SOx NOx 8 Special VDMA | Schiff & Hafen | 2011/12 GERMAN MARINE EQUIPMENT | ENGINES & POWER GENERATION O O SO SO x x SHF_006-11_1_27_20110427113110_459974.indd 8 27.04.2011 11:31:51 sales brand, MAN Diesel & Turbo offers slow-steaming retrofi t solutions for older engines. In addition to the primary measures adopt- ed to meet the forthcoming strict limits of the IMO, secondary measures will also be used from 2016 onwards. Primary measures The diesel principle of compression igni- tion is the most effi cient way of converting fuel into mechanical energy. MAN Diesel & Turbo has continued perfecting this technology since its initial development in 1893-1897 on the site of its Augsburg plant by Rudolf Diesel, and has since then steadily improved its effi ciency over other propulsion technologies. Indeed, MAN Diesel & Turbo systems currently have a degree of effi ciency over 50%, and as such the diesel engine’s pole position in terms of fuel economy is not set to change at any time in the foreseeable future. Nev- ertheless, MAN Diesel & Turbo engineers constantly strive to improve the already extremely high effi ciency (that is, the high ‘exploitation rate’ of the energy contained in fuel) of the company’s engines. Fuel savings not only make transporting goods cheaper, but also lead to dramati- cally reduced CO 2 emissions: the degree of effi ciency of a diesel engine and its CO 2 emissions are directly related to one another. MAN Diesel & Turbo offers its customers a range of solutions that sig- nifi cantly reduce fuel consumption and thus the volume of greenhouse gases pro- duced. These include the optimisation of fuel injection with common rail technol- ogy or an increase in combustion effi cien- cy thanks to sophisticated turbocharger technology such as variable turbine area (VTA). In May 2010, this innovation won MAN Diesel & Turbo the Seatrade Award 2010 in the category “Protection of the Marine and Atmospheric Environment”. Improvements inside the engine, however, do more than merely boost effi ciency and reduce CO 2 emissions. They also help to reduce oxides of nitrogen (NOx) to a mini- mum. However, because this represents a classical confl ict of interests – although effi - ciency increases at high combustion temper- atures, so unfortunately do NOx emissions – the aim is to create a compromise that VTA nozzle rings with adjustable vanes for MAN Diesel & Turbo‘s radial TCR and axial TCA turbochargers X 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 With its pioneering achievements in injection technology, L’Orange has again and again met the most demanding challenges, setting milestones in the history of tech- nology. 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 – Leading in fuel injection technology PQ 8/2010 Special VDMA | Schiff & Hafen | 2011/12 9 SHF_006-11_1_27_20110427113110_459974.indd 9 27.04.2011 11:31:54 is best for the environment through a har- monious 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 ‘sec- ondary measures’ are integrated into the required engine confi guration and achieve a further reduction of more than 80% in the NOx content of exhaust gas. The level of sulphur oxide (SOx) emissions depends solely on the quantity of sulphur present in the fuel. Consequently, SOx emissions cannot be infl uenced by internal-engine measures. The only option for reducing these harmful substances is therefore the use of after-treatment technologies or a change from heavy fuel oil to low-sulphur fuels such as natural gas. In terms of cutting emissions through the use of low-sulphur fuels, such as natural gas, MAN Diesel & Turbo offers the option of dual-fuel engines to two-stroke and four-stroke customers. These engines can utilise gas as well as conventional liquid fuels and can switch from one fuel type to another at the press of a button – even during running operation. Research projects 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 pri- marily on the large, two-stroke engines of the type used in large, ocean-going con- tainer ships and tankers. In the port of the Spanish city Algeciras, MAN Diesel & Turbo service technicians installed a pioneering exhaust gas recircu- lation system on the container ship Alexan- der Mærsk. The installation was part of the Green Ship of the Future initiative, which aims to reduce CO 2 emissions by 30% and nitric oxide and sulphur oxide emissions by 90%. The project was launched in 2008 by MAN Diesel & Turbo in conjunction with the Danish shipping company A.P. Møller-Mærsk Group. More than 15 other project partners have now joined the ini- tiative, including businesses and research institutes, and are now collaborating on developing the green shipbuilding tech- nologies of the future. About MAN Diesel & Turbo MAN Diesel & Turbo SE, based in Augs- burg, Germany, is the world’s leading provider of large-bore diesel engines and turbomachinery for marine and stationary applications. It designs and manufactures two-stroke and four-stroke engines with power outputs ranging from 450 kW to 87 MW. MAN Diesel & Turbo also designs and manufactures gas turbines of up to 50 MW, steam turbines of up to 150 MW and compressors with volume fl ows of up to 1.5 million m³/h and pressures of up to 1,000 bar. The product range is rounded off by turbochargers, CP propellers, gas engines and chemical reactors. www.mandieselturbo.com MAN Diesel & Turbo’s dual-fuel engine 51/60DF, which can utilise gas as well as conventional liquid fuels and can switch from one fuel type to another Within the ‘Green Ship of the Future’ initiative onboard the container ship Alexander Mærsk, a pioneering exhaust gas recirculation system was installed by MAN Diesel & Turbo service technicians 10 Special VDMA | Schiff & Hafen | 2011/12 GERMAN MARINE EQUIPMENT | ENGINES & POWER GENERATION SHF_006-11_1_27_20110427113110_459974.indd 10 27.04.2011 11:31:56 [...]... 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 Special VDMA | Schiff & Hafen | 2011/12 19 GERMAN MARINE EQUIPMENT | PROPULSION & MANOEUVRING TECHNOLOGY Product portfolio of marine transmissions extended ZF MARINE | In addition to its hybrid propulsion solutions... is today one of the biggest family-owned companies in Europe The Uthlande is driven by four Voith Schneider Propellers 26 Special VDMA | Schiff & Hafen | 2011/12 www.voithturbo.com /marine GERMAN MARINE EQUIPMENT | SHIP‘S EQUIPMENT CO CO2 Cooling technology for low viscosity fuels SOx NO NOx GEA GROUP The use of sulphur reduced fuels is necessary in many shipping zones to minimise emissions and their... 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... 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 Special VDMA | Schiff & Hafen | 2011/12 29 GERMAN MARINE EQUIPMENT | SHIP‘S EQUIPMENT CO CO2 Efficient water treatment systems SOx O NO NOx MAHLE INDUSTRIAL FILTRATION... Tel +49 2303 102-0 Fax +49 2303 102-201 info@stromag.com stromag.com Special VDMA | Schiff & Hafen | 2011/12 31 GERMAN MARINE EQUIPMENT | SHIP‘S EQUIPMENT CO CO2 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... 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 info@lechler.de · www.lechler.de Special VDMA | Schiff & Hafen | 2011/12 35 GERMAN MARINE EQUIPMENT | SHIP‘S EQUIPMENT CO CO2 Advanced VFD technology for large AHT winches SOx O NO NOx HATLAPA Advanced Variable Frequency Drives... 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 Schiff & Hafen | 2011/12 14.04.11 08:52 Special VDMA | 1 Prozessfarbe CyanProzessfarbe MagentaProzessfarbe GelbProzessfarbe Schwarz GERMAN MARINE EQUIPMENT | PROPULSION & MANOEUVRING TECHNOLOGY Increased performance for propellers CO CO2 SOx O NO NOx... 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 Special VDMA | Schiff & Hafen | 2011/12 17 GERMAN MARINE EQUIPMENT | PROPULSION & MANOEUVRING TECHNOLOGY Integrated shaft coupling design CO CO2 SOx O NO NOx VULKAN COUPLINGS A unique combination of the proven RATO DS... applications The company is also an international market leader in the field of wastewater pumps for the shipping industry www.herborner-pumpen.de Special VDMA | Schiff & Hafen | 2011/12 33 GERMAN MARINE EQUIPMENT | SHIP‘S EQUIPMENT CO CO2 Reliable ejector technology onboard ships SOx O NO NOx KÖRTING With its many years of experience in the production area and ongoing R&D programme, Körting Hannover AG... 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 . nord@vdma.org web: www.vdma.com/ marine- equipment online directory: www. german- marine- equipment. de 4 Special VDMA | Schiff & Hafen | 2011/12 GERMAN MARINE EQUIPMENT | COMMENT SHF_006-11_1_27_20110427113110_459974.indd. 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:. Marine and Offshore Equipment Industries in cooperation with German ADVANCED TECHNOLOGY FOR WORLDWIDE SHIPPING AND SHIPBUILDING Marine Equipment GREEN GUIDE included SHF_006-11_1_27_20110427113110_459974.indd