Successful: Germanys Navy “Oil Hunter”

By Peter Pospiech at July 31, 2013 05:20
Filed Under: Company News, General, Marine Electronics, Navy News, New Technology

Control air crafts of the Central Command for Maritime Emergencies in Cuxhaven, Germany, keep an eye on oil violator in the North- and Baltic Sea.

Since both the air crafts are controlling the main shipping routes of the German Bay and also in the German territory the number of sea polluter are getting less, says Ulrike Windhövel from the Central Command for Maritime Emergencies in Cuxhaven. Also the detected amounts of oil are remarkably smaller than before.
In 2012, same like in 2011, around 41 pollutions have been discovered whereof 9 oil violators in each year could be identified. With 59 oil violators in 2004 the most contempt could be detected. Since the beginning of oil detection from the air around 4.116 pollutions could be detected, whereof 565 could be assigned to the causer.
The covered area of North- and Baltic Sea is around 115.000 square kilometers. A particular focus is done by the “Oil Hunter” on the water ways, oil rigs and gas fields, fishing grounds and also in the world heritage waddensea. The pilots are very well trained: “They decide from the air craft whether this is an oil spot or algea slick”, says Windhövel.
1986 started the air control, decided by the German Department of Transportation (DOT). The two air crafts of the naval air wing 3 “Graf Zeppelin”, based  in Nordholz, are flying for the Central Command for Maritime Emergencies. They are also used at emergencies on sea.
The CCME provides the two air crafts, pays the infrastructure and also the crew. The two air crafts of type Dornier Do 228 are operated by members of the naval air wing 3.
These air crafts are fitted with the most modern sensors and are able to detect up to a distance of 40 km on both sides of the air craft any kind of oil pollution or any other abnormal. The so detected possible pollutions are afterwards classified and verified with special sensors for the close-up area.
This, by the Central Command for Maritime Emergencies implemented “Safety Concept German Coast” and created by the Federation and States includes radar and air control, pilot use as well as emergency tugs for disabled ships.

Image: Courtesy of CCME

Maritime Route Optimisation Really Can Save Fuel Instantly at Low Cost

By George Backwell at July 27, 2013 05:17
Filed Under:

Weather forecasts are plentiful and readily available but there is very little information available to mariners about the ocean i.e. ocean currents, tides, waves and other phenomena. Tidetech was founded in order to fill this 'black hole' of oceanographic data by commercially creating data products to help improve the choice of routing of ships by making the most favourable use of tides and currents (weather conditions too) for the voyage in hand. Fuel savings at extremely low cost thus become available to the ship operators.

Routing display, North Atlantic track: Image courtesy of Tidetech

Tidetech has now teamed up up with Computer Aided Engineeringsoftware specialists NAPA to supply tidal current prediction data for route  optimisation, initially for South East Asia and UK–Europe. The companies decided to join hands after a successful three-months trial aboard a cruise ship using Tidetech’s Singapore and Malacca Straits models.

This new agreement between Tidetech and NAPA includes developing an expanded data model to cover the chosen cruise ship’s full operating area of Phuket, eastern Thai waters, east side of Malaysia and the Malacca and Singapore Straits.

Ship transit – Malacca Strait: Photo courtesy of United States Navy

Tidetech managing director Penny Haire said the trial had demonstrated the capability for flexible, custom data delivery and the instant, low cost efficiency gains to be found through access to integrated oceanographic data. "We supplied a custom data file which is pre-defined by NAPA to suit the bandwidth capability of the vessel [for download]" Ms Haire said. "Integrating our data into optimisation systems and software is a relatively simple, quick and low-cost way for ships to gain demonstrable percentage savings in bunkers and emissions."

To ensure maximum information with minimum bandwidth, Tidetech, NAPA and the cruise line together defined the critical areas of operation. Tidetech then extracted focused data from the broader model.

Executive vice president for operations at NAPA, Esa Henttinen explained that Tidetech’s knowledge in ocean data and meteorology, combined with NAPA’s expertise in shipping software, has resulted in material reductions in CO2 emissions and increased eco-efficiency.

Penny Haire added that cruise ships and passenger ferries were already well equipped to download these data files. "Passenger vessels in particular usually already have broadband connections aboard," she said. ‘With optimisation solutions in place, it’s relatively straightforward to integrate the data once downloaded.’

In addition to expanding its SE Asia model to Thai waters, Tidetech is also developing a 100 m resolution model for the Singapore Straits and a 1km model for the South China Sea region.

Straits of Singapore & Malacca: Image courtesy of Tidetech





One Scrubber for all Main and Auxiliary Engines

By Peter Pospiech at July 25, 2013 06:07
Filed Under: Company News, Scrubbers

Norway's Clean Marine says it offers a patented exhaust gas cleaning system (EGCS) to meet upcoming regulations on sulphur emissions. "For vessels sailing in European waters and other emission control areas (ECAs), a maximum sulphur limit of 0.1% will apply from 2015," said CEO Nils Hoy-Petersen. "The Clean Marine system will clean both sulphur oxides (SOx) and particulate matter emissions from main and auxiliary engines as well as boilers." The EGCS is said to be the only system currently on the market with true multi-stream exhaust gas handling. This means that all exhaust sources on board are served by one common EGC unit without encountering an increase in back pressure, Clean Marine said. In addition the system can be retrofitted and installed, with slight modifications, in the existing funnel design. 

Two fans and a gas recirculation mechanism integrated into the EGC unit ensure that pressure at the common gas-meeting point is maintained at ambient level, irrespective of the amount of exhaust fed to the system.

The advanced vortex chamber (AVC) is another vital part of the Clean Marine EGC unit. This high-speed cyclone has outstanding separation efficiency and achieves a high sulphur and particulate matter (PM) trapping efficiency at minimum cost, according to the company.

Clean Marine says it offers a proven, hybrid system that can operate in both open-and closed-loop mode. It uses caustic soda in both modes, which means vessels can operate in all types of water (including low-alkaline and saline water) in either mode and without loss of efficiency. Furthermore, the use of caustic soda enables the Clean Marine EGCS to meet the current pH limit for washwater discharges with good margin, it noted.

The Clean Marine EGCS is easy to operate and monitor and is also a cost-efficient option, especially for vessels with many exhaust sources, as the one EGC unit simultaneously serves several combustion units.

Assuming a conservative USD 300 per metric tonne price difference between marine gas oil and high sulphur fuel oil, and 100% of operations inside an emission control area (ECA), Clean Marine says payback time would be about a year.

A Clean Marine EGCS is operational and fully certified on the bulk carrier M V Balder, and the company recently signed a contract with Samsung Heavy Industries and AET for two shuttle tanker newbuildings. Installation of the EGC units is scheduled to take place during 2013 and 2014, and Samsung will deliver the state-of-the-art tankers at the end of 2014 and beginning of 2015, respectively.


Graphics: courtesy of Clean Marine

Before and after data convincing for container ship nose replacement

By Peter Pospiech at July 23, 2013 04:25
Filed Under:

DNV has gathered before and after operational-performance data which indicate that redesigning the bulbous bow of slow-steaming container ships can produce fuel savings of 5 per cent or above. These ‘nose jobs’ can have a payback time of less than a year.

Hyundai Merchant Marine (HMM) operates a series of 8,600 TEU container vessels which were designed and built for high speed. These vessels are actually able to operate at 27 knots. However, today the vessels are “slow steaming”, operating in the range of 15 to 18 knots. At these speeds, the existing bulb is not efficient.

In order to quantify the possible savings potential, DNV carried out a comprehensive study to develop a new bulbous bow shape optimised for the expected trading conditions. A cost-benefit assessment was conducted based on the estimated savings and this created the basis for HMM to go ahead with a conversion.

Based on input from DNV, Daewoo Ship Engineering Company (DSEC) carried out the structural design work. The conversion of the first vessel, the Hyundai Brave, was completed in March 2013.

After the “nose job” in drydock, onboard measurements have shown that the USD 680,000 modification has reduced fuel consumption by almost 1,000 tonnes per year.

“The performance of the new bulbous has carefully been evaluated as part of verification over about 2 months period after delivery and fuel saving in operation so far has been found to be around 5% or above. The payback period is expected to be much shorter than the 1 year originally estimated,” says Taeg-Gyu Lee executive vice president of HMM.

“Close cooperation between DNV, the structural designer and the yard ensured the timely execution of the design and installation work,” says Jost Bergmann, DNV’s Business Director for Container Ships. “Improvements in fuel economy have now been demonstrated in loaded, light and full capacity operations.”

The project, starting with the initial planning phase, was completed in 14 weeks and, with pre-fabrication, the yard erection work was completed in only two weeks during the vessel’s regular docking cycle.

DNV developed a series of potential bulb shapes, made to suit the new operating profile of the Hyundai Brave, that where all tested by use of computational fluid dynamics. The new bulb does not add to the vessel’s overall length and is five tonnes lighter than the original.

DNV is confident that the recorded success of this project will assist other owners looking to improve the competitiveness of older vessels. “Existing ships have to compete with a new breed of efficient and flexible designs,” said Mr Bergmann. “One result of the high design speed of many existing container ships is that the bulb is highly tuned to reach the maximum speed. The new reality for much of the existing fleet is that this affects efficiency at lower speeds. DNV’s bulb optimisation service now has hard data to demonstrate


Images: Courtesy of DNV

Ferry to Sail Clean Through World Heritage-listed Waters

By George Backwell at July 20, 2013 00:22
Filed Under:

Wärtsilä has been awarded an important retrofitting contract by the German shipyard, BVT-Brenn-und Verformungstechnik Bremen GmbH to convert the Ostfriesland, a car and passenger ferry (owned by Aktien-Gesellschaft ‘EMS’) to run on liquefied natural gas (LNG) fuel.

Ferry MV Ostfriesland: Photo courtesy of Wärtsilä

The ferry’s route is between Emden and Borkum Island on the Lower Saxon Wadden Sea National Park, an ecologically sensitive UNESCO World Heritage listed area in the southeastern part of the North Sea, and the retrofit will significantly reduce the ship’s environmental impact.

The Ostfriesland’s diesel-electric configuration will be powered by two 6-cylinder Wärtsilä 20DF dual-fuel generating sets utilising a Wärtsilä proprietary LNGPac, which is a complete system that comprises onboard liquid natural gas bunkering, storage tanks, and handling equipment with related safety and automation systems. The scope of supply also includes Wärtsilä’s patented Cold Recovery System, which utilises the latent heat of LNG in air conditioning systems, thus reducing the amount of electricity consumed in cooling compressors. Significant operational savings and an increase in overall vessel efficiency are the result.

The medium speed 20DF dual-fuel engines with a cylinder bore of 200 mm will run primarily on LNG as the main fuel, but have the capacity to switch to conventional liquid fuels if necessary.

In general terms LNG bunkering takes place from the bunkering station to the LNG tank via an insulated pipe. The LNG tank connection space compartment is mounted directly on the LNG tank which contains all the piping penetrations through the tank shell, as well as all heating media connections to the LNG evaporators.

Example of LNGPac installation: Image courtesy of Wärtsilä

The process inside this tank connection space includes all the connections and valves between the tank and the Pressure Build-up Evaporator (PBE), and between the tank and the Main Gas Evaporator (MGE), together with the evaporators themselves, although Wärtsilä say that the LNGPac gas supply system can be customised according to specific requirements. The evaporators are heated by glycol-water circulating within a glycol-water heating unit.

The Wärtsilä contract was signed in April 2013 and the work will be carried out during the second quarter of 2014 for about seven weeks.

“It is of the utmost importance for us to operate the ‘Ostfriesland’ in the most ecologically friendly manner possible, with low exhaust emissions, perfect manoeuvrability, and high reliability. Thanks to Wärtsilä’s dual-fuel technology with its built-in redundancy, the vessel will be able to operate without restrictions in the SECA and NECA sulphur and nitrogen controlled areas …” says Dr. Bernhard Brons, Member of the Board of AG ‘EMS’.



BP and Topaz Marine AHTS Vessels Choose L27/38 Power

By Peter Pospiech at July 18, 2013 04:53
Filed Under: Company News, MAN Diesel&Turbo, Offshore, Shipyards, Workboats

80-ton bollard pull vessels ready for anchor handling tug supply services

MAN Diesel & Turbo’s medium-speed propulsion   packages   have   gained another foothold in Middle Eastern offshore operations. After successfully completed sea trials, Abu Dhabi-based Adyard has earlier delivered the ‘Topaz Dignity’ – which is now followed by the ‘Topaz Triumph’ AHTS. Topaz Energy and Marine, a subsidiary  of  Oman-based  Renaissance  Services  SAOG  and  a  regional leader in providing offshore support  vessels  and  engineering services, has passed yet another milestone in its 35-year history by building two Anchor Handling Tug Supply vessels.

The  two  67-metre,  ’80-ton  bollard pull’ vessels are ready for anchor handling tug supply services and the transportation of dry and liquid cargo to and from pipe-laying barges, drilling platforms and production platforms for offshore operations. The Topaz Dignity will operate on behalf of BP, the oil and gas major, on a long-term-contract basis in the Caspian Sea – whilst Topaz Triumph may remain in the Middle East and be operated by Topaz Marine MENA. The state-of-the-art vessels are equipped with the latest technical equipment and are custom-built for Fi-Fi Class I and DP2 operations.

Propulsion package

The  twin-screw  propulsion  package  for  each  vessel  consists  of 8-cylinder, medium-speed  MAN L27/38 engines of 2,720 kW each, horizontal  offset  reduction  gear-boxes with a CPP servo oil distribution unit, and a 1,500 kW shaft alternator PTO. The gearboxes drive approximately 18-metre intermediate shafting and 13 metre propeller tailshafts in oil-lubricated stern tubes. The MAN Alpha CP Propellers are 2,800 mm diameter ducted, turning 198 rpm at MCR. The propeller thrust and pulling power are boosted by Alpha High Thrust nozzles, customised to hull integration with a length/diameter ratio (L/D) of 0.6. In the same vein, the Alphatronic 2000 Propulsion Control System is configured with twin control stations on both main bridge, aft bridge and in the engine control room – including interfaces to joystick and dynamic positioning systems.


Upon completing seatrials for the Topaz  Triumph  –  Topaz  Marine Project Manager,  Stewart  Smith, expressed his satisfaction with the propulsion system and vessel performance  in  general:  “Everything fulfilled  our  expectations.  Compared  to  the  estimated  design speed  of  13.5  knots  for  the  vessel, we even achieved a radically increased top speed of 15 knots”. Additionally, a bollard pull test verified the vessels’ pulling power specification by achieving a test result of 87 tons. 


Image/graph: courtesy of MAN Diesel&Turbo

MAN 48/60 Engines Clock up 500th Sale

By Peter Pospiech at July 15, 2013 04:26
Filed Under: Company News, MAN Diesel&Turbo

MAN Diesel & Turbo has announced the 500th sale of its MAN 48/60 medium-speed engine. The milestone was reached with the order of two common-rail variants of the engine by Huta Marine of Jeddah, Saudi Arabia as part of a diesel-electric system to power a self-propelled cutter suction dredger. 

Huta Marine is a specialist in marine infrastructure and its fleet ranks among the largest in the Middle East. The dredger will be built in the Netherlands by a shipyard belonging to the IHC Merwede Group, the global market leader for dredging, mining and other custom-built vessels.

The MAN 48/60 engine

Based on the 48/60 workhorse, the 48/60 engine was introduced in 2003 in both L- and V- versions. Over its working history, it has proved itself a valuable, sturdy workhorse and all-round performer over a broad range of applications. 

The 48/60 medium-speed engine is based on the successful 48/60 series first launched in 1989. The B variant represented a major redevelopment of the concept characterised by increased output, reduced engine weight/width, and an optimised combustion that reduced both exhaust emissions and fuel consumption. 

The 48/60 has been continuously developed ever since, notably including an upgrade to common-rail fuel injection in 2008 and full Tier II compliance in 2011, and more recently featuring a redesign of its cylinder head where a higher fuel injection pressure resulted in improved atomisation and better combustion, ultimately reducing both fuel consumption and emission levels.

Inherent benefits

The 48/60 engine derives several, extra advantages from forming an integral part of the MAN Diesel & Turbo portfolio. The engine has many references where it has been integrated with the successful TCA turbocharger series while SaCoSone, MAN Diesel & Turbo’s proven engine-management system, has also become standard issue. 

The 48/60 has proved itself over a broad range of applications. Pictured above (left) is Spanish Ro-Ro ‘José María Entrecanales’ 

and a view of its engine room showing two of its four MAN 9L48/60B main engines.  

A panorama view of the ICE Garabito power plant in Costa Rica where eleven 18V48/60B engines feed 200 MW of electrical power into the national grid


images: courtesy of MAN Diesel&Turbo

Marine Diesel Engine: New Dual-fuel Engine in MAN Portfolio

By George Backwell at July 13, 2013 00:56
Filed Under: Fuels & Lubes, LPG, Methanol Fuel

A new dual-fuel marine diesel engine variant from MAN Diesel & Turbo, the ME-LGI,  runs on liquid gas fuels – methanol, LPG, dimethyl ether (DME), and (bio-) ethanol as well as other, low-flash-point fuels – building on the manufacturer’s successful LNG /HFO dual-fuel ME-GI low speed engine plant introduced last year.

MAN developed the ME-LGI engine in response to interest from the shipping world in using alternatives to heavy fuel oil. Methanol and LPG carriers have already operated at sea for many years and many more LPG tankers are currently being built as the global LPG infrastructure grows; in themselves a ready market once a suitable dual-fuel engine became available.

Sure enough,  the new engine, unveiled on 1, July 2013 was snapped up as MAN signed a Letter of Intent with Vancouver-based Waterfront Shipping for the installation of four MAN ME-LGI engines which will run on a blend of 95% methanol and 5% diesel fuel.

Chemical Carrier Tankship:
Photo courtesy of Waterfront Shipping

Waterfront Shipping, a wholly-owned subsidiary of Methanex Corporation, has a fleet of eighteen double-hulled deep-sea bulk chemicals and clean petroleum products tankships, including methane. With a viable, convenient and economic fuel already on-board, to exploit a fraction of the cargo to power a vessel made immediate sense, with the added benefit of a reduction in exhaust gas emissions.

Methanol is a sulphur-free, clean-burning fuel and MAN Diesel & Turbo sees a far wider market potential for it as a bunker fuel apart from its obvious attraction as the fuel of choice for the specialised methanol tankship. They say they expect all their existing MAN B&W two-stroke engines to be retrofittable – in a cost-efficient manner – for operation according to the LGI concept on either methanol or LPG, adding that they are already working towards a Tier lll-compatible ME-LGI version of the engine.

The New Engine
The ME-LGI concept is an entirely new concept that can be applied to all MAN Diesel & Turbo low-speed engines, either ordered as an original unit or through retrofitting. Two concepts are key:
    •    The engine’s ‘ME-’ prefix indicates that the new engine benefits from well-proven electronic controls that also encompass the fuel being injected by a so-called Booster Fuel Injection Valve.
    •    This fuel booster, specially developed for the ME-LGI engine, ensures that a low pressure fuel-gas supply system can be employed, significantly reducing first-time costs and increasing reliability.

Fuel Booster: Image courtesy of MAN Diesel & Turbo

“With increasing fuel prices and upcoming shipping regulations, we identified the need to develop an engine that can enable ships to run on alternative fuels with environmental benefits. The ability of our ME-LGI engine to run on a sulphur-free fuel offers great potential,” according to Ole Grøne, Senior Vice-President, MAN Diesel & Turbo SE.

The four G50ME-LGI units are targeted for the end of 2013, with engine delivery to follow in the summer of 2015.




Damen delivers first-ever purpose-built offshore chasers

By Peter Pospiech at July 11, 2013 06:28
Filed Under: Company News, Shipyards

The delivery of the ‘Aquarius-G’ and her sister ship ‘Astra-G’ to offshore services company Rederij Groen marked a milestone in Offshore Support Vessel construction. Never before, such Chasers have been purpose-built.

The vessels have been designed by Saltwater Engineering in close cooperation with both Rederij Groen and Maaskant Shipyards Stellendam. Both Seismic Research Support Vessels were constructed by Maaskant Shipyards Stellendam, part of Damen Shipyards Group.

“Indeed, all our other SRS Chaser vessels so far involve converted fishing trawlers”, Henk Groen, director and proprietor of offshore company Rederij Groen notes about his new twins. “Having designed them to our specific needs right from the drawing board, significantly enhances the vessels’ deployability and performance. Their sharply reduced sway and manoeuvrability are just two examples”, Mr Groen adds.

The ‘Aquarius-G’ and sistership ‘Astra-G’ are so-called Guard Vessels or Chasers. One major task is to ensure that other shipping, mainly fishing ships, will keep distance from Seismic Survey Vessels engaged in offshore exploration. To literally chase-off. The trawlers’ nets might otherwise damage the costly seismic streamers trailing behind the survey vessels.

Dead slow

A further key activity for the SRS vessels are the alongside operations, featuring a variety of services to the seismic survey mothership. Whilst sailing alongside, such assistance includes the board-to-board transhipment of goods and equipment. The two new SRS vessels have a 2-tonne at a 10.5-metre reach deck crane. The 105 m² of free space at the aft deck provides sufficient storage capacity to include several ISO maritime containers. An aggregate 16 cubic metres of temperature controlled cells cater for other auxiliary services.

As a significant improvement, the two purpose-built Chasers feature superior nautical capabilities over the converted fishing trawlers. Their sharply lesser sway benefits both the alongside operations and the crew’s comfort.

“Seismic research is done at a sailing speed not exceeding four knots. At such low speeds, the ship needs to be both stable and maintain good manoeuvrability”, Henk Groen says. SRS vessels also measure sea current near offshore rigs to ensure a safe close passage for the seismic survey ship. “So keeping lane at very low speeds is vital for this precise work.” All of this is being put into practice as the ´Astra-G´ is currently working at its first assignment in the Barentz Sea. 

Two CAT diesel engines of type C32 Acert of each 970 kW give the ship via two fixed pitch propeller a maximum speed of 14 kn. An additional bow thruster VT-100 of maker VETH ensures max manoeuvrability. The two novel Seismic Research Support Chasers have a 40-metre length over all, 9.30 metres width, 3.30 metres draught, with accommodation for a complement of fourteen. The two vessels are classified acc to Lloyds Register IACS with the notation: Q 100A1, Ice Class 1E, EP, UMS, SCM, IWS, [Q] LMC 


Images: courtesy of Damen Shipyard


In November 2011 Fassmer Shipyard, Germany, and Fugro N.V., Netherland, signed the contract for the new 40m „Fugro Helmert”, a new Offshore Survey Coastal Vessel for hydrographic and geotechnical tasks in worldwide operation. Fassmer was assigned to design and build the vessel in a time period of 20 months. The delivery is scheduled for August 2013.

On 8th  of July 2013 the new Fugro Survey Vessel was christened by godmother Mrs. Irmgard Jeuken, in the presence of more than 140 guests, on the Fassmer Shipyard Berne. Directly after the naming ceremony the vessel was launched. During the following weeks all remaining works will be finished. On 8th of August 2013, after completion of all final tests and trials, the vessel will be handed over in time to Fugro. 

This vessel is designed for worldwide operation, means well insulated against high temperatures, air conditioned and with a total accommodation for crew and guest of 20 persons. A maximum of 12 guests are allowed.   

The aft deck with a total area of about 280 m2 is designed to arrange various winches and other equipment on different, variable places. The equipment is fixed by twistlocks to flush deck container rails. An A-frame with load capacity of 10 tons is located at the stern and alternatively on starboard side. Via this A-frame various scientific probes can be lowered down. With a total deck load of max 30 t. different kind of deck equipment can be placed. For handling these equipments a crane (Palfinger PK50002) with a capacity of 3,0 to at 12m outreach at harbour condition is realized.  

For station-keeping a Dynamic Position System Class 1 (DP1) with class notation Germanischer Lloyd was installed. Various sounding equipment is placed in a special designed blister in keel section area. Mainly Kongberg EM710, Knudsen SBE / SBP (3 X 3), Innomar SES 2000, HiPAP 500 and a underwater camera can be mentioned at this point. 

All data´s from sounding are collected and processed in the instrument room,data processing room and office server room. All racks in these rooms are airconditioned separately. All selected and processed data can be transferred via VSAT worldwide.  The wheel house console is equipped with two Radar devices, double ECDIS system (electr. Sea chart), helmsman display, GMDSS systems acc. sea area A3. Additionally separate radio console and separate office space is available.  

With 496 GT the vessel has to be not fully compliant with SOLAS requirements.  The vessel was built in accordance with the “Environmental Passport” (Hong Kong Convention) and the IHM regulation. Due to in water survey certification the vessel has to come out of the water every 5 years only. 

Technical Information:  

40m Survey Vessel „Fugro Helmert“  

length overall:                             41,52 m 

moulded beam:                             9,80 m 

design draft (DWL):                       2,80 m 

tonnage        :                              496 GT, 149 NT 

class notation:  GL + 100 A5 „Research Vessel“ E IW DP 1    GL + MC Aut E 

speed:                                        11,30 kn 

main engine:                               2 x MAN D2876 LE 403 , 331 KW /1800 rpm each 

propeller:                                    2 x Schottel-Ruderpropeller Typ SRP200, ø = 1,11m 

bow thruster:                               Schottel STT170 TLK, 200kW  

aux engine :                                2x MAN D2866 LXE30 244KW/1500 rpm each


Image / graph: courtesy of Fassmer Shipyard


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