SUMMER 2016

Tsakos Energy Navigation Ltd. - EURO - Suezmax (158,000 dwt)

Our Supplies Licences for new-buildings of Ships Providing Patent Rights on maritime Products Providing technical Know-How by delegating Senior Experts for all Areas of Shipbuilding Interior Outfit, Walls, Ceilings, Window-boxes Steel and Aluminium Construction

Our Know-How, Skills and Experience Our skilled and experienced Team of Engineers and well trained Specialists provide international Services based on their work in Shipyards, Research Fields, Design Offices and Shipping covering all sizes of Commercial and Offshore Crafts such Special Purpose and Research Vessels

Our Services Maritime high-end Engineering including

Feasibility Studies Research and Development Lay-outs, Concept Designs, Tender Documents Tendering and Contract Negotiation Support Basic Design, Lines optimization, Project Management Building Supervision, Ship Commissioning Inspections, Acceptance Tests Warranty Inspections

Our Partners are the German Alliance

Visage www.ipp-engineering.de

Our Contacts TECHNOLOG GmbH

Vorsetzen 50, D-20459 Hamburg, Germany – info@technolog.biz

TECHNOLOG-MRM marine services (China) Ltd Shanghai Representative Office Room 102, No 54, Lane 2250, Dongjing Road

DUAL-FUEL-MULTIPURPOSE CARGO SHIPS AND CONTAINER VESSELS

TECHNOLOG

Innovative STREAM Design Principle to develop environmentally friendly high-technology vessels for economic operations,offering best chances for the European Supply Industry.

For many international ship owners and shipyards TECHNOLOG head-office Hamburg is the leading partner for maritimetechnologies. TECHNOLOG offers extended packages with proposals for innovative design solutions and consultationsincluding feasibility studies. They also provide professionally progressive and innovative engineering solutions includingproject management, connected with technology-transfer to ship owners, shipping companies and shipyards. To support suchbusiness concepts intensively in China, in 2014 the joint venture company TECHNOLOG-MRM marine services China Ltd. wasestablished and successfully put into operation.

Fuel consumption is still the major cost driver in shipping. Areas in ship design and machinery must be identified where savingscan be made to create competitive advantages. Slow steaming has become a general measure in shipping today to reduce thefuel bills, but going slow will only cut costs but will not provide savings. Overcapacity in tonnage, reduction in freight volumesand extremely low freight rates have put extreme pressures on ship owners. For this reason the industry should be keen toinvest into cleaner and more energy efficient (e.g. LNG fuelled) vessels for lower operating costs soonest! Nowadays, newinvestments can be made with very low interest rates, having in mind that LNG bunkering facilities especially for smaller vesselsgrow rapidly.

Liner companies with Mega Carriers will compete against each other for market share. They can do so due to lowest slot costs.Here of course magnitude of scale helps. The larger the ship - the lesser the transport costs for one container per nautical mile– if such a ship can be filled!

The costs to ship a container are mainly influenced by the fuel bills, because personnel costs, maintenance costs, canal fees,capital costs, etc. are of lesser impact and cannot be influenced by ship design anyway.

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TECHNOLOG GmbH, Berend Pruin - Senior Consultent

The new Dual-Fuel-Multipurpose Cargo Vessel STREAM MPV 10K

But further high-tech ship designs are under developmentwith contract signing at hand. The STREAM MPV 10K is amost flexible multi-purpose and dual fuel powered tweendecker of DWT 10,300 capacity for worldwide project, dryand break bulk cargoes as well as for containerized services.

The main objective was to provide two fully box shaped openhatch cargo holds of 30.5 m length, each sized for the storageof two 45 ft. container in length and fully equipped withpontoon type tween decks. These holds are prepared for thestowage of heavy single cargo or any kind of break bulks.Another two forward and the aft tween decked cargo holdsare designed for 20 and 40 ft. units as well as for bulk loads,but these can take all the tween deck covers of the vessel whennot in use and if their storage on open deck is not wanted.

With tween deck storage, the vessel provides a total underdeck storage area of about 2,600 square meters. Apart fromthe option of full under deck container storage utilization, up

to 6 container tiers on deck can be loaded. Up to the 3rd tier,deck slots are suitable for the carriage of extremely heavyweight dry cargo and reefer container. Initially the vessel is ofa gearless design and equipped with fully hydraulicallyoperated hatch covers, but optionally cranes can be fitted inline with the alternative arrangement of pontoon type liftaway covers. The extremely low fuel consumption during thefull year in service is not only due to the long-stroke slowturning dual fuel main engine. The hull lines and propelleroptimization for various drafts and speeds have beenoptimized according to the vessel’s operational profile.Purely LNG powered, the vessel’s range is up to 3,000 nm butis extended to 15,000 nm by liquid fuels. The vessel and herfull machinery system comply with all environmentalregulations. This includes MARPOL VI, tier III regulations.Excellent manoeuvrability will be provided by the single CPpropeller and a high performance flap rudder as well as afrequency controlled bow thruster.

Length over all 138.5 m

Breadth, moulded 21.0 m

Depth to main deck 10.8 m

Operational/ top speed 14/16.0 kn

Ice class E4

Draught (design) 7.5 m

Draught max. (scantling) 8.0 m

Deadweight (max) 11,600 dwt

Bale capacity 13,200 m³

Container capacity 792 TEU

TECHNOLOG could apply their STREAM principles for themost fuel efficient container ships with the 11 Nos. 14,500TEU and 6 Nos. 18,800 TEU Container Ships for UASC anddemonstrate the successes in real fuel savings of about 15-20% compared to similar vessels of traditional design for theset operational profile, by use of:

• Ultra-long stroke Main Engine • Lower rpm and largest diameter propeller • Optimized use of Waste Heat Recovery (WHR) • Use of PTO / PTI in combination with Auxiliaries • MARPOL VI requirements on SOx, NOx and particles • Lowest EEDI values in industry • Dual Fuel application (LNG-Ready) with HFO and LNG for

better energy utilization • Hull form optimization for operational speeds and draught

profiles • Potential of energy saving devices• Optimized cargo handling system with lashing software

program

A major aspect is also LNG as the fuel for the future, withfocus on LNG arrangements on board, impact and costs fordirect LNG installation - respectively for later retro-fitting,and for bunkering logistics. But it is not sufficient to onlydesign and equip the ship for best fuel saving potential, theremust be also the tools to run the ships most economically. Theship’s engineers must be trained properly to migrate from“hammer and spanner” to IT and process control technology.Ship monitoring by superintendents ashore must guaranteesuccess, rather than leaving all to the skills and ambitions of

the respective Captains. Fuel economy must be a companypolicy supported by all ship management departments.

All vessels have been constructed by the Hyundai HeavyIndustries shipyards in Ulsan and Mokpo, and have beendesigned by the shipyard in close cooperation with the shipowner UASC together with their Consultant TECHNOLOG, aswell as a large number of very experienced suppliers such asMDT, Hyundai-EMD, Mitsubishi, SIEMENS, Alpha Laval, HopeMarine, KONGSBERG, Blohm + Voss, Boll & Kirch, GEA-Westfalia, Sauer & Sohn, Nishishiba, MacGregor, BeckerMarine Systems and many other European and Asiancompanies.

The UASC ships are “LNG-ready”: All 17 new vessels havebeen designed and constructed to be quickly and cost-effectively upgraded to LNG as ship fuel. The ‘LNG concept’has been approved in principle (AiP) for the first time withClass Notation for a container vessel by DNV GL. Each vesselhas also been awarded an energy efficiency certificate with adocumented EEDI value. To show the complexity and sizes ofequipment some products of involved suppliers are presentedbelow.

Design type 14,500 TEU 18800 TEU

Length (over all) 368.00 m 400.00 m

Breadth (moulded) 51.00 m 58.60 m

CARGO CAPACITIES

Total container intake 14,993 Not declared

TECHNOLOG

SIEMENS Shaft Generator /Motor (PTO/PTI)

The picture shows Alfa LavalWHRS Aux-Boiler

The 15000 TEU and 19000 TEU Container Vessels already in operation

In 2009 TECHNOLOG started the development of a newgeneration of ships for more environmentally friendly andmore economical operation than ever before. As a result theSTREAM design principle was developed considering LNG asship fuel, fuel saving propulsion, more efficient energygeneration, reduced energy consumption, hull formoptimisation related to the ship’s operational profile andcargo intake maximisation. In addition several internationalpatents have been achieved by TECHNOLOG such as for mixed

container stowage, economic and safe arrangements of tanksand LNG processing plant as well as for air intake for reefercontainer holds. Therefore STREAM stands for “SustainableTransport, Reliable, Economic, Ambitious” ship design. One ofthe biggest successes for applying the STREAM designprinciple was the specification, tendering and subsequentmutual development of the series of 17 Mega Carriers forUASC, United Arab Shipping Company, as mentioned below.

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TECHNOLOG

The SIEMENS Shaft Generator-Motor concept was part of theJDP STREAM and used for this large container vessels as well.The main commercial and operational advantages are asfollows:

• Large full-torque range for different operational speeds inPTO and PTI mode

• Proven design with highest efficiency

• Easy access to all components during inspections

• Low maintenance

• Fuel saving due to feedback power from WHR (PTI) and inPTO mode when generating electricity at low SFOC via themain engine.

The well-proven dual pressure economizer Aalborg XW-TGwith finned tubes in combination are combined with twoAalborg XS-TC7A economizers after aux. engines using theAalborg OS-TCi aux. boiler for steam separation. The systemhas been designed based on owner indicated expectednormal vessel speeds suggesting the main engines wouldprimarily run at low/part loads. The foot print of theeconomizers were therefore reduced in order to increaseexhaust gas velocities and improve the low load operationproperties. This enabled significant reduction of economizersize, weight and investment. A performance tests have beenperformed on each vessel during the sea trials. The resultsindicate that the heat recovery rate is always as it could beexpected or even somewhat better to the full satisfaction ofthe owner.

Furthermore UASC selected Hoppe Marine as system supplierfor Valve Related Controls (VRC), Anti-Heeling and TankContent Measuring System. Hoppe Marine’s innovative andclean pneumatic VRC system supplies the actuator air in thesame proprietary hybrid cable HOCAB as the actuator statussignal. This makes a separate air piping system and itsnecessary bulkhead penetrations and clamps redundant,which is a cost advantage for both the shipyard due toreduced outfitting cost and the operator by lower life cyclecost. Compared with conventional pneumatic piping the airsupply via HOCAB is almost free of losses during the life cycle,which reduces maintenance work for the crew, which alsodoesn’t have to struggle with oil leakages as frequent inhydraulic VRC.

Mitsubishi WHRS Power / Steam Turbines with generator

Hyundai Himsen Auxiliary Gen/Set

Hyundai MAN 9S90 Main Engine with turbo chargers

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Sauer & Sohn compressors with air bottles

Testing of Hoppe Valve Control System

TECHNOLOG

The ULCV’s are equipped with the newest GEA etype OSEseparators. The centrifuges operate with the unique GEAunitrolplus monitoring system. This state-of-the-art sensortechnology ensures the continuous monitoring of the oil interms of water content and the condition of the solid spacein one single step. Unsupervised operation is guaranteed,even usage of contaminated fuels.

GEA etype OSE separators are distinguished by the compactmachine design, low space requirement, reduced energyconsumption and consequently reduced CO2 emissions. Toreduce sludge volume on board by approximately 90% andsave disposal costs on shore GEA SludgeMaster ESD300 isused.

UASC’s LNG ready vessels boast an array of environmentallyfriendly solutions, including shore-to-ship power supply forzero emissions at berth and energy efficient integrated on-board systems. Key elements have been supplied byKONGSBERG, which provides a ‘Full Picture’ solution forUASC’s new ships, delivering integrated vessel control systemsfor navigation, communication, and automation formachinery and propulsion systems. It includes a state of theart, Vessel Performance System, which monitors and providesaccurate, detailed decision support advice for operatorsregarding energy efficiency, fuel usage and optimal sailing.Together these systems integrate with the electronicallycontrolled main engines, maximising fuel efficiency, whilereducing noise, vibration and carbon emissions byautomatically controlling fuel consumption in line withsailing speed and conditions.

Becker Marine Systems is JD Partner for all STREAM designsand a supplier to the UASC newbuilding’s. The ‘TwistedLeading Edge Rudder with Rudder Bulb to minimize propellerhub vortex losses and to regain energy, has been developedas a completely grease free unit, thus reducing service andmaintenance costs. The additional Becker Twisted Fin takesthe reduction of fuel consumption one step further. Thisenergy-saving device is designed to reduce rotational lossesand to generate a pre-swirl like a counter-rotating propellerwhich increases the propeller efficiency.

The optimized MacGregor cargo solution for the UASC vesselseries comprises of hatch covers, lashing bridges and acomprehensive lashing system, complemented by anINTERSCHALT lashing software program. This on-boardloading computer MACS3, with its integrated lashing andtrim modules, ensures UASC that cargo is properly secured fortrade route specific conditions and for world-wide services. Inaddition, the integrated TROP module optimizes trim interms of current loading conditions while also meetingstability and strength requirements.

GEA etype OES Spearator

Kongsberg “Full Picture” Solution K-Chief

Becker Marine Twisted Leading Edge with Bulb and TwistedFin Nozzle

Optimised MacGregor Cargo Solution with LoadingComputer MACS3

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TECHNOLOG

The benefits achieved by this arrangement are:

• Time savings in port (in comparison with deck cell guides orwith a hatch covers + lashing bridge arrangement).

• More flexibility for efficient cargo planning. The deck spacecan accommodate flexibly e.g. 45’, 48’ or 49’ containers. Ina competitive market this is a clear business benefit. (Intraditional cell guide arrangements only 40’container slotswould be available in way of the cell guides)

• Better stack weights can be reached with help of the stacksplitters because the stack splitters enable more options toplace the containers in the cargo space.

The design of the cargo storage and lashing equipment aswell as the stack splitting system were carried out in full co-operation between TECHNOLOG and MacGregor.

The joint development of Cargotec and TECHNOLOG createdthe most flexible container stowage for all containerdimensions in operaton between 20’ and 49’ in standardswith normal or over-width.

Another importand patend feature is the special retrofiableClip-on Air-con element developed by TECHNOLOG. Such clip-on units if needed for special cargo or for modification ofexisting ships.

STREAM DesignType 9000 LNG 5000 LNG 4500 LNG 3900 LNG 2600 LNG 2400 LNG 1400 LNG

Length (over all) 299.80m 249.60m 233.60m 218.50 m 199.90 m 172.25 m 149.90 m

Breadth (moulded) 48.20 m 37.60 m 37.60 m 37.60 m 31.50 m 28.80 m 26.40 m

Draught (design) 13.00 m 12.50 m 11.00 m 10.50 m 9.60 m 8.50 m 8.10 m

Draught (max) 14.50 m 13.50 m 12.50 m 12.00 m 9.50 m 9.30 m

Deadweight (max) 106,600 t 61,200 t 54,000 t 49.500 t 29,000 t 25,400 t 19,200 t

Operational speed 18.5 kn 14-18.5 kn 14 - 18.9 kn 14 – 18.5 kn 19.0 kn 18.0 kn 17.0 kn

Catch-up speed 21.0 kn 19.5 kn 21.4 kn 22.0 kn 18.5 kn

Cargo Capacity

Total container intake 9,193 TEU 5,075 TEU 4,373 TEU 4,022 TEU 2,600 TEU 2,385 TEU 1,350 TEU

40’ HC reefer 1,500 Units 1,000 Units 1,000 Units 1,150 Units 550 Units 200 Units 400 Units

45’ HC container 1,090 Units 1,020 Units 800 Units 840 Units 320 Units 510 Units

48’/ 49’ wide container 650 Units 34 Units

STREAM DesignType

MPV 60kLNG

MPV 10k LNG

NOVUM LNGMULTICARRIE

NOVUM 500LNG

PowerSupply Barge

ENVIRO TUG Port FeederBarge

Length (over all) 189.99m 138.50m 100.00m 91.20m 70.9 m 38.00 m 63.90 m

Breadth (moulded) 38.48 m 21.00 m 11,45 m 30.00 m 12.30 m 14.9 m 21.20 m

Draught (design) 11.60 m 7.50 m 2.80 m 6.00 m 1.25 m 4.00 m

Draught (max) 12.00 m 8.00 m 3.30 m nta nta 3.10 m

Deadweight (max) design 60.000 dwt

11,600 dwt 2,230 dwt nta nta 300 dwt 2500

Operational speed 14.0 kn 10.8 kn 10-11.0 kn 12.5 kn 13.0 kn 8,0 kn

Catch-up speed 16.0 kn

Cargo Capacity

Number of CargoHolds / Volume

4 / 13,200 m³ / 4,100 m³6 MWelectricsupplypower

5 kWsupplypower

Total containerintake 792 TEU 176 TEU

520 TEU or250 FEU cell

guides168

STREAM Type vessels and overview of available elaborated vessels ready for constructionAn updated overview of all the STREAM type designs elaborated and listed below are with LNG dual fuel. The performanceof the owner related designs are always proven by extensive cost-benefit-analyses. The already built ones have beenconstructed as “LNG-ready” ships.d the condition All STREAM Container Vessels up to 5000 TEU capacity are basically fullycellular open-top container ships which benefit from an optimized design of lashing bridges and stack splitters. The cargosystem design started out from requirements for cargo efficiency and flexibility. The double cargo holds accommodate 40ftcontainers. On deck there are three tiers of deck slots that can accommodate all sizes of cargo and reefer containers.

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MACGREGOR

MacGregor believes that there are many ways to ensure thatinvestments perform to the best of their abilities and it iscrucial in today’s climate to not miss the opportunity that liesin addressing the under-utilisation of cargo spaces. Key tothis process is collaboration with a customer from the earliestpossible stage, vessel inspections prior to any upgrade work,the presence of local personnel during any preparations forwork and any eventual drydocking, and regular follow-upand training when taking the system into use. These areessential prerequisites for maximising a vessel’s cargo systemefficiency and improving its operational flexibility.

A Cargo Boost case studyA recent MacGregor Cargo Boost project on board threevessels has delivered an additional payload capacity of 300-high cube FEUs (670 TEUs) to each container ship and giventhe vessels more operational flexibility, helping them toadapt to changing markets.

During the Cargo Boost, the internal lashings were convertedto an external lashing arrangement. This delivered a muchbetter loading profile. Further to that, lashing bridgeextensions, commonly called ‘mouse ears’, were built behindeach vessel’s accommodation block in areas where there were

no visibility restrictions. Also the latest route-specific ruleswere considered and Lashmate lashing calculation softwarewas used to maximise the vessels’ cargo system utilisationcapacity.

Cargo Boosts are designed for existing ships and are part ofMacGregor’s PlusPartner concept. It is a forward-thinkingapproach to ship design that considers all parts of the cargohandling system as a whole. The scope of a MacGregor CargoBoost can vary from document updates to cargo systemdesign and hardware, to a continuous cargo systemProductivity Care programme. Productivity Care programmesare always considered from the ship’s revenue perspectiveand are available for newbuildings, vessel upgrades and aswell as an independent service.

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www.macgregor.com

So much potential. Let´s not waste it.

Efficiency

Safety

Environment

Oil cleaning

Thermal fluid heating systems

Steam and hot water

production

Exhaust gas cleaning

EGR water treatment

Waste heat recovery

Ballast water

treatment

Desalination

Inert gas production

Cooling and heating

Tank cleaning

Oily waste treatment

Crankcase gas cleaning

Fuel conditioning

Filtration

Gas combustion

For nearly a century, we’ve supplied the equipment and services that safeguard and enhance your performance. No other marine supplier can offer such a wide range of proven solutions, or cover so many critical operations on board.

Alfa Lavalon board

LIVEWIRESALFA LAVAL PURESOX GLOBAL PREPARED TO COMPLY WITH A 0.5% SULPHURFUEL CAPAlfa Laval is ready to help customers meet a global 0.5% sulphur fuel limit, no matter what the outcome of the MEPC70meeting. The new Alfa Laval PureSOx Global is part of a major expansion of the PureSOx platform that will be releasedat SMM in Hamburg.

Alfa Laval launched the original Alfa Laval PureSOx far in advance of today s Emission Control Area (ECA) legislation. Inthe same way, the company is prepared to guide customers to 0.5% fuel sulphur compliance long before such a limit isimplemented. Whether the decision is taken at October s MEPC70 meeting or postponed until 2025, Alfa Laval has asolution in place.

At this year s SMM exhibition, a major expansion of the PureSOx platform will be presented at Alfa Laval s stand (Hall A1,Stand A1.226). PureSOx Global will be introduced for 0.5%S compliance, taking its place beside the existing PureSOx ECAsystem for 0.1%S compliance. In addition, there will be a PureSOx Flex system offering compliance at both levels.

Scrubbers are the proven route to compliance, whereas the costs and infrastructure associated with LNG remainuncertain, says René Diks, Manager Marketing & Sales, Exhaust Gas Cleaning. For owners or operators of a big fleet, nowis the time to start investigating options and to consider gaining experience with a first scrubber installation.

No change to proven PureSOx technologyThe current PureSOx technology now operating in over 70 proven systems, including the original pilot from 2009 willcontinue to be used throughout the expanded PureSOx platform. Likewise, the PureSOx Global, PureSOx Flex andPureSOx ECA versions will all be available in open-loop, closed-loop and hybrid arrangements, with either U-design orinline I-design scrubbers. All versions are intended to provide payback after a maximum of three years, even consideringa smaller difference in price between 0.5%S and 0.1%S fuels compared to the difference between 0.1%S fuel and HFO.

To learn more about Alfa Laval PureSOx and Alfa Laval s approach to exhaust gas cleaning, visitwww.alfalaval.com/puresox

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motions at sea and monitor and optimize fuel consumption

and vessel performance.

Academic excellence for business and the professions

Enhance your career in the modern marine industry. Start here.City University London offers two Masters level programmes in Piraeus, Greece, designed for both new-entrants and established professionals , focusing on the maritime industry and shipping law.

LLM Maritime LawThe emphasis of this programme is to understand how law works in relation to shipping contracts, insurance, admiralty practice, international sale of goods and commercial arbitration.

MSc Maritime Operations and ManagementThis MSc programme introduces a wide range of concepts to prepare students for employment in senior positions in the maritime sector, focusing on maritime operations, management, technology and the related business environment.

Both programmes are taught at the Lloyd’s Register Building in Piraeus and start September 2016.

For further information and to apply, please contact Ms Marilena Kokonaki, Programme Officer.

Telephone enquiries +30 210 4297103

Find out more, visit www.city.ac.uk

Email enquiries marilena.kokonaki.1@city.ac.uk

22

fuel saver

REWINDS AND GENERAL SHIP REPAIRS

33 MAIN STREET, SUITE 4GIBRALTAR

email: pirelec@gibraltar.giTEL: 00 350 200 73171

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& SURVEYORS MIIMS. MCMS. RMS

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