O v e r n e m in g v a n a r t i k e l e n e n z
to e s te m m in g v a n d e u itg e v e r s
t
A
zonder
is v e r
boden.
Jaarabonnement (bij vooruitbetaling) f4 5 ,-
buiten Nederland 174,-. losse nummers f3,25
van oude jaargangen f4 ,1 5 (alle prijzen incl.
B.T-W.).
UITGEVERS W VT - ROTTERDAM-3006
Tel. 76 25 66*. Pieter de Hoochweg 111,
Telex 21403, Postrekening 58458
De orderboeken blijven slinken
N u, a n d e rh a lf ja a r na h et u itb re k e n v a n d e
e n e rg ie c risis en d e d a a ru it v o o rtv lo e ie n d e
re c essie in de w e re ld h a n d e l, h e t v e rv o e r
en v o o ral de s c h e e p s b o u w , b lijk t p a s h o e
ern stig d e k la p in d e z e la a tste s e c to r is
a a n g e k o m e n . U it de n ie u w e k w a rta a lc ij
fers v a n L lo y d s R e g is te r o f S h ip p in g
w o rd t d u id e lijk d a t d e w e re ld o rd e rp o rte -
feu ille v a n 1 3 3 ,4 m iljo e n b ru to re g is te r
ton in m a a rt 1974 is te ru g g e lo p e n to t 6 7
m iljo en to n aan het e in d e van h e t tw e e d e
k w a rtaal v a n d it ja a r . D at is d u s d e h e lft
van d e p iek v an h et v o o rja a r tw e e ja a r
g e led e n . L lo y d s h e e ft d e z e c ijfe rs, z o a ls
g e b ru ik e lijk , m o e te n c o m p ile re n z o n d e r
o v er e x a c te g e g e v e n s te b e s c h ik k e n u it de
S o w jet U n ie , R o e m e n i e n d e C h in e se
V o lk sre p u b lie k . V an de 6 7 m iljo e n to n ,
w aaru it d e p o rte fe u ille o p 3 0 ju n i b e s to n d ,
is 31 m iljo e n to n o p h et o g e n b lik in a a n
b o u w , te rw ijl aa n d e o v e rig e 3 6 m iljo e n
ton n o g m o e t w o rd e n b e g o n n e n . D a t d it
laatste c ijfe r o n d e rh e v ig is g e w e e st aan
een in d iv id u e le te ru g g a n g v a n 5 ,7 m iljo e n
ton is in h o g e m a te v e ro n tru s te n d . D it
getal to o n t o n s n a m e lijk in w e lk e o m v a n g
de o rd e rb o e k e n o v e r d e g e h e le w e re ld in
een b e tre k k e lijk k le in e tijd a ls d rie m a a n
den w o rd e n a fg e b ro k k e ld .
Al in d e lo o p v an h e t v o rig e j a a r , to e n m en
de b u i g o e d k o n z ie n a a n k o m e n , w e rd
v e rk o n d ig d , d a t n v a n d e m id d e le n o m
de zaak o n d e r c o n tro le te h o u d e n z o u zijn
om h e t a rb e id s te m p o te v e rla g e n . M a a r
b lijk ens de cijfe rs v an L lo y d s is d a a r to t
d u sv er n o g n ie t v e e l v an te re c h tg e k o m e n .
Im m e rs, v a s tg e s te ld m o e t w o rd e n d a t e en
lan d a ls Ja p a n w a a r d e z e ro e p o m p ro -
d u k tie v e rla g in g h et h a rd s t is g e w e e s t - in
het e e rs te h a lf ja a r v an 1974 8 m iljo e n to n
a fle v e rd e . In d e z e lfd e p e rio d e v a n 1975
k w am in J a p a n 8 ,4 m iljo e n to n g e re e d en
S. en W. - 43e jaargang no 17 - 1976
schip en werf
14-daags tijdschrift, gewijd aan Scheeps- en Werktuigbouw, Elektrotechniek,
Scheepvaart en aanverwante vakken
ORGAAN VAN:
N E D E R L A N D S E V E R E N IG IN G VAN T E C H N IC I O P S C H E E P V A A R T G E B IE D - C E N T R A L E B O N D
VAN S C H E E P S B O U W M E E S T E R S IN N E D E R L A N D - N A T IO N A A L IN S T IT U U T V O O R S C H E E P
VAA RT EN SCHEEPSBOUW - NEDERLANDS
R E D A C TIE : pro f. ir. J.H. K rie te m e ije r (h o o fd re d a c te u r) en ir. J.N. Jou stra.
R E D A C T IE -A D R E S : Postbus 2 5 1 2 3 , Burg. s 'J a c o b p le in
Drienveertigste jaargang - 20 augustus 1976 - nr. 17
in d e e e rs te zes m a a n d e n van d it ja a r
k w a m m e n d a a r z e lfs o p e e n to ta a l v an 8 ,8
m iljo e n to n . In p la a ts v a n e e n p ro d u k tie -
v e rla g in g d u s e e n g e rin g e p ro d u k tie stij-
g in g . D e c ijfe rs v an d e a n d e re b e la n g rijk e
s c h e e p s b o u w e n d e la n d e n to n e n v rijw el
h e tz e lfd e b e e ld , a lle e n G ro o t B ritta n n i
v ie l te ru g v a n 8 0 9 m iljo e n to n o p 6 8 7
m iljo e n . O v e rig e n s is de J a p a n s e p o rte
fe u ille in het tw e e d e k w a rta a l m e t 4 m il
jo e n to n k le in e r g e w o rd e n e n d it la n d staat
nu o p e e n to ta a l v an 2 2 ,7 m iljo e n to n ,
w a a rv a n 1 2 ,7 m iljo e n to n n o g o p d e h e l
lin g m o e t w o rd e n g e z e t.
D a t Ja p a n e r n ie tte m in in g e sla a g d is o m
e e n g e rin g e to e v lo e d v a n n ie u w e o p d ra c h
ten in sta n d te h o u d e n , m o e t n a tu u rlijk in
d e e e rs te p la a ts w o rd e n g e w e te n aan d e
a c q u is itie te c h n ie k en h e t p a k k e t v o o r
w a a rd e n d a t d it la n d a a n k a n d id a a t-k o p e rs
te b ie d e n h e e ft. O o k G e o rg e H o llw e y , d i
re c te u r v an d e B ell L in e s , is v o o r d ie v e r
le id in g b e z w e k e n . R u im ee n ja a r g ele d e n
w e rk te hij p la n n e n u it v o o r d e v e rv a n g in g
v a n d e u it tie n sc h e p e n b e sta a n d e v lo o t,
d ie hij v a n e e n n a u w m e t h e m sa m e n w e r
k e n d e D u its e re d e r h e e ft g e c h a rte rd . T o t
g ro o t v e rd rie t van E n g e la n d is d e z e b e
la n g rijk e o p d ra c h t a a n J a p a n g e g u n d , en
in m id d e ls zo u b lijk e n , d a t als H o llw e y
m a a r w at b e te r h ad ro n d g e k e k e n , hij v o o r
so o rtg e lijk e v o o rw a a rd e n o o k te re c h t had
g e k u n d bij d e n ie u w e o v e rd e k te sc h e e p s-
b o u w fa b rie k in S u n d e rla n d , d ie hij e c h te r
g e e n o ffe rte h a d g e v ra a g d . D e z e b e s lis
s in g w a s d a a ro m een h a rd g e la g in E n g e
la n d , ju is t nu a lle b e tro k k e n e n e rv a n o v e r
tu ig d w a re n d at d e b o u w -in - e ig e n -la n d -
c a m p a g n e v ru c h te n b e g o n a f te w e rp e n .
O n z e a a n d a c h t g a a t e c h te r in d e e e rs te
p la a ts u it n a a r h e t e ig e n la n d . V o o r N e d e r
la n d n o te e rt L lo y d s e e n o rd e rp o rte fe u ille
S C H E E P S B O U W K U N D IG P R O E F S T A T IO N
10, R o tte rd a m -3 0 0 2 , T el. 3 6 5 4 17
v a n 8 6 8 .6 7 3 b rt, v e rd e e ld o v e r 120 s c h e
p e n . E n k w a rta a l e e rd e r sto n d N e d e rla n d
o p 9 1 2 .5 8 0 to n (1 3 7 s c h e p e n ), e e n d u ik e
lin g d u s v a n o n g e v e e r 5 0 .0 0 0 to n , d at in
fe ite o v e r h e t v e rs c h il v an 17 sc h e p e n zo u
m o e te n w o rd e n v e rd e e ld . D e p o rte fe u ille
v a n e in d ju n i is v e rd e e ld o v e r 81 sc h e p e n
van 6 9 0 .2 8 4 to n , d ie nu in a a n b o u w z ijn ,
e n 39 van 1 7 8 .3 8 9 to n , w a a ra a n h et w erk
n o g m o e t b e g in n e n . G e z ie n het alg e h e le
v e rv al o m o n s h e e n , h ad d e sc h a d e in het
tw e e d e k w a rta a l m issc h ie n n o g e rg e r k u n
n e n z ijn , m a a r in e lk g ev a l is h et v o o r
N e d e rla n d nu w a c h te n o p de b e la n g s te l
lin g d ie de re d e rs v o o r d e n ie u w e in v e ste -
rin g sp re m ie s k o e ste re n . D e z e re g e lin g ,
d ie p e r 1 ju li is in g e g a a n , is d o o r d e red ers
w e lis w a a r o m s c h re v e n als z ijn d e niet
id e a a l, m a a r bij g e b re k aan w at b e te rs
h e b b e n zij e r to c h h u n steu n aan to e g e
z e g d . V o lg e n s de e e rs te b e ric h te n z o u d e n
in D en H a a g th a n s a a n v ra g e n v a n tw in tig
Inhoud van dit nummer:
De orderboeken blijven slinken
Safety against corrosion damages off
shore
Safety against corrosion fatigue offshore
W est European Conference on Marine
Technology
Schottel stuurbare intrekbare boeg
schroef type S 2502
Unitcentre Rotterdam
The building of a gas carrier in Gdynias
new drydock commenced
Nieuwsberichten
513
L eading C ountries Under construction Orders not commenced Total Order Book
TONS TONS TONS
J a p a n ............................................................ 10 ,002,070 ( - 1 ,3 7 1 ,1 9 4 ) 12,741,913 (-2 ,6 9 6 ,6 8 0 ) 2 2 ,7 4 3 ,9 8 3 (-4 ,067,874)
S w ed en ............................................. 1,670,508 (- 51,0 5 8 ) 3 ,2 9 5 ,4 5 0 (- 61 5 ,6 9 9 ) 4 ,9 6 5 ,9 5 8 (- 666,757)
U .S .A ............................................................ 2 ,086,951 (- 107,086) 2 ,7 1 0 ,2 6 3 (+ 7,2 8 5 ) 4 ,7 9 7 ,2 1 4 (- 99,801)
U n ite d K in g d o m ............................... 2 ,1 8 4 ,8 8 7 (- 101,128) 2 ,3 3 5 ,2 6 6 (+ 8,8 7 5 ) 4 ,5 2 0 ,1 5 3 (- 92,253)
S p a i n ............................................................ 2 ,4 2 6 ,0 4 5 (+ 4 0 ,0 8 7 ) 1 ,4 3 0 ,8 0 6 ( - 331,074) 3 ,856,851 (- 290,987)
F ra n c e .............................................. 1 ,5 9 4 ,3 8 3 ( - 2 9 3 ,3 7 7 ) 2 ,2 4 4 ,5 8 5 ( - 322 ,9 7 5) 3 ,8 3 8 ,9 6 8 (- 616,352)
B r a z i l ............................................................ 6 1 8 ,4 6 8 (+ 101,482) 2 ,9 1 7 ,7 6 2 (- 68 ,3 4 5 ) 3 ,5 3 6 ,2 3 0 (+ 33,137)
G e rm a n y , F e d e ra l R e p u b lic o f 1 ,965,063 ( + 31 5 ,4 7 2 ) 1,338,677 (- 6 1 7 ,5 7 0 ) 3 ,3 0 3 ,7 4 0 (- 302,098)
I t a l y ............................................................ 1,1 7 5 ,3 8 9 ( - 2 2 9 ,8 8 4 ) 6 7 5 ,0 1 0 (- 42 ,3 4 0 ) 1 ,8 5 0 ,3 9 9 (- 272,224)
P o la n d ............................................. 7 8 1 ,2 9 0 (+ 166,810) 1 ,024,049 (- 89 ,5 6 4 ) 1 ,8 0 5 ,3 3 9 (+ 77,246)
D e n m a rk ............................................. 4 1 5 ,7 4 6 (- 155,018) 1 ,220,967 (- 93 ,4 0 0 ) 1,636,713 (- 248,418)
K o r e a (S o u th ) ............................... 82 8 ,0 2 7 ( - 169,949) 7 2 5 ,9 9 0 (+ 52 ,2 5 0 ) 1 ,5 5 4 ,0 1 7 (- 117,699)
F in la n d .............................................. 6 7 0 ,3 2 7 (- 3 4,622) 4 7 8 ,2 2 0 (- 15,080) 1 ,148,547 (- 49,702)
N o rw a y .............................................. 709,705 (+ 2 7 ,7 5 0 ) 3 4 3 ,1 6 0 (- 22 4 ,9 0 5 ) 1 ,052,865 (- 197,155)
Y u g o s la v ia .................. 7 2 4 ,8 0 7 (- 21 ,8 0 0 ) 2 9 8 ,9 0 0 (- 129,640) 1 ,023,707 (- 151,440)

Lloyds geeft ook nu weer een overzicht van de positie van de Leading cijfers tussen haken drukken de verschillen uit in de positie van 30 juni en
C ountries', landen, wier orderportefeuille de I mln brt te boven gaat, De 31 maart van dit jaar.

red erijen v o o r de g e s u b s id ie e rd e b o u w z ic h t, k o m e n d e Ja p a n n e rs m e t p rijz e n d ie P o le n h e b b e n ru im 1,8 m iljo e n to n in p o r

v an 32 sc h e p e n lig g en ; d e to ta le so m d a a r
v a n lig t in d e o rd e v a n 3 0 0 m iljo e n g u ld e n ,
w a a rv a n d e o v e rh e id o p d e b e k e n d e v o o r
w a a rd e n z o n 7 0 m iljo e n v o o r h a a r re k e
n in g k a n n e m e n . U it de o p b o u w v a n de
to n n a g e b lijk t d a t het h ie r h o o fd z a k e lijk ,
z o n ie t u its lu ite n d , o m k le in e to t m id d e l
g ro te sc h e p e n g a a t. G ro te v a a rtu ig e n v a l
len e r no g n ie t o n d e r, h o e w e l h et b e k e n d is
d a t e n k e le N e d e rla n d s e re d e rijen g ra a g
n ie u w b o u w o p d ra c h te n in d e z e c a te g o rie
w ille n p la a tse n .
H e t is een o u d v e rh a a l, m a a r n ie tte m in
w a a rd o m o p n ie u w te w o rd e n v e rte ld .
W a n t z e lfs nu n o g d re ig t de c o n c u rre n tie
v an J a p a n , ee n la n d , d a t h et k a n p re s te re n
o m d e N e d e rla n d s e re d e rs v o o rw a a rd e n te
b ie d e n , die u itk o m e n b o v e n d e v o o rd e le n
w elk e d e re d e rs k u n n e n tre k k e n v a n d e
in v e s te rin g sp re m ie s . H et is d a a ro m n ie t
o n d e n k b a a r, d at ee n N e d e rla n d s e s c h e e p
v a a rtm a a tsc h a p p ij to c h n o g d e v o o rk e u r
g e e ft aan ee n o p d ra c h t in J a p a n . O o k d e
W e std u itse rs m a k e n zich b e z o rg d o v e r d e
to e n e m e n d e d ru k v an dat la n d , d a t b o v e n
d ie n m e e ste rlijk de k u n st v e rs ta a t o m tal
v an b ijz o n d e re v a a rtu ig e n in d e w a c h t te
sle p e n . In d e m e e ste g e v a lle n , z o c o n s ta
te e rt h e t V e rb a n d d e r D e u tsc h e n S c h iff-
b a u in d u s trie in zijn h a lfja a rlijk s o v e r
3 0 to t 4 0 % o n d e r het D u itse k o ste n n iv e a u
lig g e n . D e z e a a n b ie d in g e n h e b b e n o v e r d e
g e h e le w e re ld e e n ru n e u z e c o n c u rre n tie
in g e le id , w aarb ij d e D u its e rs k en n e lijk
n o g e x tra g e h a n d ic a p t w o rd e n d o o r het
v o o r h e n o n g u n stig e k o e rs v e rsc h il tu sse n
de m a rk e n d e y en . T ro u w e n s , o o k a n d e re
lan d e n w ille n g a a rn e m e t k u n stm id d e le n
w e rk e n , o n s e ig e n la n d m a a k t d a a ro p g ee n
u itz o n d e rin g . Z o k w a m o n s v o o rts te r o re ,
d a t d e S p a a n se re g e rin g h a a r v o e lh o re n s
n a a r N o o rw e g e n h e e ft u itg e stre k t. J u is t in
d at la n d zo u b e h o e fte b e sta a n a a n v lo o t-
u itb re id in g e n in e n k e le n ie t d o o r d e c risis
re c h tstre e k s g e tro ffe n se c to re n . M a d rid
w il d a t S p a a n se re d e rs g a a n o n d e rh a n d e
len m e t h u n N o o rse c o lle g a s o v e r h et
v o rm e n v an c o n s o rtia e n a n d e re sa m e n
w e rk in g s v e rb a n d e n . D e h ie rv o o r v e re iste
n ie u w e to n n a g e zo u d a n in S p a n je m o e te n
w o rd e n b e s te ld , w aarb ij de re g e rin g z ich
g a ra n t stelt v o o r w a t w o rd t g e n o e m d a a n
tre k k e lijk e le v e rtijd e n en p rijz e n .
D e te n d e n s d ie e r nu al ru im e e n ja a r in z it,
n a m e lijk d e g ro e i-te g e n -d e -s tro o m in v an
B ra z ili e n P o le n , h e e ft zich o o k in h et
tw e e d e k w a rta a l v an d it ja a r b e ste n d ig d .
B ra z ili b e z it nu e e n o rd e rp o rte fe u ille v a n
3 ,5 m iljo e n to n en sta a t h ie rm e e o p d e
z e v e n d e p la a ts v a n d e w e re ld ra n g lijst. D e
te fe u ille e n w a a ro m zij e r nu ste e d s m a a r
in sla g e n o m n ie u w e o p d ra c h te n n a a r zich
to e te tre k k e n is e r o p d e re c e n te re is die
e n k e le E u ro p e se v a k jo u rn a liste n o n la n g s
n a a r d e P o o ls e w e rv e n h e b b e n g e m a a k t,
n ie t u itg e k o m e n . E r w e rd d a a r in het vage
iets g e z e g d v an d e e n o rm e v o o rd e le n die
g e p a a rd g a a n m et h e t a c c e p te re n van o r
d e rs uit a n d e re C o m e c o n -la n d e n , o m d at
d ez e o p d ra c h te n n ie t a an d e ra m p z a lig e
p rijsflu c tu a tie s v a n h et w e ste n o n d e rh e v ig
z o u d e n zijn , m a a r d a t lijkt o n s e e n g e
z o c h te en p a rtijd ia le c tisc h e a rg u m e n te
rin g .
W a t d e cijfe rs o o k d u id e lijk m a k e n is dat
d e b e la n g s te llin g v o o r n ie u w e ta n k e rs nu
p ra k tisc h to t h et n u lp u n t is g e d a a ld . E r is
nu e e n b e sta n d v an 3 0 ,4 m iljo e n ton (b ru
to ), w a a rv a n 1 6 ,5 m iljo e n to n in a a n b o u w
is (3 ,1 m iljo e n to n m in d e r d an een k w a r
taal g e le d e n ), terw ijl aa n 1 3 ,9 m iljo e n ton
( - 4 , 5 m iljo e n to n ) n o g m o e t w o rd e n b e
g o n n e n . O n d a n k s d e fo rse to ta le daling
v a n 7 ,6 m iljo e n to n , is d e w e te n sc h a p dal
e r n o g e e n s 3 0 m iljo e n to n a an de w ereld-
ta n k e rv lo o t w o rd t to e g e v o e g d - a n n u le
rin g e n o f o rd e rw ijz ig in g e n b u ite n b e
sc h o u w in g g e la te n - e e n u ite rst zorgelijk
g e g e v e n , s p e c ia a l v o o r d e g e n e n d ie e r fi
n a n c ie e l a a n v a st z itte n .
De J

514
Safety against corrosion damages offshore0
by Jon C. W alterA, Odd Steensland and Svein Eliassen*
T he recent accident on th e A lpha platform at the E kofisk
Field in the N orth Sea has led to q u estio n s being raised
in N orw ay con cernin g the risk for repetitions o f such ac
cidents and concerning the m easures to be taken to avoid
repetitions. In this con n ectio n it is necessary to keep in
mind the com p lexity o f an offsh ore installation both with
respect to structures, process eq u ip m en t and safety
equipm ent. A ll essen tia l parts o f structures and eq uip
m ent being exp o sed to corrosive en v iro n m en t has to be
considered and corrosion protection sy ste m s m u st be d e
vised that will keep the co m p o n en ts in a safe operating
condition for their d esig n ed life. T h is requires k now led ge
o f corrosion rates and corrosion-fatique behaviour under
actual con d ition s both w ith and w ith ou t corrosion protec
tion, it requires k n ow ledge o f loads and stresses and e s
tablishm ent o f criteria for w hat is considered a safe o p e
rating condition and it requires estab lish m en t o f a desired
operating life o f the part under consideration. A fter all
due considerations are taken during d esig n , fabrication
and istallation ph ases, th e fact that all engineerin g struc
tures have a lim ited life, still rem ains. T here is alw ays a
risk that the actual life will be shorter than the d esign ed
life if o n e or m ore o f the prelim inary a ssu m p tio n s, on
w hich the design is based, are erroneous. For instance the
corrosion protection sy ste m m ay be dam aged, th e corro
sion rate m ay be other than predicted or the operating
con d ition s m ay be different from w hat w as assu m ed.
W h en uncertainties like th ese ex ist, and th ey alw ays w ill,
structures and eq u ip m en t m u st be m onitored or periodi
cally inspected to en sure that th ey b ehave as expected. If
the uncertainties in the a ssu m ed design con d itio n s are
large, the inspection intervals m u st be short and if m al
function or dam age to structures or eq u ip m en t, such as
the corrosion protection sy ste m , m ay reduce exp ected life
m arkedly, th en the insp ection intervals m u st be short
en ou gh to un veil th e cond ition before operational safety
drops below th e acceptable level.
Corrosion can be o f various typ es, su ch as general cor
rosion, pitting corrosion, galvanic corrosion and bacterial
corrosion, to m en tio n so m e that are or m ay be o f im por
tance offshore. But there are also related p h en o m en a
such as stress corrosion that leads to cracking if th e m a
terial is stressed in ten sio n or corrosion fatigue that leads
to cracking if th e m aterial is stressed w ith fluctuating in
tensity. Stress corrosion is not considered a serious pro
blem w ith structural steels in m arine en v iro n m en t, but
O R e p r in t e d f r o m N o r o il V o l . 4 , N o . 1 , J a n u a r y 1 9 7 6
^ H e a d o f D e p a r t m e n t , D e t n o rs k e V e r ita s ' D iv is io n f o r M a te r ia ls E n g in e e rin g a n d D e s ig n , D e p a r t m e n t f o r M e t a llu r g ic a l R es e a rc h
^ P r in c ip a l S u r v e y o r , D e t n o rs k e V e r ita s ' D iv is io n f o r M a te r ia ls E n g in e e rin g a n d D e s ig n , D e p a r t m e n t fo r M e t a llu r g ic a l R es e a rc h
^ R e s e a rc h E n g in e e r, D e t n o rs k e V e r it a s ' D iv is io n f o r M a te r ia ls E n g in e e rin g a n d D e s ig n , D e p a r t m e n t f o r M e t a llu r g ic a l R es e a rc h
S. en W. - 43e jaargang no. 1 7 -1 9 7 6
corrosion fatigue is by m any considered to be on e o f the
m ost serious problem s related to offshore steel platform s.
C orrosion fatigue is by itself o f su ch com plexity that it re
quires a separate treatm ent and will not be d iscu ssed
here.
Offshore Corrosion
T hroughout the long use o f m etals in en g in eerin g, cor
rosion has been on e o f the m ost severe problem s.
O f all natural corrosive con d ition s that o f the m arine
en viron m en t is probably the m ost severe. T his fact has
been know n to all users o f m arine facilities throughout
the history.
C orrosion is thus on e o f the m ost im portant factors to
be considered in the design and inspection o f offshore
structures.
N eglect o f basic corrosion technology can result in e x
p en sive and serious m istakes, both in term s o f m on ey
and safety for personnel and en viron m en t.
Experience from the oldest o f the offshore areas, n a m e
ly the G u lf o f M exico, has sh ow n that corrosion o f o ff
shore platform s and production facilities is a m ajor o p e
rating problem.
E ven though m any corrosion control tech n iq u es have
been developed as a scien ce, the effective application o f
th ese techniques is in m any ca ses, an art. O ver the years,
exp eriences have sh ow n that corrosion m onitoring and
evalu ation o f control m easures are essential.
T h e corrosion rate on offshore structures is not u n i
form all over. It is thus usual to d evid e th e m arine e n v i
ronm ent into different zones. D ifferent corrosion rates
will occur in the different zo n es and also different corro
sion protection sy stem s will be applied. T h e different z o
n es are indicated on figure 1.
T he M ud (or buried) zon e is the zon e below the sea
bottom .
T h e subm erged zone is the area w hich is com p letely
exposed to the sea water.
T he splash zone is the area ex ten d in g approxim ately
from the low tide to the upper lim it o f th e w ave action.
T his zone is characterized w ith its co n tin u o u sly w ettin g
and drying.
T h e atm ospheric zo n e is the area above the splash
zone.
515

ATMOSPHERIC
SPLASH
SUBMERGED
MUD
FIGURE 1
CORROSION ZONES
Corrosion theory
T h e corrosion process o f steel in sea w ater is electro ch e
mical in natur. T h is m ea n s that it in v o lv e s both ch em ical
reactions and transfer o f electricity. In principle it is sim i
lar to th e reactions o f th e c o m m o n dry cell battery.
On the corroding steel surface there ex ist m icro cells
w hich co n sist o f an a n o d e and a cath od e w ith th e sea w a
ter as the electrolyte and the steel as the m etallic circuit
for the electrones.
At the an od e th e m etal g o e s into so lu tio n as iron ion s
and electro n es are form ed.
At th e cath od e o x y g e n and w ater co m b in e w ith the
electro n es and h ydroxyl ions are form ed.
A s a secondary reaction the iron ion s can react w ith the
e n v ir o n m e n t form in g m ore or less solu b le iron o xid es
and hyd roxid es called rust.
T h is sim p le exp lan ation o f th e corrosion process provi
d es no inform ation on the v elo city o f the reaction, the
corrosion rate.
T h e corrosion rate is d eterm in ed by a reaction barrier,
called polarization. T h ere ex ist m a n y kinds o f polarization
and for corrosion o f steel in sea w ater, the rate is u sually
controlled by the cath o d ic reaction, i.e. the o x y g en reduc
tion. T h is m ea n s that th e rate is d eterm in ed by the
availability o f o x y g e n at th e steel surface.
C O R R O S IO N TYPES
G eneral Corrosion
T h e m ost c o m m o n form o f corrosion is general corro
sion . T h e anod ic and cath od ic areas will ch a n g e over the
w h o le surface and the attack is u n iform . In figure 2 is pre
sen ted data reported from m ea su rem en t w ith steel plates
516
in sea water. T h e corrosion rates indicate the severity o f
corrosion in the different zon es. T h e splash zo n e is the
m ost exp osed .
T h e num bers noted sh o u ld not be taken too strictly,
h ow ever, becau se great local variations will occur. C orro
sio n rates in the N orth Sea are sh o w n to be slig h tly higher
than in th e G u lf o f M exico.
Pitting Corrosion
If there are so m e in h o m o g en itie s in th e steel surface,
or the mill scale is m ore or less still present, a m ore local
attack can occur. T h is is called pitting. T h e corrosion rate
w ith in the pit can be 10 to 50 tim es that o f th e general at
tack. T h is is d u e to the fact that th e area w ith in th e pit will
be anodic and the su rrou n d in g surfaces cathodic.
Pits that h a v e penetrated a structural m em b er o f a jac
ket-platform in a period o f as little as 3 to 7 years have
been reported from th e G u lf o f M exico.
Pitting corrosion is generally not a m ajor problem from
a strength point o f view . W h en tig h tn ess is concerned,
su ch as in p ipelines, h o w ev e r, it m ay b eco m e a serious
problem .
Galvanic Corrosion
W h en tw o d issim ilar m etals are in electrical contact
w ith each oth er and im m ersed in an electrolyte, th e d if
ference in so lu tio n potential b etw een the m etals ten d s to
drive electric current through the so lu tio n b etw een the
tw o m etals and back through the m etallic contact. T he
m ore active m etal acts as the an od e and the corrosion rale
o f th is m etal will increase. T h e sa m e effect can be ob ser
ved if the sa m e piece o f m etal is ex p osed to different e n
v iro n m en ts. For in stan ce a steel piling into th e sea bed.
T h e sa m e is ob served in narrow h o o k s, in crevices and
so o n . Sim ilar effects are noticed in w eld s. T h e filler m a
terial or heat affected zo n e m ay be anodic and su ffer from
preferential corrosion.
A n im portant factor con cern in g galvanic corrosion is
th e area relationships. Sm all an od ic area co m b in ed with
great cath od ic areas are th e m o st d angerous.
ATMOSPHERIC
SPLASH
SUBMERGED
MUD
x.
0.2 04 0.6 0.8
F IG U R E 2
G ENERAL CORROSION R A T E S FROM G ULF O F M EXICO
Bacterial Corrosion
Under certain con d ition s w ith lack o f o x y g en , bacterial
corrosion can occur. T h is is caused by sulphate reducing
bacteria. Sulphate and organic m atter is necessary for
their d evelopm ent. Both th ese co n stitu en ts are plentiful
in the sea.
T his type o f corrosion m ay be actual for closed sy stem s
and for sy stem s burned in th e sea bed.
T his type o f corrosion has been noticed especially in
polluted harbours and is very difficult fo fight.
ENVIRONMENTAL F ACTORS
Oxygen Content
T he oxygen con ten t is a m ain parameter in predicting
of the corrosion behaviour.
From tim e to tim e on e can hear the argum ent that
when com ing d ow n below 5 0 -1 0 0 m there will be very
little oxygen and th us little corrosion.
This m ay be true for so m e areas w here little water flow ,
especially vertical water flow , occurs. For other areas,
however, w ith stronger currents and turbulence this will
not be the fact and corrosion will take place dow n to c o n
siderable depths.
In the N orth Sea w ith greater currents, greater w ave ac
tion, rather little water depth and low tem perature one
should assu m e rather constant o x y g en content near the
saturation values.
T his has been confirm ed by m easurem ents. Som e
m easurem ents o f oxygen con ten t across the N orw egian
Trench are show n in figure 3.
W ith respect to the North Sea o n e can con clud e that
there appears to be sufficien t oxygen all the way dow n to
the sea bottom to cau se significant corrosion.
NAUTICAL M ILES
FIGURE 3
NORTH S E A : /.OXYGEN
WEST OF SLTTERY
S. en W. 43ft iaa rn a n n nr> 17 1Q7R
FIGURE A
INFLUENCE OF WATER FLOW
ON THE CORROSION RATE
Water Currents and Turbulence
T h e water velocity has great influence on the corrosion
rate. N ot only because it helps the m ixing o f oxygen w ith
the sea water.
T he corrosion rate increases rapidly with increasing
flow velocity, as sh ow n in figure 4.
Temperature
C hem ical reactions occur usually more rapidly at h ig
her tem peratures. H igher corrosion rates are norm ally a s
sociated with high tem perature waters in tropical clim a
tes.
For corrosion o f steel in sea water w hich is o f the
oxygen con su m p tion type, it is assum ed that the corro
sion rate is doubled for each 30C increase in tem perature.
S om etim es, how ever, the oxygen con ten t w hich in
creases at lower tem perature is more significant in the
overall effect.
In the North Sea there are relatively strong currents on
som e locations and very high turbulence. T h is, together
w ith the low tem perature and high oxygen con ten t is the
reason w hy the N orth Sea is considered to be m ore cor
rosive than the average o f the ocean s and m ore corrosive
than the G u lf o f M exico.
Other factors
O ther factors that may be o f im portance are electrical
resistivity, pH and pressure.
C O R R O SIO N PROTECTION SYSTE M S
All corrosion types that are described earlier can be
guarded against by applying the proper kind o f corrosion
protection.
T he atm ospheric and splash zon es o f offshore stru ctu
res and pipelines are norm ally protected from corrosion
protection.
T h e atm ospheric and splash zon es o f offshore structu
res and pipelines are norm ally protected from corrosion
by coating. C athodic protection d oes not provide a so lu
517
tion for th ese zon es. In th e splash zone additional extra a n od es, their cable co n n ectio n s and sh ield s. T h e pro
th ick n ess o f the steel m em b ers for corrosion allow ance or blem s have m ainly been o f a practical and m echanical na
a m etallic wrap is often used. C athodic protection w hich ture.
so m e tim e s is com b in ed w ith coating, is the m ost suitable There is usually a strict relationship betw een the cor
sy ste m in the sub m erged zone. rosion rate and the electrical current needed from a cat
hodic protection sy stem to g iv e protection.
Coating Systems In Table I are presented so m e valu es that are indicative
T h e perform ance o f a coatin g sy ste m m ay be as d e p e n o f w hat is needed in different offshore areas.
dent o n the surface preparation o f the m etal and the ap T h ese values sh o u ld o n ly be considered to be general
plication co n d ito n s as on its chem ical nature. Surface pre guidance as great local variations will occur.
paration to n ear-w hite sand blasting is a m in im u m requi
Service Experience
rem ent for m ost m arine paints u sed today.
E xperiences from different areas o f offshore activities
T h e m ost co m m o n ly used paints for protection o f o ff
and various kinds o f protection sy stem s h ave sh o w n that
shore structures are sy s te m s based on ep o x y , polyuretha
great care sh ou ld be taken w h en selecting the correct cor
ne, vin yl, chlorinated rubber and zinc-rich coatin g, e sp e
rosion protection sy stem . Each case requiring its own
cially zinc-rich primers. T h e protective power o f a paint
solu tion . It is th u s difficult to establish general guidelines
film increases w ith its th ick n ess. In the splash and su b
for corrosion protection sy stem s. There are so m any fac
m erged zo n es coal tar ep o x y and vinyl coal tar are suitable
tors that m ay in flu en ce the corrosion behaviour and per
coatings.
form ance o f corrosion protection sy stem s.
In th e atm ospheric zo n e an ep o x y , vinyl or chlorinated
Regarding the perform ance o f th e coating sy stem s it is
rubber coatin g, togeth er w ith a zinc-rich primer will give
difficult to get reliable feed back from actual service co n
sy ste m s w ith high perform ance.
ditions. More q uantitative in vestigation s need to be car
For protection o f pipelines asphalt m astics, reinforced
ried out.
coal tar en a m els and p oly eth y len e coatin gs are m ost e x
ten siv ely used. N orm ally a concrete coating is applied on
top o f the corrosion protection coating to w eigh t d o w n the INSPECTIO N OF C O R R O SIO N AND C O R RO SIO N
pipeline. T h e pipeline coatin g has to be o f a nature w hich PR O TE C TIO N S Y ST E M S
provides adequate m echanical and physical strength to T h e objectives o f corrosion inspection in general are to
w ithstand th e rather rough co n d itio n s during laying and - d eterm in e if the corrosion protection sy stem is functio
service o f th e pipes. ning satisfactorily
- d eterm in e if significant corrosion has taken place
Cathodic Protection anyw here on the structure
External and internal as w ell as buried surfaces in the - if corrosion is d etected , d eterm in e the nature and e x
subm erged zon e are protected by cathodic protection e it tent o f the corrosion.
her alone or in com b in ation w ith a coatin g sy stem . T o check the coating sy ste m s it is necessary to inspect
External surfaces o f steel structures are norm ally cat- the coating surface to ob serve and record m issin g coating,
hodically protected by sacrificial an o d es o f zinc or alu m i dam aged coating or blistered coating. T h ick n ess m easu
nium alloys. Z inc a n o d es h a v e the greatest co n fid en ce rem ents o f coatin gs m ay also be perform ed w here erosion
and lon gest su ccessfu l history, but because o f greater or wear m ay be a problem .
d ep th s and greater size o f the structures th e total w eight T o check the cathodic corrosion protection sy stem it is
is a considerable problem . necessary to inspect the an od es to see w h eth er or not they
A lu m in iu m is therefore preferred d u e to its lower
w eight per am pere-year, but a lth ou gh it has superior e le c
TABLE 1
trochem ical properties it is se n sitiv e to passivation and re
d u ced efficien cy. GUIDE TO DESIGN OF CATHODIC PROTECTION
T h e en viro n m en ta l co n d itio n s h ave great in flu en ce E n v iro n m e n ta l fa c to rs C u rren t
both electroch em ically and m echanically on the d esign o f P ro d u ctio n Rest. d e n s ity
Temp. Whter
cathodic protection sy ste m s. T h e en viro n m en ta l c o n d i A rea
ohmcm #C current m A /m 2
tion s to be con sidered are the tem perature, salinity,
o x y g en co n ten t, resistivity, flow rate, pH and biological G u lf of Mex 20 20 m oderate 60
activity. T eh requirem ent to a cathodic protection system Cook Inlet 50 0 very high 300
is usually expressed as an electrical current d en sity requi
Persian G. 15 30 moderate 80
rem ent to bring th e steel surface to a potential w here it is
protected. M aracaib o 600 25 very high 600
Im pressed current sy ste m s h ave not yet been e x te n si North Sea 30 10 high 130
vely used for th e N orth Sea, but in the future th ese
sy ste m s m ay be used m ore frequently, because w h en the
size o f the structures is increasing th e an od e w eight ev en
o f alu m in iu m m ay be a problem . T h e present problem s are loosin g m aterial, w hat th e surface is like, and to what
w ith im pressed current sy ste m s are con n ected w ith the ex ten t th ey are covered by m arine grow th. In addition it
is adviseable to m easure th e polarization o f the anod es.
Experience is needed to ju d g e the perform ance o f an a n o
de as it may well be w orking ev e n thou gh it is covered by
thick layers o f marine grow th. On im pressed current a n o
des, heavy grow th se e m s to be a good indication that the
anode is not w orking.
T he function in g o f a cathodic protection sy stem is furt
her checked by m easuring th e polarization o f the structu
re at selected locations. If the electrical potentials at th ese
locations are m aintained w ithin a certain range, on e can
be sure that corrosion is not taking place at that location.
Today w e know w hat the range o f potentials sh ou ld be,
but m ore experience is needed in ch osin g the right m ea
suring points so as to be representative for the entire
structure.
T o ensure that significant corrosion has not taken pla
ce, inspection sh ould be carried out to check the appea
rance o f the steel surface and to m easure wall thickness.
T his requires thorough cleaning o f the inspection areas
follow ed by close inspection. T h is can be d on e by diver
inspectors in depth d ow n to 1 00-150 m eters. T o m easure
wall th ick n ess a standard ultrasonic instrum ent is m ost
widely used at the m om en t.
T o determ ine the exten t and nature o f local corrosion,
a lot d ep en d s on the experience o f the ey e that is looking.
To obtain accurate inform ation the inspector can take c o
lour photographs and replicas o f the corroded areas.
For each platform the perform ance o f the corrosion
protection sy stem sh o u ld be checked by thorough in sp ec
tion during the initial su rvey o f the platform. T h e infor
m ation gained sh ou ld th en be used in th e planning o f fu-
BOEKBESPREKINGEN
N o ise C o n tro l in S h ip s . U itg a v e v an S e lv ig s F o rla g A /S , R a d -
h u sg a ta n 4 , O slo 1, N o o rw e g e n .
2 7 4 P a g in a s , prijs g e b o n d e n N .k r . 1 5 0 ,- .
D it b o e k is d e E n g e ls e v e rta lin g v an h e t N T N F -re p o rt
B .0 9 3 0 .4 5 0 2 1 v a n de N o rw e g ia n C o u n c il f o r T e c h n ic a l an d
S c ie n tific R e se a rc h w a a rm e d e e e n in b e g in 1974 a a n g e v a n g e n
re s e a rc h -p ro je c t o p h e t g e b ie d v a n d e b e strijd in g v a n la w a a i- en
trillin g s h in d e r a a n b o o rd v a n sc h e p e n w e rd a fg e s lo te n .
In d it p ro je c t w e rk te n D et n o rsk e V e rita s, N o rsk S jp fa rtd ire k to ra -
tet, N o rg e s S k ip s fo rs k n in g s in s titu tt, d e N o o rse R e d e rsv e re n i-
g in g , d e N o o rs e v e re n ig in g v a n S c h e e p s w e rk tu ig k u n d ig e n e n de
w e rv e n sa m e n e n h e t re s u lta a t is n e e rg e le g d in e e n ra p p o rt,
w aa rin alle a sp e c te n a a n de o rd e w o rd e n g e ste ld .
D e la w a a i- e n trillin g s h in d e r k o m t ste e d s m e e r in d e b e la n g s te l
lin g te s ta a n s in d s e e n a a n ta l E u ro p e s e la n d e n v o o rs c h rifte n
h e b b e n u itg e v a a rd ig d v o o r d e m a x im a a l to e la a tb a re g e lu id n i
v e a u s. T h a n s is o o k in o n s lan d e e n c o m m is s ie w e rk z a a m te r
v o o rb e re id in g v an k o m e n d e n a tio n a le v o o rs c h rifte n o p d it g e
b ie d .
H et o n d e rh a v ig e b o e k b ie d t e e n u itste k e n d e in tro d u c tie o p d it
m o e ilijk e en sp e c ia lis tis c h e te rre in . H e t b e o o g t n ie t e e n k a n t e n
S. en W. - 43e jaargang no. 17 - 1976
ture su rveys, the ex ten t and frequency o f w hich will d e
pend partly on the findings during the initial survey.
It is im portant to note that w ith a corrosion protection
sy stem functioning as d esig n ed , the corrosion rate is e x
pected to be insignificant. If, h ow ever, the corrosion pro
tection sy stem for so m e reason is put out o f action, e.g.
coating dam aged m echanically or an od es m issin g, the
corrosion will take place uninhibited. T h en the corrosion
rate can be as high as about 1 m m per year in the splash
zone in the North Sea at air tem peratures. A nd on heated
com p on en ts the corrosion rate will double for every 30C
increase in temperature. A n unprotected riser healed to
60-70C could th u s corrode at a rate o f about 4 m m per
year. T h is exam ple is given to illustrate the im portance o f
periodically checking that the corrosion protection is
functioning T he interval b etw een inspections should be
determ ined as a function o f the m axim u m possible cor
rosion rate in the case the corrosion protection sy stem fai
led.
Research
O ffshore corrosion and corrosion protection is affected
by a vast num ber o f factors related to en viron m en t, struc
ture, corrosion protection sy ste m and operation. T h e in
flu en ce o f so m e o f th ese factors are less d ocu m en ted than
others. Research is needed in providing better u nderstan
ding o f the im portance and interaction o f the important
factors. Even more important is to provide well d o c u m e n
ted data from actual inspections carried out in the North
Sea w hich w ould form the em pirical basis for design o f
corrosion protection sy ste m s and inspections programs
for structures, pipelines and equipm ent.
O v e rg e n o m e n u it D e t n o rs k e V e rita s P u b lic a tio n n o 9 4 - A p ril
1976
k la re o p lo s s in g te g e v e n v o o r d e z ic h v o o rd o e n d e p ro b le m e n ,
d o c h g e e ft e e n b e e ld v a n d e h u id ig e sta n d d e r te c h n ie k e n een
g ro o t a a n ta l p rin c ip i le o p lo s sin g e n en d e ta il-c o n s tru c tie s . B e
la n g rijk is o o k d e b ib lio g ra fie aan h et e in d v a n e lk h o o fd s tu k .
V o o r d e m o d e rn e s c h e e p s b o u w e r e n re d e rijte c h n ic u s o n o n tb e e r
lijk e le c tu u r!
J. N . J.
'Toelichting bij het Reglement ter voorkom ing van aanvarin
gen op zee
d o o r R . S m e t. V e rsc h e n e n bij U itg e v e rij D e S ik k e l N .V ., K a p e l-
s e s tra a t 2 2 2 te K ap elle n -B 2 0 8 0 , B e lg i . 113 b l z ., p rijs in g e n a a id
B frs. 3 8 0 ,- .
K a p ite in R . S m e t, d o c e n t a a n d e H o g e re Z e e v a a rtsc h o o l te A n t
w e rp e n , g e e ft in h e t o n d e rh a v ig e w e rk d e te k st v an e n e e n
u itv o e rig e to e lic h tin g o p d e o p 1 ja n u a ri 1976 v a n k ra c h t g e w o r
d e n n ie u w e 1M C Q c o n v e n tie 1972 te r v o o rk o m in g v a n a a n v a rin
g e n o p z e e . D e te k s t v a n d e z e c o n v e n tie w o rd t o p d e v o e t g e v o lg d
e n ta lrijk e sc h e tse n v e rd u id e lijk e n d e b e p a lin g e n , w a a rd o o r de
in h o u d e rv a n o p e e n v o u d ig e w ijz e is te v o lg e n . V o o r d e te c h n ic u s
v o rm e n d e b e p a lin g e n in z a k e p la a ts in g v an d e n a v ig a tie lic h te n e n
d e e ig e n s c h a p p e n v a n d e g e lu id s s ig n a le rin g s a p p a ra tu u r h e t
m e e s t b e la n g rijk e d e e l. A a n b e v o le n !
J . N . J.
519
Safety against corrosion fatigue offshore0

by Jon C. W a i t e / , Egil OlbjOrn y, Oddvar Alfstad and Gunnar Eide'

O ff-shore steel structures o f th e classical tem plate type

with the substructure built up as a space fram e o f tu-
bulars and piled through the seab ed , have been used
T-JOINT Y-JOINT K- JOI NT
for m ore than 25 years in th e o ff-sh ore industry. T hey
were initially d evelop ed for th e G u lf o f M exico and to
day several th o u sa n d s o f th ese structures can be found
on all major oil and gas fields around th e world.
W ith increasing water depth and m ore h ostile e n v i
ron m en t, such as in th e N orth Sea and the G u lf o f A la
ska, fatigue consid eration s are o f increasing im portance.
Fatigue o f w elded tubular join ts w as recognized as a
problem in the 1960s and e x te n siv e research w ork,
both on static and fatigue beh aviou r o f th ese jo in ts,
w as initiated by th e oil industry.
T h ese join ts are subjected to a very com plicated load
and stress pattern. W here a global fram e analysis indi
cates a nom inal stress w ell below yield and w ith in the
static design lim its, a local analysis by finite elem en t
m eth od s (FE M ) or a m odel test m ay g iv e hot spot
stresses or corresponding plastic strain 2 -2 0 tim es as
high at certain points around the w elded intersection
T h e actual fatigue life d ep en d s on a great num ber o f
param eters, such as n um b er and occurance o f w aves
causing local yieldin g, m etallurgical behaviour o f the
steel (f.in st. notch ductility and crack propagating rate), 'HOT SPOTS"
w orkm anship (surface appearance, flaw s and initial
m icro cracks), stress concentration d u e to geom etrical -F IG U R E J
d esign , etc., etc.
AP I-TU BU LAR JOINT.
T h e first public available d esig n criteria w ith special
reference to off-sh o re structures w ere presented by
A m erican Petroleum Institute (A PI) (Static punching
shear - 1971) and A m erican W eld in g Society (A W S )(S -
N cu rves - 1972).
It se e m s that very few structures d esign ed before
1971 have been subject to a thorough and critical fatique
calculation and evalu ation as a d esign criteria b esides and
above the traditional static strength requirem ents.

C O M P A R ISO N N O R T H S E A /G U L F O F M EXICO
R ough w eather areas like the N orth Sea produce storm
loads more or less co n tin u o u sly w ith a high percentage
o f the d esign loads, causing a m ore severe longterm
stress distribution as com pared to G u lf O f M exico with
sev ere, but few hurricanes.
T h is m ean s that th e n um ber o f w ave en cou n ters in

O R e p r in te d f r o m N o r o il V o l . 4 , N o . 3 , M a r c h 1 9 7 6
A H e a d o f D e p a r t m e n t , D e t n o rs k e V e r ita s ' D iv is io n f o r M a te r ia l E n g in e e rin g a n d D e s ig n , D e p a r t m e n t f o r M e ta llu r g ic a l R es e a rc h
V P r in c ip a l S u r v e y o r , D e t n o rs k e V e r ita s ' D iv is io n f o r M a te r ia ls E n g in e e rin g a n d D e s ig n , D e p a r t m e n t f o r In d u s t r ia l S e rv ic e s a n d
F ie ld In s p e c tio n
& R e s e a rc h E n g in e e r, D e t n o rs k e V e r it a s ' D iv is io n f o r M a te r ia ls E n g in e e rin g a n d D e s ig n , D e p a r t m e n t f o r In d u s t r ia l S e rv ic e s a nd
F ie ld In s p e c tio n
O R e s e a rc h E n g in e e r, D e t n o rs k e V e r ita s ' D iv is io n f o r M a te r ia ls E n g in e e rin g a n d D e s ig n , D e p a r t m e n t f o r M e t a llu r g ic a l R es e a rc h

520

D E V EL O PM E N T B l CCSJffiM O F T U BUL A S JOINTS
the tower stress tangs area have been increased by se
veral orders of magnitude, cmsmg, tire high cycle - tow
stress area to be the ssgnsfieaM comr-butmg port to the
cumulative fatigue damage
As far as known ire platform a the Gulf of Mexico
hm collapsed due to fatigue {failure modes have been
overload, so M ure and ftreX On the other hand the
extent of possible fatigue cracks is unknown Fatigue
cracks have been detected on several platforms and
fields in the British sector of the North. Sea during the is-
specticms is tire summer o f!975 according to the Depart
ment of Energy.
STATIC DESGIN CRITERIA
Tire development is design of tubular joints is indica
ted on Figure 3.
A design criteria based on allow able punching
shear w as presented by Marshall et al at th e O ffshore
T echnology C onference (OTC) in H ou ston in 1969 and
was adopted by API in 1971.
T h is criteria has been w idely accepted and m ost
North Sea platform s have been d esigned accordingly.
A lthough the com p lete stress picture is m uch m ore
com plex, th e concept o f punching shear has been quite
FIGURE A
RESERVE STRENGTH OF A TUBULAR CONNECTION
S. en W. - 43e jaargang no. 17 - 1976
useful in correlating test data and formulating design
criteria Tire average Cor nominal) punching shear
stress, Vp, acting cm tire potential failure surface is cal*v
culated
The relatively crude punching shear model reflects
tire strong dependence of total pint capacity on chord
thickness and branch member perimeter tor intersection
length). When first yield is used as a criterion of failure,
then all elastic theories seriously uoderpredict the avail
able static strength of practical tubular connections. Tuhu-
iar joints have a tremendous reserve capacity beyond the
point of a first field, as illustrated in Figure 4.
The joint fails by pullout failure as shown for tension
ted s, or by localised collapse of the chord for compres
sion loads, at ted s 2,5 to 8 times that at first yield.
During 1973 Del Norsks Veritas (DnV) ran a number
of statk tests on large steel models of typical configu
rations. The result of this work, presented as Ultimate
Load Formulae, was published in DoV's Rules for
fixed offshore structures 1974.
A fairly good correlation with API criteria was found,
except for X-joints loaded with tensile and compression
loads simultaneously {which is typical in an actual
structure). The DnV criteria is more specific with re
spect to type of loading. The third criteria partly used
is the equations given by Reher, which again is an ul
timate toad type of formula based on stress concentra
tion calculations by FEM and checked by model tests.
FA T IG U E D E SIG N C RITERIA
O ff-shore structures are subject to a spectrum o f cyclic
w ave loadings reaching a large num ber o f load cycles in
the design life o f the structures, w hich require c o n sid e
ration o f cu m u lative fatigue dam age.
Fatigue may b e-d efin ed as dam age that results in
fracture after a sufficient num ber o f fluctuations o f
stress. W here the fatigue environ m en t in volves stress
cycles o f varying m agnitude and varying num bers o f
applications, failure is usually assum ed to occur (or
reach a given probablity level) w h en the cu m u lative d am a
g e ratio, i \ , reaches u n ity, w here
i = L s
and n = num ber o f cycles applied at a given stress
range
N = num ber o f cycles o f that stress range corresponding to
failure (or a given probability o f failure).
Stress fluctuations will be defined in term s o f stress
range, the difference betw een m in im u m and m axim u m
stress. M ean stress can be ignored. In practical w elded
structures w e usually d o not know the zero point, as
there are residual stresses as high as yield w hich result
from the heat o f w elding.
Fatigue design criteria are presented as a set o f S-N
cu rves, (stress- cycle-) each covering a typical welded
con n ection and stress situation.
For tubular jo in ts the A W S curves are com m on ly
used. For m ore con ven tion al w elded co n n ection s o f
521
 TABLE I AWS FA TIGU E CATEGORIES

Stress
catego
ry Situation Kinds o f stress*^

A Plain unwelded tube TCBR

A Butt splices, no change in sec- TCBR

tion, full penetration groove
welds, ground flush, and in
spected by X-ray or ultraso
nics.

C Butt splices, full penetration TCBR

groove welds as welded
CYCLES OF LOAD
Simple T, Y. o f K connec TCBR in branch member
FIGURE 5
tions with full penetration tu (main mem ber must be chec
AWS S -N C u j v e s bular groove welds ked separately per Category
K or T)

E*^ Simple T, Y, and K type tu b u TCBR in branch member

plates and beam s, as f.inst. found in steel decks o f lar connections with partial pe (main mem ber in simple T,
netration groove welds or fillet Y, or K connections must be
concrete gravity platform s, the curves presented by the
welds; also complex tubular checked separately per Cate
W elding Institute are recom m en ded. T h is work by connections in which load gory K or T; weld m ust also
M addox and G u e m e y is part o f the presently carried transfer is accomplished by be checked per Category G )
out revision work on British Standard BS 153. overlap(negative eccentricity),
It is o f im portance to know and understand the back gusset plates, ring stiffeners,
etc.
ground and lim itation for each individual curve in or
der to carry out a proper evalu ation. X Main member at simple T, Y, Hot spot, stress or strain on
Figure 5 presents a set o f A W S S-N design curves for and K connection the outside surface o f the
various situation s categorised in Table I. main member, at the toe of
weld joining branch member
Current design practices for off-shore structures are
- measured in model of pro
based on curve X. T h e relevant stress for fatigue failure totype connection, or calcula
o f tubular co n n ectio n s is th e hot spot stress m easured ted with best available theory
adjacent to the w eld, th is is usually q uite a bit higher
X Unreinforced cone-cylinder Hot spot stress at angle
than the nom inal m em ber stress, and w ould norm ally
intersection change
be determ ined from a detailed theoretical or exp erim en
tal analysis o f the con n ection . X C onnections whose adequacy W orst measured hot spot
O nly lim ited data are available for tubular c o n n e c is determ ined by testing an ac strain, after sheke down
curately Scaled steel model
tions in th e low stress-h igh cycle range (m ore than
2 x 10(> cycles). T h is is needed as platform s lasting for ^ Simple K type tubular connec Punching shear on shear area
20 years are stipulated to receive 10 w ave load cycles tions in which gamm a ratio o f main mem ber
and the major part o f the load cycles are in the low R /T of main mem ber does not
stress-high cycle range. In the presence o f severe exceed 24

n otch es and active corrosive en v iro n m en ts there appears

T^* Simple T and Y tubular co n Punching shear on shear area
to be no endurance lim it, and th e fatigue strength may nections in which gamm a ratio of main member
R /T of main m em ber does not
exceed 24

(I) T = tension, C = compression, B = bending, R = reversal.

(2, 3) Empirical curves based on 'typical' connection geometries; if ac
tual stress concentration factors o r hot spot strains are know n, use of
curve X is to be preferred.

con tin u e to drop off, as indicated by the A W S -X -m o-

FIGURE 6
STRESS CONCENTRATION FACTORS (SCF) IN CHORD
IKUANG ET AL . OTC 2205 /1975.)
dified curve.
U nfortunately, use o f curve X requires k now ledge o f
stress concentration factors (SCF) and hot spot stresses
w ithin the tubular con n ection s; inform ation w hich is
very exp en siv e to provide and thus lim its the use o f
FEM to a few selected join ts. H ow ever, a sim plified ap
proach w ould be to calculate punching shear, and make

522
use of the empirical design curves T and K for cyclic thin shell theory. As a practical matter, these effects are
punching shear and the D' and E curves for nominal built in to the empirical S-N curve, which must now be
stresses in brace member. qualified as to type of weld profile.
The reason for a multiplicity o f design S-N curves, This points out the importance of inspecting that the
and the implied influence of type o f detail and weld real weld profiles are as good as assumed in the design
profile, may be best seen in the context o f the three le calculations.
vels of analysts:
- T h e global space frame scale, in which one deals
with calculated nominal axial and bending stresses.
This is the level on which most design codes operate. A mospherc
For tubular Joints this would imply using the punching OERfSCK sea expo s w *

shear model and nominal brace stress combined with Precipitated

AWS S-N curves T, K. D' and E \ I satt
- The local scale, in which one deals with geometric Condenst ton
Painting
stress concentration factors and hot spot stresses, as
corrosion
might be obtained from a strain gauged model test or
Wet and plentiful
FEM of the tubular connection detail. This is the level MODULES
supply
on which fatigue calculations should preferably be
based Using appropriate empirical S-N curves for welded DECKLEG5 corrosion

and drying:
8. spray
SOS - steel
O afs tram 5 S R F
Report 93 {$**23 I
W' o Weied / s&f
JACKET
m\ * Weeded / seawater Genefal sea
* Weided / Ccrtfcodsc water corrosion
30* Satnfnual
f im k anodes

J& n t H on io o t
im p re s s e d
NX
weld / bending stresses c u rre n t
T ^.Seawater * ^
E \ Y s: 2 8 - 58 kp/m m ? MUD

x curve FIGURE fi
C O R R O S IO N ZONES ON F IX E D O FFSHO RE
STEEL STRUCTURES

(Cut o ff)
4 5 6 7 8 9
Cycles of load
FIGURE 7
EXPERIMENTAL DATA FROM S W E D IS H
RESEARCH FOUNDATION VS
A W S -S TR U C TU R A L W E LD IN G CODE D 1.1-72
hardware, hot spot stress allow s co m m o n treatm ent o f
m any different con n ectio n g eo m etries, e.g. using A W S
curve X.
- T h e m icroscopic scale, in w hich th e additional
notch effects occuring at the toe o f the w eld are taken
into account. T h ese are u sually too localized to m ea
sure w ith con ven tion al strain gau ge and w ould not be in
cluded in th e results o f finite elem en t analyses based on
C A L C U L A T IO N O F H O T SPOT STRESSES
A n accurate com putation o f m ax. stress, or hot spot, is
o f greatest im portance in tubular joint design.
A n ob viou s technique in the finite elem en t m eth od ,
10 h ow ever du e to the great num ber o f jo in ts o f various
Log N sizes and geom etries in a typical off-shore structure, e x
ten siv e u se is precluded becau se o f the high com puter
costs.
SHIP
W hat the designer w an ts, is reliable sem iem pirical
equations predicting stress concentration factors as a
function o f d im en sio n less geom etrical parameters and
type o f loading, to be used in conjunction w ith a n o
m inal stress calculation.
A t the 1975 O TC con feren ce E xxon Production R e
search presented a paper sh o w in g the results o f a c o m
prehensive parameter stu d y using FEM . T h ese results
sh ow n in Figure 6 h ave been verified by m odel tests
and com parison w ith experim ental data available. A
scatter o f 20% only w as fou n d , w hich is claim ed to
be m ainly d u e to neglecting o f the w eld in the FEM
m odel and th e lim itations inherent in the use o f strain
g au ges on tests m odels.

S . en W. - 43e jaargang no. 17 - 1976 523

C O R R O SIO N F A T IG U E
M uch work has been undertaken to in v estig a te the in
flu en ce o f m arine en v ir o n m e n t on offshore structures
and to d eterm in e the factors being o f greatest im por
tance. T h e majority o f available data con cern in g corro
sion fatigu e are, h o w ev er, obtained from laboratory
tests on high alloyed ste e ls, but not w e ld m e n ts o f th ese
and are th u s not norm ally applicable to off-sh o re struc
tures. For very high and ultrahigh strength plain m ate
rials im m ersed in sea w ater a sign ificant reduction o f
high cycle fatigue strength has been ob served. In the
low cycle fatigue range, norm ally d efin ed to be less
than 10 s cy c le s, th e deterioration prom oted by sea w ater is
less. T he sa m e b eh aviou r is con sid ered to take place on
structural ste e ls, but th e reduction o f fatigu e strength d u e
to sea water com pared w ith air is not s o drastic.
C O R R O SIO N F A T IG U E - U N P R O T E C T E D W E L D
M ENTS
T h e vast m ajority o f ex p erim en ts have been carried out
on plain m aterials. F ew data are available for w elded
D IR E C TIO N AL DISTRIBUTION OF WAVES
ANNUAL BASIS
EKOFISK AREA-NORTH SEA.
jo in ts alth ou gh th e w eld g eo m etry norm ally controls
the fatigue strength o f th e structural part.
A series o f low cy cle corrosion fatigu e tests u sin g
notch ed and w eld ed tubulars did all fall on th e safe
side o f the A W S X -cu rve in dicating that th e corrosion
fatigue stren gth d ep en d s o n th e sa m e factors as in air,
i.e. w eld profile and jo in t so u n d n e ss. A recent S w edish
stu d y investig a ted high cy cle fatigue strength o f fillet
w eld s during ben din g. T h e report stated that a sig n ifi
cant deterioration o f fatigu e stren gth will occur in sea
water; but if th e records are plotted in th e A W S -d ia-
524
gram , th ey all fall o n th e sa fe side o f the A W S X d e
sign , see Figure 7. Since fillet w eld s norm ally stand less
flu ctu ation s than full penetrations w eld s, the Sw edish
research supports the validity o f th e A W S -cu rve in the
in vestigated range 106 - 1 0 7 cycles. A s th e test e m
ployed rather high cyclin g sp e e d , th e full effect o f corrosion
h as, h ow ever, not been en cou n tered .
P R E V E N T IV E M E A S U R E S A G A IN S T C O R R O SIO N
F A T IG U E
Because o f high general corrosion rates, no structure
w hich will operate p erm anently off-sh ore is to be d esig
ned w ith ou t a protection sy ste m . T h is is provided by
m ean s o f sacrificial an o d es or im pressed current system
under im m ersed con d ition w h ile coating and corrosion
allow ance are applied in th e splash zone. O nly coatings
are used in the atm ospheric z o n e, see Figure 8.
Laboratory tests h ave also sh o w n that the high cycle
fatigue b ehaviour in air can be restored by cathodic pro
tection . T h e cathodic polarization d o es not appear to
give hydrogen em b rittlem en t at low stress fluctuations
in plain steel or in w eld m en ts. T h e sign ifican ce o f fre
q u en cy is also very reduced by cathodic protection m aking
accelerated tests m ore con fid en t.
D u e to current distribution problem s th e structure m ay
be overprotected near an od es. Sacrificial a n od es currently
being u sed , h o w ev er, d o not produce a potential givin g
overprotection.
F A T IG U E C A L C U L A T IO N
T h e m ain work o f a fa'tigue calculation is to d eterm in e
th e long term stress distribution.
Each joint and actually each point along th e w elded
circum ference has its o w n stress distribution.
W ith large structures c o n sistin g o f 100s o f jo in ts, it
is im perative that a m eth od be applied w hich can g iv e ad e
quate answ ers w ith in reasonable m an p ow eran d com puter
costs.
T h e m ain step s m ay be as follow s:
- A planned life, e.g. 20 years, is ch o se n based on o p e
rational requirem ents.
- From oceanographic data and planned life, n u m b er o f
w ave en cou n ters and long term w ave height distributi
on is d eterm in ed . N orm ally the follow ing relationship
can be used.
w h ere H is w a v eh eig h t
H 20 m ost probably largest w a v eh eig h t in 20 years
n is n u m b er o f tim es H is ex ceed ed in 20 years
n 2o total n u m b er o f w a v es in 20 years, ~ 10
- From oceanographic data a set o f sea states are d e fi
ned, i.e. th e n u m b er o f w a v e s o f a certain w a v eh eig h t
and w a v e len g th , such that th e su m o f th ese sea states
add up to th e su m o f all w a v e en co u n ters during the
planned life.
- For a first approxim ation it m ay be a ssu m ed that all
w a v es c o m e from o n e direction. For a detailed analysis,
h o w ev er, th e distribution o f w a v e s from several direc
tions will be included as sh o w n in Figure 9. T h is nor
mally also im plies that the m axim u m w a v eh eig h ts
from each individual direction are different. A typical
long term w ave distribution for a planned life is sh ow n
in Figure 10 a.
- F o r the selected sea states, the stress ranges at a c h o
sen num ber o f locations in the structure and for a c h o
sen num ber o f w ave directions are determ ined by
com puter stress analysis and su b seq u en tly the resulting
long term stress distribution cu rves drawn as show n in
Figure 10 b.
T he stress range is found by calculating the stress for
a sequence o f situ ation s as th e w ave pass through the
platform. T h u s the stress-history for o n e w aveperiod is
found and the stress range can be determ ined as the
difference betw een m ax. and m in. stress.
T he long term stress distribution has to be corrected
for dynam ic response o f the structure. For deep water
structures this dynam ic am plification may be c o n sid e
rable.
- From the long term stress distribution cu rves and the
appropriate S-N curve (e.g. A W S -X m odified), see F i
gure 10 c, the fatigue life is calculated. T h is is achieved
by dividing the stress range distribution into a large
num ber o f blocks, assu m in g constant stress range w ith
in each block and applying the M iner-Palm gren criteria
for cu m u lative dam age:
K
where nj is th e num ber o f cycles w ithin block no. i o f
F IG U R E 10
F A T IG U E C A L C U L A T IO N
the long term stress range distribution
Nj is the num ber o f cycles to failure at the
sam e stress range, derived from the S-N curve
K is the total num ber o f blocks
q_ is the usage factor
T he usage factor m ay be required to be less than 0, 5,
i.e. the calculated life m ust be m ore than tw ice the plan
ned life.
A P PL IC A T IO N O F F A T IG U E C A L C U L A T IO N
It has becom e quite appearant from the above discussion
that a detailed fatigue analysis in volved so num erous cal
culations that this can only be carried out on selected
highly stressed joints. A sim plified way o f doing an ap
proxim ate and conservative analysis is th u s necessary.
T he actual steps o f the analysis may then be:
1 st Run:
- A ssu m e all w aves to approach from m ost unfavourable
direction for the joint considered.
-C a lc u la te stress range by positioning the platform in
only tw o positions in the w ave, even tu ally take one m a
xim um load position in the w ave and m ultiply by 2 to ob
tain stress range.
- Perform a sim plified procedure to derive the long term
distribution o f stress range, e.g. applying a determ inistic
and consider only tw o sea states.
- U se A W S -S N curves D and E' for brace m em ber and
T and K for the cord.
T h is very rough, but con servative, approach will sort
out im portant/unim portant join ts from a fatigue point o f
view . M aybe only a sm all num ber o f joints will turn out
to have a to o short life and thus m ust be subjected to
a closer analysis.
2nd Run:
For a closer evaluation the follow ing steps m ay be incor
porated:
-C o n s id e r directional distribution o f w aves.
- C alculate stress range by positioning the structure in s e
veral positions in the w ave to obtain a greater accuracy.
- D eterm in e hot spot stress ranges at several positions in
the joint.
- A pply a m ore refined approach to derive long term d is
tribution o f stress range, e.g. by applying several sea sta
tes in a determ inistic approach or by applying a spectral
analysis approach.
- M ake use o f the A W S -X curve.
After th e fatigue calculation is com pleted it may be rec-
om m en d ab le to group the different join ts in classes such
as:
1. N orm al good w orkm anship and inspection required.
2. Special attention during fabrication: fitting, w elding,
w eld surface appearance and transition, thorough 100 %
N on -d estru ctive testin g (ultrasonic and m agnetic partic
le).
3. Sam e as under 2) plus additional dressing (partly or
com plete circum ference o f con n ection ) depending on
w eld surface appearance.
4. Joints to be specifically investigated during periodic in
spection (i.e. under water N on -d estru ctive testing).
IN -SE R V IC E IN SPE C T IO N
W here structures are subjected to slow ly accum ulating
dam age such as from corrosion, fatigue or corrosion fati
g u e , it is necessary to inspect them periodicly. T h e in spec
tion intervals sh ould be ch osen from the criteria that no
serious failures sh o u ld be able to d ev elo p in the tim e in
terval b etw een insp ection s ev e n under th e very worst
conditions. T h e worst co n d ition s w ould be for corrosion
fatigue if the corrosion protection sy stem failed and other
factors such as loads, material d efects an stress c o n c en
trations w ere m ost d isad vantageou s.
Periodic inspection can today be carried out ev e n u n
der w ater, by divers, w ith a large degree o f reliability.
By m eans o f n on -d estru ctive testing tech niques
fatigue cracks can be and have been d eteced under water.
T h ese have been found to be located at th e toe o f the
w elds in the hot spot regions as anticipated.
R ESEARC H
A s has been sh ow n the field o f fatigue o f off-sh ore steel
structures is very com p lex and relatively new . T h is indi
cates the need for e x te n siv e research.
T h is research sh ou ld be aim ed at providing:
-c o r r o sio n fatigue data for tubular jo in ts m ainly in the
high cycle area
- im proved m eth o d s for calculation o f cu m u la tiv e d a m
age
-c r ite ria for evalu ation o f defects
- w ave data
- b e t t e r kn ow ledge o f the m erits o f corrosion protection
sy stem s
OPLEVERING MOTORTANKSCHIP CLYTONEUS
T h is research n eed s to be co-ordinated sin ce all the fac
tor are important and often interdependent in the final fa
tigue calculation.
It is believed that wider u se o f a probabilistic approach
to the fatigue design problem and introduction o f fracture
m echanics will be im portant factors in the im provem ent
o f the design practices.
A com p reh en sive research program is under w ay in
Britain co-ordinated by D epartem ent o f Energy. C o-ordi
nation o f N orw egian research in the field is presently
being d iscu ssed w ith a view towards exch an ge o f infor
m ation with the British program.
An extrem ely valuable part o f future research is to
system aticly collect all inform ation from in-service in
spection and analyze it w ith the aim ofextractin g the m ax
im um am ount o f experience that can be used to im prove
design and calculation.
It is believed that current fatigue design practice even
though it is based on data such as w ave data and fatigue
data that involve a large degree o f uncertainty generally
is w ell on the safe side because the practice is alw ays to
ch o o se the data givin g the shortest life. T his m ay lead to
m uch longer fatigue lives than necessary and m ay intro
duce other problem s concerning w elding and material
to u g h n ess caused by h eavy d im e n sio n s, in addition to
m aking the structures very e x p en siv e to build and in
stall. It is this hoped that a system atic research effort
m ay help to optim ize design o f off-shore structures
such that they obtain a sufficient safety against failure
at a reasonable price.
O v e rg e n o m e n u it D et n o rs k e V e rita s p u b l. n o . 9 4 a p ril 1976
O p 6 a u g u stu s 1976 w erd de d o o r v an der
G ie sse n d e N o o rd N .V . te K rim p e n a .d .
IJsse l g e b o u w d e p ro d u k te n ta n k e r C L Y
T O N E U S , aa n O c e a n T ita n L im ite d , Li-
v e rp o o l o v e rg e d ra g e n .
D e b e la n g rijk ste g e g e v e n s van h e t sch ip
zijn:
len g te o v e r a lles 2 1 0 ,3 0 m , le n g te tu ssen
de lo o d lijn e n 2 0 1 ,0 0 m , b re e d te 3 2 .2 5 m ,
h o lte 1 6 ,2 5 m , d ie p g a n g 1 2 ,4 0 m , d ra a g
v e rm o g e n 5 6 .0 4 8 t o n / 1 .0 0 0 k g ., b ru to re
g is te r to n n a g e 3 2 ,5 7 6 ., to ta le la d in g c a
p a c ite it 2 .6 0 0 .0 0 0 . k u b .v t.
D e v o o rtstu w in g g e sc h ie d t d o o r e e n B ur-
m e iste r & W a in d ie s e lm o to r v a n h et type
7 K 8 0 G F m e te e n v e rm o g e n v a n 1 8 .4 8 0 pk
bij 126 o m w ./m in u u t; sn e lh e id 1 6 ,9 k n o
pen.
D e te w a te rla tin g v o n d p la a ts o p 7 feb ru ari
j.1 .; d e su c c e s v o lle te c h n isc h e p ro e fto c h t
o p 16 en 17 ju n i 1976.
V o o r d e z e lfd e red e rij w e rd e e n z u ste r
sc h ip . d e C y c lo p s o p 31 o k to b e r 1975 af
g e le v e rd .
 De hier volgende aangekondigde C onferentie w ordt mede door de Nederlandse Vereniging van Technici op
Scheepvaartgebied gespertsared. M ei,

West European Conference on Marine Technology

London - 23 - 27 May 1977

Outline programme

Monday 23 May <f) London Tour

Registration at the London Tara Hotel, Kensington or
Evening Reception (g> Hatfield House, Hertfordshire
Evening - Government Reception
Tuesday 24 May
T echnical Sessions morning and afternoon at the London Tara Friday 27 May
Hotel Optional visits for members and ladies :
All-day Excursions for Ladi.es: <h) Ship and Maritime Science Divisions, National Physical
\h) Beaulieu Abbey and Winchester Laboratory, Feltham and Teddington
or (j) Greenwich (by river), National Mantime Museum, Royal
jfb) Canterbury' .and Qtsrtwefi Naval College, Stone Manganese Marine Ltd,, Charlton
or (k) Portsmouth. HMS VICTORY and Museum, possibly follow
(c) Stratford upon Avon ed by a hovercraft trip on the Solent
or (!) Southampton. University, N.P.L. Hythe, School of Naviga
:d) Woburn Aoney tion Ware ash. Hover Marine or Vosper Thomycroft

Wednesday 2 5 M ay Registration Fees

Tecfatiical Sessions morning and afternoon at the London Tara Member of West European sponsoring Institution 70
Hotel Member f West European sponsoring Institution + lady 80
Day free for ladies Non-Member o f West European sponsoring Institution 80
Evening - Conference Dinner and Dance Non-Member of West European sponsoring Institution
4- la d y 90
T h u rs d a y 2 6 M a y
T e c h n ic a l S e ss io n s m o rn in g an d a fte rn o o n at th e L o n d o n T a ra R e g is tra tio n fe e s w ill c o v e r th e p ro v isio n o f a d v a n c e c o p ie s o f
H o tel p a p e rs , lig h t m o rn in g an d a fte rn o o n re fre sh m e n ts o n the th ree
A ll-d a y E x c u rsio n s fo r L a d ie s: d a y s o f te c h n ic a l se s sio n s an d a c o p y o f th e fin a l C o n fe re n c e
(e) W in d s o r a n d H a m p to n C o u rt P ro c e e d in g s . A ll so c ia l e v e n ts , e x c lu d in g E v e n in g R e c e p tio n s on
or 2 3 rd an d 2 6 th M a y 1 9 7 7 , w ill b e c h a rg e d e x tra .

1977 WEST EUROPEAN CONFERENCE ON MARINE TECHNOLOGY

List of Papers from which final selection will be made

France
Why U nsafety at Sea X . D uclaux
(Asst, to D irector of
M erchant Fleet and N aval Equipment
o f M erchant M arine Administration)

New O utlooks for G uardians o f Safety; Explicit versus J.M . Planeix

Im plicit R isk A nalysis in Classification/C ertification (Bureau Veritas)

Netherlands
Human Factors in Ship H andling P .J. Paym ans (NSM B)

M odem A ids to Navigation and Collision Prevention A. W epster (Netherlands M aritim e Institute)

Com parison and Evaluation of A nti-Collision Radar A .G . Bouwm an (Institute of Perception 1ZF-TNO)
Systems

Norway
The B asis fo r Structural D esign - Safety and H .R . H ansen et al (D et norske Veritas)
Reliability Considerations B ehind the
C lassification Society Rules

S. en W. - 43e jaargang no. 17 - 1976 527

Safety at Sea - A Problem o f Risk M anagem ent T or-Christian M athiesen and C arslen B<t>t
(D et norske V eritas)

Search and R escue Tactics - T raining and Sim ulation C aptain S . A ndersen (Ship R es. Inst, o f Norway)

L ifeboats, Survival C raft and Launching M ethods C aptain P er Larsen

West Germany
Stability o f Ships (including safety from W. A bict (U niv. o f H am burg) S. K astener (Tech. Univ
capsizing and rem arks on subdivision and freeboard) of H annover) and K. W endel (U niv. o f H am burg
and H annover)

C onstraints upon the M aintenance o f High Speed O. G rim , P. Schenzle (Inst. Schiffbau, H am burg),
in Rough W eather H .J. H ansen (G erm anischer Lloyd) et al

Ship M anoeuvrability and C ollision A voidance S .D . Sharm a (Inst. S chiffbau, H am burg)

United Kingdom
UK and IM CO Legislation D OT M arine D ivision authors

A nalysis o f W orld M erchant Ship Losses 1966-1975 J .P . C ashm an (Lloyds R egister o f Shipping)

Prevention o f T anker E xplosions J .M . Irvine (Shell International M arine)

T raining for Safety at Sea Captain G .R . H ughes and C aptain D .H . M oreby

(Plym outh Polytechnic)

C ollision A voidance by M anoeuvre D r. J .F . K em p (London Polytechnic)

M arine A utom ation D . G ray (Lloyds R egister o f Shipping)

International
Recent and Prospective A ctivities o f IM CO with J.L . Jen s (IM CO)
Particular R eference to the Im pact on Ship Design

TANKER SERIES FOR

SNAM, ITALY

T h e tu r b in e -p r o p e lle d 139 0 0 0 to n n e s
d .w . ta n k e r A g ip M o n fa lc o n e (Y a rd N o .
4 3 1 9 ), re c e n tly d e liv e re d to S N A M o f M i
la n , is th e se c o n d o f fo u r su c h s h ip s b u ilt at
th e M o n fa lc o n e y a rd n e a r T rie s te , o f Ita l-
c a n tie ri S .p .A . a n d su b s e q u e n tly fitte d o u t
a n d h a n d e d o v e r at th e G r o u p s G e n o a -
S e s tri s h ip y a rd . B u ilt u n d e r th e sp e c ia l
s u rv e y o f R e g is tro Ita lia n o N a v a le , th is
c la s s o f ta n k e r h as a n o v e ra ll le n g th o f
2 9 4 .3 6 m ( 2 8 0 ,0 0 m b .p . ) a m a x im u m
m o u ld e d b re a d th o f 4 0 .7 8 m , a d e p th to
th e m a in d e c k o f 2 1 .3 8 m a n d a lo a d e d
d ra u g h t o f 1 6 .3 8 m . T h e liq u id c a rg o ,
to ta llin g 1 6 8 .8 0 0 m 3 is s h ip p e d in 12 sid e
a n d fiv e c e n tre ta n k s a n d c a n b e d is c h a r la s tin g , o r v ic e v e rs a . s te a m tu r b in e p la n t, b u ilt b y C a n tie ri N a-
g ed b y th re e 3 5 0 0 m 3/ h r tu r b in e -d r iv e n , E q u ip p e d w ith c e n tra lis e d a u to m a tio n , v ali R iu n iti, o f G e n o a a n d tra n s m ittin g
v e rtic a l, c e n tr if u g a l c a rg o p u m p s in a s s o c o n tro l a n d in s tru m e n ta tio n s y s te m s , th e 28 0 0 0 sh p th r o u g h d o u b le - re d u c tio n g e a
c ia tio n w ith a c a rg o p ip in g s y s te m a rr a n sh ip h a s a c c o m m o d a tio n f o r 5 0 c re w rin g to d riv e th e p ro p e lle r a t a b o u t 85
g e d fo r s im u lta n e o u s d is c h a rg in g a n d b a l m e m b e rs a n d is p ro p e lle d b y a S ta l L a v a l re v /m in .

528

Schottel stuurbare intrekbare boegschroef type S 2502 ZSV
D e u n it w o rd t in g e b o u w d in h e t k ra a n -
s c h ip S a n 'ta , e e n o m g e b o u w d e ta n k e r, d ie
m o m en teel w o rd t u itg e ru st n iet e e n 2 0 0 0
tons k ra a n .
D e e ig e n a a r is A /S U g la n d s R e d e ri, G rim -
stad , N o o rw e g e n . H et sc h ip z al n a g e
re e d k o m e n o p d e N o o rd z e e w o rd e n in g e
zet.
D e in sta lla tie is g e m o n te e rd in een p la a t
stalen c o n ta in e r m et e e n to ta le h o o g te van
8 m e te r e n een d ia m e te r v a n 4 ,7 m e te r,
w elk e c o m p le e t afg e m o n te e rd een g e
w ich t h eeft v a n ca. 95 to n . (z ie fo to e n fig.
1).
Enkele technische gegevens
R o e rp ro p e lle r:
M a x im u m v erm o g en : 2 9 0 0 k W (in te rm it
S. en W. - 43e jaargang no. 17 - 1976
te re n d b ed rijf); a an d rijv in g : 3 3 0 0 p k , 9 0 0
o m w /m in . D ie sel m o to r; o v e rb re n g v e r
h o u d in g : 4 ,9 5 : 1; s c h ro e f d iam ete r: 3 2 0 0
m m .; b e stu rin g : h y d ra u lisc h .
In tr e k m e c h a n ism e
D o o r m id d e l v an tw e e , d o o r h y d ra u lisc h e
m o to re n a an g e d re v e n sc h ro e f-sp in d e ls;
k ra c h t o v e rb re n g in g v ia een te le sc o o p as.
H u lp w e rk tu ig e n
D e c o n ta in e r is u itg e ru st m et sm e e rsy ste -
m en v o o r o n d e r- e n b o v e n w a te r ta n d w ie l
k a ste n , le n s sy ste e m , k o e l sy ste e m v o o r
b o v e n w a te r ta n d w ie lk a st e n e le c trisc h
b e d ie n in g s- e n b e v e ilig in g s sy stee m .
E en 6 0 k W h y d ra u lie k set t.b .v . stu re n en
in tre k k e n w o rd t lo s m e e g e le v e rd .
foto: Tom Kroeze
K eur
D et n o rsk e V e rita s.
Tandwielkasten SRP 2502/2502
H e t d o o r m id d el van h a a k se ta n d w ie le n
v an ro e rp ro p e lle rs o v e r te b re n g e n v e rm o
g en w o rd t b e p e rk t d o o r de c a p a c ite it van
d e m a c h in e s v o o r h et v e rv a a rd ig e n en b e
w erk en v an k e g e lw ie le n m e t sp ira a l ver-
tan d in g . In v e rb a n d m et het g e w e n ste to e
ren tal v an de sc h ro e f is e r bij e e n g e g e v e n
m ax im ale d ia m e te r v a n het ta n d w ie l een
o p tim a le c o m b in a tie v an re d u c tie en v e r
m o g e n . D it g e ld t sp ec ia al v o o r de ta n d
w ie len v an h et o n d e rw a te rh u is w a a r te
v en s de eise n v an d e h y d ro d y n a m ic a een
rol sp e le n bij d e m ax im ale a fm e tin g e n van
d e ta n d w ie lk a st.
H e t o n d e rw a te rh u is van de S R P 2 5 0 2 is
g e sc h ik t v o o r een k o p p e l v an 47 0 0 0 N m ,
h e tg e e n bij een a a n v a a rd b a a r to e re n ta l van
d e sc h ro e f een v erm o g e n van 5 3 0 0 kW *
in h o u d t.
Z o n d e r n ie u w e m ac h in e s v o o r h et v e r
v a a rd ig e n v an g ro te re k e g e lw ie le n o f z o n
d e r w ijz ig in g v an het p rin c ip e d e r c o n
stru c tie z al d it h et m a x im a le v e rm o g e n
zijn v o o r ro e rp ro p e lle rs.
D e S R P 2 5 0 2 /2 5 0 2 is o p d it o g e n b lik de
g ro o tste te r w e re ld . D e b e p ro e v in g van
ta n d w ie lk a ste n v a n d e z e a fm e tin g e n , g e
sc h ik t v o o r g ro te re v e rm o g e n s is n ie t e e n
v o u d ig , v o o ral als h e t g a a t o m b e p ro e v in g
o n d e r v o llast. D e b e p ro e v in g v a n h et p ro
to ty p e v an d e ta n d w ie lk a st ty p e 1 500, g e
sch ik t v o o r 1500 k W , w erd u itg e v o e rd
tesam e n m e t de b e p ro e v in g van d e e le c -
tro m o to r, b e ste m d v o o r d e z e in s ta lla tie s,
o p h e t p ro e fv e ld van d e m o to rfa b rik a n t.
V o o r h e t b e p ro e v e n v a n h e t p ro to ty p e
S R P 2 5 0 2 /2 5 0 2 w e rd d o o r S c h o ttel N e
d e rla n d een sp e c ia le p ro e fsta n d g e b o u w d
w a a rm e e h et m o g e lijk is d e ta n d w ie lk a s
te n o n d e r v o lla st te b e p ro e v e n z o n d e r d at
(* voor intermitterend bedrijf zijn deze cijfers
28000 Nm. en 2900 kW).
529
h et n o o d z a k e lijk is o v e r e e n v e rm o g e n v an
d e z e g ro o tte te b e s c h ik k e n . In d ie n het
m o g e lijk is h e t a a n d e u itg a a n d e a s v a n d e
ta n d w ie lk a s t v rijk o m e n d e v e rm o g e n te r e
c u p e re re n o f v e rd e r te g e b ru ik e n , k a n v o l
s ta a n w o rd e n m e t h e t to e v o e re n v an h e t
v e rlie s -v e rm o g e n . D it w o rd t g e re a lis e e rd
d o o r tw e e c o m p le te ro e r p ro p e lle rs , elk
b e s ta a n d u it e e n b o v e n w a te r ta n d w ie lk a s t
e n e e n o n d e rw a te r ta n d w ie lk a s t d ie te g e
lijk b e p ro e fd m o e te n w o rd e n .
D e in s ta lla tie s w e rd e n h ie rto e o p g e s te ld
a ls a a n g e g e v e n in fig . 2. D e v e rb in d in g e n
tu s s e n d e in - e n u itg a a n d e a s s e n d o o r m id
d el v an a ss e n m e t ta n d k o p p e lin g e n . T u s
se n d e tw e e u itg a a n d e a ss e n v a n d e o n -
d e rw a te rh u iz e n is e e n v o o rs p a n k o p p e lin g
g e m o n te e rd , w a a rm e e h e t m o g e lijk is h e t
g e h e le ste lse l v a n a s s e n e n ta n d w ie le n o n
d e r v o o rs p a n n in g te b re n g e n . D e z e v o o r-
s p a n n in g w o rd t tijd e n s d e b e p ro e v in g in
s ta p p e n o p g e v o e rd to t h e t n o m in a le k o p
p e l, o v e re e n k o m e n d m e t h et tijd e n s h e t
v o lla s t b e d rijf o p tr e d e n d e k o p p e l, w o rd t
b e re ik t. T ijd e n s h e t v o o rs p a n n e n w o rd t
g e c o n tro le e rd o f d e v e rv o rm in g v a n d e
ta n d w ie lk a s te n b in n e n d e to le ra n tie s d ie
n o d ig zijn v o o r d e ju is te in s te llin g v a n de
ta n d w ie le n te r v e rk rijg in g v a n e e n o p ti
m a a l d ra a g b e e ld , b lijft.

D o o r m id d e l v an e e n rie m o v e rb re n g in g
w o rd e n d e in g a a n d e a s s e n v a n d e b o v e n
w a te rh u iz e n a a n g e d re v e n m e t h e t n o m i
n a le to e re n ta l.

H e t h ie rto e b e n o d ig d e v e rm o g e n w o rd t
d o o r e e n m o to r b u ite n d e k rin g to e g e
v o e rd . In d it g e v a l is d a t e e n d ie s e lm o to r
m e t e e n m a x im a a l v e rm o g e n v a n 3 3 0 k W .
D o o r m id d e l v a n de o p v e rb in d e n d e a ss e n
g e p la k te re k s tro o k m e e tb r u g g e n w o rd e n
d e v e rm o g e n s in de v e rs c h ille n d e a ss e n
g e m e te n . D a a rb ij w o rd t n ie t a lle e n e e n
in z ic h t v e rk re g e n in h e t to ta le v e rlie s v e r
m o g e n , m a a r is het o o k m o g e lijk h et v e r
m o g e n v e rlie s in e lk d e r ta n d w ie lk a s te n
a fz o n d e rlijk te m e te n .
U ite ra a rd w o rd e n tijd e n s d e b e p ro e v in g
v an d e ta n d w ie lk a s te n o o k d e s m e e ro lie -
sy s te m e n g e te s t. D e b e p ro e v in g o n d e r
v o lla s t g e d u re n d e e n ig e d a g e n w e rd a fg e
s lo te n m e t e e n b e p ro e v in g o n d e r 10%
o v e rb e la s tin g . D e ta n d w ie le n w e rd e n o p
re g e lm a tig e tijd s in te rv a lle n g e n s p e c te e rd
m e t z e e r p o s itie f re s u lta a t. H e t to ta le v e r
m o g e n v e rlie s v a n d e v ie r ta n d w ie lk a s te n
b e d ro e g 2 3 0 k W , z o d a t a ls v u is tre g e l k a n
w o rd e n g e re k e n d m e t e e n v e rlie s v a n g e
m id d e ld 2 ,2 5 % p e r o v e rb re n g in g . D e fo to
g e e ft e e n o v e rz ic h t v a n d e o p s te llin g m e t
d e ta n d w ie lk a s te n , v o o rs p a n k o p p e lin g ,
d ie s e lm o to r e n s m e e ro lie s y s te m e n .
fig- 2
 Gotaverken Cityvarvet is building a
ship for diving operations
A tanker is being shortened by 60 me
tres
T h e le n g th e n in g o f sh ip h u lls is a re la tiv e ly u su a l o p e ra tio n b u t it
is v e ry se ld o m th a t sh ip re b u ild in g a ls o im p lie s s h o rte n in g . W o rk
is b e in g c a rrie d o u t a t th e m o m e n t, h o w e v e r, at G o ta v e rk e n
C ity v a rv e t in G o th e n b u rg w h ic h is c o n c e rn e d w ith re m o v in g
a b o u t 6 0 m e tre s o f th e c a rg o a re a o f a 3 0 ,0 0 0 to n ta n k e r. T h is
s h o rte n in g o p e ra tio n is p a rt o f a re b u ild in g o p e ra tio n to c o n v e rt
th e ta n k e r in to a D iv in g S u p p o rt S u b s e a C o n s tru c tio n V e sse l fo r
s e rv in g o il fie ld s o u t at se a . D iv e rs a re to o p e ra te fro m th e sh ip
a n d it m u s t a ls o b e p o s s ib le to ta k e o n b o a rd e q u ip m e n t su ch as
p ip in g , b u o y s , e tc . fo r re p a irs a n d a ls o la y in g o u t, in s p e c tio n and
u n d e rw a te r re p a ir w o rk . T h e sh ip b e in g re b u ilt is th e S a m u e l
U g e ls ta d w h ic h w a s b u ilt in E n g la n d in 1 9 6 6 , 3 4 ,5 0 0 d e a d
w e ig h t to n s . W ith a b e a m o f 2 6 m e tre s , th is v e sse l w ill - a fte r
s h o rte n in g - p ro v id e a v e ry s te a d y p la tfo rm fo r h e a v y d u ty w o rk
in o ffs h o re o ilfie ld s a n d w ill b e o n e o f th e v e ry la rg e st sh ip s
a v a ila b le f o r th is ty p e o f w o rk .
T h e re b u ild in g o p e ra tio n h a s b e e n o rd e re d b y th e N o rw e g ia n
c o m p a n y D /S K a m ito h a n d G o ta v e rk e n C ity v a rv e t w a s a b le to
a c c e p t th e o rd e r b e c a u s e o f th e v e ry s h o rt d e liv e ry tim e : th e e n tire
jo b is to b e c o m p le te d w ith in 6 0 d a y s.
R e b u ild in g w o rk im p lie s th a t fiv e ta n k s e c tio n s o r 6 0 m e tre s o f
th e a c c o m m o d a tio n a re to b e re m o v e d . O n th is p a rt o f th e v e ss e l
th e re is a d e c k -h o u s e w h ic h is c u t lo o s e a n d m o v e d a ft w h e re it is
lo c a te d o n th e r e a r d e c k -h o u s e . T h is g iv e s th e sh ip a d e c k -h o u s e
fiv e d e c k s h ig h w ith p le n ty o f liv in g a c c o m m o d a tio n .
532
A m o o n - p o o l is b u ilt fo re o f th e d e c k -h o u s e , th is b e in g a d iv in g
w e ll fo r a larg e d iv in g b e ll. R o u n d th is w e ll - w ith d im e n s io n s o f
a p p ro x im a te ly 3 x 3 m e tre s - th e re is to b e y e t a n o th e r d e c k
h o u se fo r d iv in g e q u ip m e n t, a d e c o m p re s s io n c h a m b e r, e tc . F o re
o f th is a 8 .5 x 4 .5 m e tre s m o o n - p o o l is b u ilt f o r th e lo w e rin g
a n d ta k in g u p o f e q u ip m e n t.
In o n e o f th e c e n tre ta n k s fo re o f th e w e lls , a tw e e n -d e c k is to be
b u ilt in to a c c o m m o d a te a w o rk s h o p . It is a ls o to in c lu d e sto re s
fo r d iffe re n t ty p e s o f e q u ip m e n t. A fo rw a rd d ry c a rg o h o ld is
b e in g re b u ilt in to a g e n e ra to r ro o m fo r tw o d ie s e l g e n e ra to rs to
su p p ly c u rre n t to th e w in d la s s e s o n th e fo re -d e c k .
T h e e n tire d e c k o f th e s h ip fro m th e fo re c a s tle b a c k to and
in c lu d in g th e d e c k -h o u s e is to b e c o m p le te ly c le a re d fro m p ip in g ,
b o o m s , m a n h o le s , e tc . a n d a 1 2 -m e tre w id e d e c k m a d e o f s p e
c ia lly h a rd w o o d is to b e in s ta lle d in th e fo rm o f a g a n g w a y fro m
th e fo re c a s tle to th e d e c k -h o u s e . A t th e d e c k -h o u s e th e re is a ls o to
b e a g a n g w a y ru n n in g a c ro s s fro m o n e s id e o f th e v e ss e l to the
o th e r. T h e s e g a n g w a y s a re d e s ig n e d f o r u se b y a c ra n e w ith a
liftin g c a p a c ity o f 2 5 0 to n s w h ic h is o f th e tra c k -la y in g ty p e . T h is
c ra n e is to be d e liv e re d to th e v e ss e l a fte r it h a s le ft G o ta v e rk e n .
In a d d itio n to th e s e w o o d e n g a n g w a y s o n d e c k , th e re a re to be
sp e c ia l la s h in g d e v ic e s f o r th is la rg e c ra n e .
O n th e a fte r-d e c k a n d fo r e c a s tle d e c k th e re a re to b e la rg e w in d
la s se s w ith c a b le a n d a ls o fo u r la rg e a n c h o rs f o r e a n d fo u r aft. A ll
e ig h t w in d la s s e s c a n b e m a n o e u v re d fro m th e b rid g e .
T h e m a c h in e -ro o m re m a in s u n c h a n g e d , th e s a m e a p p ly in g to the
b a lla s t a n d p u m p s y s te m s , th is im p ly in g th a t all th e p ip in g sy s
te m s m u s t b e re -c o n n e c te d a fte r th e m id s h ip s s e c tio n h a s b e e n
re m o v e d . T h e w o rk n o w b e in g c a rrie d o u t b y G o ta v e rk e n also
in c lu d e s th e fittin g o f n e w life b o a ts , d a v its a n d life -ra fts on
b o a rd .
 Unitcentre Rotterdam: s werelds eerste Containerterminal met
geautomatiseerde containerbehandeiing

W a alh av en R o tte rd a m , P ie r 7 . . . se d e rt h e t v o o rja a r v a n 1974

b e v in d t zich h ie r e e n u n ie k e c o n ta in e rte rm in a l: d e rs te te r w e
reld w a a r d e b e h a n d e lin g v a n c o n ta in e rs - la d e n , lo sse n en o p
slaan - met. b e h u lp v an e e n c o m p u te rb e s tu u rd s y s te e m g e
sch ied t. V o o r h e t e e rs t o o k w e rd e e n S ie m e n s sy s te e m in d eze
to e p a ssin g b e n u t.
O p de c o n ta in e rte rm in a l van M u lti-T e n n in a ls R o tte rd a m - een
stu w a d o o rsb e d rijf d at o p 1 ja n u a ri 1976 d o o r e e n fu sie v a n P a k
hoed W a a lh a v e n B . V. e n U n itc e n tre B .V . w erd g e v o rm d - w o rd t
o .m . de g ro o tste co n ta in e rlijn tu sse n E u ro p a en h e t V e rre O o ste n
b ed ien d , V an d e z e n v an a n d e re lijnen m e re n g e m id d e ld tw e e
c o n ta in e rsc h e p e n p e r d a g aan d e k a d e . D a g e lijk s w o rd e n o n g e v e e r
800 c o n ta in e rs b e h a n d e ld . D a l w il z e g g e n : in o f u it h et z e e sc h ip
g e la d e n o f g e lo s t, o p v ra c h tw a g e n s g e z e t, o p w a g e n s g e la d e n o f
tijdelijk o p g e sla g e n . P e r ja a r k o m t d it n e e r o p d e b e h a n d e lin g van
ro n d 2 m iljo e n to n la d in g .

D e p la n n e n v o o r e e n d e rg e lijk e , h y p e rm o d e rn e te rm in a l d a te re n
reed s u it 1971. H et g ro e ie n d a a n d e e l van de c o n ta in e r in d e v e r
v o e rs stro m e n tu sse n d e c o n tin e n te n m a a k te h e t n o o d z a k e lijk een
to taal n ie u w c o n c e p t v o o r d it ty p e la d in g te o n tw e rp e n , w aarbij Speciaal ontwikkelde apparatuur
van g e a v a n c e e rd e te c h n ie k e n g eb ru ik m o e s t w o rd e n g e m a a k t. D e tra n sm issie v a n g e g e v e n s tu s se n c o m p u te r en k ra a n v in d t
Im m ers . . . c o n ta in e rs c h e p e n zijn o n tw ik k e ld o m d e lig tijd in een d ra a d lo o s in d u c tie f p la a ts v ia e e n lus o n d e r d e k ra a n s tra te n . E en
h a v e n to t ee n m in im u m teru g te b re n g e n . O m d e z e sc h e p e n g oed m e th o d e , d ie o v e rig e n s v e rg e lijk b a a r is m et d e sy s te m e n , d ie
te b re n g e n . O m d e z e sc h ep en g o e d te k u n n e n b e h a n d e le n is e e n S ie m e n s v o o r v e rk e e rsg e le id in g e n o n tw ik k e lt.
e ffic i n t lo c a tie b e h e e r n o o d z a k e lijk . D aa rb ij is h et v a n g ro o t b e T e n b e h o e v e v an d e k ra a n m a c h in ist b e v in d e n z ic h in zijn c a b in e
la n g , d a t d e p la a ts v an e lk e c o n ta in e r a fz o n d e rlijk te alle n tijd e bij e e n p an eel m e t h o o fd s c h a k e la a r e n sc h a k e la a r v o o r h e t in b e d rijf
d e b e tro k k e n p a rtije n b e k e n d is. O m d it sn e l e n fo u tlo o s te d o e n , is ste lle n en te s te n v an d e v e rb in d in g . V o o rts is d e c a b in e v o o rzien
de in z e t v a n e e n c o m p u te r o n o n tb e e rlijk . van e e n to e tse n b o rd e n o n tv a n g s tsc h e rm . In z e e r n a u w e s a m e n
w e rk in g m e t S ie m e n s w erd d e z e a p p a ra tu u r sp e cia a l v o o r d eze
Nauwkeurige plaatsbepaling to e p a ssin g d o o r e e n a n d e re N e d e rla n d s e o n d e rn e m in g o n tw ik
D e h e e r S p re n s e n - h o o fd v a n h e t re k e n c e n tru m v a n M u lti- k e ld . D a a rn a a st b e sc h ik t d e k ra a n m a c h in ist n o g o v e r e e n te le
T e rm in a ls R o tte rd a m - v e rte lt o n s, d a t h e t 2 0 h a g ro te h a v e n te r fo o n v e rb in d in g m e t h e t re k e n c e n tru m .
re in , w a a ro p 6 la a d b ru g g e n e n 6 p o rta a lk ra n e n h e t v e rtic a le tra n s
p o rt v a n d e c o n ta in e rs v e rz o rg e n , in c o rd in a te n is o p g e d e e ld . W erknummer container
T e m e e r o m d a t k ra n e n v a ste rijb a n e n h e b b e n , is h et m o g e lijk de E lk e c o n ta in e r o p d e te rm in a l is v an een z o g e n a a m d w e rk n u m m e r
p la a tse n v a n de c o n ta in e rs - d e z g . sta c k p o sitie s , d ie zich altijd v o o rz ie n . D it w o rd t in d e c o m p u te r in g e v o e rd m e t d e h a n d e lin
o n d e r d e k ra n e n b e v in d e n - n a u w k e u rig v a st te le g g e n . D e z e v a ste g e n , d ie d e c o n ta in e r m o e t o n d e rg a a n .
'posities m a k e n h e t o p hun b e u rt w e e r m o g e lijk h e t lo c a tie b e h e e r B ijv o o rb e eld : o p sla a n o p lo c a tie 1234, la d e n in ru im X v an het
u it te v o e re n . O o k d o o r h e t g e b ru ik v a n z e e r m o d e rn k ra a n m a te - sc h ip Y .
r ie e le n sla v e -tra ile rs (m a te rie e l v o o r h e t h o riz o n ta a l v e rv o e r o p K rijg t d e k ra a n m a c h in ist van k a n to o r e e n w e rk n u m m e r o p dan
h e t te rre in ) is o p d e te rm in a l e e n 3 x g ro te re o p sla g c a p a c ite it sla at hij d it o p zijn to e tse n b o rd a a n , w a a rn a o p h e t sc h e rm lo c a tie
g e re a lise e rd d a n bij c o n v e n tio n e le te rm in a ls v a n d e z e lfd e a fm e e n w e rk in s tru c tie s v o lg e n . In re a l-tim e p ro c e s sin g k o m t p as na
tin g en. u itv o e rin g van een h a n d e lin g in lo g isc h e v o lg o rd e d e v o lg e n d e .

, unitcentre
rotterdam

S. en W. - 43e jaargang no. 17 - 1976 533

 W e rk n u m m e rs k u n n e n k v ia d e p o rto fo o n d o o r te rre in c o r-
d in a to rs aa n de m a c h in is t w o rd e n d o o rg e g e v e n . A rriv e e rt een
w ag en m et ee n c o n ta in e r d a n m e ld t d e c o rd in a to r h et w e rk n u m -
m e r v a n de b e tre ffe n d e c o n ta in e r aan de m a c h in is t, w a a rn a v ia het
to e ts e n b o rd en o n tv a n g s ts c h e rm d e h a n d e lin g s p ro c e d u re w o rd t
a fg e w e rk t. P e r d a g w o rd e n o p d e z e w ijz e ca. 3 5 0 v ra c h tw a g e n s
b e h a n d e ld ,
Siem ens Sim atic
In h et b o v e n g e s c h e ts te s y s te e m n e e m t d e k ra a n m a c h in is t bij het
v e rric h te n van d e h a n d e lin g e n e e n b e la n g rijk e p la a ts in . R ijd e n ,
z w e n k e n en sto p p e n v an d e k ra a n zijn m a n u a le h a n d e lin g e n .
M e t b e h u lp van e e n k ra a n a u to m a a t, g e b a s e e rd o p h e t S ie m e n s
S im a tic s y s te e m v o o r p ro c e s b e s tu rin g , is h e t e c h te r m o g e lijk de
w e rk z a a m h e d e n v e rd e r te a u to m a tis e re n . D a t w il z e g g e n : de
k ra a n a u to m a tis c h n a a r e en v a n te v o re n b e p a a ld e p o s itie te la te n
rijd en . D e c o m p u te r g e e ft in d a t g e v a l o p w a a r de c o n ta in e r
g e h a a ld m o e t w o rd e n en le v ert d e z e p o s itie a a n h et S im a tic sy s
te e m . D o o r e e n k n o p in te d ru k k e n rijdt d e k raan n a a r d e p o sitie ,
d ie in het S im a tic s y s te e m is in g e le z e n .
D r ie j a a r voorbereiding
H et is d u id e lijk , d at e en g e a v a n c e e rd sy s te e m - z o a ls bij M u lti-
T e rm in a ls R o tte rd a m in g e b ru ik - n ie t v an d e e n e o p d e a n d e re d a g
g e re a lis e e rd k o n w o rd e n . D e v o o rb e re id in g s w e rk z a a n th e d e n
v .m at' z e e r z o rg v u ld ig g e p la n d e la y -o u t v a n d e p ie r to t en m et
in s ta lla tie v a n h et los- e n la a d m a te rie e l v e rg d e n n ie t m in d e r d an
d rie ja a r. O o k h e t p e rs o n e e l m o e s t te rd e g e v e rtro u w d w o rd e n
g e m a a k t m e t d e z e n ie u w e a a n p a k en u itv o e rin g v an c o n ta in e rb e -
h a n d e lin g . D a a rto e w e rd e n in h e t n a ja a r 1973 o n g e v e e r 100 m e
d e w e rk e rs ie d e r n a a r fu n c tie g e s p lits t, bijv. a d m in is tra tie , k ra a n
m a c h in is t, v o o rm a n , e .d . - d o o r e e n d o c e n t v an d e R o tte rd a m s e
H a v e n - en V e rv o e rs s c h o o l o p g e le id . G e z ie n d e c o m p le te a a rd v an
h et s y s te e m w erd b e g in '7 4 g e s ta rt m e t fa s e g e w ijz e in v o e rin g . A ls
to ta a l d ra a it h et nu I V2 ja a r v le k k e lo o s , w a arb ij z o n 1 2 ,5 0 0
b e ric h te n p e r d a g w o rd e n v e rw e rk t. In 1975 w erd e e n n ie u w e
S ie m e n s c o m p u te r a a n g e s c h a f t, w a a rd o o r h e t s y s te e m th a n s d u b
b el is.
BOEKBESPREKING
S C H E E P S P O R T R E T T E N V A N C .A . D E V R IE S
U itg e v e rij d e A lk B V , A lk m a a r
A fm .: 21 x I 6 x 0 .5 c m . 7 2 b lz .
33 s c h e e p s a fb e e ld in g e n . w a a rv a n 16 in k le u r
G e p la stif, o m s la g
Prijs: 2 5 .-
V e rg e le k e n bij de p ra c h tig e u itg a v e n in d rie d e le n v a n 'S A 1 L '.
m e t de s c h e e p s p o rtre tte n d e r sc h ild e rije n v an S p u rlin g o f het
b o e k S c h e e p s p o rtre tte n v a n J a c o b S p in . is d e z e u itg a v e v a n de
A lk m e t d e s c h e e p s p o rtre tte n v a n D e V rie s sle c h ts e e n m in ia
tu u rtje . M a a r d a n w e l e e n fijn m in ia tu u rtje d a t d e g e e s td rift
w a a rm e d e d e h e e r B o s s c h e r , c o n s e r v a to r v a n h e t H e ld e rs e M a ri-
n e m u s e u m , h e t v o o rw o o rd sc h rijft v o lk o m e n re c h tv a a rd ig t.
D e sc h ild e rije n v an D e V rie s zijn d e m o e ite v a n het b e k ijk e n en
b e s tu d e re n w a a rd .
H e t b o e k je is e e n m e rk w a a rd ig e m e n g e lin g v a n b e e ld e n v an ca.
3 0 o u d e re en n ie u w e re s c h e p e n in h u n v a a rt o p b ew 'o g e n z e e n
534
C om puter in bedrijfsvoering gentegreerd
D e h e e r S p re n s e n b e k le m to o n t d a t bij M u lti-T e rm in a ls R o tte rd a m
d e c o m p u te r a ls e s s e n tie e l o n d e rd e e l v o lle d ig in d e b e d rijfs v o e
rin g is g e n te g re e rd e n a ls z o d a n ig s e rv ic e v e rle e n t aa n de
p ro d u k tie -a fd e lin g 'O p e r a tio n e le D ie n s t. H e t p ro d u k t van d eze
d ie n s t is h e t o p - e n o v e rs la a n v a n c o n ta in e rs . B ijk o m e n d v o o rd e e l
is , d a t h e t s y s te e m te g e lijk e rtijd b e n u t w o rd t o m o p b a sis v an de
in g e v o e rd e g e g e v e n s d e k o ste n - v e rb o n d e n a a n h e t la d e n , lo sse n
e n o p sla a n v a n c o n ta in e rs - a a n d e b e tro k k e n o p d ra c h tg e v e rs te
fa c tu r e r e n .
U n ie k in de w e re ld g e n ie t h e t s y s te e m e n d e s u c c e s v o lle to e p a s
sin g d a a rv a n g ro te b e la n g s te llin g u it in te rn a tio n a le h a v e n k rin g e n .
O m d e o n a fg e b ro k e n g ro e i van d e c o n ta in e r in h e t w e re ld g o e d e -
re n tra n s p o rt - en d a a rm e e k v an zijn b e h a n d e lin g - in d e to e
k o m s t o p te v a n g e n e n o m de g a n g v an z a k e n zo m o g e lijk n o g te
p e rf e c tio n e re n , v e rle e n d e M u lti-T e rm in a ls R o tte rd a m o n la n g s
a a n S ie m e n s d e o p d ra c h t to t le v e rin g v an ee n 8 1 0 s y s te e m m et
v id e o s en p rin te rs . D a a rm e e is h e t b e d rijf d e e e rs te N e d e rla n d s e
a fn e m e r v a n d it n ie u w e s y s te e m , d a t d aa rb ij k in o k to b e r a .s .
a ls e e rs te o p e e n c o n ta in e rte rm in a l w o rd t in g e z e t.
w a a rv a n d e g o lfh o o g te n h ie r en d a a r w a t o v e rd re v e n s u g g e s tie f
a a n d o e n . M a a r m o o i g e s c h ild e rd , v o o ra l d e b e tr e k k in g tu s s e n h et
sc h ip e n d e o m g e v in g s to e s ta n d v a n lu c h t, w in d e n w a te r.
E r is w at o v e rd o s e rin g v a n o o rlo g s s c h e p e n , w ille k e u rig g e z e t
tu s se n d e p ra c h tig e 19e e e u w se z e ils c h e p e n . Ik m e e n d a t d eze
o o rlo g s s c h e p e n b e te r in e e n a fz o n d e rlijk e u itg a v e 'Z e e m a c h t-
s c h e e p s p o rtr e tte n z o u d e n th u ish o re n .
J a m m e r d a t n ie t a lle a fb e e ld in g e n in k le u r zijn o p g e n o m e n .
V e rg e lijk d e V o n d e l o p b lz . 9 m e t d e a fb e e ld in g o p d e o m s la g .
H e t is e e n ty p isc h 'k ijk b o e k je . D e te k s t is d a n o o k z e e r b e k n o p t,
n a a r m ijn m e n in g te b e k n o p t. E r h a d b e s t ie ts m e e r in fo rm a tie
o v e r d e s c h e p e n k u n n e n w o rd e n o p g e n o m e n , w a a rd o o r het
b o e k je aa n w a a rd e z o u h e b b e n g e w o n n e n .
T o c h e e n m in ia tu u rtje o m te w ille n b e z itte n , v o o ra l v o o r lie fh e b
b e rs v a n d e m a ritie m e c u ltu u rg e s c h ie d e n is .
D u s v an h a rte a a n b e v o le n .
p r o f .ir .J .H .K r .
Lloyds Register te certify/classify
doodle-jointed single anchor leg moor
ing buoy for the Thistle Field

At the request oithe ^Designers. SB M , M onaco, Lioyd s Register
is jiT'..' -liTit ^..luSiSiiTcmoTi/ v s m f"ic a n i.iij Sci Vc e s >i it ii ditobie*
jokaed tanker loading terminal for the Thistle Field (Block
2 1 3-39 UK Sector) for wfekfe BurmahO il Devetaprneni Lid. is
the operator. The mam items of This Single Anchor Leg Mooring
(SALM) are beisg built ander survey Scotland and Holland.
Lloyd's Registers; Ocean Engineering Department has carried
oat an independent analysis of the structure. The overall loading
on the SALM bal been cstttasaed ffcsro acombkiiaK m modeliest
essite M i a ijmMHC sssiysis.
: SALM osbssb r f fe e s main parts eosneeled % tasrsssai
t@3ts:
1.. Baev and mwsA&g sfcie
1 , R is e r
3. Base
The universal joints provide the flexibility to allo w the SALM to
adopt the angle necessary to react to the mooring forces o f the
tanker, and a swivel joint at the bottom of the buoy structure
allows the buoy and mooring table to rotate with any tanker
movement due to wind and current The tanker is moored to the
structure by a nylon hawser. The crude and ballast systems permit
the tanker to load and deballast at the same rime.
The attached di agram indicates the main dimensions, water depth
and maximum angle of rilt for the SALM.
arrange metx o f SALM for the Thistk field'

G EN E R A L A R R A N G E M E N T O F S . A . L M . FOR THE 'THISTLE FIELD'

Lloyd's Register o f Shipping

 ALPHANUMERICAL ENGINE ROOM MONITOR FOR WORLD S LARGEST TANKER
BATILLUS

T h e re c e n tly c o m m is s io n e d 5 5 0 .0 0 0 to n s
d .t .t . B a tillu s o f S o c . M a ritim e S h e ll is
n o t o n ly th e la rg e st sh ip e v e r b u ilt, but
a lso th e first s h i p o f w h ic h th e e n g in e ro o m
is b e in g m o n ito re d w ith th e n e w a lp h a n u
m erical p ro c e s s m o n ito rin g sy ste m A l-
p h a p r o m , d e s ig n e d , b u ilt a n d d e liv e re d by
th e d u tch c o m p a n y C .S .I . B .V ., V la a r-
d in g e n , sp e c ia lists in e le c tro n ic m a rin e
m o n ito rin g s y s te m s . A lp h a p r o m is d e s ig
n ed w ith 'th ird g e n e ra tio n e le c tro n ic
c o m p o n e n ts su ch as m ic ro c o m p u te rs and
m ic ro p ro c e s s o rs , ta k in g in to a c c o u n t ty
p ical m a rin e re q u ire m e n ts fo r a m b ie n t c ir
c u m s ta n c e s an d sy s te m la y -o u t. C .S .I .
c la im s to h a v in g d e s ig n e d th is sy s te m a f
te r a v a st e x p e rie n c e o f o v e r 7 0 0 sh ip s
in s ta lla tio n s.
A la rm a n n u n c ia tin g w in d o w s o r la m p s,
w h ich w e re u se d u n til to -d a y , w o u ld h a v e
C .S .I. A lphanum erical Alarm Annunciator monitors are connected to 2 A LPH A PR O M
ta k e n a tre m e n d o u s sp a c e o n th is c o n tro l 'A LP H A P RO M ' in operation on board o f units o f 255 alarm points each. A cknow ledge
p a n e l. T h e 2 o f f 4 3 c m v id e o m o n ito rs (o n e w orld's largest tanker. ment of new alarms is done by selective push
for the s ta rb o a rd -, o n e fo r th e p o rtsid e - buttons w ithin the various m achinery group
e n g in e ), now ta k e o n ly v e ry sm all sp a c e Part o f the general view of Engine C ontrol areas throughout the control panels. An alpha-
a n d are fitted w ell in fro n t o f th e e n g in e e r Room o f d .t.t. numerical alarm printer records new alarms
if an a la rm is g iv e n . A t th e s c re e n , a Batillus (550.000 tons). All engine alarms are (from both systems) in red, together with date
m a x im u m o f 21 lin es o f te x t (o r a la rm - being displayed on the P.S. and S.B . video and time. D isappearing alarm s are being
monitors in the upper central part. These video printed in black.
c h a n n e ls ) c an be d is p la y e d . T h e to ta l
n u m b e r o f 2 5 5 a la rm p o in ts fo r o n e m o n i 015 1 2 . 54 N BD 0 5 7 E P I C V C L BP : TEMP HAUT
to r, ca n b e w a tc h e d by re p e titiv e ly s h o fi a ;iI f- n ' . : ! 1L V f 1 PI r i 1 Ml - , -
w in g a n u m b e r o f p a g e s o f tex t. 015 2 3.0 2 N TD 0 8 8 DISCOR SIGNAUX V IT E S S E a
Ui
f t 1 *- ..1 . *. Y 4! r,
' 1i '. |-
v i' .
r* " iI r , .. . !1V 1 r; r7 " ! r *
N o rm a lly , h o w e v e r, w h e n the in s ta lla tio n 015 2 3 . 03 N BD 0 5 7 E P I C V C L BP : TEMP HAUT
is ru n n in g w e ll, o n ly a v e ry fe w lin e s w ill 815 22 - 8 H 0 .. i 1 Vf L. l/F . ! , j ! q
be d is p la y e d o n the s c re e n s . A p p e a rin g 016 1 2 . 35 N TD 0 8 8 DISCOR SIGNAUX V IT E S S E til
h-
a la rm s itu a tio n s are sh o w n b y a fla sh in g Z
016 1 2 . 35 H BD 0 5 7 E P I C V C L BP T E M P HAUT a
te x t an d an a c o u stic a l sig n a l. A c k n o w le d . i c r :r: f 0.
0:U ..t, - E'I Vf ! f '1 -If- -IAUT
g e m e n t o f n e w a la rm s is o n ly p o ss ib le b y 01 c 1 1IT A r ' * t : ) : ! S COR j ' V ; :f - 3
th e o n e a p p ro p ria te p u s h b u tto n w h ic h is :?j 6 7; . ? t t-4 T r 11o D t SC t tp . th.! : ! f .-!
s itu a te d o n th e c o n tro ld e s k n e a r th e o th e r 016 1 6 . 5 7 N BD 2 4 7 SOUTE M I L : N I V HAUT
?
in d ic a to rs , s w itc h e s , e tc . o f th e g ro u p 014 16 . 5 7 u ii! r* :. S!)U f- NI : I V UAL ------
c o n c e rn e d . 016 2 2 . 2 6 H TD 0 8 3 DISCOR SIGNAUX V IT E S S E u
</l
T h is m e a n s , th a t, a fte r b e in g g e n e ra lly 016 . ' ! f A ! f 088 D I S C OE i NAlIX ' ' ; e- UJ
X
w a rn e d , th e e n g in e e rs a tte n tio n m u st g o 016 jm * C* N BD 0 5 7 E P I C V C L BP : TEMP HAUT I-
to th e g ro u p o f m a c h in e ry w h ic h c a u s e s 0 1 . ' < HP 0 5 7 . PIC V f ! H F i fF H l I A i n
th e a la rm . A fte r a c k n o w le d g in g , th e
a la r m te x t re m a in s s te a d ily o n th e sc re e n . Text example
F o r re a s o n s o f p ro g ra m m in g a n d sc re e n m e s s ro o m , e n g in e e r s c a b in s , e tc .A t n e c te d d ire c tly to th e in p u tc o n ta c ts th u s
w id th 's c a p a c ity , th e te x ts a re a b b re v ia th e s e p la c e s o n e p o rta b le m o n ito r c a n be e n s u rin g a v e ry re lia b le b a c k -u p s y s te m .
te d . H ig h b e c o m e s H l . A u x illia r y b e p lu g g e d -in , w h ic h h as 2 s e le c ta b le 'p r o A s a n a d d itio n th is in sta lla tio n h as a n a l
c o m e s A U X .e tc . A lth o u g h th e fre n c h la n g ra m m e s : P o rts id e ' a n d S ta r b o a r d . p h a n u m e ric a l a la r m p r in te r w h ich p rin ts
g u a g e , b e c a u s e o f so m e c o m p lic a te d all n e w o r d is a p p e a rin g a la rm s in c h ro n o
g ra m m a tic a l ru le s h as p ro v e n to b e d if fi In c a se o f a fa ilu re in th e e le c tro n ic p ro lo g ic a l o rd e r , to g e th e r w ith d a te and
c u lt to a b b re v ia te , all te x ts a re in fre n c h c e ss in g p a rt, o r th e v id e o p a r t, th e 'A L tim e . N e w a la rm s a re p rin te d in red ,
b e c a u se o f th e sh ip is fre n c h . (S e e te x t P H A P R O M sy s te m still o ffe rs an 'e m e r d is a p p e a rin g a la rm s fo llo w in b la c k p rin
e x a m p le ). g e n c y d is p la y ' w ith 5 1 0 L E D s (L ig h t tin g .
A ll te x t in fo rm a tio n is sen t b y a c o a x ia l E m ittin g D io d e s) w h ich are in ro w s o f 16 T h e A L P H A P R O M in s ta lla tio n h a s b een
rin g as a n o rm a l v id e o s ig n a l to v a rio u s o n e a c h in p u tc a rd a n d a re ta g g e d w ith a c c e p te d b y B u re a u V e rita s to o b ta in th e
im p o rta n t p la c e s su c h as: w h e e lh o u s e , re fe re n c e n u m b e rs . T h e s e L E D s a re co n - A U T m a rk .

536
The building of a gas carrier in Gdynias new drydock commenced

Gdynia Shipyard is undergoing intensive

expansion and modernization, and is
deemed to be one o f the most up-to-date
plants of this type is Poland..
Within the framework o f this programme
a stage has. now been reached where the
second drydock, one of the most impor
tant investments, can already be partially
operated.
It should be emphasized that, this dock
including the adjoining yards, the building
of which was entrusted to the Swedish
firm o f Skanska Cemenigjuieriet, will
enable the building o f vessels o f up to
20CM)00 tons d.w ., and even up to
400,00. tons:d.w. when adopting: the sec
tional building method with batting in the
water. The distensions of the dock are as
follows: length - 380 m. breadth - 70 m ,
depth - S at;, the corresponding dimen
sions. of the first drydock being: length -
240 m* breadth - 40 m, depth 10 m.
The second drydock w il have a Kone
Finland 900-ten gantry- crane with 153 m
span, to reach the adjoining storage yard.
The gantry erase: serving the first drydock
has a c a p a c ity o f 500 to n s an d sp a n o f 40
m , i.e . e q u a l to th e b re a d th o f th e d o c k .
T he o p e ra tio n o f liftin g a 1 5 3 -m e tre -lo n g
c ro s s-b a r to a h e ig h t o f 100 m h as re c e n tly
b een c o m p le te d . In S e p te m b e r th is y e a r,
a fte r c o m m is sio n in g tria ls , th e g an try
cran e w ill b e h a n d e d o v e r.
2. View o f the second drydock in Gdynia Shipyard.
I . M odel o f the second drydock in G dynia Shipyard.
The whole dock, trough has already been
c o m p le te d , it b e in g se p a ra te d fro m th e
p o rt c a n a l b y a sp ec ia l b u lk h e a d m a d e o f a
w a te rtig h t w all a n d a n e a rth b a n k . T h is
b u lk h e a d w ill be re m o v e d a fte r th e d o ck
g a te s - to b e c o n stru c te d b y w o rk ers o f th e
G d y n ia S h ip y a rd - h a v e b e e n a s s e m b le d .
T h e o p e ra tin g o f th e first h a lf o f th e new
drydock commenced as fro m 1st July this
year, w h e n th e k eel under th e first vessel
w as laid . T h is is an L P G vessel built fo r
the M a rin e T ra n sp o rt L in e s, N ew Y o rk .
T h e c o n s tru c tio n and d im e n sio n s o f the
v essel a re sim ila r to th o se o f th e g a s c a rrie r
la u n ch e d fo r N o rw a y re c e n tly , th e re b e in g
o n ly c e rta in d iffe re n c e s in tro d u c ed by the
d e sig n e r at th e o w n e rs re q u e st. T h e m ain
p a rtic u la rs o f the v essel are a s fo llo w s:
len g th o .a . - 2 2 9 .3 0 m , b re a d th - 3 2 .2 0
m , d ra u g h t - 12.9 m , to tal c a p a c ity o f
c a rg o tan k s - 7 5 . 0 0 0 . c u . m , sp e e d - 17.3
k n o ts. S h e w ill be m a n n e d by a c re w o f
4 4 , an d h e r p ro p u lsio n w ill c o n sist o f a
S u lz e r-C e g ie lsk i 8 R N D 9 0 ty p e m ain e n
g in e d e v e lo p in g 2 3 ,2 0 0 h .p . at 1 2 2 r.p .m .
T h e g as c a rrie r b u ilt fo r th e A m e ric a n o w
n e r is a lso d e sig n e d to c a rry a m m o n ia ,
w h e re a s th a t b u ilt fo r the N o rw e g ia n o w
n e r - a t p re se n t u n d e rg o in g fittin g - o u t -
can be a d a p te d to c a rry su c h c a rg o . M o
re o v e r th e s u p e rstru c tu re s w ill d iffe r a n d ,
th e p resen t u n it w ill be fitte d w ith a c o lla p
sib le ra d a r m ast.
T h e reaso n fo r th is is th a t th e p o rt o f d e s ti
n a tio n o f th is u n it w ill b e H o u sto n U S A
a n d p rio r to e n te rin g th e p o rt the vessel
w ill h a v e to p a ss u n d e r a b rid g e w ith a
h e a d c le a ra n c e h e ig h t lo w e r th a n the
h eig h t o f th e m ast.
M e n tio n sh o u ld a ls o be m a d e o f th e fact
th a t the u n it b u ilt fo r th e U S A w ill - to a
c o n sid e ra b le e x te n t - b e fitte d - o u t w ith

537
P o lish m a d e e q u ip m e n t. T h is e q u ip m e n t
w ill in c lu d e a Z a m e c h E lb la g m a d e p ro
p e lle r w h ich w ill b e the b ig g e s t fu lly -c a st
u n it to be m a d e by th is w o rk s up to n o w ; it
w ill h a v e a d ia m e te r o f o v e r 6 .5 m a n d
w e ig h t o f n e a rly 3 0 to n s . T h e b o ile rs w ill
b e su p p lie d by th e G d a n s k S h ip y a rd B o i
le r B u ild in g D e p a rtm e n t, th e fu rn itu re to
b e p ro d u c e d by th e S h ip F u rn itu re F a c to
ry , S ta ro g a rd G d a n s k i. T h e p a in ts to b e
u sed w ill b e p ro v id e d by th e w e ll-k n o w n
O liv a P a in ts a n d L a c q u e rs F a c to ry ,
G d a ris k -O liw a .
C e rta in d iffe re n c e s in te c h n o lo g ic a l p ro
c e ss w ill o c c u r in th e b u ild in g o f th e se
c o n d u n it. S o e . g . , a s it w ill b e im p o ssib le
to u se th e g a n try c ra n e an d o w in g to lack
o f a d e q u a te a s s e m b ly y a rd s d u rin g the
p re s e n t s ta g e o f re a liz a tio n o f th e in v e s t
m e n t, th e v e sse l w ill b e b u ilt b y th e s e c
tio n a l m e th o d .
It sh o u ld a ls o b e m e n tio n e d th a t G d y n ia
S h ip y a rd is b u ild in g th e th re e gas c a rrie rs
s im u lta n e o u s ly . T h e first o f th e m is u n
d e rg o in g fittin g -o u t o p e ra tio n s , th e k e e l
u n d e r th e sec o n d u n it w as la id in th e s e
c o n d d ry d o c k , jo b s b e in g sim u lta n e o u sly
c a rrie d o u t o n th e a s s e m b lin g o f fiv e
b lo c k s a n d fo u r c a rg o ta n k s fo r th e next
g a s c a rr ie r fo r N o rw a y . O n e c o u ld say that
th e s e te c h n ic a lly s o p h is tic a te d m o d e m
v e ss e ls fo r th e c a rria g e o f liq u e fie d g a s are
b e c o m in g th e Y a rd s n e w s p e c ia lity , th eir
b u ild in g b e in g o rd e re d by o w n e rs re p re
se n tin g h ig h ly d e v e lo p e d c o u n trie s w ith
ric h s e a fa rin g tr a d itio n s - N o rw a y a n d the
U SA.
P o lish M a ritim e N ew s

MOST POWERFUL TWIN CARGO CRANES ENTER SERVICE

T h e w o r ld s m o s t p o w e rfu l tw in c ra n e s , d e s ig n e d a n d m a n u f a c
tu re d b y C la rk e C h a p m a n , h a v e e n te re d s e rv ic e a b o a rd M .V .
IB N A B D O U N , o n e o f a se rie s o f m o d e m v e s s e ls b u ilt by
G o v a n S h ip b u ild e rs fo r K u w a it S h ip p in g C o m p a n y .
T h e 4 0 to n c ra n e s a re m o u n te d as a p a ir o n a c o m m o n tu rn ta b le .
E ach o p e ra te s in d e p e n d e n tly as re q u ire d , b u t w h e n lin k e d w ith a
c o m m o n liftin g b e a m th e y b e c o m e a sin g le 8 0 to n u n it c a p a b le o f
h a n d lin g la rg e lo ad s w ith s p e e d a n d a c c u ra c y u n d e r th e c o n tro l o f
a sin g le o p e ra to r.
T h e W a rd L e o n a rd c o n tro l sy s te m g iv e s sm o o th o p e ra tio n
th ro u g h o u t a w id e ra n g e o f sp e e d s w ith fu ll p o w e r u tilis a tio n o v e r
a lm o st th e c o m p le te lo a d ra n g e . Clarke C hapm an 40 ton twin cranes (joint capacity 80 tons) aboard M.V.
T h e re is e ffe c tiv e re g e n e ra tiv e b ra k in g an d h ig h s w itc h in g p e a k IBN A B D O U N .
d e m a n d s o n th e s h ip 's g e n e ra to rs a re e lim in a te d .
O n in d e p e n d e n t o p e ra tio n e a c h c ra n e c a n lift 4 0 to n s at 13.7
m e tre s /m in u te , lo a d s o f 10 to n s o r le ss b e in g m a n a g e a b le at 55
m e tre s /m in u te . L ig h t h o o k sp e e d s a re tw ic e th e fu ll lo ad sp e e d s .
M a x im u m ra d iu s is 2 0 m e tre s an d th e u n its a re c re d ite d w ith g re a t
v e rs a tility in e ffe c tiv e c a rg o h a n d lin g .
T h e G a te s h e a d - b a s e d M a rin e & T ra n s p o r te r D iv is io n has a lre a d y
su p p lie d s h ip and c a rg o h a n d lin g g e a r f o r six K u w a it S h ip p in g
v e ss e ls b u ilt by G o v a n a n d e q u ip p e d w ith S tu lc k e n d e rric k sy s
te m s. IB N A B D O U N is th e first o f se v e n la te r s h ip s e m p lo y in g
th e 8 0 to n u n it as th e m a jo r c o n c e n tra tio n o f c a rg o h a n d lin g
p o w e r.
T h e c ra n e s a re th e la te st e q u ip m e n t to ste m fro m th e in te g ra te d
m a rin e p r o d u c t p h ilo s o p h y o f C la rk e C h a p m a n , u n d e r w h ic h
M a rin e & T ra n s p o r te r D iv is io n p ro v id e s to ta l in - h o u s e d e sig n
a n d m a n u fa c tu re . A s tro n g h o m e m a r k e t is c o m p le m e n te d b y a
h e a lth y e x p o rt p e rfo rm a n c e a c c o u n tin g c u rre n tly fo r 3 4 p e rc e n t
o f th e D iv is io n s o rd e r b o o k .
M a rin e & T ra n s p o r te r D iv is io n is o n e o f s e v e n C la rk e C h a p m a n
d iv is io n s b a se d in th e U n ite d K in g d o m a n d tra d in g th ro u g h o u t
th e w o rld . T h e ir o p e ra tio n s a re su p p o rte d b y A d v a n c e d T e c h n o
lo g y D iv is io n s la b o ra to ry a n d p ro d u c t d e v e lo p m e n t s e r v ic e , an d
c o m p le m e n te d by th e a c tiv itie s o f im p o rta n t m a n u f a c tu r in g r e
s o u rc e s in A fric a a n d A u s tra la s ia .
C la rk e C h a p m a n s 1975 tu r n o v e r w as 1 8 2 ,0 0 0 ,0 0 0 . C o m p a n y
p ro d u c ts in c lu d e n u c le a r a n d fo s s il-fire d b o ile rs , tra n s p o rta tio n
a n d s to ra g e ta n k e r s , h e a v y lan d a n d ra ilw a y c ra n e s , b rid g e s an d
ste e l s tr u c tu r e s , p ro c e s s p la n t e q u ip m e n t o f m a n y k in d s , o ffsh o re
a n d d rillin g e q u ip m e n t, a u to m a te d w e ld in g sy s te m s a n d tr a n s fe r
g e a r, in d u s tria l tra c tio n e q u ip m e n t a n d w a te r a n d e fflu e n t tr e a t
m e n t p la n t. T h e C o m p a n y d e p lo y s p ro je c t m a n a g e m e n t an d
sp e c ia list c o n tra c tin g fa c ilitie s.

538
TW O MORLA tm NAVIGATION FEEDER RQ-ROs ORDERED

Pslfewtag the recent announcement of a Servfccy are feeing h d l imJapan., and are Alternatives
MerfsHsrf N'svigatkrct design for a self- eapafelte of carrying 2:112-tn trailers or, fey Receatly a nsmfeer o f new systems hav e
prepetted feeder ro-ro craft, two of the feafete s fiid % , 44 12-steeiaHtere.. feees t e t i a t t d to te a l Middle East eon-
vessels have been ordered fey Gulf Ro-Ro With the U f ramp n the haw, the gestiort; they include ro-ro barges towed
Services. Bubses* 1er dlvery mki vessels &m tm up tato beaches to dts- by tag; LASH s h ip , and container ships
19T7.. Fotesriaf uses for the t wo crafts are dtarge eatga, which can fee as. varied as which unload their an its. by the ship's
feeder services, fe rn D a m a i te ia r Efesffi of large modem ro-ro skip:. As well gear, a a ta pontoons. White each of these
jto m Gaff ports. Ig it s g ogsKarieras ms.the obvious road vehicles, ass! Sheri irai- systems Is, in effect, m extension to the
fe s w m va m s cargo sfcifs asrf. dfeeet fe&, eost&user*. Hats and loose cargoes Middle East trade o f a method which has
sd t fe f n n large m essels Sss- c m feetaken 3step-only trailers, together proved to be successful la other areas,
speesi f e r n s 11 fee g r o f a i e e t . with heavy loads, m M a a d s s . their effectiveness in the Middle East si
tuation has yet to be proved. The systems
appear to fee, essentially, temporary mea
sures for meeting a temporary problem.
Seaspeed themselves considered ite use
of ocean-going barges before introducing
their feeder m -m design. They reacted
the idea because underwriters consider
towed barges to be far i a e hazardous
than a self-propelled vessel, due to the
peer degree o f control via the hawser,
This tiBderwriter's view Is based on the
high toss m e araoeg ocean-going targ es,
awl is illustrated by the insurance rates, for
saeh vessels, which are six times dial o f
the feeder h h b design.

T h e c o m b in a tio n o f larg e ro -ro sh ip and

A rtists impression o f M orland N avigation fe e d e r ro-ro vessel
S e a sp e e d F e rrie s o p e ra te ro -ro fre ig h tin g
serv ices fro m F e lix sto w e , E n g la n d , to
T a rto u s , S y ria. R e c e n tly a jo in t o rg a n isa
tion w as fo rm e d w ith F re d O lse n L td a n d ,
u n d e r th e n a m e F red O lsen S e a sp e e d F e r
rie s, th e n e w o rg a n isa tio n o p e ra te s s e rv i
ces fro m F e lix sto w e to Je d a h and D a m
m a m , S au d i A ra b ia . A ll th e se rv ic e s also
call a t R o tte rd a m , N e th e rla n d s an d A n t
w e rp , B e lg iu m fo r c o n tin e n ta l c a rg o e s .
H eavy c o n stru c tio n a l eq u ip m e n t fo rm s a
high p ro p o rtio n o f th e c a rg o e s c a rrie d , and
u n it lo a d s up to 4 5 0 to n n e s a re a c c ep te d .
T w o ro -ro s h ip s o f 2 1 ,7 0 0 d w t, th e la rg e st
in th e w o rld , a re cu rre n tly b e in g b u ilt in
Ja p a n fo r S e a sp e e d F e rrie s. T h e se sh ip s
w ill a c c e p t u n it lo a d s up to 1000 to n n e s
and S e a sp e e d F erries a re n o w fin a lisin g
p lan s fo r th e ir u se o n w o rld -w id e ro -ro
se rv ices. M o rla n d N a v ig a tio n (L o n d e n )
L td a re S e a sp e e d F e rr ie s U K a g e n t.
Feeder ro-ro design features
T h e fe e d e r ro -ro s o rd e re d b y G u lf R o -R o
T h e v e sse ls can a lso re c e iv e c a rg o d ire ct
fro m la rg e r ro -ro v e sse ls at se a , v ia the
ram p s o f th e tw o sh ip s. C a rg o fro m c o n
v e n tio n a l sh ip s can a lso b e a c c e p te d , e i
th e r a t se a u sin g th e c a rg o lin e rs liftin g
e q u ip m e n t, h e n c e a v o id in g p o rt c o n g e s
tio n , o r u sin g q u a y -s id e g e a r.
T h e fe e d e r ro - ro s a re d e sig n e d fo r se rv ic e
in ro u g h w e a th e r, an d h a v e a hig h fo re
ca stle to m in im is e th e sh ip m e n t o f w a te r in
su ch c o n d itio n s .
Specification
C la ss ific a tio n : 1 3 /3 E C a r fe rry /tra ile r
c a rrie r fo r o p e ra tio n in d e e p w a te r ex c e p t
ice a re a s .,D w t: 1350 m e tric to n n e s .
L e n g th O v erall: 7 7 .3 m e tre s . L e n g th bp:
6 9 .6 m e tre s, L e n g th o f c a rg o d eck : 7 2 .5
m e tre s , M o u ld e d b rea d th : 1 5 .2 m e tre s,
M o u ld e d d e p th : 4 .0 m e tre s. E n g in e : D a i
h a tsu D ie se l. T ria l S p e e d : 14 k n o ts .
fe e d e r v e sse l su ch as th o se n o w o rd e re d by
G u lf R o -R o S e rv ic e s, is d e sig n e d as a
p e rm a n e n t sh ip p in g sy ste m fo r a w ide v a
riety o f c a rg o e s , e n a b lin g lo a d in g and u n
lo a d in g to ta k e p lace in v irtu ally an y lo c a
tio n , fro m a ro -ro b erth at a m a jo r p o rt to
sh allo w o ffsh o re w a ters a n d b e a c h e s.
Ro-Ro here to stay
It h as a lso b een su g g e ste d re c e n tly th at
ro ll-o n roll o f f fre ig h tin g o p e ra tio n s to th e
M id d le E a st w ill b e u n n e c e ssa ry w hen
c u rre n t c o n g e stio n h as b ee n c le a re d , o p
tim istic a lly p re d ic te d fo r 18 m o n th s tim e.
It h as a lso b een su g g e ste d th a t th e ro -ro
to n n a g e n o w o n o rd e r w ill th e n fin d its e lf
su p e rflu o u s.
B ryan D a v ie s, M a rk e tin g D ire c to r o f
M o rla n d N a v ig a tio n (L o n d o n ) L td , Sea-
sp eed F e rrie s U K A g e n t, se e s ro -ro in a
d iffe re n t lig h t. W e a re c o n v in c e d , he
s a y s , th a t p e rm a n e n t ro -ro b u sin e ss w ill
b e w o n b y c a p tu rin g a p e rc e n ta g e o f th e
g e n eral c a rg o m a rk e t. S e a sp e e d F e rrie s
a re b a c k in g th e se c o n v ic tio n s w ith
m u lti-m illio n p o u n d in v e stm e n ts in ro -ro
to n n a g e , an d e stim a te th a t th e c a p tu re o f
o n ly 1% o f th e tra d itio n a l g e n e ra l c arg o
b u sin e ss b y ro -ro w ill e a sily k e e p o c c u
p ie d th e ro -ro to n n a g e n o w b u ild in g .
 New electronically-controlled cargo pump turbines ses th e sp e e d o f th e tu rb in e s h a ft. T h e
o u tp u t o f th is d e v ic e is p ro c e s se d in a
for oil tankers and land-based installations
p u ls e c o u n te r to g iv e a D C o u tp u t sig n a l,
Remote control system suitable for computerised loading and w h o se stre n g th is p ro p o rtio n a l to th e tu r
discharging systems b in e sp e e d . T h e p u ls e c o u n te r o u tp u t is
a ls o fed to a sp e e d -c o n tro l u n it w h e re it is
c o m p a re d w ith th e p re -s e t re fe re n c e v o l
A n e w ty p e o f e le c tro n ic a lly -c o n tro U e d d e n t sp e e d c o n tro lle rs ca n b e su p p lie d if tag e c o rre s p o n d in g to th e re q u ire d sp e e d .
ste a m tu rb in e (F ig . 1), w h ic h m e e ts th e a lte rn a tiv e c o n tro l p o in ts a re re q u ire d T h e d iffe re n c e b e tw e e n th e c o u n te r o u tp u t
c a rg o p u m p in g re q u ire m e n ts o f o il ta n k e rs th ro u g h o u t a sh ip . T h e s e c o n tro ls a re b u ilt a n d th e v o lta g e is a m p lifie d a n d c o n v e rte d
o f all ty p e s up to 5 0 0 0 0 0 to n s a n d c a n b e u p fro m m o d u la r c o m p o n e n ts w h ic h are to an o u tp u t c u rre n t w h ic h o p e ra te s th e
in c o rp o ra te d in to c o m p u te ris e d lo a d in g p lu g g e d in to p rin te d c irc u it b o a rd s so th a t tu rb in e s re g u la to r v a lv e . In th is w a y , a
a n d d is c h a rg in g s y s te m s , h a s b e e n d e v e a n y se c tio n o f th e s y s te m c a n b e in s ta n tly v e ry sm a ll c h a n g e in tu rb in e sp e e d o p en s
lo p ed by W e ir P u m p s L td ., In d u stria l & re p la c e d if a fa u lt o c c u rs . o r c lo s e s th e re g u la to r. S ig n a ls fro m the
M a rin e D iv is io n , C a th c a rt, G la s g o w , T h e e le c tro n ic c o n tro l sy s te m in c o rp o ra sa m e m a g n e tic s e n s in g d e v ic e a lso h o ld
S c o tla n d . T h e n e w tu rb in e , w h o se o u tp u t te s a m a g n e tic se n s in g d e v ic e w h ic h se n th e trip re la y s in th e c lo s e d p o sitio n .
c a n be u p to 5 0 0 0 b h p , is m u c h s m a lle r
th an c o n v e n tio n a l tu rb in e s and o ffe rs
m o re a c c u ra te re m o te c o n tro l. K n o w n as
th e W e ir A E T (A d a p ta b le E le c tro n ic T u r
b in e ) , th e e le c tro n ic c o n tro ls c o n fo rm to
L lo y d s E n v iro n m e n ta l T e st S p e c ific a
tio n , w h ic h c o v e rs v ib ra tio n , h u m id ity ,
te m p e ra tu re , v o lta g e flu c tu a tio n , in s u la
tio n a n d o th e r fa c to rs. A p a rt fro m s o m e 3 0
se ts n o w in s e rv ic e at s e a , a n u m b e r h a v e
b e e n su p p lie d to d riv e s u g a r m ills. T h e re
a re o th e r la n d -b a s e d a p p lic a tio n s , su c h as
in p u m p in g s ta tio n s , w h e re it is n e c e ss a ry
to e ffe c t v ery a c c u ra te re m o te c o n tro l.
A E T tu rb in e s c a n b e m o u n te d v irtu a lly
a n y w h e re , in th e v e rtic a l o r h o riz o n ta l p o
sitio n - u n lik e c o n v e n tio n a l tu rb in e s
w h ich a re c o n stru c te d in tw o d iffe re n t
w a y s, o n e fo r h o riz o n ta l a n d o n e fo r v e rti
c al u s e , b e c a u s e th e lu b ric a tin g -o il su m p
m u s t a lw a y s b e at the lo w e st p o in t. T h e
A E T tu rb in e h a s n o o il s u m p , w h ic h sim
p lifie s its c o n s tru c tio n an d re d u c e s its size;
it is lu b ric a te d b y a se p a ra te sy ste m w h ic h
c a n se rv e a n y n u m b e r o f tu rb in e s .

Electronic control system

W h e re a s c o n v e n tio n a l tu rb in e s m u s t be
sta rte d m a n u a lly a t a p o in t c lo s e to th e
tu rb in e its e lf, A E T u n its c a n b e sta rte d a n d
c o n tro lle d b y p u s h -b u tto n fro m a c o n tro l
ro o m o r a n y re m o te p o sitio n .
A p a rt fro m p ro v id in g e x tre m e ly a c c u ra te
s p e e d c o n tro l, th e e le c tro n ic c o n tro l sy s
te m e m p lo y e d w ith A E T tu rb in e s c a n b e
u se d fo r m a n y m o n ito rin g d u tie s. F o r
e x a m p le , if th e re is e x c e ss iv e w e a r in th e
tu rb in e , o r o v e rh e a tin g , la c k o f o il p re s s u
r e , o r h ig h e x h a u s t p re s s u re , th e c o n tro ls
trip a n d th e tu rb in e sto p s. A d d itio n a l trip
d e v ic e s c a n b e in s ta lle d v e ry e a sily to c o
v e r a n y k in d o f h a z a rd , su ch as fa ilu re o f
th e in e rt g a s s y s te m in th e c a rg o ta n k s
w h ic h w o u ld c re a te a d a n g e r o f e x p lo s io n .

Any num ber o f control points

T h e sy s te m o p e ra te s fro m a c o m p a c t c u b i
c le (F ig . 2 ), a n d a n y n u m b e r o f in d e p e n

540
 H NEDERLANDSE VERENIGING VAN
TECHNICI OP SCHEEPVAARTGEBIED
I Netherlands Society of Marine Technologists)
Voerste* voer tszingm sfsmmm 1976-1377 -
npgjcrt. survey w spates at affshara
straety rs s
citjor tnr. G. 8: Snrediy sn mr. C A. B an-
irntjge wan Libya's. Register af Shipping.
23' 3sct, '76 (de) Rotterdam
ueze waorbracht. wordt gehouden in sa-
menwerking met het institute- af Marine
Engineers (Netherianfis Srandi) de
Seeds Scheepstechniek wan het Kiwi.
24 sept. 7. (ur) Amsterdam ??
36 sapt, 76: (de.). Groningen ?7
Turbines en tandwielkasten
te e r Kapt, 2. T D A. C Fljcke-
1 ofct. 7 (-dit Groningen 77
24 okt 76 (do) Botterdam
22 Gfct 76 (vr); Amsterdam
TM62S
door ir. J H, WessaiQ, Directaur Tschniek,
Stork-Werkspoor-Oiesei
ra ncv 76- (doi: Rotterdam
Vac-rradit in samenwerking met. IME {-Ste-
therlands B ran ch) en S e c tie S c h e e p s te c h
niek v a n h et Klvl.
NIEUWSBERICHTEN
Personalia
M. Bakker +
Op 2 juni 1976 overleed in de leeftijd van 44
jaar de heer M. Bakker, Expert bij het
Scheeps-W erktuigkundig & Nautisch Exper
tise Bureau Dijkhuis te Amsterdam.
De heer Bakker was lid van de Nederlandse
Vereniging van Technici op Scheepvaartge
bied.
K. Pronk Jzn. t
Op 26 juni 1976 overleed in de leeftijd van 65
jaar de heer K, Pronk Jzn, directeur Rekab-
Groningen B .V . te Groningen.
De heer Pronk was lid van de Nederlandse
Vereniging van Technici op Scheepvaartge
bied.
P. V uyk t
Op 25 juli 1976 overleed in de leeftijd van 69
jaar de heer P. Vuyk, commissaris A. Vuyk &
Zonens Scheepswerven B .V . te Capelle a.d.
Ussel.
De heer Vuyk was lid van de Nederlandse
Vereniging van Technici op Scheepvaartge
bied.
1S n cv " 6 ; v r A m sreroafr-
25 - c v 76 . o c ' G fO m n g sn
Moderne ont'wikei'fnoen op het a s blad
**ae m e t - d M t n i c t i e t ia s O R d e fz e a k :
door de heer A. de Sterke trtoofd sM Re
search er? Or.tw Rntgen Technische
Dienst.
TS dec. '76 (do) Rotterdam
47 d e c 76 (vr> Amsterdam.
21 dec. 76 (di) uraningen
Toepassm g h ydr sdy namssch onder-
soek tf het m anoeuvreren
door de. heren. ir. k G.. Giansdorp. an sr. G.
van uortroerssen .
Voordracht georganiseerd door de Sectie
Scheepstechniek van het Klvl:
2D jan. '77 (do) OeR (voor de aftt. Rottesr-
dam)
2 t jan. 77 (vr) Amsterdam.
27 jan. '77 (do) Groningen: 7 7
17 tefcr 7? (do) Rotterdam ??
18 febr. 7 7 (vr) A m s te rd a m ??
2 2 febr. '7 7 (di) G ro n in g e n ??
Jubileum Ir. J. N. Joustra
Op woensdag 1 september a.s. is het 25 jaar
geleden dat de heer Ir. J. N. Joustra in dienst
trad van de Rederij Van N ievelt, Goudriaan &
Co. B .V ., nu een dochterondernem ing van de
SHV Nederland N.V.
Op die dag is er een receptie van 1 6 .3 0 - 18.00
uur in het SHV kantoor, W esterkade 2 te R ot
terdam.
Afscheid J. B. A. Visser
De heer J. B. A. V isser, directeur afdeling
Nieuwbouw van Adriaan Volker Baggermaat-
schappij B .V . verlaat op 27 augustus a .s., we
gens het bereiken van de pensioengerechtigde
leeftijd, na een dienst bij Adriaan Volker van
bijna 48 jaar, deze ondernem ing.
RCN wordt ECN
De naam van de Stichting R eactor Centrum
N ederland (RCN) is met ingang van 1 augustus
1976 gewijzigd in Stichting Energieonderzoek
Centrum Nederland (ECN).
Deze naamswijziging houdt verband met het
door het bestuur op voorstel van de regering
genomen besluit, de taak van de Stiching, die
beperkt was tot het gebied van de vrijmaking
van atoom energie, te verbreden tot die van een
instituut voor onderzoek op het gehele gebied
van de energievoorziening.
Vtfcng Piper (met film)
door ir. G. Lagers (S-tC)
t ? wt 7 7 |dd) Rotterdam
18 mrt. '77 (vr) Amsterdam
25 mrt '77 (do) Grorangen 7?
O n w ik k eH rsg v a n cfe te' d e
zeevaart
docs- de heer A Wepster fN&H)
21 apr 7 7 (dol Rotterdam
22 apf 7 7 (vr) Amsterdam
26 apr 7 7 fd) Gronmgen 7?
S ti.
t g m 11 a p l 77 ra sen
IS1m a 7 7 Hemelvaartsdag
29 m 30 m a "77 Rnfesteren
f f Nog geen: (eiteg beschikbaar,
V sorsteisn worden gaarne tegemoet ge
zien.
O n ders'taana pro g ram m a z te
S chip e n W erf w orden herrtaatd.
zigsngen of mrifteger? kunnen
hierin voorkomen.
Europort 76
Europort 76 zal van 9 t/m 13 novem ber 1976 in
het RAI-gebouw te Amsterdam gepresenteerd
worden.
De opening zal geschieden door mr. D. F.
M artin-Jenkins, voorzitter van de International
C hamber of Shipping.
Burmeister & Wain rcparatie-bedryven
Bij de 33 over de wereld verspreide reparatie
bedrijven voor B unneister & Wain motoren is
nu toegevoegd voor het gehele M idden-Oosten
de Alexandria Shipyard te A lexandria, Egypte.
Cursussen Rubber en Kunststoffen
Bij de Stichting Opleiding Rubber en K unst
stoffen (SORK) is het Opleidingsprogram m a
voor het seizoen 1976/77 verschenen.
Er is keuze uit een groot aantal theorie- en
praktijkcursussen, die m ondeling en/of schrif
telijk gegeven worden, waarbij het niveau uit
eenloopt van LTO tot en met HTO.
De cursussen zijn bestem d voor produktieper-
soneel, laboratoriumm edewerkers en hogere
chemici en technici in de verw erkingsindus
trie, m aar ook zijn er cursussen voor de bewer
king en toepassing, b.v. voor installateurs,
ontwerpers en constructeurs.
Hel programma is verkrijgbaar bij: SORK,
postbus 1806, 's-G ravenhage, tel.: 070 -
469444.
Commissie voor Zeehavenaangelegenheden
M inister W esterterp (V erkeer en W aterstaat)
heeft een interdepartementale comm issie van
overleg inzake zeehavenaangelegenheden in
gesteld. Deze comm issie krijgt onder m eer tot
taak de belangen van het rijk in het nationale
zeehavenbeleid te cordineren. Ook zal de
comm issie een wetsontwerp moeten voorbe
reiden waarin de instelling, de samenstelling
en de taken van de Nationale Havenraad (thans
nog com m issie Zeehavenoverleg) worden ge
regeld. Naast dit alles zal de com m issie de
minister adviseren over aangelegenheden die
het zeehavenbeleid raken.
De comm issie staat onder voorzitterschap van
ir. K. F. Valken, hoofddirecteur scheepvaart
wegen en havens van Rijkswaterstaat. In de
com m issie hebben vertegenwoordigers zitting
van de ministeries van Economische Zaken,
Financin, Volkshuisvesting en Ruimtelijke
Ordening, Binnenlandse Zaken, Sociale Zaken
en Volksgezondheid en Milieuhygine.
Tot nu toe werden de vraagstukken van het
zeehavenbeleid van geval tot geval besproken
tussen de direct betrokken departementen. Met
het instellen van deze comm issie wil men het
overleg over deze zaken beter onderling af
stemmen en integreren. Z onder dat dit over
igens de eigen taken en verantwoordelijkheden
van de afzonderlijke ministeries aantast. De
comm issie zal ook dienen als centraal adres
voor havenbeheerders en bedrijfsleven. Ten
slotte zal de nieuwe commissie nauw contact
houden met de com m issie Zeehavenoverleg,
waarin behalve vertegenwoordigers van het
rijk ook vertegenwoordigers van havenbeheer
ders en havengebonden bedrijven zijn opge
nomen.
New oil skim m er
A new lightweight m em ber o f the famous
SLURP family of oil skimmers has recently
been announced by Seaward International,
Inc., of Falls Church, Virginia, (represented
by Bastiaan Pot B.V . Rotterdam)
This New Aluminium SLURP is the perfect
complim ent to the stainless steel and galvan
ised steel models.
W eighing only 36 pounds, it is best suited for
emergency oil spills and other situations where
weight is an important factor. In spite o f its
light w eight, this new model has a recovery
capacity exceeding 1,800 gallons per hour.
SLURP skimmers are ideal for oil spill reco
very in confined and protected waters.
The United States Navy uses the SLURP
skimm er as their standard oil recovery device
for the clean up o f small dockside oil spills at its
numerous shore facilities. They also have pro
ven very effective in rem oving floating pollu
tants from waste w ater in a variety o f industrial
applications.
SLURP (Self-leveling Unit for Removing Pol
lution) is a floating, weir-type oil skimm er,
originally developed by the Esso Research
C entre, A bingdon. England. The skim m ers
542
unique design permits the skimm ing depth to
be adjusted simply by adjusting pump flow
ra te.
Unlike most weir skim m ers, no adjustm ent is
required at the skim m er itself.
Several complete oil recovery systems based
on the SLURP are available with a wide range
o f accessories.
Nieuwe opdrachten
B .V . A annem ings M aatschappij v/h J. Prins
van W ijngaarden te Hattem heeft bij IHC De
K lop te Sliedrecht een grote cutterzuiger be
steld.
Het betreft hier een zuiger van het type IHC
Beaver 3300, m et een totaalvermogen van
3450 pk. Dat dit type zuiger succes op de
baggermarkt heeft, mag blijken uit het feit dat
IHC De Klop er zeven van verkocht heeft bin
nen n jaar. Deze dieselhydraulische zuiger is
dem onteerbaar en voorzien van een paalwa-
gen. Tot de moderne accessoires behoort een
zogenaamde profielcom puter, w aarmee een
gew enst bodem profiel aanzienlijk eenvoudiger
kan worden gebaggerd.
Prins van W ijngaarden zal deze zuiger met
toebehoren, waarmee een bedrag van 6 a 7
miljoen is gem oeid, eind 1976 in gebruik ne
men.
Prins van W ijngaarden heeft de laatste jaren het
zw aartepunt van de activiteiten naar het buiten
land verlegd. Buiten N ederland zijn thans vol
ledige dochtermaatschappijen gevestigd in
W est-D uitsland, Belgi, Frankrijk en Enge
land. Juist in het buitenland wordt de behoefte
gevoeld de bestaande cuttercapaciteit van het
bedrijf te vergroten, in welk kader de aanschaf
van deze zuiger past.
Het bedrijf orinteert zich nog inzake andere
mogelijkheden, teneinde de cutterzuigeractivi-
teiten verder uit te bouwen.
Tewaterlatingen
12 Augustus jl. is bij Stami B.V . te Dordrecht
met goed gevolg een duwboot-casco te water
gelaten met een gewicht van 340 ton.
Opdracht tot de bouw ervan was gegeven door
de Europese W aterweg Transporten B .V . te
Rotterdam.
Deze is voornem ens de nieuwe duw boot onder
de aanduiding E W T 106 begin volgend ja a r in
de vaart te brengen.
Baan-Hofman M achinefabriek en Reparatie
bedrijf N .V. zal op haar w erf te Gorinchem de
inbouw van de motoren verzorgen. D aar vindt
ook de verdere afbouw plaats.
M et haar 3 M A K-m otoren van elk 1800 pk zal
deze duwboot tot de nieuwe generatie sterke
duwboten behoren, geschikt voor het duwen
van 6 duwbakken van 2.700 ton elk.
Proeftochten
Op 4 augustus 1976 heeft met goed gevolg
proefgevaren het motorschip P ia Danielsen,
bouw num m er 527 van B odew es' Scheepsw er
ven B .V . te Hoogezand, bestem d voor Reder-
iet Otto Danielsen te K openhagen.
Hoofdafm etingen zijn: lengte 71,94 m .,
breedte 13,00 m. en holte 7,15/4,95 m.
In dit schip werd genstalleerd een 4-takt, en-
kelwerkende M aK-m otor van het type 8 Mu
452 AK met een vermogen van 2000 pk bij 450
om w /m in.
Het motorschip Pia Danielsen werd gebouwd
onder toezicht van Bureau Veritas voor de
klasse: 1 3/3 L 4* Haute m er G lac III.
Verkochte schepen
Via bemiddeling van Supervision Shipping &
Trading Com pany, Rotterdam , is de bulkcar
rier F .S .B . 02 eigendom van Panamanian An-
chorport Company Inc. - een dochteronder
neming van PSF O ffshore Logistics B. V ., Rot
terdam - verkocht naar G riekenland, draag
vermogen 46 000 ton, gebouwd in 1965, uitge
rust met een Burm eister & W ain hoofdmotor
van 15 000 pk.
Het schip wordt n dezer dagen te Glasgow
opgeleverd en zal dan herdoopt worden in Ar-
chipelagos.
Het m .s. Geestduin, 1.010 td w ., type open
shelterdecker/container carrier, gebouw d in
1969 bij Scheepsw erf de Groot & v. Vliet te
Slikkerveer, klasse Bureau Veritas, uitgerust
m et een 1050 pk Smit & Bolnes dieselmotor
werd door W aling van Geest & Zonen B .V . te
s-Gravenzande verkocht aan Z anka Compania
Naviera S.A . te Panam a. Het schip vaart thans
onder Panam ese vlag en onder de naam G arza.
Door de curator in het faillissement van Rip-
meester & Co. te Rotterdam werden verkocht
aan Scheepsunion Rijnvaart B .V . te Rotterdam
de volgende schepen:
m .s. Efficacia, 927 tdw ., van het type single-
decker, gebouw d in 1961 bij Bodewes te Mar-
tenshoek en uitgerust met een 650 pk Werk
spoor dieselm otor.
m .s. Celicia, 550 tdw ., type singledecker, ge
bouwd in 1954 bij de N .V . M artenshoekster
Scheepsbouw te Hoogezand en uitgerust met
een 395 pk Brons dieselm otor.
m .s . M alacia:, 610 t d w ., ty p e s in g le d e c k e r.
gebouwd in 1957 bij Scheepsw erf Barkmeyer
te Groningen en uitgerust met een 395 pk Brons
dieselm otor.
m .s. A udacia, 531 td w ., type singledecker,
gebouwd in 1963 bij Scheepsw erf Appingedam
te A ppingedam en uitgerust met een 30Q pk
Brons dieselm otor.
Deze schepen werden om gedoopt in SU S l, II,
III en IV.
Het m .s. SU S IV werd inm iddels verkocht aan
C arisbrooke Shipping Ltd. te N ewport, Isle of
W ight, Engeland en vaart thans als Greta C
onder Britse vlag.
Kustvaartbedrijf M oerm an te Rotterdam heeft
haar m .s, Libra groot 970 td w ., van het type
singledecker, uitgerust met een 675 pk
M. A .K . dieselm otor verkocht aan de Cement -
bouw N .V . te Heemstede.
De clippers Avontuur van T. R. Knoop te
Veendam en Anna van P. Zuiddam te Rotter
dam werden door de eigenaren verkocht naar
Finland alw aar ze zuilen w orden omgebouw d
tot jachten.
Deze verkopen kw am en tot stand door bem id
deling van Amara International Corporation
B.V. te Groningen.
TECHNISCHE INFORMATIE
A u tom atisch e cla ssificeerd er
Het Noorse Ingenieursbureau Finn Strom A/S
heeft een apparaat ontwikkeld voor het schoon
spuiten van olietankers.
Het nieuwe apparaat is uitgerust met spuitkop
pen die tegenover elkaar zijn gemonteerd en
om een horizontale as draaien. Deze as draait
op zijn beurt weer rond een verticale as. De
spuitkoppen openen zich zodra zij zich bene
denwaarts richten en sluiten zich weer zodra ze
zich in bovenw aartse richting bew egen. Op
deze wijze worden alle zijden en de bodem van
de tanker geheel autom atisch schoongespoten.
Deze autom atische classificeerder is uitge
rust met verscheidene pneum atische com po
nenten van Atlas Copco w aaronder een lucht
m otor van het type LZB 22/33 en is verder
voorzien van een positie-bepaler, een snel-
heidsregelaar en een programmakeuzeschake-
laar. Het apparaat kan worden ingesteld op drie
programmas: n voor het continu schoon met ingang van dezelfde datum de aktiviteiten
spuiten van een tank, n voor schoonspuiten
in gedeelten, en n waarbij de spuitkoppen in
een bepaalde positie autom atisch stoppen met
spuiten. Finn Strom heeft reeds een groot aan
tal internationale orders voor het nieuwe appa
raat ontvangen,
U P -rafing o f air-cooied D eutz Diesel E ngi
nes F u rth e r developm ent o f series F L 413
KHD, K lckner-H um boldt-D eutz A G , Kln,
has increased the rating o f the air-cooled diesel
engines o f the series FL 413, which are m anu
factured in the Ulm engine w orks, by 12%.
This up-rating was achieved by enlarging the
swept volum e. The new engines are offered
under the type designation FL 413 F.
The piston displacem ent has been enlarged
from 1,41 to 1.595 i/cylinder by changing the
stroke from 125 to 130 mm and the bore from
120 to 125 m m . In the case o f naturally aspira
ted engines, cylinder ratings o f 23.5 kW (32
HP) at a speed o f 2650 RPM can thus be attain
ed. The sam e rating can also be made available
at a speed o f 2500 RPM.
The series includes 6, 8, 10 and 12-cylinder
engines, and ail m odels can be offered both as
naturally aspirated and turbocharged engines.
The cylinder output o f the engines with turbo
charging com es up to 29.4 kW (40 HP) at a
speed o f 2500 RPM , Specific fuel consum ption
shows in the characteristic curves a best value
of 216 g/kW h (159 g/H Ph).
For up-rating, the main bearing journals o f the
crankshaft were reinforced and the cooling air
blowers m atched to the higher air requirem ents
of the engines. It is possible to mount hydraulic
oil coolers for converters or hydrostatic gear
boxes. H ow ever, in the case o f the F L 413 F
S. en W. - 43e jaargang na 17 - 1976
m odels, .these are not fitted at the flywheel end
behind the tw o cylinder banks as in the FL 413
series, but on the upper side o f the engines. In
contrast w ith the FL 413 engines, a charge air
cooler is not required for turbocharged FL 4 13
F engines.
W ith practically the same dim ensions o f the
engines o f both series, up-rating o f the FL 413
F engines means an increase o f volume effi
ciency , The com pact engines have on average a
specific weight of 3.95 kg/kW (2.9 kg/H P). A
value o f even 3.53 kg/kW (2.6 kg/HP) is at
tained in the turbocharged 12-cylinder engine.
For applications w here the lowest possible de
gree o f noxious emission plays an important
role, the engines can be equipped with the
DEUTZ two-stage com bustion system. With
this special equipm ent, the series is called FL
413 FW and replaces the FL 714 engine series.
In h am w o rd t agent v o o r S ab ro e
Inham B.V. te Dordrecht is met A /S Thom as
Ths Sabroe te A arhus. D enemarken overeen
gekomen om per 1 augustus 1976 de belangen
van deze firm a in Nederland te gaan beharti
gen.
Sabroe A arhus, n der 'w orld leading fir
m as op het gebied van koeltechniek, heeft
via haar dochter Sabroe N ederland beindigd.
Teneinde deze voor Inham nieuwe aktiviteit
zo goed mogelijk te kunnen uitvoeren, zijn
een aantal koeltechnici, die sleutel posities bij
Sabroe Nederland bekleedden, bij Inham in
dienst getreden.
Inham vestigt er de nadruk op dat zij naast het
agentschap voor nieuwe installaties tevens is
aangesteld als officieel Service Agent voor
zowel scheeps- ais iandinstallaties en onder
delen en com ponenten uit voorraad geleverd
kunnen worden.
A dvanced p ipeline tre n c h in g system
Burial o f oil/gas pipelines on the seabed poses
an increasing challenge as the offshore oil in
dustry m oves into ever deeper and rougher
waters. Responding to this challenge, N or
ways Kv center mechanical engineering group
has now com e up with an interesting new solu
tion.
Called the K voem er-M yrenTrenching System ,
it has the advantage o f easy manoeuverability
under water and rem ote-controlled operation in
water depths down to 500 metres w ithout diver
assistance. Unlike other mechanical systems
currently under developm ent, the K v a rn e rd e
sign is largely independent o f seabed condi
tions since the actual pipeline serves as a gui-
deraii during trenching.
T he com puter-assisted system centres on an 8
x 9 metre trenching machine weighing
roughly 50 tons with an 1.8 m etre diam eter
cutting head. Four spherical ballast tanks ren
der the m achine w eightless under w ater and
can be blown com pletely for quick surfacing in
an em ergency.
T his m achine is rem ote controlled through a
750 metre long cable linked to a specially-
equipped m other ship. The pre-laid pipeline is
located with the aid o f sonar and TV and the
machine then clamps to it. The trenching ope
ration is performed by a vertical cutter and can
achieve a speed o f roughly 500 metres an hour.
D eveloped at a cost of roughly eight million
kroner in cooperation with N orw ays Scientific
and Technical Research C ouncil, the state oil
company Statoil and Norsk Hydro, the system
recently passed practical model tests in real-life
conditions with flying colours. The next step is
said to be the construction o f a full-scale proto
type.
norm form
O ffshore vessels
C autious optimism in the rig market is recorded
by London shipbrokers Eggar, Forrester in
their latest report. A fter the steep decline o f the
past eight m onths, rates for a m odem semi-
subm ersible holding a good track record re
main in the region of $ 20,000 per day.
The num ber of converted rigs assisting the con
struction and developm ent sector increases
steadily, with about eight units on location.
Now fully accepted in this role, contracts in the
region o f 12/18 months are being placed.
Although there are still few long term contracts
for supply vessels and support craft, the m ajo
rity o f vessels are fully em ployed but only on a
week by week basis. No new building contracts
have been placed since the beginning of this
year and, until such time as the present surplus
o f vessels has been considerably reduced, this
situation is unlikely to change.
State participation and taxation has been accep
ted as a known quantity by m any oi I companies
and proven reserves are continually being upra
ted. W ith Northern Europe still holding an at
traction as a politically stable area in relation to
other parts o f the world, a m ajor proportion of
international oil com panies' budgets will con
tinue to be allocated to Europe.
G enoa c o n crete floating dock fo r 350 0(H)
to n ships
The G enoa shiprepair com plex o f Cantieri Na-
vali Riuniti has in recent years undergone a vast
reorganisation, but latterly has tended to be
overshadowed by the huge block reinforced
concrete structures being built in the adjacent
civil engineering site Sogene for the port's new
concrete floating dock, dim ensioned for ships
o f up to 350 000 tons d. w. T his will be used by
C .N .R . as well as other shiprepairers in the
port and will certainly be the w orlds largest
concrete floating dock. It is being built from
eight reinforced sections and will be 350 m
long by 62 m wide. T w o of these towering
structures (230 m high) incorporating integral
accom m odation, w orkshops and other facili
ties within the w alls, have already been finis
hed, and the whole dock, com plete with cra
nes, including one of 200 tons capacity with a
58 m reach, is scheduled for com m issioning at
the end o f 1978.
543
 L loyds registers new capability now avai
lable for prediction o f propeller-generated
vibration excitation forces
The Hull Structures D evelopment Unit of
L loyd's Register has recently introduced ad
vanced methods for the prediction of
propeller-generated vibration excitation for
ces.
In conjunction with L loyds R egister's existing
dynamic structural analysis facilities, this addi
tional capability provides the ship designer
with a powerful tool for the more exact treat
ment of a variety o f hull and shafting vibration
problem s, together with dynam ic shaft align
ment and propeller blade stress analysis.
The elem ents o f the new prediction system
(which have been programmed for Lloyds Re
g isters com puter) consist o f the follow ing:-
- A data processing procedure, developed
within L loyds Register, which handles a va
riety of wake definition data, and also provides
options for several autom atic correction tech
niques for w ake-scale and propeller induction
effects.
- The main calculation method based on the
3-dim ensional, unsteady, lifting surface theory
developed by the Davidson Laboratory at Ste
vens Institute of T echnology. This is one of the
most technically advanced methods for the de
termination of the blade pressure distribution
and propeller-generated excitation forces cur
rently available and has been further improved
for L loyd's Register, with respect to its com pu
ESSO TANKER GROOTSTE SCHIP TOT HEDEN BIJ M.O.T.
O p 13 ju li k w a m d e E s s o J a p a n in R o tte r
d a m aan o m bij d e M a a s v la k te O lie T e r
m in al c .v . ( M .O .T .) ee n la d in g ru w e o lie
te lo sse n .
D eze ta n k e r d ie 4 0 0 0 0 0 d w t m e e t, is 262
m e te r la n g e n 7 0 m e te r b re e d e n h e e ft e e n
d ie p g a n g v an 7 2 lh v o e t. Z ij is n ie t a lle e n
544
tational efficiency, by Oceanics Inc. of New
York.
- An auxiliary facility, developed for
L loyds Register by Oceanics In c., enabling
the main capability to be used for the calcula
tion o f the added mass and hydrodynam ic
dam ping coefficients, including cross
coupling terms associated with a vibrating pro
peller.
(See fact sheet (Section A) for more de
tailed description of the main capabilities).
Later this year, additional facilities will be
made available for the calculation of
propeller-generated hull surface forces under
both cavitating and non cavitating conditions,
and further extensions to the propeller forces
prediction package are being investigated. (See
fact sheet (Section B) for details.
Propeller Forces Prediction Package
(A) The present Propeller Forces Prediction
Package is capable o f the follow ing m athem a
tical routines-
1. The calculation o f the pressure distribution
on all the blades arising from the zero (mean)
and all the special harm onics of the wake as
well as the contribution from blade thickness.
2. The integration of the above pressure distri
bution to provide the 6 com ponents of mean
steady loading on the propeller and the 6 com
ponents o f fluctuating force or mom ent on the
propeller at any required harmonic o f blade
frequency.
h e t g ro o ts te sc h ip d a t o o it bij d e o lie-
te rm in a l h e e ft g e lo st m a a r o o k E s s o s
g ro o tste ta n k e r.
D a a r d e to e la a tb a re d ie p g a n g bij d e
M .O .T . 6 8 v o e t b e d ra a g t, m o e s t de E sso
J a p a n e e rs t in L e H a v re w o rd e n g e lic h -
te r d . D e to ta le la d in g v a n b ijn a 4 0 0 0 0 0
D e Esso Japan tijdens het lossen bij de M aasvlakte Olie Terminal
3. The summation o f the above harmonic
pressure distributions on both the face and the
back o f the blades to allow assessm ent of the
cavitation inception as a (unction o f blade
position.
4. The calculation of the differential harmonic
pressure distributions between the face and the
back o f the blades to allow either direct evalua
tion of the blade bending moments and shear
forces or the evaluation o f blade stresses by
using suitable structural analysis procedures.
5. The calcu lation of propeller added mass and
hydrodynam ic coefficients, including cross
coupling terms.
(B) A dditional capabilities to be made availa
ble later this year will include -
1. The calculation of fluctuating pressure dis
tribution over the aft end hull surfaces at requi
red harm onics of propeller blade frequency un
der non-cavitating conditions.
2. The cavitation characteristics of a particular
propeller in a given wake distribution.
3. The calculation of the fluctuating pressure
distribution over the aft end hull surfaces due to
a partially cavitating propeller.
Note
Further extensions to the Propeller Forces Pre
diction Package including propeller/hull inte
raction, the total integrated force on the after
body hull surfaces under both cavitating and
non-cavitating conditions, propeller/rudder
and propeller/duct interaction are currently
being investigated.
to n w e rd d a a r to t 2 5 0 0 0 0 to n te ru g g e
b ra c h t.
D e E s s o J a p a n is e e n n ie u w e in Ja p a n
g e b o u w d e U L C C (u ltra la rg e c ru d e c a r
rie r) d ie o p h a a r m a id e n tr ip R o tte rd a m
aandeed.